JATCO 09A PDF

Overseas it is known as the 5F1J or the Durashift Tronic transmission used in the Mondeo vehicle starting in It is based on an earlier AG5 transmission used in the Galaxy which is a fully automatic and electronically controlled front wheel drive transmission. The internal components locations and names are identified in Figure 1. No part of any ATSG publication may be reproduced, stored in any retrieval system or transmitted in any form or by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise, without permission of Automatic Transmission Service Group. This includes all text illustrations, tables and charts. Use care each gear.

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Overseas it is known as the 5F1J or the Durashift Tronic transmission used in the Mondeo vehicle starting in It is based on an earlier AG5 transmission used in the Galaxy which is a fully automatic and electronically controlled front wheel drive transmission.

The internal components locations and names are identified in Figure 1. No part of any ATSG publication may be reproduced, stored in any retrieval system or transmitted in any form or by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise, without permission of Automatic Transmission Service Group.

This includes all text illustrations, tables and charts. Use care each gear. This will help you in diagnosis of the if replacement parts are required. JFE transaxle. The shift lever a turbine, a pressure plate splined to the turbine, and a must be used to manually select any of the lower stator assembly.

The torque converter acts as a fluid gears. It also hydraulically provides additional torque multiplication when required. The pressure plate, when applied, provides a mechanical When the Park position is selected, there is no "direct drive" coupling of the engine to the turbine powerflow through the transaxle. The parking pawl shaft of the transmission. The three planetary gear sets provide the five The engine can be started and the ignition key can be forward gear ratios and reverse.

Changing gear ratios removed. The TCM receives and monitors various can be operated in a rearward direction at a reduced electronic sensor inputs, and uses this information to gear ratio. The output shaft is Duty Cycle solenoids within the transaxle to control not held and is free to rotate and the engine can be desired gear ratio, shift timing, and line prressure.

This position can also be selected while the The TCM also controls the apply and release of the vehicle is moving, to restart the engine if that becomes torque converter clutch which allows the engine to necessary. The pump maintains the working pressures needed to apply the clutch pistons that apply or release the friction components.

These friction components, when applied or released, support the shifting qualities of the transmission. The friction components used in this transmission consist of six multiple disc clutches. The multiple disc clutch packs combine with one band, one mechanical sprag clutch, one mechanical roller clutch, to deliver six different gear ratios through the gearsets that then transfer torque through the output shaft. Refer to Figure 1 for component locations and to Figure 2 for the component application chart for this transaxle.

The Drive position is the normal position for most The Drive position is the normal position for most forward gear operations. The Drive position provides forward gear operations. The Drive position provides automatic upshifts and downshifts, apply and release automatic upshifts and downshifts, apply and release of the converter clutch, and maximum fuel economy of the converter clutch, and maximum fuel economy during normal operation.

Drive range allows the during normal operation. Drive range allows the transaxle to operate in each of the five forward gear transaxle to operate in each of the five forward gear ratios. Downshifts are available for safe passing, by ratios.

Downshifts are available for safe passing, by depressing the accelerator. These ranges can be used for conditions Manual "3" position provides a 2nd gear start with where it may be desirable to control the selection of an upshift to 3rd at approximately 15 mph, but gear ratios.

These conditions include trailer towing, prevents transaxle from shifting above 3rd gear, and hilly terrain, starting on slippery surfaces, and for adds more performance and engine braking for hilly engine braking when descending slight grades.

Manual 3 can be selected at any vehicle speed, but will not downshift until vehicle speed calibrated When the Park position is selected, there is no into the TCM has been reached, to prevent engine powerflow through the transaxle.

The parking pawl over-speed. Manual "2" position provides a 2nd gear start and The engine can be started and the ignition key can be hold for slippery surfaces, and provides engine removed.

Manual 2 can be selected at When the Reverse position is selected, the vehicle any vehicle speed, but will not downshift until vehicle can be operated in a rearward direction at a reduced speed calibrated into the TCM has been reached, to gear ratio. When the Neutral position is selected, there is no powerflow through the transaxle. The output shaft is free to rotate and the engine can be started. This position can also be selected while the vehicle is moving to restart the engine, if necessary.

Both units are filled through on the outside of transaxle, as shown in Figure 6 and the dipstick tube. The fluid should be checked while Figure 7. The Mazda the bottom of the converter housing part of the case, "6" will have four positions P R N D and the Mazda just in front of where the two case pieces split. With the ignition switch We have provided you with individual connector "ON", there must battery voltage at terminal "C".

If views, wire schematics and continuity charts for both there is not, this must be repaired first. The Mazda "MPV" is not equipped with the By looking at the charts in Figure 8 and 9, it can be manual mode, but is equipped with an overdrive seen that terminal "C" is the common terminal for all cancel button.

This is the voltage supply into the switch. Terminals "H" and "B" are used for. Meter Ign. UP Switch Test Switch. On the solenoids and provides an internal ground. Mazda units there are two case connectors, There is also an internal harness that plugs into the 8- as shown in Figure 10 and One connector that way internal connector that provides a path for all provides voltage for all of the 9 solenoids, and one three speed sensors and the Transaxle Fluid Temp connector that provides a path for the three speed TFT sensor.

Of course then there are connectors at sensors and the TFT sensor. Both of these connectors each of the 9 solenoids, and more connectors at each merge into one harness, go through a "Pass-thru" of the 3 speed sensors and the TFT sensor.

These connector, and once again split into two more internal harness' can also be seen in Figure 10 and The internal solenoid harness is also sesnor, and one connector with ten terminals for the 9 illustrated in Figure Refer to Figure 10 for the This makes the electronic diagnostic process a Mazda "6" version and Figure 11 for the Mazda challenge, to say the very least, with a variety of "MPV" version.

The Mazda "6" has a metal bracket connectors that may have corrosion or damage. We that the connectors snap into and the Mazda "MPV" have provided you with individual terminal does not use a bracket.

If any of these connectors are identification for the external and the internal damaged, a complete wiring harness is required. Figure Terminal identification for the TCM is found in Figure 16, and is the same for both models. The Transaxle Fluid Temp TFT Sensor is located inside of the transaxle case housing, as shown in Figure 13, and requires disassembly if replacement becomes necessary.

Resistance of the TFT sensor decreases as the fluid temperature increases, as shown in the chart in Figure Fifth gear may also be prohibited during cold weather operation, or when the TFT malfunctions. Torque reduction may also be inhibited when the TFT malfunctions.

Use the charts for terminal identification in Figure 14 and 15 to check the TFT sensor, and the resistance chart in Figure 13 to verify. Disassembly is required, if replacement becomes necessary. Amazingly the Mazda, Jaguar, and Freelander are all using the same speed sensor. The gearset. The sensor detects a pulse signal according TSS sensor detects a pulse signal from the lugs on the to the teeth on the transfer drive gear.

The speed various ratios, the tooth count will vary. The Turbine Shaft Speed sensor is the only one used by the TCM to calculate the timing of that can be accessed in the vehicle, by removing the engagements and disengagements of the brake rear cover, as shown in Figure The Output Shaft Speed sensor is positioned, as shown in Figure 19, to read the "Park Gear", which is driven by the output shaft. The sensor detects a pulse signal according to the lugs on the park gear.

The input of the output shaft speed sensor is used by the TCM to provide a vehicle speed signal, calulate shift timing, line pressure control, and to monitor gear ratio. Four identified for you in Figure 20, and are the same for of them are duty cycle solenoids, the other five are both Mazda "6" and Mazda "MPV".

Solenoid names and functions are solenoid firing sequence is the same on all models, different between the manufacturers. All solenoids in and is also shown in Figure Each solenoid has an internal coil.

Current passes through the coil and actuates the needle valve. The needle valve then opens and closes the fluid pressure circuit. This opens and closes the fluid pressure circuit rapidly and meters fluid pressure in the circuit, dependant upon vehicle speed, throttle opening, engine load, and transaxle temperature, among other things. Use the terminal identification and resistance charts on Page 11 for Mazda "6", and Page 12 for Mazda "MPV" to check the solenoids while still in the transaxle.

Also shown are the location of the two seals between the valve body and the case. The transaxle should be steam cleaned on the outside, to remove any dirt and grease before disassembly begins. This transaxle can be disassembled very easily on a work bench without the benefit of holding fixture for rotation. Remove the torque converter from transaxle, as shown in Figure Remove the retaining bolt, dipstick and tube, as shown in Figure 32, discard "O" ring seal.

Remove both cooler line banjo fitting bolts and cooler lines, as shown in Figure Remove the external manual shift lever nut, washer and lever, as shown in Figure Remove the two transaxle range sensor bolts, as shown in Figure 34, and remove transaxle range sensor. Disconnect both inside connectors and lay the speed sensor connector wires over the pan rail, as shown in Figure Remove the retaining clip from the external "pass-thru" connector and harness assembly, as shown in Figure Remove the external harness and connector assembly by maneuvering through the hole in case, as shown in Figure Remove and discard the "O" ring seal on the pass-thru connector.

Disconnect each of the connectors from their respective solenoids. Remove the eleven, silver in color, valve body to case retaining bolts.

Remove the valve body assembly by lifting straight up, as shown in Figure

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