© 4ATSG INTRODUCTION JUSTY ECVT The Subaru Justy ECVT transmission is a constantly variable transmission. Actually its @ transmission with more than 1000 gear ratios. Although this technology dates back to 1909 in motor vehicles its been improved with computer controlled technology. The Justy uses a carbon particle coupling in the place of the standard Torque converter. When the accelerator is depressed the carbon particles in the coupling between the engine and the transmission is energized which solidifies the coupling. The brushes that ride the coupling hub when wom can cause a slipping condition. This booklet contains information on the teardown, assembly and trouble shooting of this unit. We thank Subaru Motors for the information and illustrations that have made this booklet possible. The information and part numbers contained in this booklet have been carefully compiled from industry sources known for their reliability, but ATSG does not guarantee its accuracy. ROBERT D. CHERRNAY DALE ENGLAND TECHNICAL DIRECTOR FIELD SERVICE CONSULTANT FRANK MIETUS WAYNE COLONNA TECHNICAL CONSULTANT TECHNICAL SUPERVISOR ED KRUSE PETE LUBIN LAYOUT TECHNICAL CONSULTANT AUTOMATIC TRANSMISSION SERVICE GROUP 9200 S. DADELAND BLVD. SUITE 720 MIAMI, FL 33156 (305) 670-4161Wk ATSG]. 3% é > e ATIC TRANSMISSION SERVICE INDEX Principals of Operation....seseeeeeeeeereeees Contruction Features.....s+se0ee Cond Forward and Reverse Change-Over....sesseeeeeee Operations and Performance....+sseeeeeeereeees Specifications. ...seceeeeeeseeseeseeeeeeeenees Component Parts....cceseeeeseserseesereeeeees Service Procedure. ...ssseseeeesereeeeeeeeeeees Disassembly Inspect ion-Assembly. Trouble ShOOting.....seseeseeeeeeereaeeeeseees On Car Service. 107 Adjustments. . 109 Performance Tests....sscsesesererereeeeeeeeeeedll Automatic Transmission Service Group 9200 South Dadeland Blvd. Suite 720 Miami, FL 33156 (305) 670-4161Technical Service Information * FWD The ECVT combines an electronically controlled magnetic clutch with @ variable transmission that is driven by steel belt pulleys to provide high running performance, low fuel consumption and ease of control. Hydraulic line pressure can be changed from “high” ff vice versa, in response to engine load and ouxput. In addi- tion, the ECU and the clutch are optimally controlled by microcomputer to enhance high transmitting efficiency and excellent driveability, PRINCIPALS OF OPERATION In the data communication between ECU and clutch control, rationalization of the system is accomplished by controling the electromagnetic clutch through coolant temperature and ignition advance signals which are emitted from the ECU while line pressure is regulated though a torque signal. [1 Cross Sectional View [Fw Formard and ever changeover system 01 pump. Unput shat pute Secondary pulley (Output shat pulley) Stee be Fina gest Fig. 1 tecromagneie powder chuteh Ol pump deve shat itterentia gear AUTOMATIC TRANSMISSION SERVICE GROUPTechnical Service Information * 4wo ‘The 4WD model is equipped with a hydraulically operated selective transfer unit at the rear of the front differential, a= ‘well as with the same type of ECVT installed in the FWD model. ‘The magnetic clutch is designed for exclusive use with the ECVT. It is 2 “standing-start” clutch that utilizes magnetic powder and is controlled by a microcomputer which constant ly evaluates engine-speed, carspeed, and throttle-position signals pmo: Hagar ule) Saconry pul {Serger ue! ‘Teanstr ivan ger “Tranatr eyneonier Fin? The variable transmission consists of a steel belt and 2 set of pulleys. Groove width is controlled by hydraulic pressure to provide stepless speed changes from a standing start to maximum speed without a shifting “shock”, thus enhancing high running performance. ecvaramete i pump ive nat iter Tranter bel eat ‘Teaatr bee pinion[2] System Construction The Subaru ECVT consists of the following five systems: electromagnetic powder clutch, forward.and-reverse chang over, beltand:pulley, hydraulic control, and final reduction systems. The electromagnetic powder clutch couples the engine to, or Uncouples the engine from, the transmission. Its operation is regulated by a control unit (microcomputer) which receives signals corresponding to engine speed, vehicle speed, accelera- tor pedal depression, ee, The forward and reverse changeover system utilizes 2 dog Clutch provided with a synchromesh mechanism. It is linked with the selector lever via @ push-pull cable The belt-and-pulley system provides an automatic and stepless speed change for the final reduction system in response to ower transmitted from the electromagnetic powder clutch Control of oil pressure applied to the input and output shafts of this system is accomplished depending upon engine torque, engine soeed, accelerator pedal depression, pulley ratio, etc Technical Service Information Features 1). Stepless speed changeover trom a standing start to high speeds permits ready “high-performance” driving for any driver 2) Unlike the “L” and "2" ranges of a conventional auto ‘matic. transmission, the Ds range utilizes the engine's high speed range which allows driving capabilities such aa standing Start to achieve maximum speed, It is also provided with an engine brake effect, as well a5 sporty driving pleasure, 3) The electromagnetic powder clutch eliminates the slip loss Which is encountered with a conventional torque converter, resulting in low fuel costs 4) The electromagnetic powder clutch remains off during vehicle stop, eliminating an abrupt movement even when the brakes are released with the selector lever set to the “DO”, "Ds for “R” range, 5) Shock-free shifting, combined with frequent use of s6ures quiet operation and smooth driving. 6) Changeover from “FWO” to “AWD or vice versa i accomplished simply by pressing # pushbutton switch that utilizes low line pressure. (4WD model only)wo (4w0 model) Technical Service Information E] “4170 mode! LUTCH a Teme FID mode! CHECK ~>_Eevr Torque sans ECVT contro! unit (Microcomputer Throttle Brake switch Hysraute cpatral valve alley ati Engine speed Memory backuo ower supply Fig 3 Secondary pulley = Belt & pulley system3-1 Electromagnetic Powder Clutch System 1) SYSTEM CONSTRUCTION This system consists of an electromagnetic powder clutch, clutch control computer, basic signals, etc., at shown in the figuee below. colt Metal powder Drive shatt (engine a Selector ptition Technical Service Information 3) Construction and Features of Each Component Speedometer Vehicle [Fem 400 mocel HECK EcvtT WO mode! Selector lever Memory backup ower Supply Tote postion ite High sltieude signal 2 Water eempersture signal eat Fig. 4 Hy Engine speed Janition cot2) PRINCIPLE OF OPERATION OF ELECTROMAGNETIC POWDER CLUTCH When metal powder is brought near a magnet, the metal particles are linked in chain fashion and a transmission torque is generated. The electromagnetic powder clutch uses this principle ‘A small gap is provided between the inside edge of the drive member and the outside edge of the driven member of the Clutch. This gap is filled with a magnetic powder and magnetic force is applied to this powder and the drive member and driven member are coupled together. A coil provided at the driven member acts as the magnet. I current is passed through this coll, the coil becomes an electromagnet and generates 3 magnetic force. The magnetic powder linked in a chain fashion by this mag- netic force transmits the power from the drive member to the driven member The transmission torque is proportional to the strength of the When the current flow is cut off, the transmission torque disaopears. Technical Service Information Magnetic lines of force Crankanatt Tranemission input att Driven Pomaee Coit When engagea When disengaged Transmision torque Nm (kom, a Energizing current (a) Torque characteristic | Fig. 63) CLUTCH CONTROL ‘The clutch is applied and released and power is transmitted by controlling the current to the clutch electromagnetic col Signals are input to the clutch control unit and clutch current whieh controls starting, stopping, and switching is output Clutch control also controls damping of the shock when the clutch is directly coupled and recaupled and when the engine brake is applied in the “Ds” position. Safety is increased by adding 2 hill holder function when stopping on small grades and a function which prevents sudden starting when the choke is used. The cireuit has a self-diagnosis function and a fail-safe func: tion, ee (oe ae oe [Accelerator switch Tas enontn Eaves cee ro unit Driven sie Jeuten current Drive mate, (engine) Fig. 6 ‘© Engine revolutionary signal ‘At starting, .the ignition pulse from the minus terminal of the ignition coil is detected and a clutch current propor- tional to the engine speed is obtained, © Accelerator switch Operation of the accelerator pedal is detected by operation fof 2 microswitch attached to the accelerator pedal and, at starting, the clutch current is turned on. At stopping, this signal it used with the vehicle speed pulse to prevent the tngine from stalling, Technical Service Information © Throttle-position switch The amount the accelerator is pressed [approximately 20 mm (0.79 in) stroke] is sensed and the current required to directly couple the clutch is determined. $ (Unit: mem fin) Ser “Trraxce-priton switen © Fig. 7 © "D", "Ds", and "R” position switches These switches are used to sense the “O", "0s" positions and “A” © Vehicle speed pulse ‘This pulse is built into the speedometer and is used to sense the vehicle speed and obtains a clutch current proportional to the engine speed. ‘This signal also controls the power to the slow cut valve. ‘© Water temperature switch When this switch senses @ “cold” engine, clutch current “rise” characteristic is changed so that the stall point” is changed to the high side + stall point Point at which the clutch torque curve crosses the engine full speed torque curve. Below this point, the clutch slips and above this point, the cluten it directly coupled. (© High-altitude signals (1 and 2) A signal which varies with atmospheric pressure is emixted by the EFC control unit. This signal changes the clutch current “rise” characteristic to provide 2 stall point equi valent to that obtained during low-altitude operation s0 that the starting ability of the engine is improved at high- altitudes © Air conditioner signal ‘This signal senses the air conditioner operation and changes the clutch current “rite” characteristic 40 that the stall point is changed to the high side.Technical Service Information 4) CLUTCH TEMPERATURE WARNING SYSTEM ® Clutch temperature measuring system {4WD model only) The higher the clutch coil temperature, the greater the clutch coil resistance. Based on this principle, the clutch temperature meaturing system determines the clutch tem: perature after the control unit computes the col resistance from the relationship between current and voltage. Since the 4WD model is often operated on severe road surfaces (such as sandy or snowy roads, etc), the clutch is subjected to appreciable loads. A clutch warning system, which consists of 2 "CLUTCH TEMP” lamp and a buzzer, is located on the ‘meter panel of the 4WD model. The “CLUTCH TEMP” lamp alto function of the FWD model's “CHECK ECVT”, (1) ECVT control unit ‘The ECVT control unit is an B-bit 16K byte microcomputer, em Font wah ol al ol Ble Sram =. ot ls | pia ol esses i os : fxd a ; ‘ i a (eo tonasheedl eaten f TTT V1. Fig. 8Technical Service Information | Fig. 9 Input signal =] (2) Output modes ‘The five output modes shown in the table are provided for smooth electromagnetic powder clutch operation: ECVT clutch current control block diagram Vaie <7), 808 = 1840 1884187 ~ 30097 Engine spees_| Shit position ai~ izi= zona asia astaa—~ os ene) ‘Under 300 rpm 5 ! r : ; i - H | @ Reverse excitation mode | i = NP rave i ' : i i Drange e } + | Retsnd | Drag mode pomeeett _] i seowmer | O» Avena TF @ Ovet coupling moce_| ae Drange i Prewes © saring mace Ds, Rrange I!© Starting mode This mode controls the clutch torque at starting by increasing the clutch eurrent in proportion to the engine speed and its rate of increase when the accelerator pedal was presse. When the vehicle is started by pressing the accelerator pedal lightly at a high icting speed, such as when the choke is sed, the engine speed rises at a comparatively low rate and, therefore, the increase of the clutch torque is also small and the vehicle starts slowly and smoothly When the stall seed is in the 1,900 to 2,500 rpm range, the statting chracteristicis stable, ‘Clutch torque characteristic is also modified to compensate or low engine output during high-altitude operation. This fnables the engine to start easily at high altitude as it does at low altitude, When | contrat Vehicle speea ———w|_comouter += Boor f+ Enaine om J venice some }+—Select levee petition sanat [eAccelerator pedal signs! Et contr Pei yareutic fod Oltpresture comroivaiwe | shaber Line area wave Oi1pume ‘Secondary pulley \ rive shaft (Engine! Oitpeessce chamberTechnical Service Information 1) Oil pump The oil pump is driven by the engine through a drive shaft passing through the primary pulley. ‘The pump is an external gear pump. The oil discharged from the oil pump is sent to hydraulic control valves, and is used as the primary and secondary pulleys operating oil and the ‘ubricating oil for each parts. Input signa ine Sieome Pulley ato connote ecu = area owed Sa ano mites (ew0 mode! ony 5 ‘Throne postion Ht Select iver Input sate 2 ‘Samia Lseapea wn} eae Lspresearoner Bit cosier Fig. 18 ‘The belt is lubricated by feeding the lubricating oll through a pipe and spraying it forcefully onto the belt from a nozzle. ‘The side which contacts the pulley of the ratio sensor which senses the pulley ratio it also lubricated forcefully. To vecondary pulley To primary putiey Lubrication oi valve Fale Oil passage Fig, 19Technical Service Information jreuit Hydraulic control ci Fig. 20(1) Pressure eegulator valve Technical Service Information Presure agar vine ta at | : Fo -——= £00 fle ina Unesremure me #]| bret a i | _o | Fig. 21 ‘The presture regulator valve supplies the optimum hydraulic pressure to the secondary pulley when the pulley transmits ower through the see belt. Q\" eischarged from the oil pump acts on circuits and 3 0 wat oil pressure in shese circuits and spring 1 are aintaines in a balanced condition. Line pressure is delivered to the oitocessure chamber 3 via the circuit @ using the Basie control whieh changes oil pressure from high to low or vice versa according to speed ratio and engine rpm. In add tion, the ON-OFF operation of the line pressure control solenoid vaive @ is controlled by 8 torque signal (sent by the EGI microcomputer In operetion, the position of the primary pulley's movable sheave is detected to directly change the “set” length of the pressure regulator valve spring. That is, when the speed ratio js high (low range high line pressure will be maintained and when the speed ratio is low (overdrive), low line pressure is maintained. Oi! pressure (or pitot pressure) proportional to primary pulley rom acts on circuit ® on the opposite side of fring 1. This causes primary pulley rom (or engine rpm) to incraate 40 that an oil pressure increase caused by increases in cil pressure discharged from the oil pump is prevented When the engine is under partial losd condition (approx mately 60% load), the line pressure control solenoid valve © turns ON 40 that line presture ix delivered from cireuit @ to oil-pressure chamber J via oil pressure chamber ©. At ‘this point, spool diameter O3 will be greater than Oy. This increases the operating area which moves the pressure regula- tor valve to the right s0 that the line pressure is reduced. When the engine is under heavy loads, the line pressure control folenoid valve turns OFF s0° that circuit © and oi- pressure chamber lines are shut off. Drain circuit @) will then be opened to drain oll aresure from circuit © via the line pressure control solenoid valve @.. This eliminates the force spplied to the right side of the pressure regulator vaive, The ‘operating area required to move the pressure regulator valve to ‘the right will then be reduced so that the line pressure will Lnresecarauie cure Xe aghen* 2.93 (30.4271 Wa oese | (Sed “OFF | 3 5 61 20,280 E901 20,280) g Lan pete gos tio, uayf- beter Swy 3520 1s 10S vow! (00) pute evo | 1 Fig 22 ‘The hydraulic system is controlled as explained above. Accord: ingly, the optimum clamping force of the belt will be main- tained and, at the same time, drive loss of the oil pump will be sduced 10 a minimum. As a result, driving performance under mediumdom ads st well at fuel economy are im proved,