1990 MITSUBISHI ECLIPSE engine

_-. ---MANUAL TRANSAXLE
<2WD> - General Information21-3SECTIONAL VIEW
:5M22 (4663 Engine)
Clutch housing
Bear‘Ing retainer
2nd speed gear
1st speedgear
3rd speed gear
3rd-4th speed synchronizer assembly4th speed gear5th speed gear5th speed
/synchronizer
assembly
ii+-Rear cover
Reverse gear
noise-orevention
tdevice5th speed inter-
inediate gear
Intermediate aear
Spaceroutputshaft
drive gear
TFMooll

_.c.
21-8MANUAL TRANSAXLE <4WD> - General Information4WD SYSTEM
Viscous couplingCenter differential
cous coupling
kCenth differential
I
IFro& differential
Rear differential
I
I
I [[lll,i, ‘- h-
1 p’f’ ,* , l/i\
/IViscous couplingL
(Option)
3
2210105CONSTRUCTION
OF THE 4WD SYSTEM
The 4WD system configuration and a section of the
center differential are shown above.The viscous coupling for the center differential is
The center differential is placed on the center shaftlocated on rear side of center differential.This
and engine power is transmitted to the front andarrangement makes the entire transaxle simpler a
rear drive shafts by means of a concentric dual shaftmore compact. Differential limiting by the
centc,construction.differential viscous coupling takes place between
the center differential case and the center shaft
(rear wheel drive shaft).

-MANUAL TRANSAXLE
<4WD> - General information
21-9
wer flow is as shown in the chart below. The
.ire power from the engine is first transmitted
through the input shaft and intermediate gear to the
center differential.
The center differential which distributes power to
the front and rear wheels normally operates at a 50
to 50 ratio. As the differential always transmits more
power to the lighter load side, there may be the
case, for example, when one axle is spinning, the
total drive force of the vehicle reduces.
In order to prevent this, the viscous coupling limits
differential action of the center differential accordingto the rotating speed difference between the center
differential case and the center shaft, thereby
securing drive force.
Half of the drive power distributed by the center
differential is transmitted through the front differen-
tial to the front’ drive shaft.
The other half of the drive power distributed by the
center differential is transmitted through the trans-
fer, the propeller shaft and the rear differential to the
rear drive shaft.
DRIVEN BEVEL
REARDIFF~;MfTIAL
,

_-
21-16AUTOMATIC TRANSAXLE - General InformationAUTOMATIC
TRANSAXLE
GENERAL INFQRMATIONRzlBBACF4A22 automatic transaxles with different shift pattern are introduced to match engine output characteristics.
These F4A22 automatic transaxles are transaxles of KM1 70 Type II series and each is a two-mode
electronically controlled automatic transaxle with shift patterns of two modes.
SPECIFICATIONS
Items
Transaxle modelTorque convertor
Me
Stall torque ratio
TransaxleType
Gear ratio
1 St
2nd
3rd4th
ReversePrimary reduction ratio
Differential gear ratio
Friction elements
Number of front clutch discs
Number of rear clutch discs
Number of end clutch discs
Number of low/reverse brake discs
Number of
kickdown brake bandControl system
Manual control system
Shift pattern type
Solenoid yalve operationShift control
(2)
Pressure control
Damper clutch controlDiagnosis
Indication method
Number of diagnosis items
Speedometer gear ratio
ATFOil quantityliter
(qts.)
Specifications-4A22-2-MPAl3element, 1 -stage,
2-phase with damper clutch
2.17l-speed forward, l-speed reverse
2.846
1.581
1
.ooo
3.685
2.176
1.125
3.611V&N-D-2-L (lever type) with overdrive switch
Two-mode electronic-hydraulic control type
ON-OFF controlDuty control
Duty control
Indication with
LEDs
24
29136
MOPAR ATF PLUS (AUTOMATIC TRANSMISSIOI
FLUID TYPE 7176VAutomatic Transmission Fluid“DEXRON” or “DEXRON II”
\I6.1
(6.4)J

AUTOMATIC TRANSAXLE - Torque Converter
TORQUE CONVERTER
Lock
ring
I
Damper
F
clutch-
B-.Turbine
.AA
/:ront cover
h,Impeller
AStartorWhen damper clutch is
I\When damper
aInput shaftactivated
clutch isactivated
175202The torque-converter is composed of the impeller
(rear cover), turbine,
stator, damper clutch, one-way
clutch, front cover, etc.Furthermore. the torque-converter cannot be dis-
assembled because the outer circumference of the
shell
(front cover and rear cover) is sealed by
welding.
Because the torque-converter is coupled to the
engine’s crankshaft (via the drive plate). the shell
(front cover and impeller) always turns in the same
way when the engine is running.
As a result, the oil pump is also caused to rotate (by
the hub welded to the center part of the rear of the
shell) at the same speed as the engine.
The boss at the front part of the shell is inserted in
the hole at the rear part of the crankshaft. thus
providing support of the torque-converter.
A facing like that attached to the transaxle’s clutch
disc is attached to the damper clutch, and the
damper clutch and the turbine are connected by the
tabs (of the lock ring on the outer circumference of
the turbine shell) that fit into the groove on the outer
circumference of the damper clutch.
The torque-converter actuation hydraulic pressure,at the damper clutch activation area, passes be-
tween the torque-converter’s hub and the reaction
shaft, and enters the torque-converter.
When this happens, the hydraulic pressure acts
upon the A part (between the damper clutch and the
turbine), with the result that the damper clutch is
pressed against the front cover, and the damper
clutch, with a slight slip (as described later) becom-
es connected.
In this manner, the amount of slippage of the
torque-convener is reduced, without a damper
spring, to far below at even the low-speed level,
thus making a practical improvement of fuel con-
sumption.
At the damper clutch non-activation area, because
the torque-converter actuation hydraulic pressure
passes through the input shaft oil passage
-1enters the torque-converter from the
B part &-tween the damper clutch and the front cover). the
damper clutch moves away from the front
cover,thus releasing the damper clutch.
In this condition, operation is as an ordinary torque-
converter.

I,?+7_-AUTOMATIC TRANSAXLE
- Transaxle Mechanism21-23
I IRS SP175003TC
: Torqueconverter
DC : Damper clutchCl : Front clutch
tPlanetan/
gear set
C2 : Rear clutchW : End clutchBl. : Kickdown brake82 : Low/reverse brake
OWC : One-way clutch
FS : Forward sun gearRS : Reverse sun gear
SP : Short pinion
LP : Long pinionAG : Annulus gearTRANSAXLE MECHANISM
fQlEMhGENERAL DESCRIPTION
The power train is composed of the torque-converter section
(which transfers the power from the engine to the transaxle)
and the shifting mechanism (which functions to provide the
most appropriate
rotational speed).
The damper clutch is installed in the torque-converter section.
and functions to reduce the ainount of power loss resulting
from slippage of the torque-converter.
The shifting mechanism is composed of three sets of multiple-
disc type clutches, as well as one set each of a multiple-disc
type brake and band brake, and a one-way clutch and a
Ravigneaux-type planetary gear set. The three sets of clutches
are the elements for control of the input to the planetary gear
set, and the two sets of brakes and the one-way clutch are the
elements for holding each part of the planetary gear set, or for
obstructing rotation.
As a result of the operation on these elements, the shifting
ratio that corresponds to the driving conditions is obtained by
regulating from what point of the
planetan/ gear set there will
be input, and where holding will be done.
Under what circumstances which elements will be activated is
as described in the table (“ELEMENT IN USE AT EACH
POSITION OF SELECTOR LEVER”) below.
ELEMENT IN USE AT EACH
POSITtON OF SELECTOR LEVER
S ylele~rOverdriveGearGearEngineParkingClutches
Brakescontrolmecha-
positionswitchpositionratiostartnismCl c2C3 OWC Bl 82
PNeutral-Possible0
RReverse2.17600
NNeutral-Possible
First
2.8460a
Second1.581l0DON
Third1 .ooo000
e
Fourth0.68500
First2.84600
DOFFSecond1.581ll
Third1 .ooo000
First2.846002
Second1.5810l
LFirst2.8460l

21-24AUTOMATIC TRANSAXLE - Transaxle Mechanism
SELECT PATTERN
Select pattern refers to the indication of transaxle
positions to be manually selected by the driver. This
transaxie is provided with 6 positions: P-R-N-D-
2-L. The following contains the explanations of the
function of each position selected.
P-Parking
(1)
(2)
(3)
Each element does not operate at all. Therefore,the engine output is not transmitted to the
output shaft.
The output shaft is completely locked by mecha-
nical means. Therefore, the vehicle does not
move in forward or reverse direction.
The engine can be started.
R-Reverse
(1) The vehicle moves in reverse direction.
(2) The engine cannot be started.
N-Neutral
(1) The engine output is not transmitted to the
output shaft as in the case of
“P”(2) The engine can be started.
D-Drive
(1)
(2)
(3)Corresponding with the degree that the
accelerator pedal is pressed down (i.e. throttle
opening) and vehicle speed,
“D” automatically
shifts between forward 4 speeds. Note, howev-
er,’ that the forward 3 speeds are selected when
the overdrive control switch is OFF. The automa-tic shifting (up or down) is performed according
to the shift pattern shown in the illustration on
page 2
l-30.Driving-off is always performed in
1st gear.Kickdown refers to the downshift that is per-
formed if the accelerator pedal is pressed down
(4)
(5)when the vehicle is running. in
2nd. 3rd or 4t,.
gear. It is performed when the load exceeds the
downshift point.
This function
IS useful when the driver isaccelerating to pass another vehicle.
Engine brake does not function when the shift is
in
1st gear.
When the vehicle is stopped, shifting is made to
the
2nd gear to minimize creep and vibration.
Upon starting, shifting is made to
1st gear.
S-Second
(1)
(2)
(3)“2” automatically shifts between
1st and 2ndgears. This means no upshift to
3rd gear occurs.
Driving-off is always performed in
1st gear.
Downshift to
2nd or 3rd gear is performed by
selecting the“2” range while the vehicle is
running in
3,rd or 4th gear, when a speed lower
than the set value is reached.
(4)As in the case of the “D” range, engine brake
does not work when the shift is in
1st gear.
L-Lock-up
(1)
(2)
(3)While “L” (Lock-up) performs downshift from
2nd to 1st gear, it does not shift up the gear
from
1st to 2nd or 3rd. The enables what is_.called
“1st gear holding”.
Driving-off is always performed in
1st gear.
Engine brake functions in the case of this
1st
gear..By selecting the “L” range while the vehicle is
running in the
“0” or “2” range, downshift from4th to
3rd, 3rd to 2nd, or 2nd to 1st is performed
when the vehicle reaches the respective speed
prescribed for each gear.

iAUTOMATIC TRANSAXLE
- Transaxle Mechanism
ONE-WAY CLUTCH
I
’
21-31
Long pinion(Planetary gear carrier)
CarrierInput
output
Held
stationary
sun gear
170207170320One-way clutch is of the sprag type and is
incorpo-rated between the pinion carrier and the center
support.
In
1st gear (D or 2 range), the long pinion rotates
clockwise as viewed in’the direction of arrow P. This
produces a force which has the tendency to cause
the carrier to rotate counterclockwise, but the
carrier is blocked from rotating in that direction by
the one-way clutch. As a result. the long pinion
transmits its force to the
annulus gear.
The carrier, which is coupled with the one-wayclutch outer race, is free to turn in clockwise
direction. In an engine braking condition under
which the
annulus gear is turned first. the carrier
turns clockwise freely and, therefore, the engine
braking effect is not obtained.
INumber of sprags26
Width of clutchmm (in.)18.3 (720)HOLDING CARRIER WITH ONE-WAY CLUTCH
P 0
On-y clutchI
\Carrierl7so223