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Classroom Manual for
Automatic Transmissions
and Transaxles
Fifth Edition
Copyright 2010 Cengage Learning, Inc. All Rights Reserved. May not be copied, scanned, or duplicated, in whole or in part.
Classroom Manual for
Automatic Transmissions
and Transaxles
Fifth Edition
Jack Erjavec
Australia • Canada • Mexico • Singapore • Spain • United Kingdom • United States
Today’s Technician™: Automatic Transmissions © 2011 Delmar, Cengage Learning
and Transaxles, 5th Edition
ALL RIGHTS RESERVED. No part of this work covered by the copyright herein
Jack Erjavec may be reproduced, transmitted, stored, or used in any form or by any means
Vice President, Career and Professional graphic, electronic, or mechanical, including but not limited to photocopying,
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or information storage and retrieval systems, except as permitted under
Director of Learning Solutions: Sandy Clark
Section 107 or 108 of the 1976 United States Copyright Act, without the prior
Executive Editor: David Boelio written permission of the publisher.
Managing Editor: Larry Main
Senior Product Manager: Matthew Thouin For product information and technology assistance, contact us at
Editorial Assistant: Jillian Borden Professional Group Cengage Learning Customer & Sales Support, 1-800-354-9706
Vice President, Career and Professional For permission to use material from this text or product,
Marketing: Jennifer McAvey submit all requests online at cengage.com/permissions.
Further permissions questions can be e-mailed to
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Notice to the Reader

Publisher does not warrant or guarantee any of the products described herein or perform any
independent analysis in connection with any of the product information contained herein. Publisher
does not assume, and expressly disclaims, any obligation to obtain and include information other
than that provided to it by the manufacturer. The reader is expressly warned to consider and adopt all
safety precautions that might be indicated by the activities described herein and to avoid all potential
hazards. By following the instructions contained herein, the reader willingly assumes all risks in
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consequential, or exemplary damages resulting, in whole or part, from the readers’ use of, or reliance
upon, this material.
Printed in the United States of America

1 2 3 4 5 XX 12 11 10
Contents
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . vii
Chapter 1 Drivetrain Basics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

• Introduction 1 • Engine 3 • Transmissions 7 • Driveline 18 • Types of Gears 23 • Bearings 25
• General Maintenance 27 • Automatic Transmission Fluid 27 • Summary 31 • Terms to Know 31
• Review Questions 32 • Multiple Choice 33
Chapter 2 Drivetrain Theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34

• Introduction 34 • Matter 34 • Energy 36 • Force 39 • Motion 41 • Work 43 • Liquids 47 • Heat 51
• Chemical Properties 53 • Electricity and Electromagnetism 57 • Waves and Oscillations 60
• Summary 62 • Terms to Know 62 • Review Questions 63 • Multiple Choice 64
Chapter 3 General Theories of Operation . . . . . . . . . . . . . . . . . . . . . .66

• Introduction 66 • Basic Operation 66 • Planetary Gearing 71 • Clutches and Bands 74
• Transmission Controls 78 • Laws of Hydraulics 80 • Application of Hydraulics in Transmissions 81
• Pressure Boosts 87 • Shift Quality 92 • Transmission and Transaxle Housings 93 • Mounts 96
Chapter 4 Electronic Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101

• Introduction 101 • Basic Electricity 102 • Basics of Electronic Controls 112 • Electronically
Controlled Transmissions 117 • Continuously Variable Transmissions (CVTs) 132 • Hybrid
Transmissions 132 • Summary 143 • Terms to Know 144 • Review Questions 145
• Multiple Choice 145
Chapter 5 Transmission Designs. . . . . . . . . . . . . . . . . . . . . . . . . . . . .147

• Introduction 147 • Transmission versus Transaxle 147 • Basic Designs 148 • Mounts 150
• Housings 153 • Gears 156 • Internal Components 161 • Final Drives 163 • Gaskets and Seals 166
Chapter 6 Torque Converters and Pumps . . . . . . . . . . . . . . . . . . . . .174

• Introduction 174 • Torque Converters 176 • Basic Torque Converters 177 • Torque Converter
Operation 180 • Direct Drive 187 • Converter Control Circuits 191 • Summary 213
• Terms to Know 215 • Review Questions 216 • Multiple Choice 217
Chapter 7 Hydraulic Circuits and Controls . . . . . . . . . . . . . . . . . . . .219

• Introduction 219 • Valve Bodies 219 • Hydraulic Controls 223 • Pressures 231 • Pressure Control
Valves 233 • Governors 239 • Oil Circuits 244 • Summary 244 • Terms to Know 245 • Review
Questions 246 • Multiple Choice 247
Chapter 8 Gears and Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248

Introduction 248 • Simple Planetary Gearsets 248 • Simpson Gearset 257 • Ravigneaux Gearset 260
• Planetary Gearsets in Tandem 262 • Nonplanetary-Based Transmission 267 • Final Drives and
Differentials 269 • Four-Wheel-Drive Design Variations 271 • Shafts 274 • Summary 276
• Terms to Know 276 • Review Questions 277 • Multiple Choice 277
v
Contents
Chapter 9 Reaction and Friction Units . . . . . . . . . . . . . . . . . . . . . . . .279

• Introduction 279 • Reaction Members 279 • Brake Bands 281 • Servos 284 • One-Way
Clutches and Brakes 287 • Multiple-Friction Disc Clutch and Brake Assemblies 289
• Gear Changes 295 • Shift Feel 300 • Summary 305 • Terms to Know 305
Chapter 10 Common Automatic Transmissions . . . . . . . . . . . . . . . .308

• Introduction 308 • Chrysler Transmissions 310 • Ford Motor Company Transmissions 322
• General Motors Transmissions 334 • Honda and Acura Transmissions 346 • Nissan
Transmissions 353 • Toyota Transmissions 354 • Other Common Transmissions 368
• Constantly Variable Transmissions (CVTs) 375 • Summary 381 • Terms to Know 383
Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .387
Glossary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .389
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .409
vi
Preface
Thanks to the support the Today’s Technician Series has received from those who teach
automotive technology, Delmar Cengage Learning, the leader in automotive related textbooks,
is able to live up to its promise to provide new editions of the series every few years. We have
listened and responded to our critics and our fans and present this new updated and revised
fifth edition. By revising this series on a regular basis, we can respond to changes in the
industry, changes in technology, changes in the certification process, and to the ever-changing
needs of those who teach automotive technology.
We also listened to instructors when they said something was missing or incomplete in the
last edition. We responded to those and the results are included in this fifth edition.
The Today’s Technician Series, by Delmar Cengage Learning, features textbooks that cover all
mechanical and electrical systems of automobiles and light trucks. Principally the individual
titles correspond to the certification areas for 2009 areas of ASE (National Institute for
Automotive Service Excellence) certification.
Additional titles include remedial skills and theories common to all of the certification areas
and advanced or specific subject areas that reflect the latest technological trends.
This new edition, like the last, was designed to give students a chance to develop the same
skills and gain the same knowledge that today’s successful technician has. This edition also
reflects the changes in the guidelines established by the National Automotive Technicians
Education Foundation (NATEF) in 2008.
The purpose of NATEF is to evaluate technician training programs against standards developed
by the automotive industry and recommend qualifying programs for certification (accreditation)
by ASE (National Institute for Automotive Service Excellence). Programs can earn ASE
certification upon the recommendation of NATEF. NATEF’s national standards reflect the skills
that students must master. ASE certification through NATEF evaluation ensures that certified
training programs meet or exceed industry-recognized, uniform standards of excellence.
The technician of today and for the future must know the underlying theory of all automotive
systems and be able to service and maintain those systems. Dividing the material into two
volumes, a Classroom Manual and a Shop Manual, provides the reader with the information
needed to begin a successful career as an automotive technician without interrupting the
learning process by mixing cognitive and performance learning objectives into one volume.
The design of Delmar’s Today’s Technician Series was based on features that are known to
promote improved student learning. The design was further enhanced by a careful study of
survey results, in which the respondents were asked to value particular features. Some of these
features can be found in other textbooks, while others are unique to this series.
Each Classroom Manual contains the principles of operation for each system and subsystem.
The Classroom Manual has discussions on design variations of key components used by the
different vehicle manufacturers. It also looks into emerging technologies that will be standard
or optional features in the near future. This volume is organized to build upon basic facts and
theories. The primary objective of this volume is to allow the reader to gain an understanding
of how each system and subsystem operates. This understanding is necessary to diagnose the
complex automobiles of today and tomorrow. Although the basics contained in the Classroom
Manual provide the knowledge needed for diagnostics, diagnostic procedures appear only
in the Shop Manual. An understanding of the underlying theories is also a requirement for
competence in the skill areas covered in the Shop Manual.
vii
Preface
A coil-ring–bound Shop Manual covers the “how-to’s.” This volume includes step-by-step
instructions for diagnostic and repair procedures. Photo Sequences are used to illustrate
some of the common service procedures. Other common procedures are listed and are
accompanied with fine line drawings and photos that allow the reader to visualize and
conceptualize the finest details of the procedure. This volume also contains the reasons for
performing the procedures, as well as when that particular service is appropriate.
The two volumes are designed to be used together and are arranged in corresponding chapters.
Not only are the chapters in the volumes linked together, the contents of the chapters are also
linked. This linking of content is evidenced by marginal callouts that refer the reader to the
chapter and page that the same topic is addressed in the other volume. This feature is valuable
to instructors. Without this feature, users of other two-volume textbooks must search the index
or table of contents to locate supporting information in the other volume. This is not only
cumbersome, but also creates additional work for an instructor when planning the presentation
of material and when making reading assignments. It is also valuable to the students, with the
page references they also know exactly where to look for supportive information.
Both volumes contain clear and thoughtfully selected illustrations. Many of which are original
drawings or photos specially prepared for inclusion in this series. This means that the art is a
vital part of each textbook and not merely inserted to increase the numbers of illustrations.
The page layout, used in the series, is designed to include information that would otherwise
break up the flow of information presented to the reader. The main body of the text includes
all of the “need-to-know” information and illustrations. In the wide side margins of each page
are many of the special features of the series. Items that are truly “nice-to-know” information
such as: simple examples of concepts just introduced in the text, explanations or definitions
of terms that are not defined in the text, examples of common trade jargon used to describe a
part or operation, and exceptions to the norm explained in the text. This type of information
is placed in the margin, out of the normal flow of information. Many textbooks attempt to
include this type of information and insert it in the main body of text; this tends to interrupt
the thought process and cannot be pedagogically justified. By placing this information off to
the side of the main text, the reader can select when to refer to it.
Jack Erjavec
Highlights of This Edition—Classroom Manual

The text was updated throughout, to include the latest developments. Some of these new
topics include the various transmission designs used (or planned to be used) in hybrid vehicles,
the Lepelletier gear setup (which results in five-, six-, seven-, and eight-speed transmissions),
power split units, and various constantly variable transmission designs. There is also more
information on current electronic control systems, including the various protocols used for
multiplexing.
The first chapter introduces the purpose of automatic transmissions and how they link to the
rest of the vehicle. The chapter also describes the purpose and location of the subsystems,
as well as the major components of the system and subsystems. The goal of this chapter is
to establish a basic understanding for students to base their learning on. All systems and
subsystems that are discussed in detail later in the text are introduced and their primary
purpose described. The second chapter covers the underlying basic theories of operation as
the topic of the text. This is valuable to the student and the instructor because it covers the
viii
Preface
theories that other textbooks assume the reader knows. All related basic physical, chemical,
and thermodynamic theories are covered in this chapter.
The third chapter applies those theories to the operation of an automatic transmission. Great
emphasis is placed on hydraulics. The fourth chapter goes deeply into the electronics involved
in today’s transmissions. This is a chapter that was greatly updated, since the manufacturers
are constantly adding more sophisticated electronics to transmissions.
The chapters that follow cover the major components of an automatic transmission and
transaxle, such as torque converters, pumps, hydraulic circuits, gears and shafts, and reaction
and friction units. The last chapter takes a look at the commonly used transmissions and
transaxles. This includes their mechanical, hydraulic, and electronic systems.
Current model transmissions are used as examples throughout the text. Many are discussed in
detail. This includes five-, six-, seven-, and eight-speed and constantly variable transmissions.
This new edition also has more information on nearly all automatic transmission-related
topics. Finally, the art has been updated throughout the text to enhance comprehension and
improve visual interest.
Highlights of This Edition—Shop Manual

Along with the Classroom Manual, the Shop Manual was updated to match current trends.
Service information related to the new topics covered in the Classroom Manual is included
in this manual. In addition, several new photo sequences were added. The purpose of these
detailed photos is to show students what to expect when they perform the same procedure.
They also can provide a student with familiarity of a system or type of equipment they may
not be able to perform at their school. Although the main purpose of the textbook is not to
prepare someone to successfully pass an ASE exam, all of the information required to do so is
included in the textbook.
Chapters 1 and 2 cover the need-to-know transmission-related information about tools, safety,
and typical services procedures. The first chapter covers safety issues. To stress the importance
of safe work habits, one full chapter is dedicated to safety. Included in this chapter are
common shop hazards, safe shop practices, safety equipment, and the legislation concerning
and the safe handling of hazardous materials and wastes. Chapter 2 covers the basics of things
a transmission technician does to earn a living, including basic diagnostics. Also included in
this chapter are those tools and procedures that are commonly used to diagnose and service
automatic transmissions and transaxles.
Chapters 3 and 4 have been heavily revised and updated. This is due to the many new
developments that have occurred in transmission controls.
The rest of the chapters have been thoroughly updated. Much of the updating focuses on the
diagnosis and service to new systems, as well as those systems instructors have said they need
more help in.
New photo sequences on reprogramming a TCM and overhauling a five- and six-speed
transmission have been added. Currently accepted service procedures are used as examples
throughout the text. These procedures also served as the basis for new job sheets that
are included in the text. Finally, the art has been updated throughout the text to enhance
comprehension and improve visual interest.
ix
Classroom Manual
Features of this manual include:
Chapter 1
COGNITIVE OBJECTIVES 'rivetrain Basics

These objectives define the contents of the
chapter and define what the student should
have learned upon completion of the chapter. Upon completion and revieZ of this chapter \ou should Ee aEle to
Each topic is divided into small units to ■ Identify the major components of a vehicle’s
drivetrain.
■
■
Describe the basic operation of a planetary gearset.
State the purpose of a torque converter assembly.
promote easier understanding and learning. ■
■
State the purpose of a transmission.
Describe the major differences between a
■ Describe the differences between a typical FWD and
RWD car.
transmission and a transaxle. ■ State and understand the purpose of U and CV joints.
■ Describe the construction and operation of CVTs. ■ State the purpose of a differential.
■ Explain how a set of gears can increase torque. ■ Identify and describe the various gears used in
■ Define the term gear ratio and explain what modern drivetrains.
happens with speed and torque when two gears are ■ Identify and describe the various bearings used in
meshed. modern drivetrains.
Introduction The combination

An automobile can be divided into four major systems: (1) the engine, which serves as the of the engine and
source for propulsion power; (2) the drivetrain, which transmits the engine’s power to the the drivetrain is
car’s wheels; (3) the chassis, which supports the engine and body and includes the brake, sometimes referred
TERMS TO KNOW
steering, and suspension systems; and (4) the car’s body, interior, and accessories, which to as the vehicle’s
include the seats, heater and air conditioner, lights, windshield wipers, and other comfort powertrain.
and safety features.
The drivetrain has four main purposes: to connect and disconnect the engine’s power to
the wheels, to select different speed ratios, to provide a way to move the car in reverse, and to
control the power to the drive wheels for safe turning of the vehicle. The main components of A few RWD vehicles
DEFINITIONS
the drivetrain are the transmission, differential, and drive axles (Figure 1-1). have the engine
Today, most cars are front-wheel-drive (FWD). Power flow through the drivetrain of a
FWD vehicle passes through the clutch or torque converter, through the transmission, and
mounted in the
midsection of
the vehicle and
Many of the new terms
then through a front differential, the driving axles, and onto the front wheels. The transmis-
sion and differential are housed in a single unit (Figure 1-2) called a transaxle. The gearsets in
the transaxle provide the required gear ratios and direct the power flow into the differential.
are called “mid-
engined” and a few are pulled out into the
The differential gearing provides the final gear reduction and splits the power flow between have the engine
the left and right drive axles. The drive axles extend from the sides of the transaxle. The outer
ends of the axles are fitted to the hubs of the drive wheels. Constant velocity (CV) joints
mounted at the
rear of the vehicle
margin and defined.
and are called
mounted on each end of the drive axles allow for changes in length and angle without affect- “rear-engined.”
ing the power flow to the wheels.
CROSS-REFERENCES
TO THE SHOP MANUAL
1
Reference to the appropriate

page in the Shop Manual is given
Battery 8A
whenever necessary. Although the
© Delmar/Cengage Learning
+ –
chapters of the two manuals are 12 V 3Ω 3Ω

+
4A 4A
synchronized, material covered in Ground
connection Ground
symbol
8A
FIGURE 4-7 A simple parallel circuit.
other chapters of the Shop Manual FIGURE 4-6 A simple light circuit using the vehicle as the
may be fundamental to the topic negative conductor for the circuit.
discussed in the Classroom Manual. The legs of a parallel circuit can contain a series circuit. To determine the resistance of
that leg, the resistance values are added together. The resistance values of each leg are used to
calculate the total resistance of a parallel circuit. Total circuit current flows only through the
common power and ground paths; therefore, a change in a branch’s resistance will not only
affect the current in the branch but will also affect total circuit current.
MARGINAL NOTES
Electrical Problems
Normally, parallel circuits in an automobile have a circuit protection device placed in a com-
Shop Manual mon path from the positive side of the battery. This protection device is usually a fuse, fusible
Chapter 4, page 000 link, or a circuit breaker. They are designed to protect the wires and components from dam-
These notes add “nice-to- age due to excessive current flow. When a great amount of current flows through the fuse
or breaker, an element will burn out or open, causing the circuit to be opened and stopping
current flow. This action prevents the high current from burning up the wires or components
know” information to the in the protected circuit.
Motors attempting Low resistance causes high current. A decrease in the amount of resistance is typically
discussion. They may include to move a heavier
than normal load
the result of a short. A short is best defined as an additional and unwanted path to ground.
Most shorts, such as a bare wire contacting the frame of the car, create an extremely low
examples or exceptions, or or an immovable
object, such as a
resistance parallel branch. Low resistance and high current can also be caused by a slow-
turning motor.
binding window, A short to ground can be present before the load in the circuit or internally within the
may give the common trade will rotate very
slowly or not at
load or component. A short can also connect two or more circuits together, causing addi-
tional parallel legs and uncontrolled operation of components. An example of a possible
jargon for a component. all and will draw
excessive amounts
result from a wire-to-wire short would be the horn blowing each time the brake pedal was
depressed (Figure 4-8). This could be caused by a wire-to-wire short between the horn and
of current.
brake light circuits. Shorts are one of the three common types of electrical problems.
Another common electrical fault is the open. An open causes an incomplete circuit and
can result from a broken or burned wire, loose connection, or a faulty component. If a circuit
is open, there is no current flow and the component will not operate. If there is an open in
AUTHOR’S NOTES one leg of a parallel circuit, the remaining part of that parallel circuit will operate normally.
Excessive resistance at a connector, internally in a component, or within a wire is also a
common electrical problem. High, unwanted resistance will cause low current flow and the
component will not be able to operate normally, if at all.
This feature includes simple Author’s Note: High resistance problems always cause low circuit current and
explanations, stories, or lower than normal voltage drops across the intended load. Opens always result in
zero current flow and therefore there are no measurable voltage drops in the circuit.
A short always increases current flow but the voltage drops will be about normal.
examples of complex topics. Voltage drops will be normal because a short is an unwanted parallel branch in the
circuit.
These are included to
help students understand 106
difficult concepts.
81038_04_ch04_p101-146.indd 106 18/03/10 10:45 PM
x
The transmission’s input shaft is supported by bushings in the stator support inside the
torque converter. There is no mechanical link between the output of the engine and the input
A BIT OF HISTORY
of the transmission. The fluid connects the power from the engine to the transmission. The
combined weight of the fluid, torque converter, and flexplate serves as the flywheel for the
engine. A Bit of This feature gives the student
History
Torque Converter Construction Variations on the basic a sense of the evolution of
three-element torque
A typical torque converter consists of three elements sealed in a single housing: the impel-
ler, the turbine, and the stator. The impeller is the drive member of the unit and its fins are
converter have been
used. The 1948 Buick
the automobile. This feature
attached directly to the converter cover. Therefore, the impeller is the input device for the
converter and always rotates at engine speed.
Dynaflow had two
impellers, two stators, not only contains nice-to-
The turbine is the converter’s output member and is coupled to the transmission’s input and one turbine.
shaft (Figure 6-7). The turbine is driven by the fluid flow from the impeller and always turns
at its own speed. The fins of the turbine face toward the fins of the impeller. The impeller and
In 1953 the Twin-
Turbine Dynaflow
know information, but also
the turbine have internal fins, but the fins point toward each other.
The stator is the reaction member of the converter (Figure 6-8). This assembly is about
was released, with
two turbines, one should spark some interest
one-half the diameter of the impeller or turbine and is positioned between the impeller impeller, and one
and turbine. The stator is not mechanically connected to either the impeller or turbine;
stator. In 1956, Buick
introduced a multiple-
in the subject matter.
rather, it fits between the turbine outlet and the inlet of the impeller. All of the fluid return- turbine torque
ing from the turbine to the impeller must pass through the stator. The stator redirects the converter that had a
fluid leaving the turbine back to the impeller (Figure 6-9). By redirecting the fluid so that variable pitch stator.
it is flowing in the same direction as engine rotation, it allows the impeller to rotate more By the late 1960s,
efficiently, creating torque multiplication. the industry, including
Buick, had returned
to the basic three-
element converter. TERMS TO
SUMMARIES Summary
A turbine is a finned
Terms to wheel-like device
KNOW LIST
that receives fluid
Know
from the impeller
Each chapter concludes with ■ The drivetrain has four primary purposes: to connect the engine’s power to the drive
wheels, to select different speed ratios, to provide a way to move the vehicle in reverse,
All-wheel-drive (AWD)
Annulus
and forces it back
to the stator. The
A list of new terms appears
a summary of key points ■
and to control the power to the drive wheels for safe turning of the vehicle.
The main components of the drivetrain are the transmission, differential, and drive axles.
turbine transmits
Automatic transmission
fluid (ATF)
engine torque to the next to the Summary.
■ The rotating or turning effort of the engine’s crankshaft is called engine torque. transmission’s input
from the chapter. These are ■ The amount of engine vacuum formed during the intake stroke is determined largely by
the amount of load on Turbine shaft
the engine.
Turbine
Ball bearing
Bevel gear
shaft.
designed to help the reader ■ Gears are used to apply torque to other rotating parts of the drivetrain and to multiply
torque.
Bushing
Combustion
A stator is some-
■ Torque is calculated by multiplying the applied force by the distance from the center of Constant velocitytimes
(CV) called a
review the chapter contents. the shaft to the point where the force is exerted.
■ Gear ratios express the mathematical relationship, in size and number of teeth, of one
joint reactor.
Continuously variable
gear to another.
■ Transmissions offer various gear ratios through the meshing of various-sized gears.
transmission (CVT)
■ Reverse gear is accomplished by adding a gear to a two-gear set. Differential
■ Like manual transmissions, automatic transmissions provide various gear ratios, which
Shop Manual
Direct drive
match engine speed to the vehicle’s speed. However, an automatic transmission is able to Driveshaft Chapter 6, page 0000
shift between gear ratios by itself and there is no need for a manually operated clutch to Engine load
assist in the change
FIGURE of6-7
gears.
Location of turbine. Note that the turbine shaft extends from the turbine
to the transmission Engine torque
■ A planetary gearset consists of aand
ringserves
gear,as the input
a sun gear,shaft
and of the transmission.
several planet gears, all
Flexplate
mounted in the same plane.
■ The ring gear has its teeth on its inner surface and the sun gear has its teeth on its outer Flywheel
surface. The planet gears are spaced evenly around the sun gear and mesh with both the Four-wheel-drive (4WD)
ring and sun gears. Front-wheel-drive (FWD)
179
9
■ By applying the engine’s torque to one of the gears in a planetary gearset and preventing Gear ratio
another member of the set from moving, torque multiplication, speed increase, or change Helical gear
of rotational direction is available on the third set of gears.
Herringbone gear
■ Brake bands or multiple-friction disc packs attached to the individual gear carriers and
shafts are hydraulically
81038_06_ch06_p174-218.indd 179 activated to direct engine power to any of the gears and to hold Horsepower 18/03/10 10:48 PM
any of the gears from rotating. This allows gear ratio changes and the reversing of power Hybrid electric vehicle
flow while the engine is running. (HEV)
■ An oil pump in the transmission provides the hydraulic fluid needed to activate the Hypoid gear
various brake bands and clutch packs. Limited-slip
■ The valve body controls the flow of the fluid throughout the transmission and acts on the
Miscibility
vacuum and mechanical signals it receives about engine and vehicle speeds and loads.
■ Most new automatic transmissions rely on data received from electronic sensors and use
Neutral
an electronic control unit to operate solenoids in the valve body to shift gears. Newton-meters (Nm)
■ In FWD cars, the transmission and drive axle is located in a single assembly called Overdrive
a transaxle. In RWD cars, the drive axle is connected to the transmission through a Overall gear ratio
driveshaft. Planetary carrier
■ The driveshaft and its joints are called the driveline of the car.
Planetary gear
■ Universal joints allow the driveshaft to change angles in response to movements of the
Planetary pinions
car’s suspension and rear axle assembly.
■ The rear axle housing encloses the entire rear-wheel driving axle assembly.
Pounds-foot (lbs.-ft.)
■ The primary purpose of the differential is to allow a difference in driving wheel speed Pulley
when the vehicle is rounding a corner or curve. The ring and pinion in the drive axle also Rear-wheel-drive (RWD)
multiplies the torque it receives from the transmission. Ringg gear
g
■ On FWD cars, the differential is part rt of the transaxle assembly. R ll bearing
Roller b ingg
beari
Review Questions
Short-Answer Essays Fill-in the Blanks
1. A computer relies on many different reference 1. Amperage in a series circuit is always .

voltage sensors. These can be divided into types.
2. The voltage required to push amperage through a
81038_01_ch01_p001-033.indd 31 Name the types and give a brief description of their 18/03/10 10:49 PM
resistance is called .
REVIEW QUESTIONS
operation.
3. A VSS and an OSS are examples of
2. Although computers receive different information
sensors.
from a variety of sensors, the decisions for shifting
are actually based on more than the inputs. What 4. A circuit that has more than one path for
are they based on? current to flow through is a
Short answer essay, fill-in-the-blank, and 3. What is the purpose of a protection device in an
electrical circuit?
.
5. A computer is an electronic device that
multiple-choice questions are found at the 4. Some transmissions receive information through
multiplexing. How does this work? and
,
information.
, ,
6. The input devices used in electronic control systems

end of each chapter. These questions are 5. How does a solenoid in an electronically controlled
transmission work? vary with each system; however, they can be
grouped into distinct categories:
6. Most late-model transmission control systems
designed to accurately assess the student’s have adaptive learning. What does this mean? .
and
7. What inputs are of prime importance to a computer 7. Common voltage reference sensors include
competence in the objectives stated in deciding when to shift gears? switches, ,
, and _________________ sensors.
8. What are the advantages of using electronic controls
at the beginning of the chapter. rather than relying on conventional hydraulic
controls in a transmission?
8. In an electronic control system, the typical output
devices are and that
9. What is so unique about a Honda transmission? cause something or
to change.
10. What is the major difference between the
Honda IMA system and a typical ISAD 9. Most electronically controlled transmissions rely on
system? solenoids to
control all forward gears.
10. Voltage generation devices are typically used to
monitor .
Multiple Choice
1. Voltage generation devices are typically used to 2. While discussing transmission solenoids:
monitor rotational speeds. Which of the following is Technician A says an EPC solenoid replaces the con-
NOT a voltage-generating type sensor? ventional TV cable setup to provide changes in fluid
A. Vehicle speed sensor C. MAP pressure in response to engine load.
B. OSS D. ISS Technician B says a TCC solenoid can be modulated
to smooth the engagement of the torque converter
clutch.
Who is correct?
A. A only C. Both A and B
B. B only D. Neither A nor B
145
81038_04_ch04_p101-146.indd 145 18/03/10 10:46 PM
xi
Shop Manual
To stress the importance of safe work habits, the Shop Manual also dedicates one full chapter to safety. Other
important features of this manual include:
PERFORMANCE- Chapter 8 BASIC TOOLS LIST

BASIC TOOLS
BASED OBJECTIVES
Basic mechanic’s tool set
Gear and Shaft

Clean lint-free rags
Appropriate service manual
Each chapter begins with
Service
Clean ATF
a list of the basic tools
These objectives define the contents of needed to perform the tasks
the chapter and define what the student included in the chapter.
should have learned upon completion of the Upon completion and review of this chapter you should Ee aEle to:
chapter. These objectives also correspond to ■ Inspect, measure, and replace thrust washers and ■ Inspect, repair, or replace transaxle drive chains,
TERMS TO KNOW
bearings. sprockets, gears, bearings, and bushings.
the list of required tasks for ASE certification. ■ Inspect and replace bushings. ■ Inspect and replace parking pawl, shaft, spring, and
retainer.
DEFINITIONS
■ Inspect and measure a planetary gear assembly and
replace parts as necessary. ■ Inspect, measure, repair, adjust, or replace transaxle
Although this textbook is not designed ■ Inspect and replace shafts. final drive components.
■ Remove and install the various types of shaft

■ Inspect and service the transmission housing and
simply to prepare someone for the certification seals. cases.
Many of the new terms
exams, it is organized around the ASE task are pulled out into the
The overall reliability of a transmission depends on the structural integrity of the shafts
list. These tasks are defined generically and gears. Therefore these parts, as well as all thrust washers, bearings, and bushings
(Figure 8-1), should be carefully inspected and replaced if damaged or worn.
Thrust load is
a load placed in
margin and defined.
parallel with the
when the procedure is commonly followed Thrust Washers Bushings and Bearings
center of an axis.
A thrust washer is designed to support a thrust load and keep parts from rubbing together,
and specifically when the procedure is
MARGINAL
preventing premature wear on parts such as planetary gearsets (Figure 8-2) and transfer Thrust washers are
and final drive assemblies. Selective thrust washers come in various thicknesses to take often referred to as
unique for specific vehicle models. Imported up clearances and adjust endplay at many different locations. Some transmissions have a thrust plates.
NOTES
selective thrust washer between the front and the rear multiple-disc assemblies (Figure 8-3).
Thrust washers and thrust bearings are used wherever rotating parts must have their endplay
and domestic model automobiles and light Transmission/Transaxle Removal
maintained. To control the endplay of nonrotating parts, selective shims or spacers are used.
Many transmissions are fitted with thrust bearings, often called Torrington bearings
The use of the name
selective thrust
(Figure 8-4). These thrust washers have small roller or needle bearings placed into them. The
trucks are included in the procedures. bearings reduce the rotational friction between the two surfaces they separate. Thrust bear-
WARNING:
ings should be Be carefully
sure inspected
to wear for distortion,
safety glassescracks, and wear.when
or goggles If thereworking
is any evidence
underofthe
washer means the
thrust washer for
this application is These notes add “nice-
damage, and
vehicle the bearing
when should
handlingbe replaced.
ATF. ATF, as well as rust and dirt, can cause serious available in differ-
damageMost flat thrust washers and bearings are not selective and have a fixed thickness.
to your eyes.
Typically, the selective types are numbered or colored by the manufacturer for easy iden-
ent thicknesses.
The correct thrust
to-know” information
tification (Figure 8-5). Thrust washers should be inspected for scoring, flaking, and wear. washer must be
RWD FlatVehicles
Removing
thrust washers should also be checked for broken or weak tabs (Figure 8-6). These tabs
are the
critical for holding from
transmission the washer in place. On metal
a rear-wheel-drive thrustcar
(RWD) washers, the tabsmore
is generally may appear
straight-
selected to provide
the correct endplay
to the discussion. They
forwardcracked at the bend;
onehowever,
from a this is a normal appearance
(FWD)due to theascharacteristics of theone Safe removal of
than removing
materials used to manufacture them.
front-wheel-drive model, there is typically
crossmember, one driveshaft, and easy access to cables, wiring, cooler lines, and bell-housing
or clearance.
transmissions may include examples
bolts. Transmissions in FWD cars, because of their limited space, can be more difficult to requires the purchase
remove because you may need to disassemble or remove large assemblies such as engine cra- or fabrication
357of tools
to help support
or exceptions, or may
dles, suspension components, brake components, splash shields, or other pieces that would
the engine in the
not usually affect RWD transmission removal.
The following is a list of components typically removed or disconnected while removing
chassis and to lift give the common trade
and carry the
an automatic transmission from a RWD vehicle. This list is arranged in a suggested order of
events. Some vehicles require more than this, others require less.
transmission away
from the vehicle.
jargon for a component.
Battery ground cable
Transmission oil pan
PHOTO Torque converter access plate

Torque converter drain plug
SEQUENCES
Transmission dipstick tube
Transmission cooler lines
Speedometer cable SPECIAL TOOLS
PHOTO SEQUENCE Vacuum10hose to modulator Drain pan
Electrical connectors to solenoids Transmission jack
Many procedures are Typical Procedure for Diagnosing a Computer-Controlled
Electrical connectors to sensors TCC System Engine support
SPECIAL
Gear selector linkage
All photos in this sequence are © Delmar/Cengage Learning. and/or heavy-duty
illustrated in detailed Throttle
Th rottle pressure linkage
Kickdown linkage or electrical connector to switch
chain
photo sequences. These Neutral safety switch

Reverse lamp switch
Starter motor
TOOLS LIST
detailed photographs Exhaust heat shields
show the students

Electrical connectors to oxygen sensors
Exhaust pipes and catalytic converters
Whenever a special
Driveshaft
what to expect when Torque converter to flexplate bolts or nuts tool is required to
Transmission mounts
SERVICE TIP:
they perform particular P10-1 Turn the ignition on with the engine
off Verify that the “CHECH ENGINE” or
Crossmember P10-2 Locate the DLC.
Bell housing to engine bolts
P10-3 Ground the diagnostic test
terminal by connecting a jumper wire
If you plug the cooler
complete a task, it is
line fittings on the
procedures. They also

“Service Engine Soon” lamp is lit. from terminal A to terminal B at the DLC
Thee exact procedure for removing a transmission will vary
Th with each year, make, and
connector.
model of vehicle. Always refer to the service manual for the procedure you should follow.
housing and the lines
themselves, you will
listed in the margin
can provide for the
Normally the procedure begins with placing the vehicle on a hoist so that you can easily work
under the vehicle and under the hood.
prevent the frustration
and possible danger
next to the procedure.
Once the vehicle is in position, disconnect the negative battery cable and place it away of having ATF drip
down your neck or
student a familiarity from the battery. Disconnect and remove any transmission linkages connected to the engine.
into your eyes while
with a system or type

of equipment that their
school may not have.
P10-4 The MIL should flash a code 12. P10-5 Connect scan tool to the DLC. P10-6 Connect the scan tool power lead
The code 12 is indicated by a flash, a to the cigarette lighter receptacle.
81046_05_ch05_p231-276.indd 233 18/03/10 10:51 PM
pause, and two flashes.
P10-7 The scan tool must be P10-8 The scan tool will display the P10-9 A scan tool not only will display
programmed with the correct trouble codes numerically. the trouble codes held in the memory
identification of the vehicle. of the PCM, but also can be used to
display the data or signals that the
PCM is receiving from inputs or
is sending to outputs.
286
81046_06_ch06_p277-328.indd 286 18/03/10 10:52 PM
xii
CROSS-REFERENCES
TO THE CLASSROOM
there is little air flow through the cooler, the radiator or external cooler must be removed
and flushed or replaced.
General Converter Control Diagnostics

All testing of TCC controls should begin with a basic inspection of the engine and transmis- Classroom MANUAL
sion. Too often, technicians skip this basic inspection and become frustrated during diag- Manual
nostics because of conflicting test results. The basic inspection should include the following: Chapter 6, page 000
1. A road test to verify the complaint and further define the problem.
Reference to the appropriate page
2.
3.
A careful inspection of the engine and transmission.
A check of the PCM for codes.
in the Classroom Manual is given
4. A check of the mechanical condition of the engine, the output of ignition system, and the
operation of the fuel system. whenever necessary. Although the
5. An idle speed and ignition timing check. If the timing is nonadjustable, check the opera- SERVICE TIP:
tion of the electronic spark control system. It is important to
realize that some oil
chapters of the two manuals are
6. A check of the entire intake system for vacuum leaks.
When inspecting wires, look for burnt spots, bare wires, and damaged or pinched wires.
coolers cannot be
flushed effectively. synchronized, material covered in
Make sure the wiring harness to the electronic control unit has a tight and clean connection. Check the service
Also, check the source voltage at the battery before beginning any detailed tests. If the voltage information for
any notations
other chapters of the Classroom
is too low or too high, the system cannot function properly.
regarding this.
Manual may be fundamental to the
Author’s Note: Engine problems can cause transmission and torque converter topic discussed in the Shop Manual.
problems. The opposite is also true; transmission problems can cause engine problems.
(66 °– 85 °F) Cool Hot (190
For example, if°–the
200 TCC
°F) does not disengage,Full
the hotengine
(190 °– 200 °F) stall when the vehicle is
will
(18 °– 30 °C)
at a stop.
(88 °– 93 °C) (88 °– 93 °C)
SERVICE TIP:
S
Nearly all electronic
Ne
Add 0.5 L (1 pt) Full hot co
converter and
Add 1 pt or 0.5 L Full hot
© Delmar/Cengage Learning tra
transmission controls
Warm
SERVICE TIPS
Hydraulic Systems ha
have a self-test
In early TCC systems, clutch engagement was controlledCold (65 °– 85 °F) A switch valve was
hydraulically. mode and are
m
Note: Do not overfill. It takes only (18 °– 29 °C) ca
capable of displaying
controlled
one pint to raise level from "Add" to by two other valves, the lockup and fail-safe valves, in the clutch control assembly
"Full" with a hot transmission.
DT
DTCs. However, the
(Figure 6-6). The lockup valve responds toCold
Note: governor
reading ispressure and prevents lockup at speeds
above Full mark.
basic inspection is
ba
FIGURE 3-5 Typical dipstickbelow
transmission.
markings
40for an automatic
mph. The fail-safe valve responds
ment in high gear only. Problems with
to throttle
FIGURE 3-6
automatic
pressure
Typical dipstick and for
markings permitted
an clutch engage-
transaxle.are diagnosed in the same way as other
this system
important because
im
th
the computer will
Whenever a shortcut or special
hydraulic circuits.
The clutch in most hydraulic systems is applied when oil flow through the torque con-
no
not display codes
for low compression
fo
procedure is appropriate, it is
verter is reversed. This change can be observed on a pressure gauge. Connect the gauge to or other common
Low fluid levels canthecause
inlet circuit and mixed with
a variety
hydraulic of problems.
line, with a “tee” Air can befrom
fitting, drawntheinto the oil pump’s
transmission to the cooler. Position the gauge en
engine problems. described in the text. These tips are
so that flituid.
the This will
is easily seenresult
frominthe
aerated fluid,seat.
driver’s whichThencauses
raiseslow
thepres-
vehicle on a hoist with the drive
sure buildup, and low pressures,
wheels off
regulator valve will causeinto
a buzzing
which causes slippage
the ground
noiseTh
high gear. when
and ablebetween
the valveatries
en maintain
shifts.Operate
to spin freely.
to regulate
speed
Air in thethepressure-
pump pressure.
of approximately
CAUTION:
vehicle until the transmission shifts
A Once the speed is main-
55 mph.
generally those things commonly
If the fluid level
low fluid level can also cause delayed
watchshifting and slipping,
gauge. which leads to overheating and
tained,
accelerated clutch and band wear.
the pressure
If the pressure decreases 5–10 psi, the converter clutch was applied.
is so low that it
doesn’tWith
appearthis
on action,
done by experienced technicians.
Excessively high fluid levels can also cause aeration. As the planetary gears rotate in high the dipstick
you should feel the engagement of the clutch, as well as a drop in engine speed.or Ifis the pres-
fluid levels, air can be forced into the fluid. Aerated fluid can foam, overheat, and oxidize. All SPECIAL TOOLS
S
sure was changed but the clutch did not engage, the problem may beat inside the very the
bottom converter
of these problems can interfere with normal valve, clutch, and servo operation. Foaming may
or at the end of the input shaft. If the input shaft end is worn or theof O-ring the dipstick,
at the
the end is H
Hydraulic
be evident by fluid leakage from the transmission’s vent. vehicle should not
cut or worn, there will be a pressure loss at the converter clutch. This loss in pressure will
be driven until the
ppressure gauge
prevent full engagement of the clutch If the pressure did not change and level isthe clutch
brought up did not VVarious T fittings
Customer Care: Customers should be made aware that fluid level and condition
to normal. Driving
should be checked at least every six months. Temperature fluctuations from summer
CAUTIONS AND WARNINGS

with a very low level
to winter can cause a thermal breakdown of ATF. Even high-quality fluids can experi- can cause internal
ence breakdown as a result of these frequent and extreme temperature changes. It is transmission
said that nearly 90 percent of all transmission failures are caused by fluid breakdown damage.
or oxidation.
Aeration is the
Throughout the text, warnings are given
The condition of the fluid should be checked while checking the fluid level. Examine the
fluid carefully.81046_06_ch06_p277-328.indd
The normal color of283ATF is pink or red. If the fluid has a dark brownish or
blackish color or a burned odor, the fluid has been overheated. A milky color indicates that
process of mixing
air with a liquid.
18/03/10 10:53 PM
to alert the reader to potentially hazardous
water has mixed with the fluid, possibly from engine coolant leaking into the transmission’s
cooler in the radiator. If there is any question about the condition of the fluid, drain out a materials or unsafe conditions. Cautions are
sample for closer inspection. Oxidation occurs
If there is evidence that there is water or moisture in the fluid, the transmission must be
completely disassembled and the following parts should be cleaned or replaced:
when something is
mixed with oxygen
given to advise the student of things that
■ The torque converter
■ All internal and external seals
to produce an
oxygen-containing can go wrong if instructions are not followed
compound.
■ All transmission fluid filters
■ All clutches and bands that have friction material
Oxidation is also the
term given to the
or if a nonacceptable part or tool is used.
■ All solenoids chemical breakdown
After the transmission is reassembled, the transmission’s fluid cooler(s) and its hoses and of a substance or
compound caused
tubes should be flushed and cleaned.
by its combination
After checking the ATF level and color, wipe the dipstick on absorbent white paper and with oxygen.
look at the stain left by the fluid. Dark particles are normally band or clutch material, while
JOB SHEET 5
CUSTOMER CARE 81046_03_ch03_p085-148.indd 91
Name ____________________________________ Date
18/03/10 10:54 PM
Filling Out a Work Order

This feature highlights those Upon completion of this job sheet, you will be able to prepare a service work order based on
customer input, vehicle information, and service history.
little things a technician ASE Correlation

This job sheet is related to the ASE Automatic Transmission and Transaxle Test’s Content JOB SHEETS
can do or say to enhance Area In-Vehicle Transmission and Transaxle Repair.
Task: Complete work order to include customer information, vehicle identifying
customer relations. information, customer concern, related service history, cause, and correction. Located at the end of each
Tools and Materials
An assigned vehicle or the vehicle of your choice chapter, the Job Sheets provide
Service work order or computer-based shop management package
Parts and labor guide a format for students to perform
Work Order Source:
Describe the system used to complete the work order. If a paper repair order is being used, procedures covered in the chapter.
describe the source.
A reference to the ASE Task
Procedure
Task Completed
addressed by the procedure is
1. Prepare the shop management software for entering a new work order or obtain a
blank paper work order. □
referenced on the Job Sheet.
2. Enter customer information, including name, address, and phone numbers onto the
work order. □
3. Locate and record the vehicle’s VIN. □
4. Enter the necessary vehicle information, including year, make, model, engine type and
size, transmission type, license number, and odometer reading. □
5. Does the VIN verify that the information about the vehicle is correct?
6. Normally, you would interview the customer to identify his or her concerns. However
to complete this job sheet, assume the customer desires to have the fluid and filter
changed in the transmission. □
7. The history of service to the vehicle can often help diagnose problems as well as
indicate possible premature part failure. Gathering this information from the customer
can provide some of this information. For this job sheet assume the vehicle has not had
a transmission problem and was not recently involved in a collision. Service history is
further obtained by searching files based on customer name, VIN, and license number.
Check the files for any related service work. □
79
81046_02_ch02_p035-084.indd 79 18/03/10 10:55 PM
xiii
TERMS TO CASE STUDIES
case study
KNOW LIST A customer with a late-model Ford pickup equipped information to the E4OD’s control module, the tech-
Case Studies concentrate on
Terms to
A list of new terms Know

with an E4OD transmission complained that every
time he hit a bump, the transmission would down-
nician found faulty signals from the manual lever
position (MLP) sensor. These signals explained the the ability to properly diagnose
Aeration shift. Then, when driven on smooth surfaces, the erratic shifting, because the computer uses the
appears after the Manifold absolute

transmission would begin to cycle on its own between
third and fourth gears.
sensor to determine what gear the transmission
should be in and how much modified line pressure
the systems. Beginning with
case study.
pressure (MAP) sensor
Oxidation
The technician originally thought the problem was
caused by a bad fourth gear clutch that couldn’t
to supply.
The technician used the required special tool to
Chapter 3, each chapter ends
Throttle position sensor
Vehicle speed sensor
hold the planetary gearset in overdrive or by a
problem in the lockup torque converter circuit.
realign the sensor with the gear selector, but still
found that the resistance readings were out of speci- with a case study in which a
Beginning the diagnosis with a visual inspection of fications. The sensor was replaced and the problem of
Variable force motor
(VFM)
the transmission and the many sensors that provide erratic shifting was solved. vehicle has a problem, and the
logic used by a technician to
ASE-Style Review Questions solve the problem is explained.
1. While diagnosing noises apparently coming from a 4. Technician A says low engine vacuum will cause a
transaxle assembly: vacuum modulator to sense a load condition when
Technician A says a knocking sound at low speeds is it actually is not present, causing delayed and harsh
probably caused by worn CV joints. shifts.
Technician B says a clicking noise heard when the Technician B says poor engine performance can
vehicle is turning is probably caused by a worn or cause delayed shifts through the action of the TV
damaged outboard CV joint. assembly.
Who is correct? Who is correct?
A. A only C. Both A and B A. A only C. Both A and B
B. B only D. Neither A nor B B. B only D. Neither A nor B
ASE-STYLE REVIEW 2. Technician A says if the shift for all forward gears is
delayed, a slipping front or forward clutch is normally
5. Technician A says delayed shifting can be caused by
worn planetary gearset members.
QUESTIONS
indicated. Technician B says delayed shifts or slippage may be
Technician B says a slipping rear clutch is indicated caused by leaking hydraulic circuits or sticking spool
when there is a delay or slip when the transmission valves in the valve body.
shifts into any forward gear. Who is correct?
Each chapter contains ASE- Who is correct?

A. A only
B. B only
C. Both A and B
D. Neither A nor B
style review questions that B. B only D. Neither A nor B

3. While discussing the results of an oil pressure test:
6. While discussing proper band adjustment procedures:
Technician A says that on some vehicles the bands can
reflect the performance- Technician A says when the fluid pressures are high,
internal leaks, a clogged filter, low oil pump output, or
be adjusted externally with a torque wrench.
Technician B says a calibrated pound-inch torque
a faulty pressure regulator valve are indicated. wrench is normally used to tighten the band-adjusting
based objectives listed at
the beginning of the chapter.
Technician B says if the fluid pressure increased at the
wrong time, an internal leak at the servo or clutch seal
bolt to a specified torque.
Who is correct? ASE CHALLENGE
QUESTIONS
is indicated. A. A only C. Both A and B
Who is correct? B. B only D. Neither A nor B
These questions can be ASE Challenge
A. A only C. BothQuestions
A and B
B. B only D. Neither A nor B
used to review the chapter Each technical chapter ends
1. While servicing a final drive unit: 5. Technician A says all hubs, drums, and shells should
as well as to prepare for the 130
Technician A checks gear and bearing endplay
whenever new bearings are installed in the unit.
be carefully examined for wear and damage.
Technician B says minor scoring or burrs on band
with five ASE challenge
ASE certification exam. Technician B reuses the bearings, seals, and thrust
washers if the bearing preload and endplay are fine,
application surfaces of a drum can be removed by
lightly polishing the surface with a 200-grit18/03/10
crocus questions. These are not
81046_03_ch03_p085-148.indd 130 10:56 PM
as is the condition of the bearings. cloth.
Who is correct? Who is correct? review questions, rather they
B. B only D. Neither A nor B B. B only D. Neither A nor B test the student’s ability to
2. Technician A says a drive chain that is too loose
should be shortened by removing a pair of links in
apply general knowledge to
the chain.
Technician B says the drive sprockets should be
the contents of the chapter.
replaced if the gear teeth are polished or show any
other signs of wear.
ASE PRACTICE Who is correct?

EXAMINATION B. B only D. Neither A nor B
Appendix A3. Technician A checks bushing wear by observing thePRACTICE EXAMINATION

ASE
fits
lateral movement of the shaft that fits into the bush-
A 50-question ASE Final Exam Automatic
ing. Any noticeable lateral movement indicates wear
and therefore the bushingA2
Transmission/Transaxle should be replaced.
6. The transmission’s output shaft and its sealing
practice exam, located in Technician B checks for bushing wear

1. Which of the following is the least likely cause for a
buzzing noise froming the inside diameter of the bushing
a transmission?
by measur-
components are being discussed:
and theA says the shaft and all of its sealing
Technician
outside diameter of the shaft with a dial caliper
components or be replaced if nicks and scratches
must
the appendix of the Shop A. Improper fluid level or condition
B. Defective oil pump
micrometer. are found in the shaft’s sealing area.
Who is correct? Technician B says all of the shaft’s seals and rings must
Manual, is included to test C. Defective flexplate
D. Damaged planetary A. gearset
A only C. Both A and B
be replaced during a rebuild.
Who is correct?
B onlyflare in lowD.
B. engine gearNeither
only. A norA.B A only
students on the contents 2. A vehicle experiences
Technician A says4.the torque converter
Technician lockup
A drills the ring gear B.
outclutch retaining
C. Both A and B
B only rivets D. Neither A nor B
of the Shop Manual. is slipping. to remove the ring gear from the carrier.
Technician B says the transmission oil pump is not
Technician B installs the ring gear nuts
7. The vehicle will only upshift to second at full
throttle. This could
and bolts of be caused by any of the
providing the required pressure. following EXCEPT:
specified
the specifi fied hardness.
Who is correct? A. Clogged oil passages C. Bad clutch pack
A. A only
Who is correct?
C. Both A and B B. Low fluid level D. Open upshift switch
B. B only A.D.ANeither
only A nor BC. Both A and B
B. B only D. Neither A nor 8. The
B vehicle will not move in any gear.
3. The results of a hydraulic pressure test are being Technician A says a misadjusted TV cable could be the
discussed: cause.
Technician A says low idle pressure may be caused by a Technician B says leakage at the oil pump and/or valve
defective exhaust gas recirculation system. body could cause this condition.
Technician B says low neutral and park pressures may Who is correct?
indicate a fluid leakage past the clutch and servo seals.
B. B only D. Neither A nor B 9. Sensors are being discussed:
Technician A says most speed sensors are AC
4. The vehicle creeps in neutral. generators.
Technician A says a too high engine idle speed could be Technician B says most speed sensors use a stationary
the cause. magnet, rotor, and a voltage sensor.
Technician B says a too tight clutch pack may be the Who is correct?
problem.
B. B only D. Neither A nor B 10. Technician A says the PCM monitors the amount of
voltage generated by the speed sensor to calculate
81046_08_ch08_p357-406.indd 384
5. Technician A says overtorqued valve body fasteners the vehicle’s speed. 18/03/10 10:58 PM
may cause a lack of engine braking in manual low. Technician B says the output of a speed sensor is pulsed
Technician B says a lack of engine braking in manual as an on/off voltage signal when displayed
third may be caused by a faulty overrunning clutch. on a DSO.
539
xiv
Supplements
Instructor Resources
The Instructor Resources DVD is a robust ancillary that contains all preparation tools to meet any
instructor’s classroom needs. It includes chapter outlines in PowerPoint with images, video clips and
animations that coincide with each chapter’s content coverage, chapter tests in ExamView with hundreds
of test questions, a searchable Image Library with all photos and illustrations from the text, theory-based
Worksheets in Word that provide homework or in-class assignments, the Job Sheets from the Shop
Manual in Word, a NATEF correlation chart, and an Instructor’s Guide in electronic format.
WebTutor Advantage
Newly available for this title and to the Today’s TechnicianTM Series is the WebTutor Advantage for
Blackboard and Angel online course management systems. The WebTutor for Today’s Technician:
Automatic Transmissions & Transaxles, 5e will include presentations in PowerPoint with video clips
and animations, end-of-chapter review questions, pre-tests and post-tests, worksheets, discussion
springboard topics, job sheets, and more. The WebTutor is designed to enhance the classroom and shop
experience, engage students, and help them prepare for ASE certification exams.
xv
Reviewers
The author and publisher would like to extend a special thanks to the individuals who
reviewed this text and offered their invaluable feedback:
Timothy Belt Eric Harper

University of Northwestern Ohio American River College
Lima, OH Sacramento, CA
Thomas L. Corban Michael Ronan

University of Northwestern Ohio Alfred State College
Lima, OH Alfred, NY
xvi
Chapter 1
Drivetrain Basics
Upon completion and review of this chapter, you should be able to:
■ Identify the major components of a vehicle’s ■ Describe the basic operation of a planetary gearset.
drivetrain. ■ State the purpose of a torque converter assembly.
■ State the purpose of a transmission. ■ Describe the differences between a typical FWD and
■ Describe the major differences between a RWD car.
transmission and a transaxle. ■ State and understand the purpose of U and CV joints.
■ Describe the construction and operation of CVTs. ■ State the purpose of a differential.
■ Explain how a set of gears can increase torque. ■ Identify and describe the various gears used in
■ Define the term gear ratio and explain what modern drivetrains.
happens with speed and torque when two gears are ■ Identify and describe the various bearings used in
meshed. modern drivetrains.
Introduction The combination

An automobile can be divided into four major systems: (1) the engine, which serves as the of the engine and
source for propulsion power; (2) the drivetrain, which transmits the engine’s power to the the drivetrain is
car’s wheels; (3) the chassis, which supports the engine and body and includes the brake, sometimes referred
steering, and suspension systems; and (4) the car’s body, interior, and accessories, which to as the vehicle’s
include the seats, heater and air conditioner, lights, windshield wipers, and other comfort powertrain.
and safety features.
The drivetrain has four main purposes: to connect and disconnect the engine’s power to
the wheels, to select different speed ratios, to provide a way to move the car in reverse, and to
control the power to the drive wheels for safe turning of the vehicle. The main components of A few RWD vehicles
the drivetrain are the transmission, differential, and drive axles (Figure 1-1). have the engine
Today, most cars are front-wheel-drive (FWD). Power flow through the drivetrain of a mounted in the
FWD vehicle passes through the clutch or torque converter, through the transmission, and midsection of
then through a front differential, the driving axles, and onto the front wheels. The transmis- the vehicle and
sion and differential are housed in a single unit (Figure 1-2) called a transaxle. The gearsets in are called “mid-
the transaxle provide the required gear ratios and direct the power flow into the differential. engined” and a few
The differential gearing provides the final gear reduction and splits the power flow between have the engine
mounted at the
the left and right drive axles. The drive axles extend from the sides of the transaxle. The outer
rear of the vehicle
ends of the axles are fitted to the hubs of the drive wheels. Constant velocity (CV) joints
and are called
mounted on each end of the drive axles allow for changes in length and angle without affect- “rear-engined.”
ing the power flow to the wheels.
1
Engine
Rear axle shaft
Transmission
Differential
Propeller shaft
CV joints are Clutch
constant velocity Rear axle
joints. They allow housing
the angle of the axle
shafts to change FIGURE 1-1 The drivetrain components for a typical rear-wheel-drive
with no loss in vehicle.
rotational speed.
Transaxle
Engine
Driving axle
A Bit of
History
The French-built
Panhard (1892)
was the first vehicle
to have its power
generated by a
front-mounted,
liquid-fueled internal
combustion engine Driving axle
and transmitted to the
rear-driving wheels
by a clutch, transmis- Differential
sion, differential, and FIGURE 1-2 The main components of a typical transaxle assembly.
driveshaft.
Some larger luxury and many performance cars are rear-wheel-drive (RWD). Most
A transfer case is pickup trucks, minivans, and SUVs are also RWD vehicles. Power flow in a RWD vehicle
an auxiliary trans- passes through the clutch or torque converter, the manual or automatic transmission, and
mission mounted the driveline (driveshaft assembly). Then it goes through the rear differential, the rear-driving
behind the main axles, and onto the rear wheels.
transmission. It Four-wheel-drive (4WD) or all-wheel-drive (AWD) vehicles combine features of
is used to divide both rear- and front-wheel-drive systems. Normally, when a pickup or full-size SUV has
power and transfer
4WD, the drive train is based on a RWD vehicle. When a smaller SUV or car has AWD or
it to both the front
4WD, the drive train is based on a FWD platform. In either case, there is a drive axle at both
and rear differential
units. the front and the rear of the vehicle and an assembly that transfers the engine’s power to both
drive axles.
2
Engine
Although the engine is a major system by itself (Figure 1-3), its output should be considered a
component of the drive train. The engine provides the power to drive the wheels of the vehi-
cle. An engine develops a rotary motion or torque that, when multiplied by the transmission Torque acts in a
gears, will move the car under a variety of conditions. The engine produces power by burning plane perpendicular
a mixture of fuel and air in its combustion chambers. Combustion causes a high pressure in to the axis.
the cylinders, which forces the pistons downward. Connecting rods transfer the downward
movement of the pistons to the crankshaft, which rotates by the force on the pistons.
All automobile engines, both gasoline and diesel, are classified as internal combustion A stroke is one
engines because the combustion or burning that creates energy takes place inside the engine. complete up or
down movement
Combustion is the burning of an air and fuel mixture. As a result of combustion, large
of the piston in its
amounts of pressure are generated in the engine. This pressure or energy is used to power the cylinder.
car. The engine must be built strong enough to hold the pressure and temperatures formed
by combustion.
Diesel engines have been around a long time and are mostly found in big heavy-duty The low pressure
trucks. However, they are also used in some pickup trucks and will become more common formed on the
in automobiles in the future. Diesel powered automobiles are quite common in Europe and intake stroke is
other countries (Figure 1-4). Although the construction of a gasoline and diesel engine are commonly referred
similar, their operation is quite different. to as engine
A gasoline engine relies on a mixture of fuel and air that is ignited by a spark to produce vacuum.
power. A diesel engine also uses fuel and air, but does not need a spark to cause ignition.
Diesel engines are often called compression ignition engines. This is because its incoming air
is tightly compressed, which greatly raises its temperature. The fuel is then injected into the
compressed air. The heat of the compressed air ignites the fuel and combustion takes place.
The following sections cover the basic parts and the major systems of a gasoline engine.
FIGURE 1-3 A typical late-model V-6 engine.
3
FIGURE 1-4 A European automotive diesel engine.
Most automotive engines are four-stroke cycle engines. The opening and closing of the
intake and exhaust valves are timed to the movement of the piston. As a result, the engine
passes through four different events or strokes during one combustion cycle. These four are
the intake, compression, power, and exhaust strokes.
On the intake stroke, the piston moves downward, and a charge of air/fuel mixture is
introduced into the cylinder. As the piston travels upward, the air/fuel mixture is compressed
in preparation for burning. Just before the piston reaches the top of the cylinder, ignition
occurs and combustion starts. The pressure of expanding gases forces the piston downward
on its power stroke. When it reciprocates, or moves upward again, the piston is on the exhaust
stroke. During the exhaust stroke, the piston pushes the burned gases out of the cylinder. As
long as the engine is running, this cycle of events repeats itself, resulting in the production of
Vacuum can be engine torque.
best defined as The amount of vacuum formed on the intake stroke depends on the speed of the engine
any pressure lower and the amount of air that is able to enter into the cylinders. It also depends on the cylinder’s
than atmospheric ability to seal when the piston is on its intake stroke. The throttle plates control both of these.
pressure.
Under normal conditions, the plates control engine speed by controlling the amount of air
that enters into the cylinders. The amount of load on the engine determines how much the
plates must be opened to maintain a particular engine speed. When there is a light load, such
Engine load is the as while the vehicle is maintaining a cruising speed on a highway, the throttle plates need to
amount of resis- be only slightly open to maintain the desired speed. Therefore, large amounts of vacuum are
tance or weight the formed in the cylinders during the intake stroke. When the engine is under a heavy load, the
engine’s crankshaft
throttle plates must be opened further to maintain the same speed. This allows more air to
must overcome to
move the vehicle or
enter the cylinders and decreases the amount of vacuum formed during the intake stroke.
change its speed. Therefore, amount of engine vacuum formed during the intake stroke is primarily controlled
by engine load. As engine load increases, vacuum decreases.
4
Torque Multiplication
The rotating or turning effort of the engine’s crankshaft is called engine torque. Engine torque
is measured in pounds per foot (lbs.-ft.) or in the metric measurement Newton-meters Pounds-foot
(Nm). Most engines produce a maximum amount of torque while operating within a range of (lbs.-ft.) is the
engine speeds and loads. When an engine reaches the maximum speed of that range, torque is expression of how
no longer increased. This range of engine speeds is normally referred to as the engine’s torque much torque is
curve (Figure 1-5). Ideally, the engine should operate within its torque curve at all times. present at a point.
Measurements of horsepower indicate the amount of work being performed and the The correct expres-
sion for the amount
rate at which it is being done. The term power actually means a force that is doing work over a
of torque is pounds-
period of time. The driveline can transmit power and multiply torque, but it cannot multiply foot, but some
power. When power flows through one gear to another, the torque is multiplied in proportion literature list torque
to the different gear sizes. Torque is multiplied, but the power remains the same, because the as units of ft.-lb.
torque is multiplied at the expense of rotational speed. One pound-foot is
As gears with different numbers of teeth mesh, each rotates at a different speed and the torque obtained
torque. Torque is calculated by multiplying the force by the distance from the center of the by a force of one
shaft to the point where the force is exerted. For example, if you tighten a bolt with a wrench pound applied to a
that is 1 foot long and apply a force of 10 pounds to the wrench, you are applying 10 lbs.-ft. of wrench handle
torque to the bolt. Likewise, if you apply a force of 20 pounds to the wrench, you are applying 12 inches long.
20 lbs.-ft. of torque. You could also apply 20 lbs.-ft. of torque by applying only 10 pounds of
force if the wrench were 2 feet long (Figure 1-6).
If a tooth on the driving gear is pushing against a tooth on the driven gear with a force of One horsepower
25 pounds and the force is applied at a distance of 1 foot, which is the radius of the driving is the equivalent
gear, a torque of 25 lbs.-ft. is applied to the driven gear. The 25 pounds of force from the teeth of moving 33,000
of the smaller (driving) gear is applied to the teeth of the larger (driven) gear. If that same pounds one foot in
force were applied at a distance of 2 feet from the center, the torque on the shaft at the center one minute.
of the driven gear would be 50 lbs.-ft. The same force is acting at twice the distance from the
shaft center (Figure 1-7).
A drivetrain consisting of a driving gear with 24 teeth and a radius of 1 inch and a driven The meshing of
gear with 48 teeth and a radius of 2 inches will have a torque multiplication factor of 2 and gears describes
a speed reduction of 12_ . Thus, it doubles the amount of torque applied to it at half the speed the fit of one tooth
(Figure 1-8). The radii between the teeth of a gear act as levers; therefore, a gear that is twice of one gear fitting
the size of another has twice the lever arm length of the other. between two teeth
Gear ratios express the mathematical relationship of one gear to another. Gear ratios can of another gear.
be varied by changing the diameter and number of teeth of the gears in mesh. A gear ratio
Gear ratios are

normally expressed
300 in terms of some
number to 1 and use
250
a colon (:) to show the
numerical comparison,
200
for example, 3.5:1,
Torque
150 1:1, 0.85:1.
100
50
0
1000 2000 3000 4000 5000 6000 7000
Engine speed
(rpm)
FIGURE 1-5 The amount of torque produced by an engine varies with the speed of the engine.
5
20 lbs. 10 lbs. 1 ft. Driving
gear
1 ft. = 20 lbs.-ft.
25 lbs.-ft.
2 ft. = 20 lbs.-ft.
2 ft.
50 lbs.-ft.
Tightening a bolt
Driven
FIGURE 1-6 The torque applied to both bolts is 20 ft-lbs. gear
FIGURE 1-7 The driven gear will turn at half
the speed but twice the torque because it is
two times larger than the driving gear.
7 8
6 9
10 Driving
5
gear
4 11
11 teeth
3 2 1
11 10 9 8
1 7
2 6
3 5
4
Driven
5
gear
Gear ratio = 2:1 6 44 teeth
(2 revolutions input to 7
1 revolution output)
8
9
24 teeth 10
12 teeth 11
1
2
3
Input Output
FIGURE 1-9 The driving gear must rotate
FIGURE 1-8 The smaller gear will turn the larger four times to rotate the driven gear once.
gear at half its speed but twice the torque. The ratio of the gearset is 4:1.
also expresses the amount of torque multiplication between two gears. The ratio is obtained
by dividing the diameter or number of teeth of the driven gear by the diameter or teeth of
the drive gear. If the smaller driving gear had 10 teeth and the larger gear had 40 teeth, the
ratio would be 4:1 (Figure 1-9). The gear ratio tells you how many times the driving gear has
to turn to rotate the driven gear once. With a 4:1 ratio, the smaller gear must turn four times
to rotate the larger gear once.
The larger gear turns at one-fourth the speed of the smaller gear, but has four times the
torque of the smaller gear. In gear systems, speed reduction means torque increases. For
example, when a typical four-speed transmission is in first gear, there is a speed reduction of
12:1 from the engine to the drive wheels, which means that the crankshaft turns 12 times to
turn the wheels once. The resulting torque is 12 times the engine’s output; therefore, if the
engine produces 100 pounds-feet of torque, a torque of 1200 pounds-feet is applied to the
drive wheels (Figure 1-10).
6
Engine
Output
1200 rpm
100 lbs.-ft.
Transmission
First gear 4:1

Output
300 rpm
400 lbs.-ft.
Final drive
Ratio = 3:1
100 rpm
1200 lbs.-ft.
FIGURE 1-10 The torque multiplication and subsequent

speed reduction of a typical vehicle’s drivetrain.
Transmissions Transmissions
Transmissions contain several combinations of large and small gears. These provide for a are often called
variety of low and high gears. Lower (high-ratio) gears allow for lower vehicle speeds but gearboxes.
more torque. Higher (low-ratio) gears provide less torque but higher vehicle speeds.
The transmission is mounted to the rear of the engine and is designed to allow the car
to move forward and in reverse. There are two basic types of transmissions: automatic and Manual transmis-
manual. Automatic transmissions use a combination of a torque converter and a planetary sions are commonly
gear system (Figure 1-11) to change gear ratios automatically. A manual transmission is an called standard
assembly of gears and shafts (Figure 1-12) that transmits power from the engine to the drive shift or stick-shift
axle. Changes in gear ratios are controlled by the driver. transmissions.
Torque converters
use fluid flow to
connect and discon-
nect the engine’s
power to the
transmission.
FIGURE 1-11 A six-speed automatic transmission.
7
3-4 Synchronizer
Third gear Input gear
Second gear (fourth gear)
1-2 Synchronizer
First gear
Output shaft Fifth gear Input shaft
Speedometer
gear
Fifth gear
synchronizer
Third gear
Fifth gear
Second gear Input gear
First gear
Reverse
Reverse gear idler gear
FIGURE 1-12 The arrangement of the gears in a typical five-speed manual transmission.
By moving the shift lever on a manual transmission and depressing the clutch pedal,
various gear and speed ratios can be selected. The gears in a transmission are selected to give
the driver a choice of both speed and torque. Like manual transmissions, automatic transmis-
sions provide various gear ratios according to engine speed, power train load, vehicle speed,
and other operating factors. However, with an automatic transmission, the driver has little
to do because both upshifts and downshifts occur automatically and there is no need for a
driver-operated clutch. The driver can manually select a lower forward gear, reverse, neutral,
or park. Depending on the forward range selected, the transmission can also provide engine
braking during deceleration. Also, an automatic transmission can remain engaged in a gear
without stalling the engine while the vehicle is stopped.
Today’s automatic transmissions have four to eight forward speeds. The most common
units have five or six speeds. Different gear ratios are necessary because an engine develops
relatively little power at low engine speeds. Without the aid of gears, the engine must be turn-
ing at a fairly high speed before it can deliver enough power to get the car moving. Through
selection of the proper gear ratio, torque applied to the drive wheels can be multiplied.
Increasing the number of forward speeds decreases fuel consumption and exhaust emissions.
Self-Shifting Manual Transmissions. Self-shifting manual transmissions are currently
available on some passenger cars and are used in Formula One race cars. These transmissions
work like typical manual transmissions except electronic or hydraulic actuators shift the gears
and work the clutch (Figure 1-13). The driver shifts the gears using buttons or paddles on the
steering wheel or a console-mounted shifter. Some units can also be operated in a fully automatic
mode. It is important to realize that these are not automatic transmissions with manual controls!
These transmissions have computer-controlled actuators connected to the shift forks and
a clutch actuator. The computer is programmed to shift the transmission automatically at the
correct time, in the correct sequence, and to activate the clutch and allow for precise shifting
when the driver selects the automatic mode.
The driver can also control gear changes by using the shifting mechanism. There is no
gearshift linkage or cable; instead, a sensor at the shifter sends a signal to the computer. The
computer, in turn, commands the actuators to engage or disengage the clutch and the gears
with very fast response times. Engine torque is controlled during the shift by directly control-
ling the throttle or ignition/fuel injection system to provide smooth shifts.
8
Intake air
temperature sensor
Electronic throttle
Engine coolant
temperature sensor
Hydraulic power
Crankshaft unit (HPU)
position sensor
Gear shift
actuator (GSA)
Transmission
ECM control ECU
Steering wheel
CAN
UP and DOWN
switches
Combination meter
Skid control ECU
Driver courtesy Shift lever
switch Stop light position switch
switch
FIGURE 1-13 The components of a typical sequential manual transmission system.
Transmission Gears First and second

A transmission has a neutral position that allows the engine to run without applying power gears are the
to the drive wheels. Therefore, although there is input to the transmission when the vehicle is low gears in a
in neutral, there is no output from the transmission because the driving gears are not engaged typical transmis-
to the output shaft. sion, whereas third,
In low or first gear, a small gear drives a large gear on another shaft. This reduces the fourth, and fifth are
speed of the larger gear but increases its turning force or torque and offers the proper gear the high gears.
ratio for starting movement or pulling heavy loads. First gear is primarily used to initiate
movement. It has the lowest gear ratio of any gear in a transmission. It also allows for the
most torque multiplication.
Wheel speed is decreased to about 1/12th of the speed of the engine. This combined with
the torque increase, allows the vehicle to move at low speeds. It also provides a way to slow
down the vehicle. By downshifting into a lower gear, the transmission slows the speed of the
wheels and thereby helps stop the vehicle.
The ratio of second gear does not offer the same amount of torque multiplication as does
first gear; however it does offer a substantial amount. Second gear is used when the need for
torque multiplication is less than the need for vehicle speed and acceleration. Since the car is
already in motion, less torque is needed to move the car.
9
Third gear allows for a further decrease in torque multiplication, while increasing vehicle
Direct drive is speed and encouraging fuel economy. This gear may provide a direct drive (1:1) ratio, so that the
characterized by amount of torque that enters the transmission is also the amount of torque that passes through
the transmission’s and out of the transmission output shaft. This gear is used at cruising speeds and promotes fuel
output shaft rotating economy. While the car is in third gear, it lacks the performance characteristics of the lower gears.
at the same speed The top gear or gears in most modern transmissions is an overdrive gear. Overdrive gears
as its input shaft.
have ratios of less than 1:1. These ratios are achieved by using a small driving gear meshed
with a smaller driven gear. Output speed is increased and torque is reduced. This allows the
engine to run at a lower speed while the vehicle is traveling at highway speeds. This improves
High gear is a com- fuel economy, reduces exhaust emissions, and reduces operating noise while under light loads.
mon term used Through the use of an additional gear meshed with two other speed gears, the direction
for the top gear of the incoming torque is reversed and the transmission output shaft rotates in the opposite
in each type of direction of the forward gears. Because reverse gear ratios are typically based on the drive
transmission.
and driven gears used for first gear, only low speeds can be obtained in reverse.
The transmission’s gear ratios are further increased by the gear ratio of the ring and pin-
ion gears in the drive axle assembly. Typical axle ratios are between 2.5 and 4.5:1. The final
Overdrive causes drive gear ratio is calculated by multiplying the transmission gear ratio by the final drive ratio.
the output shaft of If a transmission is in first gear with a ratio of 3.63:1 and has a final drive ratio of 3.52:1, the
the transmission to overall gear ratio is 12.78:1. If third gear has a ratio of 1:1, using the same final drive ratio,
rotate faster than
the overall gear ratio is 3.52:1.
the input shaft.
A manual transmission must be disconnected from the engine briefly each time the gears
are shifted, by disengaging the clutch, but an automatic transmission does its gear shifting
while it is engaged to the engine. This is accomplished through the use of constantly meshing
Final drive ratio planetary gears.
is also called the
overall gear ratio. Planetary Gears
Planetary gearsets are commonly used in automatic transmissions, transfer cases, and
many hybrid vehicle continuously variable transmissions (CVTs). A simple planetary gear-
set consists of three parts: a sun gear, a carrier with planetary pinions mounted to it, and an
internally toothed ring gear or annulus. The sun gear is located in the center of the assem-
bly (Figure 1-14). It meshes with the teeth of the planetary pinion gears. Planetary pinion
gears are small gears fitted into a framework called the planetary carrier. The planetary
Pinions
and carrier
Sun gear
Internal
gear
FIGURE 1-14 A planetary gearset.
10
Servo piston
retainer
Band servo
piston
Snap ring
Band servo
thrust washer
O-ring
Anchor
Return spring end pin
Band servo
Brake band
piston stem
adjuster
Brake band
Washer
FIGURE 1-15 A typical band assembly.
carrier can be made of cast iron, aluminum, or steel plate and is designed with a shaft
for each of the planetary pinion gears. (For simplicity, planetary pinion gears are called
planetary pinions.)
The planetary pinions rotate on needle bearings positioned between the planetary car-
rier shaft and the planetary pinions. The carrier and pinions are considered one unit—the
mid-size gear member. The planetary pinions surround the center axis of the sun gear and
are surrounded by the annulus or ring gear, which is the largest part of the gearset. The ring
gear acts like a band to hold the entire gearset together and provide great strength to the unit.
Many changes in speed and torque are possible with a planetary gearset. These depend on
which parts are held stationary and which are driven. Any one of the three members can be
used as the driving or input member. At the same time, another member might be kept from
rotating and thus becomes the reaction, held, or stationary member. The third member then
becomes the driven or output member. Depending on which member is the driver, which is
held, and which is driven, either a torque increase (underdrive) or a speed increase (over-
drive) is produced by the planetary gearset. Power transfer through a planetary gearset is only
possible when one of the members is held at rest, or if two of the members are locked together.
Brake bands (Figure 1-15) or multiple-friction disc packs (Figure 1-16) attached to the
individual gear carriers and shafts are hydraulically activated to direct power flow from the
engine to any of the gears or to prevent one of the gears from rotating. One-way clutches are
also used to prevent the rotation of a gear. These components allow for gear ratio changes and A band is always
the reversing of power flow while the engine is running. used as a brake to
hold or “brake” a
Planetary Gear Ratios drum. A multiple-
friction disc pack
Calculating the gear ratios of a planetary gearset is much the same as calculating ratios of a can be used as a
spur gearset, except different formulas are used. These formulas are necessary because there brake to stop or
are three sets of gears in mesh and some of the gears have internal teeth. However, the ratios hold a component,
are still based on the number of teeth on the drive and driven gears. In most cases, the carrier or can be used as
moves around a held gear. To make one complete rotation, the pinions of the carrier must a drive clutch to
mesh with all of the teeth of the held gear. Because the carrier links the drive and driven gears, engage or disen-
the total number of teeth on the drive and driven gears must be used to calculate the gear gage two rotating
ratio. To do this the number of teeth on the drive gear is added to the number of teeth on the components.
11
O-ring
Return
spring
Snap ring
Driven plate
(steel plate)
Retainer plate
Drum
assembly
Piston
Spring
retainer
Dish plate
Drive plate
(friction plate)
Snap ring
FIGURE 1-16 A typical multiple-disc clutch assembly.
driven gear. This sum is then divided by the number of teeth on the drive gear. Therefore, the
formula for calculating the gear ratio of a planetary gearset is:
drive gear + driven gear

gear ratio =
drive gear
For example, let’s look at a gearset with a sun gear that has 25 teeth and a ring gear that
has 75. In low or first gear, the sun gear is the drive gear. The ratio of this combination is cal-
culated as follows:
gear ratio =
drive gear
25 + 75
gear ratio =
25
100
gear ratio = ; therefore, the gear ratio is 4:1.
25
When the ring gear is the drive gear, such as in second gear operation, the ratio changes.
gear ratio =
drive gear
25 + 75
gear ratio =
75
100
gear ratio = ; therefore, the gear ratio is 1.33:1.
75
When the gearset is in direct drive, two members of the gearset (typically the sun and
ring gears) are locked together and rotate as a single member. The normal output gear is the
carrier. No gear reduction takes place and the ratio is simply 1:1, also the direction of rotation
is the same as the input.
12
When the transmission is in reverse, a simple drive to driven relationship exists. Using
the sun and ring gears from the previous examples, the ratio of reverse gear would be 3:1
when the sun gear is the drive gear.
gear ratio = driven

drive
75
= 3:1
25
Therefore, the gear ratio is 3:1 with output rotation in the opposite direction as the input.
When an overdrive gear is chosen, the sun gear is held, the carrier is the drive gear, and
the ring gear is the driven. Since the carrier has no teeth and the pinion gears always act as
idler gears, both are not related to the overall ratio of the planetary gearset. However, when
the carrier is used as an input or output, it must be factored in when determining some gear
ratios. To do this, use the sum of the sun and ring gear teeth. Therefore to calculate the ratio
of this overdrive gear use this formula:
When the driven gear is the ring gear and the carrier is the drive gear
driven gear
gear ratio =
drive gear (sun + ring)
75
= 0.75
(75 + 25) = 100
Therefore, the gear ratio is 0.75:1
When both the ring and sun gears are the drive gears (this happens in overdrive), the ratio
is determined by adding the number of teeth on the gears and using this formula:
When the driven gear is the ring gear
driven gear
gear ratio =
drive gear
75
gear ratio = ; therefore, the gear ratio is 0.75:1.
100
When the gearset is in direct drive, the members of the gearset are locked together and
rotate as a single member. Because of this action, no gear reduction takes place and the ratio
is simply 1:1.
When the transmission is in reverse, a simple drive to driven relationship exists. Using
the sun and ring gears from the previous examples, the ratio of reverse gear would be 3:1
when the sun gear is the drive gear.
driven gear
= gear ratio
drive gear
75
= 3:1
25
A pulley serves
Continuously Variable Transmission (CVT) the same purpose
Pulleys can also be used to change speed and torque. Because they are typically connected as a gear except it
by a drive belt, the direction of the driven pulley is the same as the direction of the drive is driven by a belt.
pulley. However, the relationship of size has the same effect as the size of gears. When the Because pulleys do
not mesh, the driven
drive pulley is the same diameter as the driven pulley, the two will rotate at the same speed
pulley rotates in the
and with the same torque. When the drive pulley is smaller than the driven pulley, the
same direction as
driven pulley will turn at a lower rotational speed but with greater torque. Likewise, when the drive pulley.
the drive pulley is larger than the driven pulley, the driven pulley will rotate faster but with
13
less torque. Pulleys are used with drive belts to operate some engine components such as
generators, power steering pumps, and air conditioning compressors. Pulleys are also the
basis for the operation of continuously variable ratio transmissions.
Continuously variable transmissions (CVTs) are found on some late-model cars and
To provide for vari- small SUVs. These transmissions automatically change torque and speed ranges without
able ratios, the requiring a change in engine speed. The intent behind this transmission design is to keep
pulley’s belt drive the engine operating within a fixed speed range. This allows for improved fuel economy and
diameter changes. decreased emission levels.
As the drive diame- Basically, a CVT (Figure 1-17) is a transmission without fixed forward speeds. These
ter changes, so does transmissions are, however, fitted with a one-speed reverse gear. Many of these automatic-
gear reduction. like transaxles do not have a torque converter; rather they use a manual transmission-type
flywheel with a start clutch. Some CVTs offer the manual selection of a gear ratio. When a
gear is selected by the driver, the pulleys in the transmission move to provide a fixed ratio.
Normally, the size of the pulleys automatically responds to operating conditions.
One pulley is the driven member and the other is the driver. Each pulley has a moveable
face and a fixed face. When the moveable face moves, the effective diameter of the pulley
changes. The change in effective diameter changes the effective pulley (gear) ratio. A steel belt
links the driven and drive pulleys.
To achieve a low pulley ratio, high hydraulic pressure works on the moveable face of the
driven pulley to make it larger. In response to this high pressure, the pressure on the drive
LOW GEAR
Drive
pulley
Driven
pulley
Start
clutch HIGH GEAR
Ring
gear
Drive
Flywheel pulley
Driven
pulley
Input shaft
Driven
pulley
Drive pulley
Steel belt
FIGURE 1-17 The basic construction of a belt-driven CVT.
14
Planetary
gear unit
Transaxle MG1
Planetary damper
Oil
gear unit
pump
Counter MG2
Motor generator 1 gears
(MG1)
Motor generator 2
(MG2)
Final drive
FIGURE 1-18 A hybrid CVT that uses the power output from two motor/generators and the engine
to control the power applied to the drive wheels.
pulley is reduced. Since the belt links the two pulleys and proper belt tension is critical, the
drive pulley reduces just enough to keep the proper tension on the belt. The increase of pres-
sure at the driven pulley is proportional to the decrease of pressure at the drive pulley. The
opposite is true for high pulley ratios. Low pressure causes the driven pulley to decrease in
size, whereas high pressure increases the size of the drive pulley.
Different speed ratios are available any time the vehicle is moving. Since the size of the
drive and driven pulleys can vary greatly, vehicle loads and speeds can be changed without
changing the engine’s speed. With this type transmission, attempts are made to keep the engine
operating at its most efficient speed. This increases fuel economy and decreases emissions.
Some hybrid electric vehicles (HEVs) use a CVT that is not based on pulleys and belts.
Rather electric motor/generators and the engine are directly connected to a planetary gearset
(Figure 1-18). Variable drive ratios result from the amount of power applied to the different
members of the planetary gearset.
Shift Control
The engine’s power is transmitted to the transmission through a fluid coupler, called the
torque converter (Figure 1-19). The torque converter drives an oil pump, which transmits
fluid to a control-valve assembly. This valve assembly provides the hydraulic fluid needed to
activate the various brake bands and multiple-friction disc packs. The valve body (Figure 1-20) A valve body is a
controls the flow of the fluid throughout the transmission in response to the inputs it receives complex assembly
about engine and vehicle speeds and loads. of valves and is
All new automatic transmissions rely on data received from electronic sensors and use an mounted in the
electronic control unit to operate solenoids in the valve body to shift gears. Older automatic transmission’s oil
pan.
transmissions rely on mechanical and vacuum signals, which determine when the transmis-
sion should shift.
Electronically controlled automatics have many advantages over the older designs,
including more precise shifting of gears, greater fuel economy, and increased reliability.
When shifting gears, older designs relied on the action of a cable-operated throttle valve or
vacuum-controlled modulator to adjust fluid pressure in the transmission’s lines to activate
spring-loaded valves. This action took a small amount of time and delays in shifting and
slippage resulted. The shifting of electronic transmissions is precisely controlled by a com-
puter, which gathers information from many sensors, including those for throttle position,
15
FIGURE 1-20 A valve body for an automatic transmission.
FIGURE 1-19 A torque converter.
temperature, engine load, and vehicle speed. The computer processes this information every
few milliseconds and sends electrical signals to the shift solenoids, which control the shift
valves of the valve body. Electrically controlled solenoids also match transmission line pres-
sure to engine torque for better shift feel than mechanically controlled transmissions. The
electronic controls also continuously monitor the automatic shifts and modify the hydraulic
pressures to maintain a quality shift throughout the transmission’s service life.
Torque Converter
An automatic transmission is connected to the engine by a fluid filled torque converter. The
rotary motion of the engine’s crankshaft is transferred from the flexplate (flywheel), through
the torque converter, to the transmission (Figure 1-21). The flexplate is a thin disc that is
designed to allow it to flex as the torque converter increases and decreases in size due to the
FIGURE 1-21 The torque converter is mounted on a flexplate

which is attached to the engine’s crankshaft.
16
changes in fluid heat and pressure inside the converter. The assembly of the torque converter
mounted to the flexplate act to dampen engine crankshaft pulsations and add inertia to the
crankshaft, just like the flywheel in a manual transmission equipped vehicles.
The rotary motion of the torque converter (T/C) is then delivered by the transmission to
the differential and transferred by axle shafts to the tires, which push against the ground to
move the car.
The torque converter (Figure 1-22) consists of an impeller, which is attached to the
engine’s crankshaft; a mating turbine, which is attached to the transmission’s input shaft; and
a torque-multiplying stator that is mounted between the turbine and the impeller.
The torque converter operates by hydraulic force generated by automatic transmission
fluid. The torque converter changes or multiplies torque transmitted by the engine’s crank-
shaft and directs it through the transmission. The torque converter also automatically engages
and disengages engine power to the transmission in response to engine speed.
As the engine rotates, the impeller throws the transmission fluid at the blades of the tur-
bine. The turbine spins in response to the force exerted by the moving fluid. Since the turbine
is connected to the transmission’s input shaft, engine output is transferred to the transmission.
While operating at normal idle speeds, the engine does not rotate fast enough to allow
the impeller to throw fluid against the turbine with enough force to cause it to spin. This lack
of hydraulic force enables the vehicle to stand still without stalling the engine when the gears
Outside
housing
Guide
wheel
Turbine
Impeller
Turbine Guide Impeller

wheel
FIGURE 1-22 The main components of a torque converter. Note: Some manufacturers
refer to the impeller as the pump and the stator as a guide wheel.
17
are engaged. The hydraulic engaging and disengaging action of the impeller to the turbine per-
forms a similar duty as the operation of the clutch in a manual transmission–equipped vehicle.
The clutch assembly of a vehicle equipped with a manual transmission is mounted to a
A flywheel is a flywheel, which is a large and heavy disc, attached to the rear end of the crankshaft. In addi-
heavy circular tion to providing a friction surface and mounting for the clutch, the flywheel also dampens
component located crankshaft vibrations, adds inertia to the rotation of the crankshaft, and serves as a large gear
on the rear of the for the starter motor. Automatic transmissions do not require the use of a heavy flywheel;
crankshaft that rather, the weight of the fluid-filled torque converter mounted to a lightweight flexplate is
keeps the crankshaft used for the same purposes.
rotating during
nonproductive
strokes. Driveline
Today’s cars are designed to transfer the engine’s power to either the front or rear wheels. In
a FWD car, the transmission and driving axle are both located in one cast aluminum housing
called a transaxle assembly (Figure 1-23). All of the driving components are located com-
pactly at the front of the vehicle. One of the major advantages of front-wheel-drive is that the
weight of the power train components is placed over the driving wheels, which provides for
improved traction on slippery road surfaces.
RWD cars locate the powertrain, with the exception of the engine, beneath the body. The
engine is mounted at the front of the chassis and the related powertrain components extend
to the rear driving wheels. The transmission’s internal parts are located within an aluminum
The driveshaft is an
or cast iron housing called the transmission case assembly. The driving axle is located at the
assembly of one or
two universal joints
rear of the vehicle, in a separate housing called the rear axle assembly. A driveshaft connects
connected to a shaft the output of the transmission to the rear axle.
or tube; it is used to
transmit power from Driveline for RWD Vehicles
the transmission The car’s driveshaft (Figure 1-24) and its joints are often called the driveline. The driveline
to the differential. transmits torque from the transmission to the driving wheels. Rear-wheel-drive cars use a
It is also called the long driveshaft that connects the transmission to the rear axle. The engine and driveline of
propeller shaft. FWD cars are located between the front driving wheels.
Torque
5th converter
Mainshaft
5th gear clutch
Mainshaft
Countershaft
Final drive
Reverse gear
selector hub
Reverse selector
Countershaft
5th gear
One-way clutch
Final driven
gear
FIGURE 1-23 A cutaway of an automatic transaxle.
18
Left
axle
shaft
Differential
assembly
Right Driveshaft
axle
shaft Front
universal
joint
Rear
universal
joint
Transmission
output shaft
FIGURE 1-24 A typical RWD driveshaft connected to the rear axle assembly.
A driveshaft is a steel or aluminum tube normally consisting of two universal joints and Universal joints are
a slip joint. The driveshaft transfers power from the transmission output shaft to the rear most often called
drive axle. A differential in the axle housing transmits the power to the rear wheels, which U-joints.
then move the car forward or backward.
Driveshafts differ in construction, lining, length, diameter, and type of slip joint. Typically, The slip yoke is a
the driveshaft is connected at one end to the transmission and at the other end to the rear component with inter-
axle, which moves up and down with wheel and spring movement. nal splines that slide
Driveshafts are typically made of hollow, thin-walled steel or aluminum tubing with the on the transmission
universal joint yokes welded at either end. Universal joints (U-joints) (Figure 1-25) allow output shaft’s external
the driveshaft to change angles in response to the movements of the rear axle assembly. As the splines, allowing the
angle of the driveshaft changes, its length must also change. The slip yoke normally fitted to driveline to adjust for
the front universal joint allows the shaft to remain in place as its length requirements change. variations in length as
the rear axle assembly
moves. Also called the
slip joint.
BEARING CAP
Universal joint
Bearing
cap
Trunnion
FIGURE 1-25 A universal joint.
19
The rear axle housing encloses the complete rear-wheel driving axle assembly. In addition
Pinion gears are
to housing the parts, the axle housing also serves as a place to mount the vehicle’s rear suspen-
typically mounted or
sion and braking system. The rear axle assembly serves two other major functions: it changes
attached to a shaft
and supply the input the direction of the power flow 90 degrees and acts as the final gear reduction unit (Figure 1-26).
to a gearset. The rear axle consists of two sets of gears: the ring and pinion gearset and the differential
gears. When torque leaves the transmission, it flows through the driveshaft to the ring and
pinion gears, where it is further multiplied. By considering the engine’s torque curve, the car’s
The differential is a weight, and tire size, manufacturers are able to determine the best rear axle gear ratios for
gear assembly that proper acceleration, hill-climbing ability, fuel economy, and noise level limits.
transmits power from The primary purpose of the differential gearset is to allow a difference in rear driving wheel
the driveshaft to the speed when the vehicle is rounding a corner or curve. The differential also transfers torque
wheels and allows equally to both driving wheels when the vehicle is traveling in a straight line.
two opposite wheels The torque on the ring gear is transmitted to the differential, where it is split and sent to the
to turn at different two driving wheels. When the car is traveling in a straight line, both driving wheels travel the
speeds for cornering same distance at the same speed. However, when the car is making a turn, the outer wheel must
and traction. travel farther and faster than the inner wheel. When the car is steered into a 90-degree turn to
the right and the inner wheel turns on a 30-foot radius, the inner wheel travels about 46 feet.
The outer wheel, being nearly 5 feet from the inner wheel, travels nearly 58 feet (Figure 1-27).
Without some means for allowing the drive wheels to rotate at different speeds, the
wheels would skid when the car was turning. This would result in little control during turns
and in excessive tire wear. The differential eliminates these troubles by allowing the outer
wheel to rotate faster as turns are made.
On RWD automobiles, the axle shafts or drive axles are located within the hollow hori-
zontal tubes of the axle housing. The purpose of an axle shaft is to transmit the torque from
the differential’s side gears to the driving wheels. Axle shafts are heavy steel bars splined at
the inner end to mesh with the axle side gear in the differential. The driving wheel is bolted
to the wheel flange at the outer end of the axle shaft. The car’s wheels rotate with the axles,
which allow the car to move.
58 feet
Ring gear 46 feet
Drive
pinion
Pinion gear
Axle Shaft
30 feet
Differential
case
FIGURE 1-26 The gears in a differential
assembly not only multiply the torque output
but also transmit power “around the corner” FIGURE 1-27 Travel of a vehicle’s wheels
to the drive wheels. when it is turning a corner.
20
Passenger-side Up to 40°
driveshaft steering angle
Constant velocity
(CV) joints
Driver-side driveshaft
Up to 20
operating angle
FIGURE 1-28 FWD driveshaft operating angles.
Driveline for FWD Vehicles

Front-wheel-drive vehicles do not need a driveshaft, as the engine and transaxle are located
together above the drive wheels. Inside the transaxle is the differential, which has the same purpose
as the differential in a rear drive axle. The drive axles of a FWD car extend from the differential
through the sides of the transaxle to the drive wheels. Constant velocity (CV) joints are fitted to A transfer case is
the axles to allow the axles to move with the car’s suspension and steering systems (Figure 1-28). a case or unit that
has gears like a
Driveline for 4WD Vehicles transmission. It is
Four-wheel-drive vehicles can deliver power to all four wheels. There are many variations of used to send power
4WD found on today’s vehicles. Four-wheel-drive vehicles designed for off-road use are nor- to only one set of
mally RWD vehicles equipped with a transfer case (Figure 1-29), a front driveshaft, and front wheels or both and
may have the ability
driving axles with a differential and axles. Same 4WD vehicles have three driveshafts. One
to lower the overall
short shaft connects the output from the transmission to the transfer case. The output from
drive gear ratio
the transfer case is then sent to the front and rear drive axles through separate driveshafts. In when it is operating
many cases, the selection of RWD or 4WD is made by the driver. in the low range.
Some high-performance vehicles are FWD models converted to 4WD. Normally, FWD A transfer case is
cars are modified by adding a transfer case, a rear driveshaft, and a rear drive axle assembly normally mounted
with a differential. Although this is a typical modification, some cars are equipped with a cen- behind or next to the
ter differential or viscous clutch in place of the transfer case. This differential allows the front transmission.
and rear drive wheels to turn at different speeds and with different amounts of torque. In this
type of setup, the engagement and disengagement of 4WD are not controlled by the driver.
Viscous clutches are not normally used in late-model vehicles. The resistance of the fluid
A viscous clutch is
is so great that it increases fuel consumption and emissions levels. Most of today’s vehicles
basically a drum with
use an electromagnetic clutch in place of the viscous unit.
some thick liquid in
The transfer case is usually mounted to the side or rear of the transmission. When a it that houses several
driveshaft is not used to connect the transmission to the transfer case, a chain, or gear drive, closely fitted, thin
within the transfer case, receives the engine’s power from the transmission and transfers it to steel discs. One set
the driveshafts leading to the front and rear drive axles. of discs is connected
The transfer case itself is constructed like a transmission. It uses shift forks to select the to the front wheels
operating mode, and splines, gears, shims, bearings, and other components found in trans- and the other set
missions. The housing is filled with lubricant that cuts friction on all moving parts. Seals to the rear. The
hold the lubricant in the case and prevent leakage around shafts and yokes. Shims set up the advantage of the
proper clearance between the internal components and the case. viscous clutch is
An electric switch or shift lever, located in the passenger compartment, controls the that it splits engine
torque according to
transfer case so that power is directed to the axles selected by the driver. Power can typically
the needs of each
be directed to all four wheels, two wheels, or none of the wheels. On many vehicles, the driver
axle.
can also select a low-speed range for extra torque while traveling in very adverse conditions.
21
Sealing ring
Snap ring
Transfer case
Drive hub
Drive sprocket
Drive front needle
sprocket bearing
Power takeoff cover Chain
drive
Case
Oil seals front
Drive sprocket Plastic
rear needle bearing thrust end
Transfer cap
washer
case cover
Front case gasket Brake
cone
Differential
Shifting shoe pinion gear
Shift fork
Vent
assembly Pinion mate shaft
Differential
Pinion shaft front needle
lock pin Prelaod Small bearing
Side
gear springs spring
Case thrust
sprocket washer
Side gear Differential
pinion Large spring
Brake cone
Large spring thrust thrust washer
thrust washer washer Output shaft
oil seal
Case rear Preload
end cap Small spring Bearing
spring snapring
thrust
Retaining Emergency washer
ring drive indicator Seal
O-ring Poppet switch
spring Yoke
Diaphragm and ball Annular
control bearing
Thrust
Bearing washer
snap ring Front
output
Yoke shaft
Seal Lockup
hub
Rear
output
shaft
Annular
Output shaft bearing
oil seal
FIGURE 1-29 A four-wheel-drive transfer case with integral differential and cone brakes for limited slip.
The rear drive axle of a 4WD vehicle is identical to those used in two-wheel-drive vehi-
cles. The front drive axle is also like a conventional rear axle, except that it is modified to allow
the front wheels to steer. Further modifications are also necessary to adapt the axle to the
vehicle’s suspension system. The differential units housed in the axle assemblies are similar to
those found in a RWD vehicle.
Differentials
On FWD cars, the differential unit is normally part of the transaxle assembly. On RWD cars, it
is part of the rear axle assembly. A differential unit is located in a cast-iron casting, the differen-
tial case, and is attached to the center of the ring gear. Located inside the case are the differential
22
Ring
gear
Drive
pinion
Differential
pinion gears Side
gears
Axle
Axle Shaft
Differential
case
FIGURE 1-30 The components of a typical final drive unit.
pinion shafts and gears and the axle side gears. The differential assembly revolves with the ring When manufacturers
gear. Axle side gears are splined to the rear axle or front axle driveshafts (Figure 1-30). need additional
When an automobile is moving straight ahead, both wheels are free to rotate. Engine strength in a planetary
power is applied to the pinion gear, which rotates the ring gear. Beveled pinion gears are car- gearset, they will
ried around by the ring gear and rotate as one unit. Each axle receives the same power, so use straight-cut
each wheel turns at the same speed. spur gears. For
When the car turns a sharp corner, only one wheel rotates freely. Torque still comes in example, in GM’s
on the pinion gear and rotates the ring gear, carrying the beveled pinions around with it. 4L80E transmission,
However, if one axle is held stationary and the beveled pinions are forced to rotate on their a normal carrier
own axis and “walk” around their gear. The other side is forced to rotate because it is sub- will have helical
jected to the turning force of the ring gear, which is transmitted through the pinions. gears but when the
transmission is used
During one revolution of the ring gear, one gear makes two revolutions, one with the
in a motor home, it
ring gear and another as the pinions “walk” around the other gear. As a result, when the drive will have straight-cut
wheels have unequal resistance applied to them, the wheel with the least resistance turns gears.
more revolutions. As one wheel turns faster, the other turns proportionally slower.
To prevent a loss of power on slippery surfaces, some differentials are fitted with clutches
that lock the two axles together until the slippery spot is passed, at which point they are
released. These differentials are referred as to limited-slip or traction-lock differentials. Traction-lock and
Rather than clutch discs, some units use cone clutches or gears to restrict the normal dif- limited-slip are
ferential action and deliver torque to the nonslipping wheel. When the car is proceeding in a common names
straight line, the differential gears are locked against rotation due to gear reaction. When the for differentials
vehicle turns a corner or a curve, the differential pinion gears rotate around the differential equipped with
clutches that limit
pinion shaft. The differential pinion gears allow the inside axle shaft and driving wheels to
differential action to
slow down. On the opposite side, the pinion gears allow the outside wheels to accelerate. Both
improve traction.
driving wheels resume equal speeds when the vehicle completes the corner or curve. This dif-
ferential action improves vehicle handling and reduces driving wheel tire wear.
Types of Gears
An automobile relies on many different gears to transmit torque from one shaft to another.
These shafts may operate in line, parallel to each other, or at an angle to each other. These
different applications require a variety of gear designs, which vary primarily in the size and
shape of the teeth.
In order for gears to mesh, they must have teeth of the same size and design. Meshed
gears have at least one pair of teeth engaged at all times. Some gear designs allow for contact
between more than one pair of teeth. Gears are normally classified by the type of teeth they
have and by the surface on which the teeth are cut.
23
Automobiles use a variety of gear types to meet the demands of speed and torque. The
most basic type of gear is the spur gear, which has its teeth parallel to and in alignment with
the center of the gear. Early manual transmissions used straight-cut spur gears (Figure 1-31),
which were easier to machine but were noisy and difficult to shift. Today these gears are used
mainly for slow speeds to avoid excessive noise and vibration. They are commonly used in
simple devices such as hand or powered winches.
Helical gears (Figure 1-32) are like spur gears except that their teeth have been twisted at
an angle from the gear centerline. These gears get their name from being cut in a helix, which
is a form of curve. This curve is more difficult to machine but is used because it reduces gear
noise. Engagement of these gears begins at the tooth tip of one gear and rolls down the trailing
edge of the teeth. This angular contact tends to cause side thrusts, which a bearing must absorb.
However, helical spur gears are quieter in operation and have greater strength and durability
than straight spur gears, simply because the contacting teeth are longer. Helical spur gears are
widely used in transmissions today because they are quieter at high speeds and are durable.
Herringbone gears are actually double helical gears with teeth angles reversed on oppo-
site sides. This causes the thrust produced by one side to be counterbalanced by the thrust
produced by the other side. The two sets of teeth are often separated at the center by a narrow
gap for better alignment and to prevent oil from being trapped at the apex. Herringbone gears
are best suited for quiet, high-speed, low-thrust applications where heavy loads are applied.
Large turbines and generators frequently use herringbone gears because of their durability.
Bevel gears are shaped like a cone with its top cut off. The teeth point inward toward
the peak of the cone. These gears permit the power flow to “turn a corner.” Spiral bevel gears
(Figure 1-33) have their teeth cut obliquely on the angular faces of the gears. The most com-
monly used spiral beveled gearset is the ring and pinion gearset used in heavy truck differentials.
FIGURE 1-31 Spur gears have teeth cut straight FIGURE 1-32 Helical gears have teeth cut at an
across the gear’s edge and parallel to the shaft. angle to the gear’s axis of rotation.
(A) Spiral bevel (B) Hypoid gearset

FIGURE 1-33 (A) Spiral bevel differential gears and (B) hypoid gears.
24
The hypoid gear resembles the spiral bevel gear but the pinion drive gear is located
below the center of the ring gear. Its teeth and general construction are the same as the spiral
bevel gear. The most common use for hypoid gears is in modern differentials. Here, they allow
for lower body styles by lowering the transmission driveshaft.
The worm gear is actually a screw capable of high speed reductions in a compact space.
Its mating gear has teeth, which are curved at the tips to permit a greater contact area. Power
is supplied to the worm gear, which drives the mating gear. Worm gears usually provide right-
angle power flows.
Rack and pinion gears convert straight-line motion into rotary motion, and vice versa.
Rack and pinion gears also change the angle of power flow with some degree of speed
change. The teeth on the rack are cut straight across the shaft, while those on the pinion are
cut like a spur gear. These gearsets can provide control of arbor presses and other devices
where slow speed is involved. Rack and pinion gears also are commonly used in automotive
steering boxes.
Internal gears have their teeth pointing inward and are commonly used in the planetary gear-
set used in automatic transmissions and transfer cases. These are gearsets in which an outer ring
gear has internal teeth that mate with teeth on smaller planetary gears with external teeth. These
gears, in turn, mesh with a center or sun gear. Many changes in speed and torque are possible,
depending on which parts are held stationary and which are driven. In a planetary gearset, one
gear is normally the input, another is prevented from moving or held, and the third gear is the
output gear. Planetary gears are widely used because each set is capable of more than one speed
change. The gear load is spread over several gears, reducing stress and wear on any one gear.
Bearings
Gears are either securely attached to a shaft or designed to move freely on the shaft. The ease
with which the gears rotate on the shaft or the shaft rotates with the gears partially deter-
mines the amount of power needed to rotate them. If they rotate with great difficulty due to
high friction, much power is lost. High friction will also cause excessive wear to the gears and
shaft. To reduce the friction, bearings are fitted to the shaft or gears.
The simplest type of bearing is a cylindrical hole formed in a piece of material, into which
the shaft fits freely. The hole is usually lined with a brass or bronze lining, or bushing, which Bushings are often
not only reduces the friction but also allows for easy replacement when wear occurs. Bushings referred to as plain
usually have a tight fit in the hole in which they go. bearings.
Ball or roller bearings are used wherever friction must be minimized (Figure 1-34).
With these types of bearings, rolling friction replaces the sliding friction that occurs in plain
bearings. Typically, two bearings are used to support a shaft instead of a single long bushing.
Bearings have three purposes: they support a load, maintain alignment of a shaft, and reduce
rotating friction.
Most bearings are capable of withstanding only loads that are perpendicular to the axis
of the shaft. Such loads are called radial loads and bearings that carry them are called radial A journal is the area
or journal bearings. on a shaft that rides
To prevent the shaft from moving in the axial direction, shoulders or collars may be on the bearing.
formed on it or secured to it. In most cases, bearings or washers are used to limit end thrusts.
These bearings are called thrust bearings or washers.
Some thrust bearings look similar to a thick washer fitted with needle bearings on its flat
surface. These are typically called thrust needle bearings or thrust washers and are commonly A needle bearing
used in automatic transmissions (Figure 1-35). Automatic transmissions also use items that is a small roller
look like thrust needle bearings without the needle bearings. These are thrust washers and bearing.
are used to control end clearance. These bearings are commonly referred to as Torrington
bearings.
A single-row journal or radial ball bearing has an inner race made of a ring of case-
hardened steel with a groove or track formed on its outer circumference for a number of
25
1. BALL BEARINGS: 2. ROLLER BEARINGS:
Economical, widely used For shock, heavy load
Single row radial Cylindrical

for radial loads. for relatively high speeds.
Single row angular contact Needle

for radial and axial loads. for low speeds,
intermittent loads.
Axial thrust Tapered

for axial loads. for heavy
axial (thrust) loading.
Spherical
Double row for thrust loads and large
for heavier radial loads. amounts of angular
misalignment.
Self-aligning Spherical thrust
for radial and axial loads, to maintain alignment under
large amounts of angular high thrust loads and
misalignment. high speeds.
FIGURE 1-34 Many different types of roller and ball bearings are used in a vehicle’s drive train.
FIGURE 1-35 A Torrington-type axial thrust bearing.
hardened steel balls to run upon. The outer race is another ring, which has a track on its inner
circumference. The balls fit between the two tracks and roll around in the tracks as either race
turns. The balls are kept from rubbing against each other by some form of cage. These bear-
ings can withstand radial loads and can also withstand a considerable amount of axial thrust.
Therefore, they are often used as combined journal and thrust bearings.
26
A bearing designed to take only radial loads has only one of its races machined with a
track for the balls. Other bearings are designed to take thrust loads in only one direction. If
this type of bearing is installed incorrectly, the slightest amount of thrust will cause the bear-
ing to come apart.
Another type of ball bearing uses two rows of balls. These are designed to withstand
considerable amounts of radial and axial loads. Constructed as two single-row ball bearings
joined together, these bearings are often used in rear axle assemblies.
Roller bearings are used wherever it is desirable to have a large bearing surface and low
amounts of friction. Large bearing surfaces are needed in areas of extremely heavy loads. The
rollers are usually fitted between a journal of a shaft and an outer race. As the shaft rotates,
the rollers turn and rotate in the race. Tapered roller bearings (Figure 1-34) are commonly
used in drive axle assemblies.
General Maintenance
Most of the driveline needs little maintenance other than periodic oil changes. However, the
fluid and filter of an automatic transmission should be replaced at a specific time and mileage
intervals. Always follow the recommended service intervals of the manufacturer.
Excessive heat is the number one enemy of automatic transmissions. Transmission fluid
transmits power from the engine and also cools and lubricates the internal parts of the trans-
mission. If the fluid is too hot, it can no longer serve those functions and can lead to trans-
mission failure. When the transmission is abused or malfunctions, the fluid may overheat,
oxidize, and break down. This would cause damage to the internal seals, clutches, brakes,
and other important parts of the transmission. The condition and level of the fluid should be
checked on a frequent and regular basis.
Today’s transmissions tend to run cooler because of the use of a converter clutch, which
reduces the heat generated inside the T/C. Therefore the fluid in these transmissions will
have a longer service life than the fluid used in transmissions without a T/C clutch.
Automatic Transmission Fluid

The fluid used in an automatic transmission’s hydraulic system is called automatic Automatic
transmission fluid (ATF). ATF is a hydraulic oil designed specifically for automatic trans- transmission fluid
missions. Its primary purpose is to transmit pressure to activate the transmission’s brakes and is often referred to
clutches. It also serves as a fluid connector between the engine and the transmission, removes as ATF and is at
heat from the transmission, and lubricates the transmission’s moving parts. times simply called
Automatic transmission fluid can be a petroleum-based, partially synthetic, or totally transmission oil.
synthetic oil. Nearly all domestic automobile manufacturers require a petroleum-based fluid
in their automatic transmissions; however, some imported vehicles require the use of a par-
tially synthetic fluid.
Automatic transmission fluid is a compound liquid that also includes special additives,
which allow the lubricant to better meet the flow and friction requirements of an automatic
transmission. ATF is normally dyed red, primarily to help distinguish it from engine oil when
determining the source of fluid leaks.
Petroleum-based ATF typically has a clear red color and will darken when it is burnt
or become milky when contaminated by water. Synthetic ATF is normally a darker red
than petroleum-based fluid. Synthetic fluids tend to look and smell burnt after normal
use; therefore the appearance and smell of these fluids is not a good indicator of the fluid’s
condition.
The various chemicals added to ATF ensure the durability and overall performance of the
fluid. Zinc, phosphorous, and sulfur are commonly added to reduce friction. Detergent addi-
tives are added to ATF to help keep the transmission parts clean. Also added are dispersants,
which keep contaminants suspended in the fluid so they can be trapped by the filter.
27
All certified types and brands of ATF have been tested to ensure they meet the criteria set
by the manufacturers. Some of these test standards apply to all types of ATF, such as oxida-
tion resistance, corrosion and rust inhibition, flash and flame points, and resistance to foam-
ing. Other standards are specific for a particular fluid rating or type.
Because some chemicals used in the composition of transmission fluid may adversely react
with the fibers or synthetic materials used in the seals of the transmission, the compatibility of
the fluids with specific transmissions is also tested. Incompatibility can result in external and
internal transmission fluid leaks due to deterioration, swelling, or shrinking of the seals.
Miscibility is the All brands of ATF are also tested for their miscibility or compatibility with other brands
property of a fluid of ATF. Although the different brands of transmission fluids must meet the same set of stan-
that allows it to mix dards, they may differ in their actual chemical composition and be incompatible with others.
and blend with other There should be no fluid separation, color change, or chemical breakdown when two different
similar fluids. brands of ATF are mixed together. This level of compatibility is important to the service life of
a transmission because it allows for the maintenance of fluid levels without the worry about
switching to or mixing different brands of fluid.
Common Additives. The following is a summary of the common additives blended into
the various types of ATF:
■ Antifoam agents: These minimize foaming caused by the movement of the planetary gears
and the fluid movement inside the torque converter.
■ Antiwear agents: Zinc and other metals are blended into the fluid to minimize gear, bush-
ing, and thrust washer wear.
■ Corrosion inhibitors: These are added to prevent corrosion of the transmission’s bushings
and thrust washers, in addition to preventing fluid cooler line corrosion.
■ Dispersants: These keep dirt suspended in the fluid, which helps prevent the buildup of
sludge inside the transmission.
■ Friction modifiers: Additives are blended into the base fluid to provide for an intentional
amount of clutch and band slippage. This allows them to smoothly apply and release and
prevents chatter.
■ Oxidation stabilizers: To control oxidation of the fluid, additives are used to allow the ATF
to absorb and dissipate heat. If the fluid is not designed to handle the high heat that is
normally present in a transmission, the fluid will burn or oxidize. Oxidized fluid will cause
severely damaged friction materials, clogged fluid filters, and sticky valves.
■ Seal swell controllers: These additives control the swelling and hardening of the transmis-
sion’s seals, while maintaining their normal pliability and tensile strength.
■ Viscosity index improvers: These are blended into the fluid as an attempt to maintain the
viscosity of fluid regardless of its temperature.
Recommended Applications
There are several ratings or types of ATF available; each is designed for a specific application.
The different classifications of transmission fluid have resulted from the inclusion of new or
different additives, which enhance the operation of the different transmission designs. Each
automobile manufacturer specifies the proper type of ATF that should be used in their trans-
missions. Some manufacturers require a specially formulated fluid in their transmissions.
Both the design of the transmission and the desired shift characteristics are considered when
a specific ATF is chosen. Nearly, all of today’s transmissions require Dextron/Mercon fluid.
Friction modifiers To reduce wear and friction inside a transmission, most commonly used transmission
are additives that fluids are mixed with friction modifiers. Transmission fluids with these additives allow for the
allow an oil to main- use of lower friction disc and brake application pressures, which in turn, provide for a very
tain its viscosity smooth-feeling shift. Transmission fluids without a friction modifier tend to have a firmer
over a wide range of
shift because higher friction disc and brake application pressures are required to avoid exces-
temperatures.
sive slippage during gear changes.
28
If an ATF without friction modifiers is used in a transmission designed for friction-modified
fluid, the service life of the transmission is not normally affected. However, firmer shifting will
result and the driver may not welcome this change in shifting quality. Transmission durability is
affected by using friction-modified fluid in a transmission designed for nonmodified fluids. This
incorrect use of fluid will cause slippage, primarily when the vehicle is working under a load.
Any amount of slippage can cause the clutches and brakes to wear prematurely. Also, because of
the high heat generated by the slippage, the fluid may overheat and lose some of its lubrication
and cooling qualities, which could cause the entire transmission to fail.
The formulation of an ATF must also be concerned with the viscosity of the fluid.
Although the fluids are not selected according to viscosity numbers, proper flow character- Viscosity is the
istics of the fluid are important in operation of a transmission. If the viscosity is too low, the rating given to the
chances of internal and external leaks increases, parts can prematurely wear due to a lack of degree that a fluid
adequate lubrication, system pressure will be reduced, and overall control of the hydraulics resists flow.
will be less effective. If the viscosity is too high, internal friction will increase, resulting in an
increase in the chance of building up sludge; hydraulic operation will be sluggish; and the
transmission will require more engine power for operation.
The viscosity of a fluid is directly affected by temperature. Viscosity increases at low tem-
peratures and decreases with higher temperatures. A transmission operates at many different
temperatures. Since the fluid is used for lubricating as well as for shifting, it must be able
to flow well at any temperature. ATF has a low viscosity but it viscous enough to prevent
deterioration at higher temperatures. High-temperature performance is improved by many
additives, such as friction modifiers. Low-temperature fluid flow of ATF is enhanced by mix-
ing pour-point depressants into the base fluid. These additives are normally referred to as
“viscosity index improvers.”
The use of the correct ATF is critical to the operation and durability of automatic trans-
missions. We have already discussed the differences between friction-modified and non-
friction-modified fluids. Certainly, this is one aspect of ATF that must be considered when
putting fluid into a transmission. There are other considerations, too. Each type of ATF is
specifically blended for a particular application. Each one has a unique mixture of additives
that make it suitable for certain types of transmissions. Always fill a transmission with the
fluid recommended by the transmission’s manufacturer.
Through the years, as automatic transmissions have changed, so have their fluid require-
ments. In many cases, the development of new fluids has allowed automobile manufacturers
to improve their transmission designs. In other cases, changes in the transmission have man-
dated the development of new fluid types.
Filtering
To trap dirt and metal particles from the circulating ATF, automatic transmissions have an
oil filter (Figure 1-36), normally located inside the transmission case between the oil pump
pickup and the bottom of the oil pan. If dirt, metal, and friction materials are allowed to cir-
culate, they can cause valves to stick or cause premature transmission wear.
WARNING: Some automatic transmissions are equipped with an extra deep oil
sump, which allows for improved cooling and increased capacity. If the trans-
missions is equipped with a deep pan, a special filter must be used that will
reach into the bottom of the pan.
Current automatic transmissions are fitted with one of three types of filter: a screen filter, Screen filters
sometimes are
paper filter, or felt filter. Screen filters use a fine wire mesh to trap the contaminants in the
made of polyester or
ATF. This type of filter is considered a surface filter because it traps the contaminants on its nylon materials.
surface. As a screen filter traps dirt, metal, and other materials, fluid flow through the filter
29
Filter
FIGURE 1-36 Transmission fluid filters are attached to the transmission case
by screws, bolts, retaining clips, and/or by the pickup tube.
is reduced. The openings in the screen are relatively large so that only larger particles are
Cellulose is a
trapped and small particles remain in the fluid. Although this does not remove all of the con-
resin-based sub-
stance that serves
taminants from the fluid, it does prevent quick clogging of the screen and helps to maintain
as the basis for normal fluid flow.
producing paper. Another surface filter that is commonly used is the paper filter. This type of filter is more
efficient than the screen type because it can trap smaller sized particles. Paper filters are typi-
cally made from a cellulose or Dacron fabric. Although this type of filter is quite efficient,
it can quickly clog and cause a reduction in fluid flow through the transmission. Therefore,
some older transmissions equipped with a paper filter have a bypass circuit, which allows
contaminated fluid to circulate through the transmission if the filter becomes clogged and
greatly restricts fluid flow.
The most commonly used filter in current model transmissions is the felt type. These are
not surface filters; rather, they are considered depth filters because they trap contaminants
within the filter and not just on its surface. Normally made from randomly spaced polyester
materials, felt filters are able to trap both large and small particles and are less likely suscep-
tible to clogging.
To protect vital transmission circuits and components, most transmissions are equipped
with a secondary filter, located in a hydraulic passage, which helps keep dirt out of the pump,
valves, and solenoids. Secondary filters are simply small screens fit into a passage or bore.
Author’s Note: Customers should be made aware that transmission filters should
be replaced at the mileage intervals recommended by the manufacturer. Failure to
this will result in a loss of fluid flow and pressure, which can cause premature trans-
mission failure.
30
Summary Terms to
Know
■ The drivetrain has four primary purposes: to connect the engine’s power to the drive All-wheel-drive (AWD)
wheels, to select different speed ratios, to provide a way to move the vehicle in reverse, Annulus
and to control the power to the drive wheels for safe turning of the vehicle. Automatic transmission
■ The main components of the drivetrain are the transmission, differential, and drive axles.
fluid (ATF)
■ The rotating or turning effort of the engine’s crankshaft is called engine torque.
Ball bearing
■ The amount of engine vacuum formed during the intake stroke is determined largely by
the amount of load on the engine. Bevel gear
■ Gears are used to apply torque to other rotating parts of the drivetrain and to multiply Bushing
torque. Combustion
■ Torque is calculated by multiplying the applied force by the distance from the center of Constant velocity (CV)
the shaft to the point where the force is exerted. joint
■ Gear ratios express the mathematical relationship, in size and number of teeth, of one
Continuously variable
gear to another.
■ Transmissions offer various gear ratios through the meshing of various-sized gears. transmission (CVT)
■ Reverse gear is accomplished by adding a gear to a two-gear set. Differential
■ Like manual transmissions, automatic transmissions provide various gear ratios, which Direct drive
match engine speed to the vehicle’s speed. However, an automatic transmission is able to Driveshaft
shift between gear ratios by itself and there is no need for a manually operated clutch to Engine load
assist in the change of gears.
Engine torque
■ A planetary gearset consists of a ring gear, a sun gear, and several planet gears, all
Flexplate
mounted in the same plane.
■ The ring gear has its teeth on its inner surface and the sun gear has its teeth on its outer Flywheel
surface. The planet gears are spaced evenly around the sun gear and mesh with both the Four-wheel-drive (4WD)
ring and sun gears. Front-wheel-drive (FWD)
■ By applying the engine’s torque to one of the gears in a planetary gearset and preventing Gear ratio
another member of the set from moving, torque multiplication, speed increase, or change Helical gear
of rotational direction is available on the third set of gears.
Herringbone gear
■ Brake bands or multiple-friction disc packs attached to the individual gear carriers and
shafts are hydraulically activated to direct engine power to any of the gears and to hold Horsepower
any of the gears from rotating. This allows gear ratio changes and the reversing of power Hybrid electric vehicle
flow while the engine is running. (HEV)
■ An oil pump in the transmission provides the hydraulic fluid needed to activate the Hypoid gear
various brake bands and clutch packs. Limited-slip
■ The valve body controls the flow of the fluid throughout the transmission and acts on the
Miscibility
vacuum and mechanical signals it receives about engine and vehicle speeds and loads.
Neutral
■ Most new automatic transmissions rely on data received from electronic sensors and use
an electronic control unit to operate solenoids in the valve body to shift gears. Newton-meters (Nm)
■ In FWD cars, the transmission and drive axle is located in a single assembly called Overdrive
a transaxle. In RWD cars, the drive axle is connected to the transmission through a Overall gear ratio
driveshaft. Planetary carrier
■ The driveshaft and its joints are called the driveline of the car. Planetary gear
■ Universal joints allow the driveshaft to change angles in response to movements of the
Planetary pinions
car’s suspension and rear axle assembly.
■ The rear axle housing encloses the entire rear-wheel driving axle assembly. Pounds-foot (lbs.-ft.)
■ The primary purpose of the differential is to allow a difference in driving wheel speed Pulley
when the vehicle is rounding a corner or curve. The ring and pinion in the drive axle also Rear-wheel-drive (RWD)
multiplies the torque it receives from the transmission. Ring gear
■ On FWD cars, the differential is part of the transaxle assembly. Roller bearing
31
Terms to Summary
Know
(continued) ■ The drive axles on FWD cars extend from the sides of the transaxle to the drive wheels.
Slip yoke Constant velocity (CV) joints are fitted to the axles to allow the axles to move with the
Speed reduction car’s suspension.
Spur gear ■ Four-wheel-drive vehicles typically use a transfer case, which relays engine torque to both
Sun gear a front and rear driving axle.
■ An understanding of gears and bearings is the key to effective troubleshooting and repair
Thrust bearing
of driveline components.
Torque ■ Automatic transmission fluid (ATF) is hydraulic oil designed specifically for automatic
Torque converter transmissions. Its primary purpose is to transmit pressure to activate the transmission’s bands
Traction-lock and clutches. It also serves as a fluid coupling between the engine and the transmission,
Transaxle removes heat from the transmission, and lubricates the transmission’s moving parts.
Transfer case ■ Petroleum-based ATF typically has a clear red color and will darken when it is burnt or
become milky when contaminated by water.
Underdrive
■ To trap dirt and metal particles from the circulating ATF, automatic transmissions have
Universal joint (U-joint)
an oil filter, normally located inside the transmission case between the oil pump pickup
Vacuum and the bottom of the oil pan.
Valve body ■ Current automatic transmissions are fitted with one of three types of filter: a screen filter,
Viscous clutch paper filter, or felt filter.
Review Questions
Short-Answer Essays 2. The rotating or turning effort of the engine’s crankshaft

is called .
1. What are the primary purposes of a vehicle’s
drivetrain? 3. Gears are used to apply torque to other rotating parts
of the drivetrain and to torque.
2. Why does torque increase when a smaller gear
drives a larger gear? 4. Torque is calculated by multiplying the applied force
by the from the center of the
3. What mechanisms do most CVTs use to vary gear to the point where the force is
and speed ratios? exerted.
4. Why are transmissions equipped with many 5. Current automatic transmissions are fitted with one
different forward gear ratios? of three types of filter: a filter,
5. What is the primary difference between a transaxle filter, or filter.
and a transmission? 6. Torque is measured in -
6. Why are U- and CV joints used in the driveline? and - .
7. What does a differential unit do to the torque it 7. Gear ratios are determined by dividing the number
receives? of teeth on the gear by the number
of teeth on the gear.
8. What are the purposes of ATF?
8. Reverse gear is accomplished by adding a
9. What kind of gears are commonly used in today’s to a two-gear set.
automotive drivelines?
9. The torque converter assembly comprises
10. When are ball- or roller-type bearings used? , an , and
a .
Fill in the Blanks 10. In FWD cars, the transmission and drive axle are
1. The main components of the drivetrain are located in a single assembly called a .
the , , 11. In RWD cars, the drive axle is connected to the
and . transmission by a .
32
Multiple Choice
1. Which of the following does NOT describe the pur- 6. In an automatic transmission, the time to shift up or
pose of a vehicle’s drivetrain? down is directly controlled by:
A. It connects the engine’s power to the drive wheels. A. engine load
B. It controls the power to the drive wheels for safe B. engine speed
turning of the vehicle. C. gear selector position
C. It increases the power available to the drive wheels. D. operation of the torque converter
D. It changes the direction of the power from the engine.
7. Technician A says all types of ATF become lighter
2. Which of the following can be used to multiply when the friction modifiers are depleted.
torque? Technician B says petroleum-based ATF typically has a
A. pulleys C. levers clear red color and will darken when it is burnt.
B. gears D. all of the above Who is correct?
3. Which of the following is not a true statement about A. A only C. Both A and B
gear ratios? B. B only D. Neither A nor B
A. A high ratio is one that allows for great torque 8. While discussing the purpose of a differential:
multiplication.
Technician A says it allows for equal wheel speed while
B. A variety of gear ratios are needed to allow an the vehicle is rounding a corner or curve.
engine to move a vehicle from a standing start to a
cruising speed. Technician B says the ring and pinion in the drive axle
multiply the torque it receives from the transmission.
C. Gear ratios express the mathematical relationship,
according to the number of teeth, of one gear to Who is correct?
another. A. A only C. Both A and B
D. Gear ratios express the size difference of two gears B. B only D. Neither A nor B
by stating the size ratio of the larger gear to the
9. Which of the following parts is not within a FWD
smaller gear. transaxle assembly?
4. The device used to transfer engine torque to the A. torque converter
transmission is the: B. differential
A. differential C. valve body C. drive axles
B. torque converter D. flexplate D. transmission
5. While discussing engine vacuum: 10. Technician A says 4WD vehicles typically use a
Technician A says it always increases as engine load transfer case to transfer engine torque to both a
decreases. front- and a rear-driving axle.
Technician B says it always increases with an increase of Technician B says 4WD vehicles normally have two
engine speed. transmissions, two driveshafts, and two differentials.
33
Another Random Scribd Document
with Unrelated Content
THE “BOSS”
L. W. Van Vleet, President of The Trinidad Bean and Elevator Co.,
does the announcing and tells the Sunday show crowds about the
purebred Arab. This takes time and research, but the pure Arab is
worthy of proper presentation.
33
CRADLED AT THE FOOT OF THE DIVIDE
THE LAZY VV RANCH AND ITS SETTING

If you would care to read more about Trinidad’s purebred Arabs, and
their home on The Lazy VV Ranch, perhaps your local library can
furnish you with the following publications:
Christian Science Monitor—September, 1942
Travel Magazine—October, 1943
Country Gentleman—January, 1944
Liberty—November, 1945
The Horse—March-April, 1944
The Horse—November-December, 1945
The Horse—May-June, 1947
The National Horseman—May, 1948
Denver Post Empire Magazine—June, 1949
Travel—July, 1949
Flair—July, 1950
Also you might prevail upon your local theater manager to arrange a
showing of the beautiful technicolor shorts which were made on The
Lazy VV Ranch. In them you will see the purebred Arabs at work.
“Arabians in the Rockies” was released by Warner Bros. in January of

1946.
“Sons of Courage” was released by 20th Century-Fox in February of
1947.
“Kings of the Rockies” was released by Warner Bros. in January of
1950.
These movies are still showing throughout the country. If you haven’t
seen them, you should have an opportunity to do so.
34
Just a Word About

TRINIDAD RANCH BEANS
Purchased in all Western growing areas, TRIAD RANCH BEANS are
carefully cleaned, sorted and graded. Always select quality, they are
identified by the famous COOKQUIK trademark which assures you of
easy preparation and good eating.
Delicious recipes are printed on all cartons to enable you to cook
these beans the way the cowboys like ’em, the way everyone likes
’em!
Ranch beans “stick to the ribs,” contain the same nutritional elements
found in meat ... at a much lower cost. Remember, there are
hundreds of ways you can enjoy them!
All of the following varieties are available in one-pound cartons or

sturdy, sealed, one and two-pound cellophane bags:
PINTOS
GREAT NORTHERNS
SMALL REDS
SMALL WHITES
LARGE LIMAS
BABY LIMAS
BLACKEYES
PINKS
CRANBERRIES
RED KIDNEYS
Also ask for

TRIAD RANCH WASHINGTON-IDAHO PEAS
WHOLE GREEN PEAS

GREEN SPLIT PEAS
WHOLE WHITE PEAS
YELLOW SPLIT PEAS
FANCY LENTILS
35
PACKED FOR YOUR CONVENIENCE

36
[1]
OTHER PREMIUMS YOU’LL ENJOY
For 5 box tops from COOKQUIK TRIAD RANCH Cartons, or 5 empty
COOKQUIK TRIAD Cellophane Bags, and 25 cents, you may have your
choice of—
⇒1 One of a series of beautiful pictures, suitable for framing, of

The Lazy VV Ranch and its Arabs.
⇒2 A bright, colorful, Round-Up Bandana—just like the Cowboys

and Cowgirls wear.
BE SURE TO STATE WHICH PREMIUM YOU PREFER WHEN MAILING

IN YOUR REQUEST.
Thank You
It has been a pleasure to bring you this picture-and-story book of
Western Cowboys and Arabians in the Rockies.
We are very proud of this Western land, our products and our
horses. It is believed that you, too, will experience pleasure in
learning about them.
THE TRINIDAD BEAN & ELEVATOR COMPANY

820 COOPER BUILDING
DENVER 2, COLORADO
Cookquik TRIAD RANCH BEANS-PEAS
[1]
Does not apply in states where such offers are prohibited by law.
37
Transcriber’s Notes
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Chapter 1 Drivetrain Basics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

Chapter 2 Drivetrain Theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34

Chapter 3 General Theories of Operation . . . . . . . . . . . . . . . . . . . . . .66

Chapter 4 Electronic Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101

Chapter 5 Transmission Designs. . . . . . . . . . . . . . . . . . . . . . . . . . . . .147

Chapter 6 Torque Converters and Pumps . . . . . . . . . . . . . . . . . . . . .174

Chapter 7 Hydraulic Circuits and Controls . . . . . . . . . . . . . . . . . . . .219

Chapter 8 Gears and Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248

Chapter 9 Reaction and Friction Units . . . . . . . . . . . . . . . . . . . . . . . .279

Chapter 10 Common Automatic Transmissions . . . . . . . . . . . . . . . .308

Highlights of This Edition—Classroom Manual

Highlights of This Edition—Shop Manual

Features of this manual include:

COGNITIVE OBJECTIVES 'rivetrain Basics

promote easier understanding and learning. ■

Introduction The combination

Reference to the appropriate

chapters of the two manuals are 12 V 3Ω 3Ω

may be fundamental to the topic negative conductor for the circuit.

Short-Answer Essays Fill-in the Blanks

1. A computer relies on many diﬀerent reference 1. Amperage in a series circuit is always .

6. The input devices used in electronic control systems

81038_04_ch04_p101-146.indd 145 18/03/10 10:46 PM

PERFORMANCE- Chapter 8 BASIC TOOLS LIST

Gear and Shaft

■ Remove and install the various types of shaft

PHOTO Torque converter access plate

photo sequences. These Neutral safety switch

show the students

procedures. They also

with a system or type

81046_06_ch06_p277-328.indd 286 18/03/10 10:52 PM

General Converter Control Diagnostics

CAUTIONS AND WARNINGS

Filling Out a Work Order

little things a technician ASE Correlation

3. Locate and record the vehicle’s VIN. □

81046_02_ch02_p035-084.indd 79 18/03/10 10:55 PM

A list of new terms Know

appears after the Manifold absolute

Each chapter contains ASE- Who is correct?

style review questions that B. B only D. Neither A nor B