C210_WML_603

03-33660-01

1. ABBREVIATIONNo Abbreviation Name

1 DTC Diagnostic trouble code

2 TCU Transmission control unit

3 ATF Automatic transmission fluid

4 DC Damper clutch

5 PCSV Pressure control solenoid valve

6 UD Under drive

7 OD Over drive

8 LR Low reverse

9 LP Line pressure

10 SOL Solenoid

11 VFS Variable force solenoid

12 PG-A Input speed sensor

13 PG-B Output speed sensor

03-4

2. GENERAL INFORMATIONAutomatic transaxle (6F24)▶

The Model 6F24 six speed automatic transaxle is available in two variants: four wheel drive and two wheel drive.

Six forward speedsOne reverse gearA toruqe converter with an integral converter lock-up clutch with slip control capabilitiesPlanetary gear-set (3EA)Clutches (2EA)Brake (3EA)O.W.C (1EA) All hydraulic functions are directed by electronic solenoids to control:

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Engagement feelShift feelShift schedulingModulated torque converter clutch applications

1)2)3)4)

Inhibitor switch

Oil panTorque converter

TCU (located under driver's seat)▶

TCU is located under the driver's seat and controls the transaxle operations.TCU receives and uses the signals from sensors and switches through CAN bus with analog and digital types.

E-coupling unit

TCU

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The shiftable gear can be adjusted by pressing the "UP (D+)" or "DOWN(D-)" switch when the gear selector lever is in “M” position.

Shift lock release buttonIf the selector lever cannot be moved from “P” or “N” position, try to move the lever

while pushing down this button with finger. For safety, turn off the engine and depress the brake pedal before the attempt.

Shift upShift down

Tip switches on steering wheel▶ Meter cluster▶

This indicator shows the current position of the gear.

Gear selector lever▶

Lever positionsP : ParkR : reverseN : NeutralD : Drive

Tip switch (manual shift switch)The shiftable gear can be adjusted by moving this switch to forward and rearward when the gear selector lever is in “M”

position.

Selection of Manual/Automatic Shift FunctionD: Automatic shift according to the driving conditionM: Manual shift

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3. SPECIFICATIONS1) Specifications

Type/Weight 6F24 6-speed automatic transaxle /approx. 86 kg (including ATF)

TORQUE 230 Nm

Overall length / Center length 373.1 mm / 204 mm

Descriptions Specification

Gear ratio 1st gear 4.212

2nd gear 2.637

3rd gear 1.800

4th gear 1.386

5th gear 1.000

6th gear 0.772

Reverse gear 3.385

Shift pattern Variable

Shift range 4 Range (P-R-N-D) + Manual mode

Shift range valve VFS : 6EA

Planetary gear 3EA (Front, Middle, Rear)

Clutch 2EA

Brake 3EA

O.W.C 1EA

Oil Type ATF SP-IV M

Capacity approx. 7.1 L

Change interval Maintenance free. However, under the severe conditions or commercially used, change the oil at

every 100,000 km (EU: 90,000 km).

Resistance of oil temperature sensor

-20 Approx 15.6kΩ

0 Approx 5.88kΩ

20 Approx 2.51kΩ

100 Approx 0.18kΩ

Weight 2WD 87.5kg

4WD 88.5kg

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4. COMPONENTS

HPT 6A/T (6F24)

One-way clutch Torque converter(with slip lockup)

Oil pumpHarness

Valve body Side gear Driven gear

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Automatic transaxle Bolt (engine) 17 mm X 4 14 mm X 1

85.0 ~ 100.0Nm

Bolt (start motor) 14 mm X 2 48.0 ~ 58.8Nm

Bolt (oil pan) 14 mm X 4 56.0 ~ 62.0Nm

Bolt (torque converter) 17 mm X 6 45.0 ~ 52.0Nm

Eye bolt 22 mm X 1 3.0 ~ 5.0Nm

Drain plug 24 mm X 1 34.0 ~ 44.0Nm

Nut (range select lever) 14 mm X 1 17.6 ~ 24.5Nm

Bolt (inhibitor switch) 10 mm X 2 9.8 ~ 11.7Nm

Bolt (oil pan) 10 mm X 19 12.0 ~ 14.0Nm

Bolt (solenoid harness) 10 mm X 6 9.8 ~ 11.7Nm

Bolt (oil temperature sensor) 10 mm X 1 9.8 ~ 11.7Nm

Bolt (input & output sensor) 10 mm X 2 9.8 ~ 11.7Nm

Bolt (detent spring) 12 mm X 1 12.0 ~ 16.0Nm

Bolt (valve body) 10 mm X 8 9.8 ~ 11.7Nm

Bolt (V/B solenoid bracket) H5 mm X 9 9.8 ~ 11.7Nm

Bolt (torque converter housing) 12 mm X 20 28.0 ~ 35.0Nm

Bolt (oil guide A) 10 mm X 3 9.8 ~ 11.7Nm

Bolt (oil guide B) 10 mm X 1 5.0 ~ 7.0Nm

Bolt (oil filter) H5 mm X 2 9.8 ~ 11.7Nm

5. TIGHTENING TORQUE

Descriptions Size x Numbers

Tightening torque (Nm)

TGS lever Nut 12 mm X 4 17.6 ~ 21.6Nm

Nut (manual control lever) 13 mm X 1 14.0 ~ 20.0Nm

Nut (floor) 12 mm X 1 17.6 ~ 21.6Nm

Nut (dash panel) 12 mm X 2 17.6 ~ 21.6Nm

A/T bracket Bolt (left bracket) 17 mm X 3 88.2 ~ 107.8Nm

Bolt (right bracket) 17 mm X 4 88.2 ~ 107.8Nm

Bolt (upper bracket) 17 mm X 4 88.2 ~ 107.8Nm

TGS lever

TGS cable

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Descriptions Size x Numbers

Tightening torque (Nm)

Automatictransaxle

Bolt (oil lubrication pipe) 10 mm X 1 9.8 ~ 11.7Nm

Bolt (oil pump) 12 mm X 7 20.0 ~ 26.0Nm

Bolt (parking rod guide) 10 mm X 2 9.8 ~ 11.7Nm

Bolt (U/D brake retainer) T40 X 6 31.0 ~ 36.0Nm

Bolt (U/D brake chamber) T30 X 2 4.9 ~ 9.8Nm

Bolt (rear cover) 12 mm X 13 28.0 ~ 35.0Nm

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6. SPECIAL SERVICE TOLLSPart number Name Tool How to use

00104-001(UD) Remover & Installer - U/D brake return sprin

00104-002(OD) Remover& Installer - O/D clutch return spring

00104-003(LR)(use with 00104-001)

Remover& Installer - L/R brake return spring

* Special service tool Supplier: Tool & Tech

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1. OVERVIEW2WD 4WD

The Model 6F24 6 speed automatic transaxle is electronically controlled. The control system is comprised of the following components:

External transaxle control unit (TCU)Input and output speed sensorsSix variable force solenoids(VFS) and two on/off solenoidsTorque converterATF temperature sensor

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TCU controls the oil pressure for various internal clutches and brakes to select the gear. It also controls the electronic elements, shift pressure and torque converter slip. If the system is defective, TCU provides FMEC (Failure Mode Effect Control) to maintain the functionality of transaxle. This keeps the basic function of transaxle (gear selection) even when there are failure in controls and power supply.

There are selector shaft position sensor (inhibitor switch) and oil temperature sensor in transaxle. In manual mode, TCU receives the information from TGS (Transmission Gear Selector) through PCB (Printed Circuit Board) when driver selects the manual shift mode. TCU communicates with other electric control modules through CAN. In order to ensure a safe driving state and to prevent damage to the automatic transmission, TCU switches to Limp-Home mode in the event of critical faults.

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2. FEATURES

1) AdvantagesEarly Downshift with Hard Braking and Skip Shifts▶

When heavy braking is detected, the transaxle downshifts early and skips gears to provide increased engine braking to provide gear selection for tip-in.

Gear Hold going Uphill/Downhill▶

If the accelerator pedal is released when traveling uphill, upshifts are prevented to reduce busyness on grades. If the accelerator pedal is released when traveling downhill, upshifts are prevented to enhance engine braking.

Drive and Reverse Engagement▶

A soft engagement feature avoids harsh take up of drive when selecting Drive or Reverse. This is achieved by limiting engine speed and engine torque which results in a rapid, but progressive engagement of either Drive or Reverse when moving from the Park or Neutral positions. Drive and Reverse engagements from either Park or Neutral are performed in less than 2.2 seconds. There is no drive engagement prevention strategy implemented on the transaxle system as there is sufficient engine strategy to protect the system. However, reverse engagement is prevented until vehicle speed is less than 7 km/h.

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2) Transaxle CoolingThe transaxle cooling system ensures rapid warm-up and constant operating temperature resulting in reduced fuel consumption and refined shift quality.It also includes a cooler by-pass within the hydraulic system to allow sufficient lubrication to the transaxle drivetrain in the event of a blockage in the transaxle cooler.

3) Shift StrategyGear Change▶

Transaxle gear change is controlled by the TCU. The TCU receives inputs from various engine and vehicle sensors to select shift schedules and to control the shift feel and torque converter clutch (TCC) operation at each gear change.

Coast down▶

Coast down down shifts occur at 0% pedal when the vehicle is coasting down to a stop.

Torque Demand▶

Torque demand down shifts occur (automatically) when the driver demand for torque is greater than the engine can provide at that gear ratio. If applied, the transaxle will disengage the TCC to provide added acceleration.

03-14

3. MODES AND FUNCTIONSThis allows the driver to define the highest possible gear by selecting “+” or “-” on the

gear selector when the lever is in the “M”

position. When the lever is first moved to the manual “M” position the transaxle will select

one lower gear than current gear.

When driving on a slippery road, push the tip switch forward into the "+" position in "M" position. This causes the transaxle to shift into the 2nd gear which is better for smooth driving on a slippery road.

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1st Gear State▶

The 1st gear state will display on the instrument cluster. Unlike the normal 1st gear, engine braking will be available in this manual 1st state.

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2nd Gear State▶

The 2nd gear state will display on the instrument cluster. 2nd gear has engine braking available.

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3rd Gear State▶

The 3rd gear state will display on the instrument cluster. 3rd gear has engine braking available.

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4th Gear State▶

The 4th gear state will display on the instrument cluster. 4th gear has engine braking available.

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5th Gear State▶


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6th Gear State▶


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STD type

SVC type

03-16

4. LIMP HOME MODEWhen the transaxle is defective▶

In the event of a system fault, the TCU also provides for failure mode effect control (FMEC) to maintain maximum functional operation of the transaxle. (There are 3 FMEC modes, mechanical limp-home mode, electrical limp-home mode, limp-home mode C.)In the event of a total loss of control or electrical power, the basic transaxle functions (Park, Reverse, Neutral and Drive) are retained. The 4th and reverse gear ratios with the torque converter clutch in the unlocked state are the retained gear states the hydraulic system supports without any electrical assistance. (Mechanical limp-home)If the speed sensor circuit is failed, the gear is fixed to 4th gear, but manual shifting (2nd↔3rd↔4th) is available.(Electrical limp home mode)

If the inhibitor switch signals are invalid, shifting to1st and 2nd gear is forbidden. (Limp-home C)The TCU communicates with other vehicle electronic control modules by the controller area network (CAN). If a major fault is developed, the transaxle may not accomplish the intelligent shift control. The TCU controls the transaxle with preset values.The TCU also provides for transaxle diagnostics, which meet the requirements of OBD II regulation, monitoring all components which may effect vehicle emissions.

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4.5.

6.

Towing the automatic transaxle equipped vehicle▶

Flat-bed equipment is the best method of moving a disabled vehicle to avoid any damages. For AWD vehicle: The vehicle must be towed with a wheel lift and dollies or flatbed equipment with all the wheels off the ground.For 2WD vehicles: It is acceptable to tow the vehicle with the rear wheels on the ground without dollies and the front wheels off the ground. When being towed by a commercial towtruck and wheel dollies are not available, the front of the vehicle should be lifted, not the rear.

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5. TRANSAXLE ELECTRONIC CONTROL SYSTEM1) General InformationThe transmission control unit (TCU) and its input/output network control the following transmission operations:

Shift timingLine pressure Clutch pressure (shift feel)Torque converter clutch

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also uses these signals when determining transaxle operating strategy. Using all of these input signals, the TCU can determine when the time and conditions are right for a shift, or when to apply or release the torque converter clutch. It will also determine the pressure needed to optimise shift feel.

2) TCU (Transmission Control Unit)The transaxle control unit (TCU) is mounted under the driver's seat and controls the operation of the transaxle.Internal sensors and signals received across the CAN bus in analogue and digital forms such as:

Transaxle input speedTransaxle output speedAccelerator pedal positionGear selector positionEngine torqueEngine speedTransaxle fluid temperatureBrake pedal statusEngine oil temperatureEngine coolant temperatureAmbient air temperatureBarometric pressure

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The TCU monitors all TCU inputs and outputs to confirm correct system operation. If a fault occurs the TCU is able to perform default action and inform the driver of the problem through the instrument cluster warning lights. Detailed information is available via trouble codes which can be read with the service tool.

03-18

6. CAN NETWORK

The TCU sends signals to be used by other vehicle systems via the CAN bus, such as:

Selector lever positionSelected gear stateManual mode activationTransaxle fluid temperatureEngine torque reduction requests

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Schematic Diagram of Network Communication▶

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7. POWER TRANSFERPower transfer modes are as follow:

Manual: 1st gear (position M)Drive: 1st gearDrive: 2nd gearDrive: 3rd gearDrive: 4th gear - limp home modeDrive: 5th gearDrive: 6th gear

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1) Overview

Name Component

C1 OVER DRIVE CLUTCH

C2 35R CLUTCH

B1 LOW & REVERSE BRAKE

B2 2/6 BRAKE

B3 UNDER DRIVE BRAKE

1F 1-2 ONE WAY CLUTCH

GEARCLUTCH BRAKE

OWC Gear RatioOD 35R 26 LR UD

1ST △* O O 4.212

2ND O O 2.637

3RD O O 1.800

4TH O O 1.386

5TH O O 1.000

6TH O O 0.772

REV O O 3.385

N.P O

(1) Gear Selection and Engagement Element

Operation when vehicle speed under 5kph*

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2) Operation in Each Gear Position(1) Neutral/Park

Lower & reverse brake (LR/B) operated → Overdrive (O/D) hub locked → Middle & rear (MID &

REAR) P/C lockedInput shaft rotated → Rear sun gear rotated → Rear inner pinion reverse rotated → Rear outer

pinion rotated → Rear annulus gear rotated → Front annulus gear rotated → Front pinion

rotated → Front sun gear reverse rotated → Underdrive (U/D) hub reverse rotated

Input shaft rotated → Overdrive clutch (OD/C) retainer rotated

Input shaft rotated → 35R clutch rotated

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Power flow▶

Description 35R C OD C 26 B UD B LR B O.W.C

P.N ●

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(2) Reverse (3.385)

Middle planetary gear locked, middle sun gear rotated When the sun gear rotates with the planetary gear locked in middle planetary gear set, the annulus gear (front planetary gear) rotates in reverse direction with decreased speed and the power flows through the front planetary gear. The rear planetary gear set reduces the rotating speed of rear & front annulus gears and the front planetary gear set rotates the front sun gear in reverse direction without load.

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Power flow▶


R ● ●

03-22

(3) 1st Drive Gear (4.212)

Front sun gear and middle & rear planetary gears locked, and rear sun gear always rotatedWhen the rear sun gear rotates, the rear planetary gear set reduces the speed at first, and then the reduced power is transferred to rear & front annulus gear. The power is secondarily reduced at front planetary gear locked with sun gear and flows to front planetary gear. At this moment, the middle sun gear rotates in reverse direction without load (idling) by the rotation of middle annulus gear integrated with front planetary gear.

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Power flow▶


1ST ● ○ ●

Operated below 5 km/h of vehicle speedO :

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(4) 2nd Drive Gear (2.637)

Front sun gear and middle sun gear locked, rear sun gear always rotatedWhen the sun gear rotates, the power is transferred to the rear & front annulus gears, and then the reaction power from the front planetary gear and middle annulus gear locked with sun gear is transferred to middle & rear planetary gear to circulate the power. Accordingly, the power flows through the front planetary gear while keeping the balance.

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Power flow▶


2nd ● ●

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(5) 3rd Drive Gear (1.800)

Front sun gear locked, middle & rear sun gear rotated When the middle sun gear and rear sun gear rotate, the power is transferred to the rear & front annulus gears, and then the reaction power from the front planetary gear and middle annulus gear locked with sun gear is transferred to middle & rear planetary gear to circulate the power. Accordingly, the power flows through the front planetary gear while keeping the balance.

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Power flow▶


3rd ● ●

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(6) 4th Drive Gear (1.386)

Front sun gear locked, rear planetary gear and rear sun gear rotatedWhen the overdrive clutch (OD/C) operates, the carrier is engaged with sun gear in rear planetary gear set and the power with 1:1 ratio flows to the front planetary gear locked with sun gear after passing through the rear & front annulus gears. At this moment, by operation of speed-reduced annulus gears and carrier in 1:1 ratio, the middle sun gear in middle planetary gear set increases its speed without load (idling).

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Power flow▶


4th ● ●

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Middle & rear planetary gears, middle sun gear and rear sun gear rotatedThe rotating ratio of 1;1 is transferred to middle annulus gear (front planetary gear) because the middle planetary gear and sun gear in middle planetary gear set rotate simultaneously.At this moment, the rear planetary gear set rotates in 1:1 ratio (same in 4th gear). However, the front planetary gear set is not related to that, and the front sun gear rotates without load (idling) in 1:1 ratio.

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Power flow▶


5th ● ●

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Middle planetary gear rotated, middle sun gear lockedWhen the sun gear is locked in middle planetary gear set and the planetary gear rotates, the middle annulus gear increases the speed and the power is transferred to front planetary gear. The rear planetary gear set rotates in 1;1 ratio (same in 4th & 5th gears). However, the front planetary gear set is not related to that, and the front sun gear increases its speed without load (idling).

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Power flow▶


6th ● ●

Documents

C210_WML_603