A/T Description

Precautions: Precautions for Diagnosing Trouble · Precautions for Disassembly and Reassembly · Precautions for Transmission / Transaxle · General safety (00)

This transaxle is an electronically controlled fully automatic transaxle with 6 speeds for forward movement and 1 speed in reverse.

The torque converter is of a 3-element, 1-step and 2-phase type equipped with an automatically controlled lock-up mechanism.

The gear change device consists of a planetary gear unit, a Ravigneaux type planetary gear unit, 3 multiple-disc type clutches, a multiple-disc type brakes, a band brake and a one-way clutch.

The hydraulic pressure control device consists of a valve body assembly, line pressure control solenoid valve (linear solenoid), 4 pressure control solenoid valves (linear solenoid), TCC solenoid valve (linear solenoid), electro magnetic oil pump solenoid valve (ENG A-STOP model) and 2 shift solenoid valves. Optimum line pressure complying with engine torque is produced by the line pressure control solenoid valve in dependence upon control signals from the TCM. This enables the control of the line pressure with high accuracy in accordance with engine power and running conditions to achieve smooth shifting characteristics and high efficiency in power transmission.

1.	Torque converter clutch (TCC)	10.	B1 brake (B1)	19.	Intermediate shaft
2.	Torque converter	11.	Forward clutch (C1)	20.	Rear planetary short pinion gear
3.	Oil pump	12.	Counter drive gear	21.	Rear planetary sun gear No.1
4.	Input shaft	13.	One-way clutch (F1)	22.	Rear planetary ring gear
5.	Front planetary sun gear	14.	Rear planetary long pinion gear	23.	Countershaft
6.	Front planetary ring gear	15.	1st and reverse brake (B2)	24.	Reduction driven gear
7.	Reverse clutch (C3)	16.	Direct clutch (C2)	25.	Parking lock gear
8.	Front planetary pinion gear	17.	Rear planetary carrier	26.	Differential case assembly
9.	Front planetary carrier	18.	Rear planetary sun gear No.2	27.	Final gear

Specifications

Item			Specifications
Torque converter	Type		3-element, 1-step, 2-phase type (with TCC (lock-up) mechanism)
Torque converter	Stall torque ratio		1.85 – 2.05 (M16A model) / 2.04 – 2.24 (K14C model)
Oil pump	Type		Internal involute gear type oil pump (non-crescent type)
Oil pump	Drive system		Engine driven
Gear change device	Type		Forward 6-step, reverse 1-step planetary gear type
	Shift position	P range	Gear in neutral, output shaft fixed, engine start
		R range	Reverse
		N range	Gear in neutral, engine start
		D range	Forward 1st ↔ 2nd ↔ 3rd ↔ 4th ↔ 5th ↔ 6th automatic gear change
		M range	Forward 1st ↔ 2nd ↔ 3rd ↔ 4th ↔ 5th ↔ 6th manual gear change
	Gear ratio	1st	4.667 (M16A model) / 4.044 (K14C model)
		2nd	2.533 (M16A model) / 2.371 (K14C model)
		3rd	1.556 (M16A model) / 1.556 (K14C model)
		4th	1.135 (M16A model) / 1.159 (K14C model)
		5th	0.859 (M16A model) / 0.852 (K14C model)
		6th	0.686 (M16A model) / 0.672 (K14C model)
		Reverse (reverse gear)	3.394 (M16A model) / 3.193 (K14C model)
	Number of teeth	Front planetary sun gear	45 (M16A model) / 45 (K14C model)
		Rear planetary sun gear No.1	33 (M16A model) / 38 (K14C model)
		Rear planetary sun gear No.2	24 (M16A model) / 30 (K14C model)
		Front planetary pinion gear	17 (M16A model) / 17 (K14C model)
		Rear planetary short pinion gear	17 (M16A model) / 17 (K14C model)
		Rear planetary long pinion gear	18 (M16A model) / 20 (K14C model)
		Front planetary ring gear	81 (M16A model) / 81 (K14C model)
		Rear planetary ring gear	72 (M16A model) / 78 (K14C model)
	Control elements	Wet type multiple-disc clutch	3 sets
		Wet type multiple-disc brake	1 set
		Wet type band brake	1 set
		One-way clutch	1 set
	Reduction gear ratio		0.906 (M16A model) / 0.906 (K14C model)
	Final gear reduction ratio		3.867 (M16A model) / 3.867 (K14C model)
Lubrication	Lubrication system		Force feed system by oil pump
Cooling	Cooling system		ATF cooler mounted on A/T (water cooling)
Fluid used			SUZUKI AT OIL AW-1
ATF capacity			5.8 liters (12.26/10.21 US/Imp. pt.) (M16A model) / 6.2 liters (13.10/10.91 US/Imp. pt.) (K14C model)

TCM

By using a TCM (1) with an integrated transmission range sensor (2) and simplifying the wire harness, reliability has increased and the number of parts has been reduced. Additionally, by employing a non-contact type (hall IC) transmission range sensor, durability and reliability have increased.

Solenoid Harness with ATF Temperature Sensor

The solenoid harness (1) is structured so that 1 connector leads to each of the sensors and the solenoids. The connector of the solenoid harness is directly connected to the TCM (2) without an intermediate harness.

The solenoid harness incorporates the ATF temperature sensor (3) mounted on the valve body.

The ATF temperature sensor senses ATF temperature in the hydraulic circuit directly. A thermistor incorporated in the temperature sensor change its resistance according to the temperature change and the temperature signal is inputted to TCM.

ATF Level Detection Mechanism

An overflow type ATF level detection mechanism is employed. This mechanism automatically discharges excess fluid, and does not allow the addition of ATF to a level exceeding the predetermined level during ATF level check, enabling direct and accurate control over the ATF level.

For details on the ATF level inspection and replacement procedures, refer to the ATF Level Check or ATF Change.

ATF filler plug

ATF drain plug

ATF overflow plug

Select Lever

A straight type select lever (1) is employed. In addition to P, R, N, and D positions on the select lever, a shift paddle switch allows for the manual selection of the gear position (M position – manual mode).

By pressing the select lever button (2) while the shift lock is released, the select lever can be moved forwards and backwards with the select lever shaft (3) as a pivot.

Additionally, the select lever has a spring (4) which provides a sense of moderation in the operation of the lever.

5.	Shift lock manual release button	7.	Shift lock solenoid
6.	Select lever illumination light	8.	P position switch (Keyless push start model)

Key interlock system (Ignition switch model)

When the select lever (1) is in a position other than P, the key interlock mechanism prevents the ignition key (2) from returning to OFF position to avoid key removal.

[A]:	LHD model	3.	Steering lock	5.	Clamp
[B]:	RHD model	4.	Key interlock cable

Shift lock system

The select lever has a shift lock function that prevents accidental operation. The ignition must be in the “ON” position and the brake pedal needs to be depressed in order to shift the select lever outside P position.

A/T Mechanical Components

1.	Oil pump body	9.	Forward clutch (C1)	17.	Intermediate shaft
2.	Input shaft	10.	Counter drive gear	18.	Rear planetary short pinion gear
3.	Front planetary sun gear	11.	One-way clutch (F1)	19.	Rear planetary sun gear No.1
4.	Front planetary ring gear	12.	Rear planetary long pinion gear	20.	Rear planetary ring gear
5.	Reverse clutch (C3)	13.	1st and reverse brake (B2)	21.	Reduction driven gear
6.	Front planetary pinion gear	14.	Direct clutch (C2)	22.	Final gear
7.	Front planetary carrier	15.	Rear planetary carrier	23.	Front planetary gear unit
8.	B1 brake (B1)	16.	Rear planetary sun gear No.2	24.	Rear planetary gear unit

Functions

Part name	Function
Forward clutch (C1)	Connects front planetary carrier with rear planetary sun gear No.2
Direct clutch (C2)	Connects intermediate shaft with rear planetary carrier
Reverse clutch (C3)	Connects front planetary carrier with rear planetary sun gear No.1
B1 brake (B1)	Fixes rear planetary sun gear No.1
1st and reverse brake (B2)	Fixes rear planetary carrier
One-way clutch (F1)	Prevents rear planetary carrier from turning counterclockwise

Operation Table of A/T Components

Clutch and brake

Selector position	Gear position	Part						Condition
Selector position	Gear position	Forward clutch (C1)	Direct clutch (C2)	Reverse clutch (C3)	B1 brake (B1)	1st and reverse brake (B2)	One-way clutch (F1)	Condition
P	Parking	×	×	×	×		×
R	Reverse	×	×		×		×	When vehicle is traveling forwards at 11 km/h (7 mile/h) or less
	Reverse	×	×	×	×	×	×	When vehicle is traveling forwards at more than 11 km/h (7 mile/h)
	R ↔ N	×	×		×		×
N	Neutral	×	×	×	×		×	When vehicle is traveling forwards at 5 km/h (3 mile/h) or less
N	Neutral	×	×	×	×	×	×	When vehicle is traveling forwards at more than 5 km/h (3 mile/h)
D, M	1st		×	×	×			When vehicle is traveling forwards at 5 km/h (3 mile/h) or less
			×	×	×	×		D range
			×	×	×			M range
	2nd		×	×		×	×
	3rd		×		×	×	×
	4th			×	×	×	×
	5th	×			×	×	×
	6th	×		×		×	×
: Applied ×: Released : Controlled

Pressure control solenoid valve, shift solenoid valve and TCC solenoid valve

Selector position	Gear position	Part							Condition
Selector position	Gear position	Pressure control solenoid valve “A”	Pressure control solenoid valve “B”	Pressure control solenoid valve “C”	Pressure control solenoid valve “D”	Shift solenoid valve “A”	Shift solenoid valve “B”	TCC solenoid valve	Condition
P	Parking	×	×	×			×	×
R	Reverse	×	×	×		×	×	×	When vehicle is traveling forwards at 11 km/h (7 mile/h) or less
	Reverse	×	×	×	×	×		×	When vehicle is traveling forwards at more than 11 km/h (7 mile/h)
	R ↔ N	—	×	×		×	×	×
N	Neutral	×	×	×			×	×	When vehicle is traveling forwards at 5 km/h (3 mile/h) or less
N	Neutral	—	×	×	×	×	×	×	When vehicle is traveling forwards at more than 5 km/h (3 mile/h)
D, M	1st		×	×			×	×	When vehicle is traveling forwards at 5 km/h (3 mile/h) or less
			×	×	×		×	×	D range
			×	×			×	×	M range
	2nd		×		×	×			Lock-up ON
	2nd		×		×	×		×	Lock-up OFF
	3rd		×	×		×			Lock-up ON
	3rd		×	×		×		×	Lock-up OFF
	4th			×	×	×	×		Lock-up ON
	4th			×	×	×	×	×	Lock-up OFF
	5th	×		×		×	×		Lock-up ON
	5th	×		×		×	×	×	Lock-up OFF
	6th	×			×	×	×		Lock-up ON
	6th	×			×	×	×	×	Lock-up OFF
: Operates ×: Does not operate : Controlled

Part	Valve status
Part	Operates	Does not operate
Pressure control solenoid valve “A”	Open	Closed
Pressure control solenoid valve “B”	Open	Closed
Pressure control solenoid valve “C”	Open	Closed
Pressure control solenoid valve “D”	Open	Closed
Shift solenoid valve “A”	Open	Closed
Shift solenoid valve “B”	Open	Closed
TCC solenoid valve	Open	Closed
Line pressure control solenoid valve	Closed	Open
Electro magnetic oil pump solenoid valve (ENG A-STOP model)	Open	Closed

Power Transmission

1st-speed in D and M range

	Part						Condition
	C1	C2	C3	B1	B2	F1	Condition
Operation		×	×	×			When vehicle is traveling forwards at 5 km/h (3 mile/h) or less
		×	×	×	×		D range
		×	×	×			M range
: Applied ×: Released : Controlled

Clockwise rotations of the input shaft (1) result in power transmission to the front planetary ring gear (2) as the input shaft and front planetary ring gear are comprised of a single unit.

Clockwise rotations of the front planetary ring gear result in clockwise rotations of the front planetary carrier (6), by rotation or revolution of the front planetary pinion gears (5), as the front planetary sun gear (3) is permanently locked by the oil pump body (4).

Clockwise rotations of the front planetary carrier are transmitted to the rear planetary sun gear No.2 (8) by being connected via the forward clutch (7).

Clockwise rotations of the rear planetary sun gear No.2 result in clockwise rotations of the rear planetary ring gear (13) as the rear planetary short pinion gears (11) rotate counterclockwise and the rear planetary long pinion gears (12) rotate clockwise, because the one-way clutch (10) prevents counterclockwise rotation of the rear planetary carrier (9).

Engine brake (M range)

When the engine speed drops through releasing the accelerator pedal etc., the rear planetary carrier that was prevented from counterclockwise rotation through the operation of the one-way clutch tries to rotate clockwise through the drive force being directed from the tires. However, by fixing the rear planetary carrier into position through the activation of the 1st and reverse brake (14), the drive force from the tires is transmitted to the engine and this results in the engine brake taking effect.

In D range, engine brake is not activated because there is no activation of the 1st and reverse brake.

15.	Front planetary gear unit	17.	Counter drive gear	19.	Final gear
16.	Rear planetary gear unit	18.	Reduction driven gear

2nd-speed in D range

	Part						Condition
	C1	C2	C3	B1	B2	F1	Condition
Operation		×	×		×	×
: Applied ×: Released

The input shaft (1) rotates the rear planetary sun gear No.2 (2) clockwise through the same transmission route as 1st-speed in D range.

As the rear planetary sun gear No.1 (4) is locked by B1 brake (3), clockwise rotations of the rear planetary sun gear No.2 result in clockwise rotations of the rear planetary ring gear (7) by causing the rear planetary short pinion gears (5) to rotate counterclockwise, the rear planetary long pinion gears (6) to rotate clockwise, and the rear planetary short pinion gears and rear planetary long pinion gears to revolve clockwise around the rear planetary sun gear No.2 and the rear planetary sun gear No.1 respectively.

8.	Front planetary gear unit	10.	Counter drive gear	12.	Final gear
9.	Rear planetary gear unit	11.	Reduction driven gear

3rd-speed in D range

	Part						Condition
	C1	C2	C3	B1	B2	F1	Condition
Operation		×		×	×	×
: Applied ×: Released

The input shaft (1) rotates the front planetary carrier (2) clockwise through the same transmission route as 1st-speed in D range.

Clockwise rotations of the front planetary carrier will result in power transmission to the rear planetary sun gear No.2 (5) and rear planetary sun gear No.1 (6) via the forward clutch (3) and the reverse clutch (4) respectively.

Clockwise rotations of the rear planetary sun gear No.2 and rear planetary sun gear No.1 will cause the rear planetary short pinion gears (7) and rear planetary long pinion gears (8) to rotate counterclockwise. However, because the rear planetary short pinion gears and rear planetary long pinion gears are meshed with each other, the difference in the direction of rotation causes both pinion gears to be locked to each other. As a result, the clockwise rotations of the rear planetary sun gear No.2 and rear planetary sun gear No.1 will cause the rear planetary ring gear (10) to rotate clockwise through rotating the whole rear planetary gear unit (9) clockwise.

11.	Front planetary gear unit	13.	Reduction driven gear
12.	Counter drive gear	14.	Final gear

4th-speed in D range

	Part						Condition
	C1	C2	C3	B1	B2	F1	Condition
Operation			×	×	×	×
: Applied ×: Released

The input shaft (1) rotates the rear planetary sun gear No.2 (2) clockwise through the same transmission route as 1st-speed in D range.

Additionally, when the input shaft rotates clockwise, the power is transmitted at the same speed of rotations and in the same direction to the intermediate shaft (3). By engaging the direct clutch (4), the rear planetary carrier (5) rotates clockwise.

The rear planetary short pinion gears (6) receive the rotational force from both the rear planetary sun gear No.2 and the rear planetary carrier, but because the rear planetary carrier rotation speed is faster than the rear planetary sun gear No.2 rotation speed, the rear planetary short pinion gears rotate clockwise and revolve around the rear planetary sun gear No.2 clockwise.

As a result, the rear planetary long pinion gears (7) rotate counterclockwise and revolve around the rear planetary sun gear No.1 (8) clockwise, rotating the rear planetary ring gear (9) clockwise.

The rotation speed of the rear planetary ring gear are the result of subtracting the counterclockwise rotation speed of the rear planetary long pinion gears from clockwise rotation speed of the rear planetary carrier, causing the rotation speed of the rear planetary ring gear to be less than those of the rear planetary carrier.

10.	Front planetary gear unit	12.	Counter drive gear	14.	Final gear
11.	Rear planetary gear unit	13.	Reduction driven gear

5th-speed in D range

	Part						Condition
	C1	C2	C3	B1	B2	F1	Condition
Operation	×			×	×	×
: Applied ×: Released

The input shaft (1) rotates the front planetary carrier (2) clockwise through the same transmission route as 1st-speed in D range.

Clockwise rotations of the front planetary carrier rotate the rear planetary sun gear No.1 (4) clockwise by engaging the reverse clutch (3).

Additionally, when the input shaft rotates clockwise, the power is transmitted at the same speed of rotations and in the same direction to the intermediate shaft (5). By engaging the direct clutch (6), the rear planetary carrier (7) rotates clockwise.

The rear planetary long pinion gears (8) receive the rotational force from the rear planetary sun gear No.1 and rear planetary carrier. As the rotation speed of the rear planetary carrier is higher than that of the rear planetary sun gear No.1, the rear planetary long pinion gears rotate clockwise and revolve around the rear planetary sun gear No.1 clockwise.

As a result, the rear planetary long pinion gears cause the rear planetary ring gear (9) to rotate clockwise.

The rotation speed of the rear planetary ring gear is higher than that of the rear planetary carrier, as the clockwise rotation speed of the rear planetary long pinion gears is added to that of the rear planetary carrier.

10.	Front planetary gear unit	12.	Counter drive gear	14.	Final gear
11.	Rear planetary gear unit	13.	Reduction driven gear

6th-speed in D range

	Part						Condition
	C1	C2	C3	B1	B2	F1	Condition
Operation	×		×		×	×
: Applied ×: Released

When the input shaft (1) rotates clockwise, the power is transmitted at the same speed of rotation and in the same direction to the intermediate shaft (2) and to the rear planetary carrier (4) by engaging the direct clutch (3).

As the rear planetary sun gear No.1 (6) is locked by B1 brake (5), clockwise rotations of the rear planetary carrier result in clockwise rotations of the rear planetary ring gear (8) by causing the rear planetary long pinion gears (7) to rotate clockwise and revolve around the rear planetary sun gear No.1.

As the rear planetary sun gear No.1 is locked, the rotation speed of the rear planetary long pinion gears around the rear planetary sun gear No.1 is higher than that in the 5th-speed in D range.

9.	Front planetary gear unit	11.	Counter drive gear	13.	Final gear
10.	Rear planetary gear unit	12.	Reduction driven gear

R range

	Part						Condition
	C1	C2	C3	B1	B2	F1	Condition
Operation	×	×		×		×	When vehicle is traveling forwards at 11 km/h (7 mile/h) or less
Operation	×	×	×	×	×	×	When vehicle is traveling forwards at more than 11 km/h (7 mile/h)
: Applied ×: Released

The input shaft (1) rotates the front planetary carrier (2) clockwise through the same transmission route as 1st-speed in D range.

Clockwise rotations of the front planetary carrier are transmitted to the rear planetary sun gear No.1 (4) engaging the reverse clutch (3).

Clockwise rotations of the rear planetary sun gear No.1 rotates the rear planetary ring gear (8) counterclockwise by rotating the rear planetary long pinion gears (7) counterclockwise, as the rear planetary carrier (5) is locked by the 1st and reverse brake (6).

9.	Front planetary gear unit	11.	Counter drive gear	13.	Final gear
10.	Rear planetary gear unit	12.	Reduction driven gear

A/T Control Description

Lock-up control

When the vehicle speed exceeds the specified value, the TCC solenoid valve fully engages the TCC upon receiving control signals from the TCM. This control helps improve power transmission efficiency.

Slip controlled lock-up function

Even at a lower speed than when the TCC is completely engaged, control over the TCC solenoid valve causes the TCC to slip (to be engaged partially), improving power transmission efficiency. While such slip control is being executed, the fluid pressure applied to the TCC is controlled by the TCC solenoid valve so that the difference between the engine speed and the input shaft speed becomes close to the specified value.

Also, during deceleration, the TCC is made to slip (be engaged slightly) to raise the engine speed and enlarge the fuel cut operation range so that fuel consumption is reduced.

Due to this reason, it is absolutely necessary for the A/T to use ATF suitable for slip control. Use of any fluid other than the specified ATF may cause juddering or other faulty conditions to occur.

Reverse control

In the reverse control, if the shift lever is shifted to R range while the vehicle is running forward, the TCM prevents shifting to reverse to protect internal A/T parts from becoming damaged.

Garage shift control

The garage shift control controls gear shifting to D or R range from N range while vehicle is standstill. The line pressure applied to the forward clutch or the reverse clutch is adjusted to reduce shift shock.

Manual mode control

When the select lever is shifted to M range, or when the shift paddle switch is operated with the select lever in D range, the TCM switches the control mode from automatic to manual mode, while maintaining the actual gear position. In manual mode, every time the paddle-up or paddle-down switch is operated, the TCM selects the gear position from 1st to 6th-speed, and shifts up or down depending on the vehicle speed.

Slope shift control

TCM distinguishes uphill or downhill according to vehicle speed, accelerator pedal position and/or brake pedal position, and controls gear ratio as follows:

•Uphill: To improve acceleration, gear ratio in the high speed range is limited.
•Downhill: To obtain effective engine brakes, gear ratio is downshifted.

Engine speed control

In the engine speed control, the engine speed is adjusted during shifting to reduce shift shock.

Adaptive shift control

In the adaptive shift control, a suitable driving mode is automatically selected according to the driving condition during normal driving.

Multiplex shift control

In the multiplex shift control, when the gear shift control is activated, the previous command is cancelled and the gear shift control is performed based on the newly received command, if a new command is being sent due to a change in the vehicle speed or accelerator position.

Start-lock control

The start-lock control prevents the engine from being started.

Engine auto stop and start control (ENG A-STOP model)

During engine auto stop operation, electro magnetic oil pump solenoid valve opens the hydraulic circuit for forward clutch (C1) before the engine automatic restart, to engage the clutch smoothly when restarting the engine, reducing a shift shock.

Electronic Shift Control System Input / Output Table