EagleESi
02-14-2008, 08:15 PM
This Thread is intended for Information only, Please do not post questions or theories. I would like to keep this all about what we have, and what has been done to this type of transmission. I also Hope that this thread will be Stickied also.
http://i100.photobucket.com/albums/m14/eagleesi93/42LE.jpg
This Is information Taken out of the First Gen. FSM. If there is any related data or info that you would like to add do so.
General
The 42LE Four Speed Transaxle uses fully-adaptive
controls. Adaptive controls are those which perform
their functions based on real-time feedback sensor
information. The transaxle is conventional in the use
of hydraulically applied clutches to shift a planetary
gear train. It uses electronics to control virtually all
other functions.
OPERATION
The 42LE transaxle provides forward ratios of
2.84, 1.57, 1.00, and 0.69. The torque converter
clutch is available in 2nd, direct, or overdrive gear.
The Reverse ratio is 2.21. The shift lever is conventional
with six positions (P, R, N, OD, 3, and L).
When OD is selected the transaxle shifts normally
through all four speeds with the torque converter
clutch operational in third and overdrive; this position
is recommended for most driving. The 3 position
is tailored for use in hilly or mountainous driving.
When 3 is selected, the transmission uses only 1st,
2nd, and direct gears with 2nd-direct shift delayed to
40 mph or greater. When operating in 3 or L positions
torque converter clutch application occurs in
direct gear. This improves transmission cooling
when towing trailers and/or driving on steep grades.
If high engine coolant temperature occurs, the
torque converter clutch will also engage in 2nd gear.
The L position provides maximum engine braking
for descending steep grades. Unlike most current
transaxles, upshifts are provided to 2nd or direct
gear at peak engine speeds if the accelerator is depressed.
This provides engine over-speed protection
and maximum performance.
http://i100.photobucket.com/albums/m14/eagleesi93/42leCutaway.jpg
CLUTCH AND GEAR
The 42LE transaxle consists of:
† Three multiple-disc input clutches
† Two multiple-disc grounded clutches
† Four hydraulic accumulators
† Two planetary gear sets
This provides four forward ratios and a reverse
ratio. The clutch apply pistons have a centrifugally
balanced oil cavities so that quick response and good
control can be achieved. A push/pull piston is incorporated
for two of the three input clutches.
SENSORS
There are three pressure switches which identify
solenoid application. The pressure switches are incorporated
in an assembly with the solenoids. Two speed
sensors read input (torque converter turbine) and
output (parking sprag) speeds. There is also a manual
valve lever position sensor (MVLPS) which senses
manual valve position.
Engine speed, throttle position, temperature, etc.,
are also observed. Some of these signals are read
directly from the engine control sensors; others are
read from a multiplex circuit with the engine controller.
ADAPTIVE CONTROLS
These controls function by reading the input and
output speeds over 140 times a second and responding
to each new reading. This provides the friction
element control needed to make smooth clutch-toclutch
shifts for all gear changes without the use of
overrunning clutches. As with most automatic transaxles,
all shifts involve releasing one element and
applying a different element. In simplified terms, the
upshift logic allows the releasing element to slip
backwards slightly to ensure that it does not have
excess capacity; the apply element is filled until it
begins to make the speed change to the higher gear;
its apply pressure is then controlled to maintain the
desired rate of speed change until the shift is complete.
The key to providing excellent shift quality is
precision; for example, as mentioned, the release element
for upshifts is allowed to slip backwards
slightly; the amount of that slip is typically less than
a total of 20 degrees. To achieve that precision, the
transmission control module learns the characteristics
of the particular transaxle that it is controlling. It
learns:
† The release rate of the releasing element.
† The apply time of the applying element.
† The rate the apply element builds pressure.
This method achieves more precision than would be
possible with exacting tolerances. It can also adapt to
any changes that occur with age or environment.
For kickdown shifts, the control logic allows the
releasing element to slip. Then controls the rate at
which the input (and engine) accelerate. When the
lower gear speed is achieved, the releasing element
reapplies to maintain that speed until the apply element
is filled. This provides quick response and a
smooth torque exchange since the release element can
control the rate of torque increase. This control can
make any powertrain feel more responsive without
increasing harshness.
Adaptive controls respond to input speed changes.
They compensate for changes in engine or friction
element torque. This provide consistent shift quality
for the life of the transaxle.
TRANSMISSION SUMP
The transmission sump has a dipstick to check oil
similar to most automatic transmissions. It is located
on the left side of the engine. Be sure to wipe all dirt
from dipstick handle before removing.
The torque converter fills in both the P Park and N
Neutral positions. Place the selector lever in P Park
to be sure that the fluid level check is accurate. The
engine should be running at idle speed for at
least one minute, with the vehicle on level
ground. The fluid should be at normal operating
temperature (approximately 82 C. or 180 F.). The
fluid level is correct if it is in the HOT region (crosshatched
area) on the oil level indicator
DIFFERENTIAL SUMP
The differential sump is checked separately from
the transmission. A fill plug located on the side of the
transaxle must be removed to check fluid level
The fluid should be level with the bottom of the fill
hole. The differential capacity is .946 liters (32
ounces).
LIMP-IN MODE
The transmission control module continuously
checks for electrical and internal transaxle problems.
When a problem is sensed, the transmission control
module stores a diagnostic trouble code. All but
twelve of these codes cause the transaxle to go into
the Limp-in mode. While in this mode, electrical
power is taken away from the transaxle. When this
happens, the only transaxle ranges that will function
are:
† Park
† Neutral
† Reverse
† Second Gear
No upshifts or downshifts are allowed while in the
Limp-in mode. The position of the manual valve alone
allows the three ranges that are available.
Although engine performance will be reduced while
in this mode, the vehicle can be driven in for service.
AUTOSTICK
Autostick is a driver-interactive transmission feature
that offers manual gear shifting capability to
provide you with more control. Autostick allows you
to maximize engine braking, eliminate undersirable
upshifts and downshifts, and improve overall vehicle
performance. This sysytem can also provide you with
more control during passing, city driving, cold slippery
conditions, mountain driving, trailer towing,
and many other situations.
OPERATION
Autostick is a driver–interactive transaxle feature
that offers manual gear shifting capability. When the
shifter is moved into the Autostick position, the
transaxle remains in whatever gear it was using
before Autostick was activated. Moving the shifter to
the left (towards the driver) causes a downshift and
moving to the right (towards the passenger) causes
an upshift. The instrument cluster will illuminate
the selected gear. The vehicle can be launched in 1st,
2nd, or 3rd gear while in the Autostick mode. The
speed control is operable in 3rd and 4th gear Autostick
mode. Speed control will be deactivated if the
transaxle is shifted to 2nd gear. Shifting into OD
position cancels the Autostick mode, and the transaxle
resumes the OD shift schedule.
AUTOMATIC SHIFTS WILL OCCUR UNDER THE FOLLOWING CONDITIONS
TYPE OF SHIFT
APPROXIMATE SHIFT POINT
2.7L /3.5L
4-3 coast downshift 13 mph /13 mph
3-2 coast downshift 9 mph /9 mph
2-1 coast downshift 5 mph /5 mph
1-2 upshift 6300 engine rpm /6600 engine rpm
2-3 upshift 6300 engine rpm /6600 engine rpm
4-3 kickdown shift 13-47 mph w/sufficient throttle 13-47 mph w/sufficient throttle
MANUAL SHIFTS ARE NOT PERMITTED UNDER THE FOLLOWING CONDITIONS
TYPE OF SHIFT APPROXIMATE SHIFT POINT
3-4 upshift Below 15 mph
3-2 downshift Above 74 mph @ closed throttle or 70 mph otherwise
2-1 downshift Above 41 mph @ closed throttle or 38 mph otherwise
Oil Capacity
Transmission and Torque Converter 9.9 Qts 9.40 Liters
Diff. Sump 0.95 Qts 1.0 Liters
http://i100.photobucket.com/albums/m14/eagleesi93/42LE.jpg
This Is information Taken out of the First Gen. FSM. If there is any related data or info that you would like to add do so.
General
The 42LE Four Speed Transaxle uses fully-adaptive
controls. Adaptive controls are those which perform
their functions based on real-time feedback sensor
information. The transaxle is conventional in the use
of hydraulically applied clutches to shift a planetary
gear train. It uses electronics to control virtually all
other functions.
OPERATION
The 42LE transaxle provides forward ratios of
2.84, 1.57, 1.00, and 0.69. The torque converter
clutch is available in 2nd, direct, or overdrive gear.
The Reverse ratio is 2.21. The shift lever is conventional
with six positions (P, R, N, OD, 3, and L).
When OD is selected the transaxle shifts normally
through all four speeds with the torque converter
clutch operational in third and overdrive; this position
is recommended for most driving. The 3 position
is tailored for use in hilly or mountainous driving.
When 3 is selected, the transmission uses only 1st,
2nd, and direct gears with 2nd-direct shift delayed to
40 mph or greater. When operating in 3 or L positions
torque converter clutch application occurs in
direct gear. This improves transmission cooling
when towing trailers and/or driving on steep grades.
If high engine coolant temperature occurs, the
torque converter clutch will also engage in 2nd gear.
The L position provides maximum engine braking
for descending steep grades. Unlike most current
transaxles, upshifts are provided to 2nd or direct
gear at peak engine speeds if the accelerator is depressed.
This provides engine over-speed protection
and maximum performance.
http://i100.photobucket.com/albums/m14/eagleesi93/42leCutaway.jpg
CLUTCH AND GEAR
The 42LE transaxle consists of:
† Three multiple-disc input clutches
† Two multiple-disc grounded clutches
† Four hydraulic accumulators
† Two planetary gear sets
This provides four forward ratios and a reverse
ratio. The clutch apply pistons have a centrifugally
balanced oil cavities so that quick response and good
control can be achieved. A push/pull piston is incorporated
for two of the three input clutches.
SENSORS
There are three pressure switches which identify
solenoid application. The pressure switches are incorporated
in an assembly with the solenoids. Two speed
sensors read input (torque converter turbine) and
output (parking sprag) speeds. There is also a manual
valve lever position sensor (MVLPS) which senses
manual valve position.
Engine speed, throttle position, temperature, etc.,
are also observed. Some of these signals are read
directly from the engine control sensors; others are
read from a multiplex circuit with the engine controller.
ADAPTIVE CONTROLS
These controls function by reading the input and
output speeds over 140 times a second and responding
to each new reading. This provides the friction
element control needed to make smooth clutch-toclutch
shifts for all gear changes without the use of
overrunning clutches. As with most automatic transaxles,
all shifts involve releasing one element and
applying a different element. In simplified terms, the
upshift logic allows the releasing element to slip
backwards slightly to ensure that it does not have
excess capacity; the apply element is filled until it
begins to make the speed change to the higher gear;
its apply pressure is then controlled to maintain the
desired rate of speed change until the shift is complete.
The key to providing excellent shift quality is
precision; for example, as mentioned, the release element
for upshifts is allowed to slip backwards
slightly; the amount of that slip is typically less than
a total of 20 degrees. To achieve that precision, the
transmission control module learns the characteristics
of the particular transaxle that it is controlling. It
learns:
† The release rate of the releasing element.
† The apply time of the applying element.
† The rate the apply element builds pressure.
This method achieves more precision than would be
possible with exacting tolerances. It can also adapt to
any changes that occur with age or environment.
For kickdown shifts, the control logic allows the
releasing element to slip. Then controls the rate at
which the input (and engine) accelerate. When the
lower gear speed is achieved, the releasing element
reapplies to maintain that speed until the apply element
is filled. This provides quick response and a
smooth torque exchange since the release element can
control the rate of torque increase. This control can
make any powertrain feel more responsive without
increasing harshness.
Adaptive controls respond to input speed changes.
They compensate for changes in engine or friction
element torque. This provide consistent shift quality
for the life of the transaxle.
TRANSMISSION SUMP
The transmission sump has a dipstick to check oil
similar to most automatic transmissions. It is located
on the left side of the engine. Be sure to wipe all dirt
from dipstick handle before removing.
The torque converter fills in both the P Park and N
Neutral positions. Place the selector lever in P Park
to be sure that the fluid level check is accurate. The
engine should be running at idle speed for at
least one minute, with the vehicle on level
ground. The fluid should be at normal operating
temperature (approximately 82 C. or 180 F.). The
fluid level is correct if it is in the HOT region (crosshatched
area) on the oil level indicator
DIFFERENTIAL SUMP
The differential sump is checked separately from
the transmission. A fill plug located on the side of the
transaxle must be removed to check fluid level
The fluid should be level with the bottom of the fill
hole. The differential capacity is .946 liters (32
ounces).
LIMP-IN MODE
The transmission control module continuously
checks for electrical and internal transaxle problems.
When a problem is sensed, the transmission control
module stores a diagnostic trouble code. All but
twelve of these codes cause the transaxle to go into
the Limp-in mode. While in this mode, electrical
power is taken away from the transaxle. When this
happens, the only transaxle ranges that will function
are:
† Park
† Neutral
† Reverse
† Second Gear
No upshifts or downshifts are allowed while in the
Limp-in mode. The position of the manual valve alone
allows the three ranges that are available.
Although engine performance will be reduced while
in this mode, the vehicle can be driven in for service.
AUTOSTICK
Autostick is a driver-interactive transmission feature
that offers manual gear shifting capability to
provide you with more control. Autostick allows you
to maximize engine braking, eliminate undersirable
upshifts and downshifts, and improve overall vehicle
performance. This sysytem can also provide you with
more control during passing, city driving, cold slippery
conditions, mountain driving, trailer towing,
and many other situations.
OPERATION
Autostick is a driver–interactive transaxle feature
that offers manual gear shifting capability. When the
shifter is moved into the Autostick position, the
transaxle remains in whatever gear it was using
before Autostick was activated. Moving the shifter to
the left (towards the driver) causes a downshift and
moving to the right (towards the passenger) causes
an upshift. The instrument cluster will illuminate
the selected gear. The vehicle can be launched in 1st,
2nd, or 3rd gear while in the Autostick mode. The
speed control is operable in 3rd and 4th gear Autostick
mode. Speed control will be deactivated if the
transaxle is shifted to 2nd gear. Shifting into OD
position cancels the Autostick mode, and the transaxle
resumes the OD shift schedule.
AUTOMATIC SHIFTS WILL OCCUR UNDER THE FOLLOWING CONDITIONS
TYPE OF SHIFT
APPROXIMATE SHIFT POINT
2.7L /3.5L
4-3 coast downshift 13 mph /13 mph
3-2 coast downshift 9 mph /9 mph
2-1 coast downshift 5 mph /5 mph
1-2 upshift 6300 engine rpm /6600 engine rpm
2-3 upshift 6300 engine rpm /6600 engine rpm
4-3 kickdown shift 13-47 mph w/sufficient throttle 13-47 mph w/sufficient throttle
MANUAL SHIFTS ARE NOT PERMITTED UNDER THE FOLLOWING CONDITIONS
TYPE OF SHIFT APPROXIMATE SHIFT POINT
3-4 upshift Below 15 mph
3-2 downshift Above 74 mph @ closed throttle or 70 mph otherwise
2-1 downshift Above 41 mph @ closed throttle or 38 mph otherwise
Oil Capacity
Transmission and Torque Converter 9.9 Qts 9.40 Liters
Diff. Sump 0.95 Qts 1.0 Liters