2004 DAEWOO NUBIRA clutch

ZF 4 HP 16 AUTOMATIC TRANSAXLE 5A1 – 227
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2. Find the disc set’s thickness. Refer to the below
table.
PF
Disc set’s Thickness
3.01~3.19mm1.8mm
3.20~3.48mm2.1mm
3.49~3.88mm2.5mm
3.89~4.08mm2.7mm
4.09~4.30mm3.0mm
PE is 4.20mm so, the disc set’s thickness is
3.0mm.
3. Replace clutch B’s setting disc. (3.0mm)
TORQUE CONVERTER HOUSING
Disassembly and Assembly Procedure
1. Remove the torque converter bolts.
2. Hit the torque converter housing lightly.
3. Remove the torque converter housing.
Installation Notice
S First pre–tighten the bolts in the following or-
der.(7,20)(12,23)(16,4)
Tighten
Tighten the bolts to 15 NSm (11 lb–ft).
S Then, tighten the bolts in the following order. (15,3)
(16,4) (14,5) (13,23) (12,22)(11,21)
(10,20) (9,19) (8,18) (7,17) (6) (1,2)
S Last, in numerical order, tighten the bolts all the
way.(123)
Tighten
Tighten the bolts to 23 NSm (17 lb–ft).
4. Take out the metal gasket.
5. Take out the paper gasket.
6. Remove the oil filter bolt and oil filter.
Installation Notice
Tighten
Tighten the oil filter bolt to 10 NSm (89 lb–in).

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4. Dismantle the oil pump gear, ring gear
5. Installation should follow the removal procedure in
the reverse order.
DIFFERENTIAL/SIDE SHAFT OUTER
RACE, BEARING SHIM
Disassembly and Assembly Procedure
1. Take out the outer race of the transaxle housing
side.
2. Remove the bearing shim.
3. Take out the outer race of the torque converter
housing side.
Installation Notice
S Heat the bearing seats well and insert bearing outer
rings with shim for differential and side shaft into
the transaxle housing.
IMPORTANT
MEASUREMENT/ADJUSTMENT
Tools Required
DW260–080 Clutch B/E Shim Setting Gauge
Adjusting Axial Play, Input Shaft
Important : After assembling the rear cover. You must
measure the axial play specification, if the measured data
is not satisfied the specification. Replace the clutch B/E’s
shim.
Incorrect axial play may cause the vibration or noise. The
specification of the axial play is 0.18 to 0.42mm.
1. Clamp fixture on the input shaft so that the measur-
ing base rests on the stator shaft.
2. Set dial gauge to zero.
3. Measure axial play by pulling and pressing on the
handle.(repeat measurement)

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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.

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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.

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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

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Valve Body
Valve body performs the following tasks:
S Generates the line pressure needed for actuating
the shift elements.
S Actuates the individual shift elements via the clutchvalves.
S Assures limited operation of the automatic trans-
axle in the event of the electronics failing.
S Actuating the lock–up clutch.
S Generating the lubricating pressure for the trans-
axle

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ELECTRONICAL COMPONENTS
Selector Lever/Program Switch
The driver engages the travel position via the selector le-
ver:
P : Park Position
R : Reverse
N : Neutral
D : Forward Speeds
Park/Neutral Position Switch
The Park/Neutral Position Switch is located on the selec-
tor shaft and informs the TCM of the current selector lever
position P–R–N–D–3–2–1.
The selector lever position is transmitted to the TCM in en-
coded form along 4 lines. The encoding is such that mal-
functions in the connecting lead are identified.
The Park/Neutral Position Switch is located on the selec-
tor shaft, which is connected to the selector lever via a pull
cable. In addition, the Park/Neutral Position Switch con-
trols the starter interlock, the reversing light and the selec-
tor lever position indicator on the instrument panel.
Signal Combination
L1L2L3L4
P00120
R00012
N01200
D1212120
31212012
21201212
10121212
Automatic Transaxle Output Speed Sensor
(A/T OSS)
The vehicle A/T OSS is a magnetic inductive pickup that
relays information relative to vehicle speed to the TCM.
Vehicle speed information is used by the TCM to control
shift timing, line pressure, and TCC (lock–up clutch) apply
and release.
The output speed sensor mounts in the case at the speed
sensor rotor, which is pressed onto the spur gear. An air
gap of 0.1mm~1.3mm(0.004~0.05in) is maintained be-
tween the sensor and the teeth on the spur gear teeth. The
sensor consists of a permanent magnet surrounded by a
coil of wire.
As the differential rotates, an AC signal is generated by the
output speed sensor (OSS).
Automatic Transaxle Input Speed Sensor
(A/T ISS)
The A/T ISS is a magnetic inductive pickup that relays in-
formation relative to transaxle input speed to the TCM.
The TCM uses transaxle input speed information to con-
trol line pressure, TCC apply and release and transaxle
shift patterns. This information is also uses to calculate the
appropriate operating gear ratios and TCC slippage.
The input speed sensor mounts onto piston B that is inside
of valve body.
An air gap of 1.8~2.2mm(0.07~0.086inch) is maintained
between the sensor and the piston B.
The sensor consists of a permanent magnet surrounded
by a coil of wire. As the piston B is driven by the turbine
shaft, an AC signal induced in the input speed sensor.
Higher vehicle speeds induce a higher frequency and volt-
age measurement at the sensor.
Sensor resistance should measure between 825~835
ohms at 20°C (68°F). Sensor can measure from
1,000~8,000HZ.

ZF 4 HP 16 AUTOMATIC TRANSAXLE 5A1 – 237
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Shift Solenoid Valve: Solenoid 1,2
The shift solenoids are two identical, normally open elec-
tronic exhaust work that control upshifts and downshifts in
all forward gear ranges. These shift solenoids valves to-
gether in a combination of ON and OFF sequences to con-
trol the line pressure and shift mechanisms (clutches,
brakes).
Solenoid 1 controls the high or low of the line pressure
(flow to each clutch valve) by the operation type (ON/
OFF), i.e. solenoid 1is ON, line pressure will be low
(87~116 psi (6~8bar)), solenoid 1 is OFF, line pressure will
be high (232~261 psi (16~18bar)).
Solenoid 2 controls the oil flow to clutch valve E or lockup
clutch valve by the ON/OFF signal.
The TCM monitors numerous inputs to determine the ap-
propriate solenoid state combination and transaxle gear
for the vehicle operating conditions.
Gear
Solenoid 1Solenoid 2
Park, NeutralONON
FirstON/OFFON
SecondON/OFFOFF
ThirdON/OFFOFF
FourthON/OFFOFF
ReverseON/OFFON
Line PressureResistance
Solenoid
valve 1/Sole-
noid valve 2ON(low)
89.9~98.6 psi
(6.2~6.8 bar)
OFF(high)
S 221.9~253.24
psi
S (15.3~17.46
bar)26.5 ± 0.5ohm
Pressure Control Solenoid Valve (EDS
VALVE 3,4,5,6)
The pressure control valve (EDS valve 3,4,5,6) is a preci-
sion electronic pressure regulator that controls the opera-
tion of the clutches, brakes and the lock–up clutch.
The valve reduces the system pressure with which the
downstream solenoid valves and electrical pressure regu-
lating valves are supplied. It is possible to use smaller so-
lenoid valves as a result. The EDS require a constant input
pressure.