2004 DAEWOO LACETTI wheel torque

5A1 – 180IZF 4 HP 16 AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
RangePark/
Neutr
alRever
seD321
GearNR1st2nd3rd4th1st2nd3rd1st2nd1st
Solenoid Valve
1ONON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFF
Solenoid Valve
2ONONONOFFOFFOFFONOFFOFFONOFFON
Line Pressure
Control Sole-
noid Valve 3
(EDS 3)OFFOFFOFFONON/
OFFON/
OFFOFFONON/
OFFOFFONOFF
Line Pressure
Control Sole-
noid Valve 4
(EDS 4)ONOFFONONONOFFONONONONONON
Line Pressure
Control Sole-
noid Valve 5
(EDS 5)OFFOFFONONOFFOFFONONOFFONONON
Line Pressure
Control Sole-
noid Valve 6
(EDS 6)ONOFFONONONOFFONONONONONON
Brake BAAAAAAAA
Brake CH
Brake DH
Clutch EAAAAAA
Brake FHHHHHHH
Lock–up
ClutchA
A = Applied
H = Holding
ON = The solenoid is energized.
OFF = The solenoid is de–energized.
** = Manual Second–Third gear is only available above approximately 100 km/h (62 mph).
*** = Manual First–Second gear is only available above approximately 60 km/h (37 mph).
Note : Manual First–Third gear is also possible at high vehicle speed as a safety feature.
DIAGNOSTIC TROUBLE CODE(DTC) P1881
2–1 SHIFT MALFUNCTION
Circuit Description
The special feature of 4HP 16 Auto Transaxle is that it op-
erates without freewheels. Shifting between individual
gears takes place by means of overlapping clutch engage-
ment and release.
The advantage of overlap shifting are as follows:
– The transaxle can be of more compact design
and is lighter on account of the absence of free-
wheels and the lower number of shift elements.– Lower drag losses, i.e. higher efficiency.
– Lower peak torque acting on the components and
driveline.
However, overlap shifting necessitates high–performance
hardware and software, and precision engine signals.
Conditions for Setting the DTC
S Transmission oil temperature is greater than –10°C
(14°F).
S Selector lever is not in N(Neutral), P(Park) position.
S System voltage is greater than 9 volts.

5A1 – 182IZF 4 HP 16 AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
RangePark/
Neutr
alRever
seD321
GearNR1st2nd3rd4th1st2nd3rd1st2nd1st
Solenoid Valve
1ONON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFF
Solenoid Valve
2ONONONOFFOFFOFFONOFFOFFONOFFON
Line Pressure
Control Sole-
noid Valve 3
(EDS 3)OFFOFFOFFONON/
OFFON/
OFFOFFONON/
OFFOFFONOFF
Line Pressure
Control Sole-
noid Valve 4
(EDS 4)ONOFFONONONOFFONONONONONON
Line Pressure
Control Sole-
noid Valve 5
(EDS 5)OFFOFFONONOFFOFFONONOFFONONON
Line Pressure
Control Sole-
noid Valve 6
(EDS 6)ONOFFONONONOFFONONONONONON
Brake BAAAAAAAA
Brake CH
Brake DH
Clutch EAAAAAA
Brake FHHHHHHH
Lock–up
ClutchA
A = Applied
H = Holding
ON = The solenoid is energized.
OFF = The solenoid is de–energized.
** = Manual Second–Third gear is only available above approximately 100 km/h (62 mph).
*** = Manual First–Second gear is only available above approximately 60 km/h (37 mph).
Note : Manual First–Third gear is also possible at high vehicle speed as a safety feature.
DIAGNOSTIC TROUBLE CODE(DTC) P1883
3–2 SHIFT MALFUNCTION
Circuit Description
The special feature of 4HP 16 Auto Transaxle is that it op-
erates without freewheels. Shifting between individual
gears takes place by means of overlapping clutch engage-
ment and release.
The advantage of overlap shifting are as follows:
– The transaxle can be of more compact design
and is lighter on account of the absence of free-
wheels and the lower number of shift elements.– Lower drag losses, i.e. higher efficiency.
– Lower peak torque acting on the components and
driveline.
However, overlap shifting necessitates high–performance
hardware and software, and precision engine signals.
Conditions for Setting the DTC
S Transmission oil temperature is greater than –10°C
(14°F).
S Selector lever is not in N(Neutral), P(Park) position.
S System voltage is greater than 9 volts.

5A1 – 184IZF 4 HP 16 AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
RangePark/
Neutr
alRever
seD321
GearNR1st2nd3rd4th1st2nd3rd1st2nd1st
Solenoid Valve
1ONON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFF
Solenoid Valve
2ONONONOFFOFFOFFONOFFOFFONOFFON
Line Pressure
Control Sole-
noid Valve 3
(EDS 3)OFFOFFOFFONON/
OFFON/
OFFOFFONON/
OFFOFFONOFF
Line Pressure
Control Sole-
noid Valve 4
(EDS 4)ONOFFONONONOFFONONONONONON
Line Pressure
Control Sole-
noid Valve 5
(EDS 5)OFFOFFONONOFFOFFONONOFFONONON
Line Pressure
Control Sole-
noid Valve 6
(EDS 6)ONOFFONONONOFFONONONONONON
Brake BAAAAAAAA
Brake CH
Brake DH
Clutch EAAAAAA
Brake FHHHHHHH
Lock–up
ClutchA
A = Applied
H = Holding
ON = The solenoid is energized.
OFF = The solenoid is de–energized.
** = Manual Second–Third gear is only available above approximately 100 km/h (62 mph).
*** = Manual First–Second gear is only available above approximately 60 km/h (37 mph).
Note : Manual First–Third gear is also possible at high vehicle speed as a safety feature.
DIAGNOSTIC TROUBLE CODE(DTC) P1884
4–3 SHIFT MALFUNCTION
Circuit Description
The special feature of 4HP 16 Auto Transaxle is that it op-
erates without freewheels. Shifting between individual
gears takes place by means of overlapping clutch engage-
ment and release.
The advantage of overlap shifting are as follows:
– The transaxle can be of more compact design
and is lighter on account of the absence of free-
wheels and the lower number of shift elements.– Lower drag losses, i.e. higher efficiency.
– Lower peak torque acting on the components and
driveline.
However, overlap shifting necessitates high–performance
hardware and software, and precision engine signals.
Conditions for Setting the DTC
S Transmission oil temperature is greater than –10°C
(14°F).
S Selector lever is not in N(Neutral), P(Park) position.
S System voltage is greater than 9 volts.

5A1 – 186IZF 4 HP 16 AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
RangePark/
Neutr
alRever
seD321
GearNR1st2nd3rd4th1st2nd3rd1st2nd1st
Solenoid Valve
1ONON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFF
Solenoid Valve
2ONONONOFFOFFOFFONOFFOFFONOFFON
Line Pressure
Control Sole-
noid Valve 3
(EDS 3)OFFOFFOFFONON/
OFFON/
OFFOFFONON/
OFFOFFONOFF
Line Pressure
Control Sole-
noid Valve 4
(EDS 4)ONOFFONONONOFFONONONONONON
Line Pressure
Control Sole-
noid Valve 5
(EDS 5)OFFOFFONONOFFOFFONONOFFONONON
Line Pressure
Control Sole-
noid Valve 6
(EDS 6)ONOFFONONONOFFONONONONONON
Brake BAAAAAAAA
Brake CH
Brake DH
Clutch EAAAAAA
Brake FHHHHHHH
Lock–up
ClutchA
A = Applied
H = Holding
ON = The solenoid is energized.
OFF = The solenoid is de–energized.
** = Manual Second–Third gear is only available above approximately 100 km/h (62 mph).
*** = Manual First–Second gear is only available above approximately 60 km/h (37 mph).
Note : Manual First–Third gear is also possible at high vehicle speed as a safety feature.
DIAGNOSTIC TROUBLE CODE(DTC) P1885
3–1 SHIFT MALFUNCTION
Circuit Description
The special feature of 4HP 16 Auto Transaxle is that it op-
erates without freewheels. Shifting between individual
gears takes place by means of overlapping clutch engage-
ment and release.
The advantage of overlap shifting are as follows:
– The transaxle can be of more compact design
and is lighter on account of the absence of free-
wheels and the lower number of shift elements.– Lower drag losses, i.e. higher efficiency.
– Lower peak torque acting on the components and
driveline.
However, overlap shifting necessitates high–performance
hardware and software, and precision engine signals.
Conditions for Setting the DTC
S Transmission oil temperature is greater than –10°C
(14°F).
S Selector lever is not in N(Neutral), P(Park) position.
S System voltage is greater than 9 volts.

5A1 – 188IZF 4 HP 16 AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
RangePark/
Neutr
alRever
seD321
GearNR1st2nd3rd4th1st2nd3rd1st2nd1st
Solenoid Valve
1ONON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFFON/
OFF
Solenoid Valve
2ONONONOFFOFFOFFONOFFOFFONOFFON
Line Pressure
Control Sole-
noid Valve 3
(EDS 3)OFFOFFOFFONON/
OFFON/
OFFOFFONON/
OFFOFFONOFF
Line Pressure
Control Sole-
noid Valve 4
(EDS 4)ONOFFONONONOFFONONONONONON
Line Pressure
Control Sole-
noid Valve 5
(EDS 5)OFFOFFONONOFFOFFONONOFFONONON
Line Pressure
Control Sole-
noid Valve 6
(EDS 6)ONOFFONONONOFFONONONONONON
Brake BAAAAAAAA
Brake CH
Brake DH
Clutch EAAAAAA
Brake FHHHHHHH
Lock–up
ClutchA
A = Applied
H = Holding
ON = The solenoid is energized.
OFF = The solenoid is de–energized.
** = Manual Second–Third gear is only available above approximately 100 km/h (62 mph).
*** = Manual First–Second gear is only available above approximately 60 km/h (37 mph).
Note : Manual First–Third gear is also possible at high vehicle speed as a safety feature.
DIAGNOSTIC TROUBLE CODE(DTC) P1886
4–2 SHIFT MALFUNCTION
Circuit Description
The special feature of 4HP 16 Auto Transaxle is that it op-
erates without freewheels. Shifting between individual
gears takes place by means of overlapping clutch engage-
ment and release.
The advantage of overlap shifting are as follows:
– The transaxle can be of more compact design
and is lighter on account of the absence of free-
wheels and the lower number of shift elements.– Lower drag losses, i.e. higher efficiency.
– Lower peak torque acting on the components and
driveline.
However, overlap shifting necessitates high–performance
hardware and software, and precision engine signals.
Conditions for Setting the DTC
S Transmission oil temperature is greater than –10°C
(14°F).
S Selector lever is not in N(Neutral), P(Park) position.
S System voltage is greater than 9 volts.

5A1 – 232IZF 4 HP 16 AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
GENERAL DESCRIPTION
AND SYSTEM OPERATION
The ZF 4HP 16 automatic transaxle consists primarily of
the following components.
Mechanical
S Torque converter with TCC
S Drive link assembly
S Two multiple disk clutch assemblies : Clutch B,E
S Three multiple brake assemblies : Brake C,D,F
S Lock–up clutch valve
S Two planetary gear sets
S One oil pump
S Final drive and differential assembly
Electronic
S Two shift solenoid valve(sol.1,2)
S Four pressure control solenoid valve(EDS)
S Two speed sensors : A/T ISS and A/T OSS
S Fluid temperature sensor
S Automatic transaxle control module(TCM)
S Wiring harness assembly
MECHANICAL COMPONENTS
Torque Converter
The converter consists of the impeller, the turbine wheel,
the reaction member (stator) and the oil to transmit torque.
The impeller, which is driven by the engine, causes the oil
in the converter to flow in a circular pattern. This oil flow
meets the turbine wheel, where is direction of flow is de-
flected. At the hub, the oil leaves the turbine and reaches
the reaction member (stator), where it is once again de-
flected so that it reaches the impeller at the correct angle
of flow.
The reversal effect generates movement in the stator, the
reaction torque then amplifies the turbine torque.
The ratio between turbine torque and torque is referred to
as torque multiplication.
The greater the difference is speed between the pump and
turbine, the greater the torque multiplication; it is at its
highest when the turbine is at a standstill. The higher the
speed of the turbine, the lower the torque multiplication.
When the turbine speed reaches about 85%of the pump
speed, torque multiplication=1, i.e. the turbine torque
equivalent to pump torque.
The stator, which bears against the housing via the free-
wheel, is then rotating freely in the oil flow and the free-
wheel is over–come. From this point onwards, the con-
verter acts as a straightforward fluid coupling.
Space Behind Lock–up Clutch Piston
1. Friction lining
2. Lock–up clutch piston
3. Converter cover
4. Turbine wheel
5. Impeller
6. Stator
7. Turbine hub
8. Torque converter impeller hub
Torque Converter Lock–up Clutch (TCC)
The converter lock–up clutch is a device, which eliminates
converter slip and thus helps to improve fuel consumption.
The previous control principle for converter lock–up clutch
operation has been replaced by a controlling function on
the 4 HP 16. The converter lock–up clutch is engaged and
released in a controlled manner. During the controlled
phase, a slight speed difference between the impeller and
turbine wheel is established. This ensures that the en-
gine’s rotating vibration is not phased on to the transaxle.
The result is optimum shift quality.
An electronic pressure–regulating valve determines pres-
sure regulation of the lock–up converter clutch’s piston.
When open (conversion range), the oil pressure behind
the converter lock–up clutch piston and in the turbine zone
is equal. The direction of flow is through the turbine shaft
and through the space behind the piston, to the turbine
chamber.

ZF 4 HP 16 AUTOMATIC TRANSAXLE 5A1 – 233
DAEWOO V–121 BL4
To engage the lock–up clutch, the direction of flow is modi-
fied (reversed) via a valve in the hydraulic selector unit. At
the same time, the space behind the lock–up clutch piston
is vented. The oil pressure passes from the turbine cham-
ber to the lock–up clutch piston and presses it against the
converter’s cover. The turbine is thus blocked by way of
the linings between the piston and cover, and permits rigid
through drive with no slip (or reduced slip if controlled) to
the mechanical stage of the transaxle.
Fluid Pump
The fluid pump is located between the torque converter
and the transaxle case and is driven directly by the torque
converter. The pump sucks the fluid through a filter and de-
livers it to the main pressure regulator valve of the control
system. Excess fluid flows back to the pump. The fluid
pump fulfills the following functions:
S Generates line pressure.
S Delivers fluid under pressure to the torque convert-
er, thus preventing air bubbles in the fluid.
S Induces a flow of fluid through the torque converter
in order to eliminate heat.
S Supplies fluid pressure to the hydraulic control sys-
tem.
S Supplies fluid pressure to the shift components.S Lubricates the transaxle with fluid.
Pump Housing
1. Disc
2. Shaft seal
3. Stator shaft
4. Pump wheel
5. Pump ring gear
6. Dowel pin
Planetary Gears
The ZF 4HP 16 automatic transaxle is equipped with a one
sun gear, 4 planetary gears, planetary carrier, ring gear.
Each gear is located one directly behind the other and are
linked together. In other words, front ring gear is perma-
nently linked to rear planet carrier, front planet carrier is
linked to rear ring gear.
The individual gear ratios are obtained by linking together
the gear set elements in different ways by means of
clutches and brakes.
On the 4HP 16, the power flow is directed into the plane-
tary gear set via rear planet carrier or rear sun gear, or via
both simultaneously, depending on the gear in question.
The output is always via the front planet carrier.

5A1 – 234IZF 4 HP 16 AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
Shift Elements: Multi–disc Clutches and
Brakes
The purpose of the shift elements is to perform shifts un-
der load without the tractive flow being interrupted.
The shift elements consist of the following.
1. Snap Ring
2. Steel Disc
3. Lined Disc
4. Cup Spring
5. Baffle Plate
6. Disc Carrier
7. Input Shaft
8. Oil Supply to Dynamic Pressure Equalizer
9. Oil Supply to Clutch
10. Cylinder
11. Piston
12. Spring Disc
The shift elements are engaged hydraulically. The pres-
surized oil reaches the space between the cylinder and
piston, as a result the discs are compressed. The clutch/
brake is engaged when the oil pressure drops, the cup
spring acting on the piston presses the piston back into its
initial position. The clutch/brake is now released again.
Depending on the gear, the multi–disc clutches B and E
supply the engine torque to the planetary gear train, with
multi–disc brakes C, D and F directing the torque into the
housing.The dynamic pressure at clutches B and E is equal : i.e.
the dynamic pressure in front of and behind the piston is
equal. This equalizing effect is achieved in the following
way.
The space between the baffle plate and piston is filled with
unpressurized oil. A dynamic pressure dependent on the
engine speed builds up. The space between pressure also
builds up. However, there is simultaneously a static pres-
sure, which causes the clutch to engage. If the static pres-
sure is relieved, the cup spring is able to force the piston
back into its original position.
The advantages of this dynamic pressure equalization
are:
S Reliable clutch opening in all speed ranges
S Smoother shifts.
Parking Lock
The parking lock is actuated via the selector lever when in
position P. It protects the vehicle mechanically against roll-
ing away.
The stop plate is actuated by the selector shaft, which is
permanently connected to the selector lever via a pull
cable. The parking lock pawl on the parking lock gear is
welded onto the lateral shaft of the transaxle and this pre-
vents the drive wheels from turning.
This blocks the driven wheels.
1. Pawl
2. Supporting Bolt
3. Leg Spring