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CHASSIS U240E AND U341E AUTOMATIC TRANSAXLES
U240E AND U341E AUTOMATIC TRANSAXLES

DESCRIPTION
The U240E and the U341E are compact, lightweight, and high-capacity 4-speed automatic transaxles equipped
with the [Super ECT (Electronically Controlled Transaxle)]. The U240E automatic transaxle has been newly
adopted on the 2ZZ-GE engine models, and the U341E automatic transaxle on the 1ZZ-FE engine models.
Both the U240E and U341E automatic transaxles have adopted a planetary gear unit with a new gear layout.
The U240E automatic transaxle has adopted the E-Shift system, which has transmission shift switches located on the steering wheel to enable the driver to manually shift the gears without taking the hands off
the steering wheel, provided that the floor shift lever is engaged in the M position.
A shift lock mechanism is incorporated to minimize the possibility of incorrect operation of the automatic
transaxle.
The overdrive switch has been changed from the previous ON/OFF lock type to the momentary type switch.
Automatic transaxle fluid is used T-IV.
169CH12
169CH13
U240E Automatic Transaxle

Specifications
Transaxle Type
U240E
U341E
Engine Type
2ZZ-GE
1ZZ-FE
1st
3.944
2.847
2nd
2.197
1.552
3rd
1.413
1.000
4th
1.020
0.700
Reverse
3.145
2.343
Counter Gear Ratio
1.020
1.019
Differential Gear Ratio
3.120
3.924
7.6 (8.0, 6.7)
6.88 (7.3, 6.1)
ATF Type T-IV
Gear Ratio
Fluid Capacity
Fluid Type
Liters (US qts, Imp. qts)
CHASSIS U240E AND 7341E AUTOMATIC TRANSAXLES

PLANETARY GEAR UNIT
1. General
The U240E automatic transaxle has adopted a new gear layout. In the new gear layout, the counter drive
and driven gears are placed in front of the front planetary gear and the under drive (U/D) planetary gear
unit is placed above the counter shaft. Furthermore, the force transmission method has been changed by
eliminating the brake and the one-way clutch. As a result, torque capacity that accommodates the high output engine has been attained, while realizing a compact gear unit.
Front Planetary Gear
B1
Counter Drive Gear

B2
C2
C1
F1
Rear Planetary Gear
Input Shaft
B3
Under Drive (U/D)
Planetary Gear
F2
C3
Differential Drive Pinion
Counter Driven Gear
169CH14
Specifications
C1
C2
C3
B1
B2
B3
F1
F2
Forward Clutch
Direct Clutch
U/D Direct Clutch
2nd Brake
1st & Reverse Brake
U/D Brake
No.1 One-Way Clutch
U/D One-Way Clutch
Rear Planetary Gear
U/D Planetary Gear
Counter Gear
The No
No. of Discs
The No
No. of Sprags
The No. of Sun Gear Teeth
The No. of Pinion Gear Teeth
The No. of Ring Gear Teeth
The No. of Drive Gear Teeth
The No. of Driven Gear Teeth
4
4
3
4
5
3
28
15
43
17
77
31
19
69
32
26
83
50
51

The U341E automatic transaxle has adopted a new gear layout. This automatic transaxle effects the shifting
of all speeds using 2 sets of planetary gear unit.
Also, through the adoption of the clutch-to-clutch pressure control, the number of brakes have been reduced
from 4 to 3, and the number of one-way clutches from 3 to 2 in comparison to the A140E automatic transaxle.
169CH15
Specifications
C1
Forward Clutch
C2
Direct Clutch
C3
Reverse Clutch
B1
OD & 2nd Brake
B2
2nd Brake
B3
1st & Reverse Brake
F1
No.1 One-Way Clutch
The No. of Sprags
16
F2
No.2 One-Way Clutch
The No. of Rollers
15
46
21
85
32
21
75
The No. of Drive Gear Teeth
52
The No. of Driven Gear Teeth
53
Front Planetary
y Gear
Rear Planetary
y Gear
Counter Gear
The No
No. of Discs
3
2

3. Motive Power Transaxle
Operating Conditions
Shift
Lever
Position
Gear
Solenoid
Valve
SL1
Solenoid
Valve
SL2
Solenoid
Valve
S4
Solenoid
Valve
DSL
Park
ON
ON
OFF
OFF
Reverse
ON
OFF
OFF
OFF
Neutral
ON
ON
OFF
OFF
1st
ON
ON
OFF
OFF
2nd
OFF
ON
OFF
OFF
3rd
*OFF/ON*
OFF
OFF
OFF

4th
*OFF/ON*
OFF
ON
OFF

1st
ON
ON
OFF
OFF
2nd
OFF
ON
OFF
OFF
1st
ON
ON
OFF
ON
2
L
*: Lock-up ON
C1 C2 C3 B1 B2 B3 F1 F2


1) 1st Gear (D or 2 Position)
Counter Drive Gear
B1
B2 Front Planetary Gear
F1
C1
Input Shaft
C2
Sun Gear
Rear Planetary Gear
Intermediate Shaft
Differential
Drive Pinion
C3
Sun Gear
B3
F2
Ring Gear
U/D Planetary Gear
161ES09
Counter Driven Gear

2) 2nd Gear (D or 2 Position)
Counter Drive Gear
B1
F1
C1
C2
Input Shaft
Sun Gear
Rear Planetary Gear
Intermediate Shaft
Differential
Drive Pinion
C3
Sun Gear
B3
F2
Ring Gear
U/D Planetary Gear

Counter Driven Gear
3) 3rd Gear (D Position)
B1
161ES10
Counter Drive Gear

F1
C1
Input Shaft
C2
Sun Gear
Rear Planetary Gear
Intermediate Shaft
Differential
Drive Pinion
C3
Sun Gear
F2
B3
Ring Gear
U/D Planetary Gear

Counter Driven Gear
161ES11

4) 4th Gear (D Position)
Counter Drive Gear
F1
B1
C1
Input Shaft
C2
Sun Gear
Rear Planetary Gear
Intermediate Shaft
Differential
Drive Pinion
C3
B3
F2
Sun Gear
U/D Planetary Gear
Counter Driven Gear
Ring Gear
161ES12
5) 1st Gear (L Position)

Counter Drive Gear
B1
F1
C1
Input Shaft
C2
Sun Gear
Rear Planetary Gear
Intermediate Shaft
C3
Differential
Drive Pinion
Sun Gear
B3
F2
Ring Gear
U/D Planetary Gear

Counter Driven Gear
161ES13
6) Revers Gear (R Position)

B1
F1
B2
Counter Drive Gear

C1
Input Shaft
C2
Intermediate Shaft
Rear Planetary Gear
Sun Gear
C3
Differential
Drive Pinion
Sun Gear
F2
B3 U/D Planetary Gear
Counter Driven Gear
Ring Gear
161ES14

U341E Automatic Transaxles
Operating Conditions
Shift Lever
Position
Gear
Solenoid
Valve
No.1
Solenoid
Valve
No.2
Park
ON
ON
Reverse
ON
ON
Neutral
ON
ON
1st
ON
ON
2nd
ON
OFF
3rd
OFF
OFF
4th
OFF
ON
1st
ON
ON
2nd
ON
OFF
1st
ON
ON
2
L
C1
C2
C3
B1
B2
B3
F1

1) 1st Gear (D or 2 Position)
Rear Planetary Gear

F2
B3
C1
C2
Intermediate Shaft
C3
Counter Drive Gear
F1
B1
B2
Sun
Gear
Front
Planetary Gear
F2
Counter Driven Gear
171CH05

2) 2nd Gear (D Position)
Rear Planetary Gear
F2
B3
C1
C2
Intermediate Shaft
C3
Counter Drive Gear
F1
B1
B2
Sun
Gear
Front
Planetary
Gear
Counter Driven Gear

171CH06
3) 3rd Gear (D Position)

Rear Planetary Gear
F2
B3
C1
C2
Intermediate Shaft
Counter Drive Gear
C3
F1
B1
Sun
Gear
B2
Counter Driven Gear
Front
Planetary Gear
171CH07
4) 4th Gear (D Position)
Rear Planetary Gear

F2
B3
C1
C2
Intermediate Shaft
C3
Counter Drive Gear
F1
B1
B2
Sun
Gear
Counter Driven Gear
Front
Planetary Gear
171CH08

5) 2nd Gear (2 Position)
Rear Planetary Gear
F2
B3
C1
C2
Intermediate Shaft
Counter Drive Gear
C3
F1
B1
B2
Sun
Gear
Front
Planetary Gear
Counter Driven Gear
171CH09
6) 1st Gear (L Position)

Rear Planetary Gear
F2
B3
C1
C2
C3
Intermediate Shaft
Counter Drive Gear
F1
B1
B2
Sun
Gear
Front
Planetary Gear
Counter Driven Gear
171CH10
7) Reverse Gear (R Position)
Rear Planetary Gear
F2
B3
C1
C2
C3
Intermediate Shaft
Counter Drive Gear
F1
B1
B2
Sun
Gear
Front
Planetary Gear
Counter Driven Gear
171CH11

HYDRAULIC CONTROL SYSTEM
1. General
The hydraulic control system is composed of the oil pump, the valve body, the solenoid valves, the accumulators, the clutches and brakes as well as the fluid passages which connected all of these components.
Based on the hydraulic pressure acting on the torque converter clutch, clutches and brakes in accordance with
the vehicle driving conditions.
HYDRAULIC CONTROL SYSTEM
ACCUMULATORS
VALVE BODY
OIL PUMP
Hydr.
pressure
control
Fluid passage
switching & Hydr.
pressure control
CLUTCH & BRAKE
Planetary gear units
Torque converter clutch
ECM
SOLENOID VALVES
165CH56
2. Oil Pump (U341E Automatic Transaxle)

An oil pump, in which the shape of the teeth has been changed and the crescent has been discontinued, has
been adopted.
As a result, the oil pump has been made more compact, and the driving torque has been reduced, thus realizing
excellent volumetric efficiency during low-speed operation.
Cresent
U341E
Conventional Model
165CH10
3. Valve Body
The valve body has a two-stage construction. Also, a compact, lightweight, and highly rigid valve body has
been realized. All the solenoid valves are installed in the lower valve body.

ELECTRONIC CONTROL SYSTEM
1. Construction
The configuration of the electronic control system in the U240E and U341E automatic transaxles are as
shown in the following chart.
SENSORS
ACTUATORS
CRANKSHAFT POSITION
SENSOR
NE
ENGINE COOLANT TEMP.

SENSOR
THW
THROTTLE POSITION SENSOR
PARK/ NEUTRAL POSITION

SWITCH
TRANSMISSION SHIFT SWITCH*1
TRANSMISSION SHIFT SWITCH*1
VTA
P, N
SL1
SOLENOID VALVE SL1*1
S1
SOLENOID VALVE No.1*2
SL2
SOLENOID VALVE SL2*1
S2
SOLENOID VALVE No.2*2
R, D, 2, L
SLT
SFTU
SFTD
ST
SOLENOID VALVE ST*2
S4
SOLENOID VALVE S4*1
SL
SOLENOID VALVE SL*2
ECM
VEHICLE SPEED SENSOR
COMBINATION METER
COUNTER GEAR SPEED

SENSOR*1
SPD
NC
DSL
INPUT TURBINE SPEED

SENSOR
STOP LIGHT SWITCH
FLUID TEMPERATURE
SENSOR
OVER DRIVE SWITCH
SOLENOID VALVE SLT
SOLENOID VALVE DSL*1
NT
STP
THO
ODMS
*1: Only for the U240E Automatic Transaxle

*2: Only for the U341E Automatic Transaxle
ODLP
SIL
TC
MALFUNCTION
INDICATOR LAMP
O/ D OFF INDICATOR
DATA LINK CONNECTOR 3

2. Solenoid Valves
1) Solenoid Valves SL1, SL2 and SLT
a. General
In order to provide a hydraulic pressure that is proportion to current that flows to the solenoid coil, the
solenoid valve SL1, SL2 and SLT linearly controls the line pressure based on the signals it receives from
the ECM.
The solenoid valves SL1, SL2 and SLT have the same basic structure.
Sleeve
Solenoid Coil
Hydraulic
Pressure

Valve
Current
161ES22
b. Functions of Solenoid Valve SL1, SL2 and SLT

Solenoid Valve
SL1
SL2
SLT
Action
For clutch engagement pressure
control
For line pressure control
Function
B1 brake pressure control
Lock-up clutch pressure control
C2 clutch pressure control
Line pressure control
Secondary pressure control

2) Solenoid Valves S4 and DSL
a. General
The solenoid valves S4 and DSL use a three-way solenoid valve.
Drain
Control Pressure
Line
Pressure
Solenoid Valve ON
Solenoid Valve OFF

161ES65
161ES64
b. Function of Solenoid Valve S4

The solenoid valves S4 when set to ON controls the 3-4 shift valve to establish the 4th by changing over
the fluid pressure applied to B3 brake and C3 clutch.
Solenoid Valve S4
B3 Accumulator
Except 4th

B3 Brake ON
S4 OFF
B3
Line Pressure
S4 ON
3-4 Shift Valve
C3
4th

C3 Clutch ON
161ES23
C3 Accumulator

c. Function of Solenoid Valve DSL
The solenoid valve DSL controls the B2 control valve when the transaxle is shifted in the R or L position.
During lock-up, the lock-up relay valve is controlled via the C2 lock valve.
Lock-up Relay Valve

R
Lock-up ON Chamber
Secondary Pressure
Solenoid Valve DSL
Lock-up OFF Chamber
R
B2
L
Secondary Pressure
C2 Lock Valve
B2 Control Valve
161ES24

In order to provide a hydraulic pressure that is proportion to current that flows to the solenoid coil, the
solenoid valves SLT linearly controls the line pressure based on the signals it receives from the ECM.
The solenoid valves No.1 and No.2 control the hydraulic pressure during shifting, and the solenoid valve
ST operates only when shifting from the 3rd gear to the 4th gear, and from the 4th gear to the 3rd gear.
3. Fluid Temperature Sensor

A fluid temperature sensor is installed inside the valve body for direct detection of the fluid temperature.
4. Speed Sensors
The U240E and U341E automatic transaxles have adopted an input turbine speed sensor (for the NT signal),
and the U240E automatic transaxle has adopted a counter gear speed sensor (for the NC signal). Thus, the
ECM can detect the timing of the shifting of the gears and appropriately control the engine torque and hydraulic pressure in response to the various conditions.

AUTOMATIC TRANSAXLE CONTROL SYSTEM
1. General
The automatic transaxle control system of the U240E and U341E automatic transaxles are compared below.
System
Function
U240E U341E
Controls the pressure that is applied directly to B1

brake and C2 clutch by actuating the shift solenoid
valve in accordance with the ECM signals.
The solenoid valves SL1 and SL2 minutely controls the clutch pressure in accordance with the engine output and driving conditions.
Controls the pressure that is applied directly to B1

brake and C1 clutch by actuating the shift solenoid
valves ST and SLT in accordance with the ECM
signals.
The solenoid valve SLT minutely controls the
clutch pressure in accordance with the engine output and driving conditions.
Apply Orifice Control
The apply orifice control valve varies the apply

orifice to control the flow volume supplied to the B3
brake.
Centrifugal Fluid Pressure

Cancelling Mechanism
Applies an equal pressure from the opposite side to

cancel the influence of the pressure that is created by
centrifugal force.
Line Pressure Optimal

Control
Actuates the solenoid valve SLT to control the line

pressure in accordance with information from the
ECM and the operating conditions of the transaxle.
Engine Torque Control
Retards the engine ignition timing temporarily to

improve shift feeling during up or down shifting.
Shifting Control in
Uphill Traveling
Controls to restrict the 4th upshift by using the ECM

to determine whether the vehicle is traveling uphill.
High Response Shift

Control
The shift time lag has been reduced to half by the

centrifugal fluid pressure cancelling mechanism and
clutch pressure optimal control.
The ECM sends current to the solenoid valve No.1

and/or No.2 based on signals from each sensor and
shifts the gear.
The ECM sends current to the solenoid valve SL1

and/or SL2 based on signals from each sensor and
shifts the gear.
Lock-Up Timing Control
The ECM sends current to the shift solenoid valve

based on signals from each sensor and engages or
disengages the lock-up clutch.
N to D Squat Control
When the shift lever is shifted from N to D range,

the gear is temporarily shifted to 3rd and then to 1st
to reduce vehicle squat.
Clutch Pressure Control
Shift Timing Control

2. Clutch Pressure Control
Clutch to Clutch Pressure Control
1) U240E Automatic Transaxle
A direct clutch pressure control has been adopted for shifting from the 1st to 2nd gear, and from the 2nd
to 3rd gear. Actuates solenoid valves SL1 and SL2 in accordance with the signals from the ECM, and guides
this output pressure directly to control valves B1 and C2 in order to regulate the line pressure that acts on
the B1 brake and C2 clutch. As a result, compact B1 and C2 accumulators without a back pressure chamber
have been realized.
Signals
from
ECM
Individual
Sensors
SL1
SL2
C2 Accumulator
B1 Accumulator
Solenoid Valve SL2 OFF
Solenoid Valve SL1 OFF

C2 Clutch ON
B1 Brake ON
C2
B1
B1 Control Valve
C2 Control Valve
161ES15
2) U341E Automatic Transaxle

A clutch to clutch pressure control has been adopted for shifting from the 3rd to 4th gear, and from the 4th
to 3rd gear. Actuates solenoid valves ST and SLT in accordance with the signals from the ECM, and guides
this output pressure directly to 4-3 timing valve and 3-4 timing valve in order to regulate the line pressure
that acts on the B1 brake and C1 clutch. As a result, compact B1 and C1 accumulators without a back pressure
chamber have been realized.
By enabling the solenoid valve ST to switch the orifice of the 4-3 timing valve and the 3-4 timing valve,
a smooth shifting has been realized.
Linear
Solenoid SLT
Accumulator
Control Valve
3-4 Shift Valve

3-4 Timing
4-3 Timing Valve Valve
C1
Solenoid Valve ST
B1
171CH12

Clutch Pressure Optimal Control
Solenoid valves SL1, SL2 (U240E) and SLT (U341E) are used for optimal control of clutch pressure. The
ECM monitors the signals from various types of sensors such as the input turbine speed sensor, allowing
shift solenoid valves SL1, SL2 (U240E) and SLT (U341E) to minutely control the clutch pressure in accordance with engine output and driving conditions. As a result, smooth shift characteristics have been realized.
Input Shaft rpm
Torqueted rpm
Change Ratio
ECM
Signals from Various Sensors

Engine rpm
Engine Torque Information
Fluid Temperature
Input Turbine
Speed Sensor
Practical rpm Change Ratio
Time
SL2
Output Shaft Torque
SL1
Solenoid Drive Signal
169CH16
Time

Input Shaft Speed
Torqueted rpm
Change Ratio
ECM
Practical rpm Change Ratio
Signals from Various Sensors

Engine Speed
Engine Torque Information
Fluid Temperature
Input Turbine
Speed Sensor
Time
SLT
Time
Clutch/Brake Pressure
Engine
Output Shaft Torque
Clutch/Brake Pressure
Engine
165CH14

3. Apply Orifice Control (U240E Automatic Transaxle)
The B3 orifice control valve has been provided for the B3 brake, which is applied when shifting from 4th to
3rd. The B3 orifice control valve is controlled by the amount of the throttle pressure in accordance with shifting conditions, and the flow volume of the fluid that is supplied to the B3 brake is controlled by varying the
size of the control valves apply orifice.
Throttle Pressure
Except 4th

B3 Brake ON
B3
B3 Orifice
Control Valve
B3 Apply Fluid Pressure
B3 Accumulator
157CH19
CHASSIS U240E AND U341E AUTOMATIC TRANSAXLE

4. Centrifugal Fluid Pressure Cancelling Mechanism
A centrifugal fluid pressure canceling mechanism has been adopted in the clutches. On the U240E automatic
transaxle, this mechanism is provided in the C1, C2 and C3 clutches for 2nd/3rd and 3rd/4th gear shifting,
and on the U341E automatic transaxle, this mechanism is provided in the C1 clutch for 4th/3rd and 4th/2nd
gear shifting.
In the conventional clutch mechanism, to prevent the generation of pressure by the centrifugal force that is
applied to the fluid in the piston fluid pressure chamber when the clutch is released, a check ball is provided
to discharge the fluid. Therefore, before the clutch can be subsequently applied, it took time for the fluid to
fill the piston fluid pressure chamber. During shifting, in addition to the pressure that is controlled by the valve
body, the pressure that acts on the fluid in the piston fluid pressure chamber also exerts influence, which is
dependent upon rpm fluctuations. In order to eliminate this influence, a canceling fluid pressure chamber is
provided opposite to the piston fluid pressure chamber. By utilizing the lubrication fluid such as that of the
shaft, the same amount of centrifugal force is applied, thus canceling the centrifugal force that is applied to
the piston itself. Accordingly, it is not necessary to discharge the fluid through the use of a check ball, and
a highly responsive and smooth shifting characteristic has been achieved.
C2 Clutch
C2 Clutch
Piston
Piston Fluid
Pressure Chamber
Canceling Fluid
Pressure Chamber
Clutch Fluid
Pressure
C3 Clutch
169CH47

Centrifugal Fluid Pressure Applied to
the Piston Fluid Pressure Chamber
Target Fluid
Pressure
Centrifugal Fluid
Pressure Applied
to Canceling Fluid
Pressure Chamber

Applied to the Piston Fluid
Pressure Chamber
Clutch
Target Fluid Pressure
Centrifugal Fluid
Pressure Applied
to Canceling Fluid
Pressure Chamber
Fluied Pressure
Applied to piston
Piston Fluid Pressure Chamber

Shaft Side
157CH16
Centrifugal fluid pressure

Fluid pressure
applied to canceling fluid
applied to piston
pressure chamber
Target fluid pressure
= (original clutch pressure)
Canceling Fluid
Pressure Chamber
157CH17

5. Line Pressure Optimal Control
The line pressure is controlled by using a solenoid valve SLT. Through the use of the solenoid valve SLT,
the line pressure is optimally controlled in accordance with the engine torque information, as well as with
the internal operating conditions of the torque converter and the transaxle. Accordingly, the line pressure can
be controlled minutely in accordance with the engine output, traveling condition, and the ATF temperature,
thus realizing smooth shift characteristics and optimizing the workload on the oil pump.
Line Pressure
Primary Regulator
Solenoid Valve SLT
Fluid
Pressure
Input Turbine Speed Sensor
Transaxle
Fluid Temperature
Engine
Intake Air Volume

Engine Coolant Temperature
Engine rpm
Current
Pump
Throttle Pressure
Shift Position
Throttle Valve Opening
ECM
161ES26

6. Shifting Control in Uphill Traveling
General
With shifting control in uphill traveling, the ECM calculates the throttle opening angle and the acceleration
rate to determine whether the vehicle is in the uphill state. While driving uphill on a winding road with ups
and downs, the 4th upshift is restricted to ensure a smooth drive.
Uphill
Corner
3rd
Without Control
4th
3rd
3rd
With Control
Shifting up to the 4th speed after down

shifting to the 3rd speed is prohibited
while uphill traveling is judged.
169CH53
7. High Response Shift Control

Due to the use of the previously mentioned centrifugal fluid pressure canceling mechanism and the clutch
pressure optimal control, not only smooth shifting has been achieved, but the shift time lag has been halved
to realize excellent response.

E-SHIFT (U240E Automatic Transaxle)
1. General
The E-Shift system allows the driver to manually shift the gears by operating the transmission shift switches
located on the steering wheel.
This enables the driver to shift the gears by operating the transmission shift switches located on the steering
wheel without taking the hands off the steering wheel, thus minimizing the amount of time required to shift
gears, provided that the floor shift lever is engaged in the M position.
The gear position that has been selected by operating the transmission shift switch is fixed, it enables a manual
shift-like feel. However, when the vehicle is brought to a stop, it automatically down-shifts to the 1st gear.
2. Construction
Transmission Shift Switch
The transmission shift switches for down-shift are located on the top side of the steering wheel and the transmission shift switches for up-shift are located on the back side of the steering wheel.
Transmission Shift Switches (Down)
Top Side
Transmission Shift Switches (Up)
Back Side
169CH17
169CH18

Shift Position and Gear Position Indicators
The driver selects the M position by engaging the shift lever. At that time, the M mode indicator illuminates in the combination meter.
The gear position indicator illuminates at the respective shift position (L, 2, D, and M).
169CH19
M Mode Indicator
Gear Position
Indicator
Combination Meter
169CH20
Operation
The usable gears are shown in the chart below.
Shift
Position
Transmission
Shift Switch
Usable Gear
Inactive
Inactive
Inactive
Active
Shift Indicator
Gear Position Indicator
M Mode Indicator
1st
ON
OFF
1st, 2nd
ON
OFF
ON
OFF
ON
ON
O/D ON
1st 4th
O/D OFF
1st 3rd
O/D ON
1st 4th
O/D OFF
1st 3rd

FAIL SAFE FUNCTION
This function minimizes the loss of operability when any abnormality occurs in each sensor or solenoid.
Control is effected as follows if a malfunction occurs in the sensors and solenoids:
1. U240E Automatic Transaxle

During a speed sensor malfunction, the vehicle speed is detected through the signals from the counter gear
speed sensor to effect normal control.
During a counter gear speed sensor malfunction, 4th upshift is prohibited.
During an ATF temperature sensor malfunction, 4th upshift is prohibited.
During a malfunction in the solenoid valve SL1, SL2, or S4, the current to the faulty solenoid valve is cut
off and control is effected by operating the normal solenoid valves. Shift control is effected as described
in the table below, depending on the faulty solenoid.
When shift solenoid SL1 is abnormal
When all solenoids are

normal
Traveling 3rd or 4th
Solenoid
Traveling 1st or 2nd
Solenoid
SL1
SL2
S4
ON
ON
OFF
OFF
ON
Gear
Solenoid
SL1
SL2
S4
1st
ON

OFF
OFF
OFF
2nd
ON

OFF
OFF
/ ON OFF
*1
OFF
3rd
OFF
/ ON OFF
*1
ON
4th
Gear
SL2
S4
3rd
x*2
ON
OFF
OFF
3rd
x*2
ON
OFF
OFF
3rd
x*2
OFF
ON
4th
x*2
Traveling 3rd or 4th
Solenoid
SL2
S4
OFF
Gear
Gear
SL2
S4
2nd
ON

OFF
OFF
OFF
2nd
OFF
OFF

ON
OFF

ON
3rd
OFF
/ ON
*1
OFF

ON
ON
3rd
OFF
/ ON
*1
SL2
S4
3rd
ON

OFF
OFF
3rd
ON

OFF
OFF
3rd
ON
4th
Gear
SL2
S4
3rd
ON
3rd
ON
OFF
3rd
OFF
3rd
Gear
Gear
SL1
SL2
S4
3rd
ON
ON
1st
OFF
3rd
OFF
ON
2nd
OFF
3rd
OFF
/ ON
*1
OFF
3rd
ON
4th
OFF
/ ON
*1
OFF
3rd
When SL1, SL2 and S4

are abnormal
Solenoid
SL1
*1: Lock-up ON
*2: B1 is constantly operating.
Gear
When SL2 and S4 are

abnormal
Solenoid
SL1
Solenoid
SL1
Traveling 1st or 2nd
Solenoid
SL1
When S4 is abnormal
Solenoid
SL1
When SL1 and SL4 are abnormal
When SL1 and SL2 are

abnormal
When SL2 is abnormal
Solenoid
SL1
SL2
S4
2nd
ON

OFF
2nd
OFF
OFF

ON
2nd
OFF
/ ON
*1
OFF

ON
2nd
OFF
/ ON
*1
Gear
Gear
SL1
SL2
S4
3rd
3rd
3rd
3rd
3rd
3rd
3rd
3rd

2. U341E Automatic Transaxle
During a vehicle speed sensor malfunction, 4th upshift prohibited.
During a input turbin speed sensor malfunction, 4th upshift prohibited.
During on fluid temperature sensor malfunction, 4th upshift prohibited.
During a solenoid valve SLT malfunction, 4th upshift prohibited.
During a solenoid valve ST malfunction, 4th upshift prohibited.
During a water temp. sensor, knock sensor, or throttle position sensor malfunction, 4th upshift prohibited.
During a malfunction in the solenoid valve S1 or S2 the current to the faulty solenoid valve is cut off and
control is effected by operating the normal solenoid valves.
Shift control is effected as described in the table below, depending on the faulty solenoid.
When all solenoids are
normal
Solenoid
S1
S2
Gear
When shift solenoid S1

is abnormal
Solenoid
S1
S2
Gear

is abnormal
Solenoid
S1
S2
3rd
ON
Gear

and S2 are abnormal
Solenoid
Gear
S1
S2
2nd
3rd
ON
ON
1st
ON

OFF
ON
OFF
2nd
OFF
3rd
ON
2nd
3rd
OFF
OFF
3rd
OFF
3rd
OFF
3rd
3rd
OFF
ON
4th
ON
4th
OFF
3rd
3rd

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CHASSIS U240E AND U341E AUTOMATIC TRANSAXLES

U240E AND U341E AUTOMATIC TRANSAXLES

U240E Automatic Transaxle

U341E Automatic Transaxle

Counter Gear Ratio

Differential Gear Ratio

7.6 (8.0, 6.7)

6.88 (7.3, 6.1)

ATF Type T-IV

Liters (US qts, Imp. qts)

CHASSIS U240E AND 7341E AUTOMATIC TRANSAXLES

Counter Drive Gear

Differential Drive Pinion

Counter Driven Gear

Front Planetary Gear

Rear Planetary Gear

U/D Planetary Gear

CHASSIS U240E AND U341E AUTOMATIC TRANSAXLES

OD & 2nd Brake

1st & Reverse Brake

No.1 One-Way Clutch

The No. of Sprags

No.2 One-Way Clutch

The No. of Rollers

The No. of Sun Gear Teeth

The No. of Pinion Gear Teeth

The No. of Ring Gear Teeth

The No. of Sun Gear Teeth

The No. of Pinion Gear Teeth

The No. of Ring Gear Teeth

The No. of Drive Gear Teeth

The No. of Driven Gear Teeth

CHASSIS U240E AND U341E AUTOMATIC TRANSAXLES

CHASSIS U240E AND U341E AUTOMATIC TRANSAXLES

B2 Front Planetary Gear

Rear Planetary Gear

U/D Planetary Gear

Counter Driven Gear

B2 Front Planetary Gear

Rear Planetary Gear

U/D Planetary Gear

3) 3rd Gear (D Position)

Counter Drive Gear

Rear Planetary Gear

U/D Planetary Gear

CHASSIS U240E AND U341E AUTOMATIC TRANSAXLES

Rear Planetary Gear

5) 1st Gear (L Position)

B2 Front Planetary Gear

Rear Planetary Gear

U/D Planetary Gear

6) Revers Gear (R Position)

Counter Drive Gear

Rear Planetary Gear

B3 U/D Planetary Gear

Counter Driven Gear

CHASSIS U240E AND U341E AUTOMATIC TRANSAXLES

1) 1st Gear (D or 2 Position)

Rear Planetary Gear

Counter Drive Gear

Counter Driven Gear

CHASSIS U240E AND U341E AUTOMATIC TRANSAXLES

Rear Planetary Gear