Especially for use on front and all-wheel drive versions of Toyota Camry, Rav4 crossover and Lexus, a four-speed automatic transmission was developed. A540, which first appeared in the line of this Japanese automaker in 1989.
One of the features of this automatic transmission is the ability to use it with engines with high torque. This was achieved by modifying the clutches and increasing the size of the valve body. In fact, this transmission modification existed on the assembly line until 2001. The modifications of the A540, which make four solenoids and a two-pack clutch, have received the greatest popularity. This modification of transmissions was intended for use on three-liter cars. Due to its reliability and ease of use, this automatic transmission is quite common in the domestic market. There is no difficulty in repairing this modification of the gearbox. Qualified repairs can be performed both in specialized service centers and private craftsmen who specialize in repairing transmissions.
Maintenance of this automatic transmission consists in the need to change the oil and filter. It is recommended that this procedure be performed every 40,000 kilometers. Thus, you will be able to ensure the maximum possible durability and trouble-free use of this vehicle. The first modifications of this series Automatic transmission A540 had some problems with the back. It was possible to solve this problem by replacing the clutches and individual gearbox drums. With a run of 250 - 300 thousand kilometers, problems with and solenoids may begin. It is necessary to closely monitor the oil level in the system, which will allow you to ensure that there are no problems with the valve body.
The A540E (A541E) automatic 4-speed transmission was developed by AisinVorner and belongs to the A 140-A240 family of automatic transmissions with a large number of interchangeable elements. The A540 transmission from 1989 to 1993 was mounted on Japanese cars Toyota Camry with 2 and 3-liter power plants, RAV4, and Lexus ES250 And ES300 (A540E).
The upgraded A541E automatic transmission since 1994 was installed with 3-liter engines and had differences in the 2-brake clutch package. Transmission A540 and A541 has proven itself during the operation as a reliable automatic transmission. The developers set up the box in such a way that it was impossible to load the transmission with the maximum torque, which gave it a large margin of safety.
Repair of automatic transmission A541E
Basically, the repair of the A541E automatic transmission comes down to replacing the filter and oil. Moreover, when repairing an automatic transmission A540E, one must not forget that its filter has structural differences from the A541 box.
Weaknesses of the A540E and A541E
Frequent malfunctions of the A540E and A541E automatic transmissions were associated with reverse speed problems on the boxes of the first releases. When the issue with the rear speed was closed, then basically the repair of the automatic transmission (A540E, A540H, A541E) of the Toyota Camry comes down to cleaning the valve body along with replacing the LokAp solenoid. The friction linings of the torque converter are also subject to replacement. It is recommended to perform preventive replacement of gaskets and seals, and these inexpensive operations are enough to raise the operating mileage of the automatic transmission to the full engine life.
Repair base and warranty
To repair these transmissions, our service has all the necessary spare parts for automatic transmissions A540 and A541. For all work performed on the repair of transmissions, we give a mandatory guarantee for the quality of service from six months to 2 years.
Automatic transmission A540 and A541 is installed on cars:
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1. Brief description
The A540H automatic transmission is based on the A540E (electronically controlled) transmission. The type of control mechanism for the center differential is a hydromechanical clutch. The type of gears of the center differential is bevel.
Operating modes: type 1 (on early models) - main "AUTO", when towing or installing a spare wheel - "roll-up" - "OFF", type 2 (on late models) - "AUTO". Service mechanism modes: on early models - the main "FREE"; when servicing - "FREE" or "LOCK", on later models - absent.
The type of automatic transmission fluid and the center differential lock system is ATF Type T (08886-00405). Transfer case oil type - Transaxle oil E50 (08885-80206).
The locking control is carried out in accordance with the difference in the speed of the front and rear wheels, type 1 - stepped, type 2 - stepless.
2. Design - executive part
 |
1. Lockout control switch in "AUTO" position, straight ahead.
Power is transmitted from the gearbox through the driven gear to the main gear housing, and then through the spline connection to the center differential housing. Here, the power flow through the satellites is evenly divided between the right and left driven gears, the rotation speed of which is equal to the rotation speed of the center differential housing (the satellites do not rotate around their axis). Power from the left driven gear is transmitted to the front cross-axle differential housing. Here, as well as in the center differential, the traction force is evenly distributed between the right and left side gears and is directed to the right and left drive shafts. The torque transmitted to the right driven gear of the center differential is transmitted through the transfer case and the propeller shaft to the rear center differential.
2. Lock control switch in the "AUTO" position, there is a difference in the speed of the front and rear wheels.
With the appearance of a difference in the speed of rotation of the front and rear wheels, the center differential begins its work, as a result of which there is a difference in the frequencies of rotation of the main gear housing and the front wheel differential housing. To reduce this difference, the pressure of the working fluid is supplied to the pistons of the hydromechanical clutch, which compresses the clutch package. The amount of friction force created in this case depends on the driving conditions of the vehicle (throttle opening angle, vehicle speed, gear selector position) and is selected so as to provide optimal traction on the front and rear wheels.
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3. Lockout control switch in "OFF" position, service / brake system test.
In this mode, the solenoid valve is off and pressure is not supplied to the clutch pack. In this case, if the front or rear wheels are spinning while the others are stopped, the speedometer will show half the wheel speed. For example, if the rear wheels are stationary (locked), power is transmitted to the pinion gears through the final drive housing, the center differential housing and the pinion axles, while the right driven gear of the center differential does not rotate - the pinions of the center differential rotate around their axis and simultaneously move around the right driven gear . The rotational speed of the front axle differential case is the sum of these two speeds and it rotates twice as fast as the axle differential. The drive gear of the speedometer drive is fixed on the main gear housing and rotates at the speed of the center differential housing.
Hydromechanical clutch. 1 - front center differential, 2 - piston return spring, 3 - splines, 4 - right side of final drive housing, 5 - piston #2, 6 - piston sleeve, 7 - piston #1, 8 - pressure plate, 9 - friction disc , 10 - thrust disc, 11 - thrust washer of the front cross-axle differential housing, 12 - splines, 13 - left side of the final drive housing.
Hydromechanical clutch. 1 - pressure plate, 2 - pistons, 3 - front cross-axle differential housing, 4 - final drive housing, 5 - friction disc.
The control system limits slippage in the center differential by creating friction between the friction discs and pressure plates as the #1 and #2 pistons move. The friction discs with the slots of their inner surface engage with the slots on the body of the front cross-axle differential, the pressure plates with the outer slots enter the grooves of the inner surface of the final drive housing. The pressure of the working fluid is regulated by the control unit using solenoid valves No. 1 and No. 2 (type 1) or using a linear solenoid valve (type 2).
4.1. Control system (type 1)
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| Component Functions | |
| 1. Speed sensor | Determines the speed of the final drive gear. |
| 2. Rear output shaft speed sensor | Determines the speed of the transfer case gear. |
| 3. Throttle position sensor control unit | Transmits the value of the throttle opening angle to the engine control unit |
| 3. ABS electronic control unit | Transmits ABS operation signal |
| 4. Interlock control switch | Switches the operating modes of the control system ("AUTO" and "OFF") |
| 5. Electronic engine control unit | Determines the driving conditions according to the signals of the sensors and turns on or off the electromagnetic valves No. 1 and No. 2 |
| 6. Solenoid valves #1 and #2 | They control the operation of spools No. 1 and No. 2 and the modulator valve. |
4.2. Control system (type 2)
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5.1. Hydraulic system (type 1)
1 - linear pressure, 2 - throttle, 3 - solenoid valve No. 2, 4 - solenoid valve No. 1, 5 - to the hydromechanical clutch, 6 - spool No. 2, 7 - spool No. 1, 8 - modulator.Spools No. 1 and No. 2 - open or close the channels for supplying linear pressure to the modulator and hydromechanical clutch in accordance with the position of solenoid valves No. 1 and No. 2. Modulator - modulates the line pressure supplied to the hydromechanical clutch in accordance with the movement of spools No. 1 and No. 2. Hydromechanical clutch - provides partial blocking of the center differential.
5.2. Hydraulic system (type 2)
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The control system increases line pressure to the valve block when the wheels spin. At the same time, the pressure in the hydromechanical clutch also increases, increasing the degree of blocking. If the difference in the frequency of rotation of the front wheels is large, and this occurs when driving at low speed in the ranges D,2,L, the ST solenoid valve turns on. This applies line pressure from the range select valve to the bottom of the primary regulator, just as it does when reversing. Accordingly, the line pressure is controlled by the primary regulator, as well as the line pressure supplied to the valve block and increased. As the base line pressure increases, so does the clutch pressure modulated in the valve block.
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With the help of a linear solenoid valve SLD, the control system controls the pressure supplied to the hydromechanical clutch. The SLD solenoid valve maintains the partial lockout mode at the most appropriate level for given driving conditions.
1) Normal movement. The SLD valve opens and closes according to the throttle opening angle, controlling the pressure in the GM clutch. When starting from a standstill in 1st gear, when a large throttle opening is required, high pressure is modulated to make even hard starts smooth on slippery surfaces.
2) Slipping. At low speed, if there is a large difference between the speed of the front and rear wheels, the SLD valve is completely closed, as a result, high pressure is supplied, increasing the degree of blockage.
3) Turn. When cornering at low speed, if the turning radius causes a difference in the speed of the front and rear wheels, the SLD solenoid valve is fully opened to reduce the degree of blocking and ensure smooth turning.
6. Service lock
Forced service locking of the center differential was used on early models (type 1). This mechanism was used for some types of checks and adjustments, such as checking the brake force with a dynamometer with the front or rear wheels locked. The lever for enabling the service lock is installed on the body of the transfer case.
Attention. It is not allowed to change the position of the lever for other purposes than checking and adjusting. To avoid damage to the transmission, the operation of the vehicle with the lever in the "LOCK" position is not allowed.
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There are two service lock positions:
"FREE" - blocking is carried out automatically, in normal mode.
"LOCK" - the center differential is locked forcibly, the power is evenly divided between the front and rear wheels.
When working with a service lock, the following rules must be observed.
1. If the lever does not move smoothly, then you should shift it while rotating the front wheel, but without applying excessive force.
2. The locking bolt should only be turned in when the lever is fully shifted to one position or another.
3. After completing the test, the lever should be moved to the "FREE" position.
Service lock operation
When the "LOCK" mode is turned on (counterclockwise rotation), the stem connected to the lever moves to the left and turns the shift fork shaft. The fork moves, shifts the sleeve to the right and mechanically locks the center differential. In this case, the splines on the inner surface of the sleeve engage with the splines on the transfer case drive gear housing, as a result of which the center differential right driven gear is blocked with the center differential housing.
When the "FREE" mode is turned on (clockwise rotation), the stem moves to the right, the fork shaft turns, the fork moves the sleeve to the left and the center differential is unlocked.
Auto-offal: what do cars have inside? Automatic transmission a540h
Automatic transmission A540H (Toyota) - Auto-offal: what do cars have inside?
To uncover...
Operating modes: type 1 (on early models) - the main "AUTO", when towing or installing a spare wheel - "roll-up" - "OFF", type 2 (on later models) - "AUTO". Service mechanism modes: on early models - the main "FREE"; when servicing - "FREE" or "LOCK", on later models - absent.
Center differential and transfer case: 1 - satellite of the front cross-axle differential, 2 - axis of the satellite of the front cross-axle differential, 3 - right side gear, 4 - intermediate shaft, 5 - satellite of the center differential, 6 - right driven gear of the center differential, 7 - to the right drive shaft, 8 - splines, 9 - drive gear of the transfer case, 10 - left driven gear of the center differential, 11 - right side of the front axle differential housing, 12 - left side of the front axle differential housing, 13 - main gear housing, 14 - left semi-axial gear, 15 - to the left drive shaft.
1. Lockout control switch in "AUTO" position, straight ahead. Power is transmitted from the gearbox through the driven gear to the main gear housing, and then through the spline connection to the center differential housing. Here, the power flow through the satellites is evenly divided between the right and left driven gears, the rotation speed of which is equal to the rotation speed of the center differential housing (the satellites do not rotate around their axis). Power from the left driven gear is transmitted to the front cross-axle differential housing. Here, as well as in the center differential, the traction force is evenly distributed between the right and left side gears and is directed to the right and left drive shafts. The torque transmitted to the right driven gear of the center differential is transmitted through the transmission of the transfer case and the propeller shaft to the rear center differential.
2. Lock control switch in the "AUTO" position, there is a difference in the speed of the front and rear wheels. With the appearance of a difference in the speed of rotation of the front and rear wheels, the center differential begins its work, as a result of which there is a difference in the frequencies of rotation of the main gear housing and the front wheel differential housing. To reduce this difference, the pressure of the working fluid is supplied to the pistons of the hydromechanical clutch, which compresses the clutch package. The amount of friction force created in this case depends on the driving conditions of the vehicle (throttle opening angle, vehicle speed, gear selector position) and is selected so as to provide optimal traction on the front and rear wheels.
"Auto" mode, the difference between the speed of the front and rear wheels. 1 - from the gearbox, 2 - main gear housing, 3 - hydromechanical clutch, 4 - spline connection, 5 - center differential housing, 6 - left driven gear of the center differential, 7 - to the right drive shaft, 8 - right driven gear of the center differential , 9 - satellite of the center differential, 10 - axis of the satellite of the center differential, 11 - gears of the transfer case, 12 - to the rear wheel differential, 13 - housing of the front wheel differential, 14 - satellite of the front wheel differential, 15 - axle of the satellite of the front wheel differential.
3. Lockout control switch in the "OFF" position, service / brake system test. In this mode, the solenoid valve is off and pressure is not supplied to the clutch pack. In this case, if the front or rear wheels are spinning while the others are stopped, the speedometer will show half the wheel speed. For example, if the rear wheels are stationary (locked), power is transmitted to the pinion gears through the final drive housing, the center differential housing and the pinion axles, while the right driven gear of the center differential does not rotate - the pinions of the center differential rotate around their axis and simultaneously move around the right driven gear . The rotational speed of the front axle differential case is the sum of these two speeds and it rotates twice as fast as the axle differential. The drive gear of the speedometer drive is fixed on the main gear housing and rotates at the speed of the center differential housing.
"OFF" mode, service: 1 - from the gearbox, 2 - main gear housing, 3 - hydromechanical clutch, 4 - speedometer drive drive gear, 5 - to the right drive shaft, 6 - right driven gear of the center differential, 7 - satellite center differential, 8 - left driven gear of the center differential, 9 - driven gear of the speedometer drive, 11 - front wheel differential housing.
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1. Brief description
The A540H automatic transmission is based on the A540E (electronically controlled) transmission. The type of control mechanism for the center differential is a hydromechanical clutch. The type of gears of the center differential is bevel.
Operating modes: type 1 (on early models) - main "AUTO", when towing or installing a spare wheel - "roll-up" - "OFF", type 2 (on late models) - "AUTO". Service mechanism modes: on early models - the main "FREE"; when servicing - "FREE" or "LOCK", on later models - absent.
The type of automatic transmission fluid and the center differential lock system is ATF Type T (08886-00405). Transfer case oil type - Transaxle oil E50 (08885-80206).
The locking control is carried out in accordance with the difference in the speed of the front and rear wheels, type 1 - stepped, type 2 - stepless.
2. Design - executive part
 |
1. Lockout control switch in "AUTO" position, straight ahead. Power is transmitted from the gearbox through the driven gear to the main gear housing, and then through the spline connection to the center differential housing. Here, the power flow through the satellites is evenly divided between the right and left driven gears, the rotation speed of which is equal to the rotation speed of the center differential housing (the satellites do not rotate around their axis). Power from the left driven gear is transmitted to the front cross-axle differential housing. Here, as well as in the center differential, the traction force is evenly distributed between the right and left side gears and is directed to the right and left drive shafts. The torque transmitted to the right driven gear of the center differential is transmitted through the transmission of the transfer case and the propeller shaft to the rear center differential.
2. Lock control switch in the "AUTO" position, there is a difference in the speed of the front and rear wheels. With the appearance of a difference in the speed of rotation of the front and rear wheels, the center differential begins its work, as a result of which there is a difference in the frequencies of rotation of the main gear housing and the front wheel differential housing. To reduce this difference, the pressure of the working fluid is supplied to the pistons of the hydromechanical clutch, which compresses the clutch package. The amount of friction force created in this case depends on the driving conditions of the vehicle (throttle opening angle, vehicle speed, gear selector position) and is selected so as to provide optimal traction on the front and rear wheels.
 |
3. Lockout control switch in "OFF" position, service / brake system test. In this mode, the solenoid valve is off and pressure is not supplied to the clutch pack. In this case, if the front or rear wheels are spinning while the others are stopped, the speedometer will show half the wheel speed. For example, if the rear wheels are stationary (locked), power is transmitted to the pinion gears through the final drive housing, the center differential housing and the pinion axles, while the right driven gear of the center differential does not rotate - the pinions of the center differential rotate around their axis and simultaneously move around the right driven gear . The rotational speed of the front axle differential case is the sum of these two speeds and it rotates twice as fast as the axle differential. The drive gear of the speedometer drive is fixed on the main gear housing and rotates at the speed of the center differential housing.
Hydromechanical clutch. 1 - front center differential, 2 - piston return spring, 3 - splines, 4 - right side of final drive housing, 5 - piston #2, 6 - piston sleeve, 7 - piston #1, 8 - pressure plate, 9 - friction disc , 10 - thrust disc, 11 - thrust washer of the front cross-axle differential housing, 12 - splines, 13 - left side of the final drive housing. Hydromechanical clutch. 1 - pressure plate, 2 - pistons, 3 - front cross-axle differential housing, 4 - final drive housing, 5 - friction disc. The control system limits slippage in the center differential by creating friction between the friction discs and pressure plates as the #1 and #2 pistons move. The friction discs with the slots of their inner surface engage with the slots on the body of the front cross-axle differential, the pressure plates with the outer slots enter the grooves of the inner surface of the final drive housing. The pressure of the working fluid is regulated by the control unit using solenoid valves No. 1 and No. 2 (type 1) or using a linear solenoid valve (type 2).4.1. Control system (type 1)
 |
| Component Functions | |
| 1. Speed sensor | Determines the speed of the final drive gear. |
| 2. Rear output shaft speed sensor | Determines the speed of the transfer case gear. |
| 3. Throttle position sensor control unit | Transmits the value of the throttle opening angle to the engine control unit |
| 3. ABS electronic control unit | Transmits ABS operation signal |
| 4. Interlock control switch | Switches the operating modes of the control system ("AUTO" and "OFF") |
| 5. Electronic engine control unit | Determines the driving conditions according to the signals of the sensors and turns on or off the electromagnetic valves No. 1 and No. 2 |
| 6. Solenoid valves #1 and #2 | They control the operation of spools No. 1 and No. 2 and the modulator valve. |
4.2. Control system (type 2)
 |
5.1. Hydraulic system (type 1)
1 - linear pressure, 2 - throttle, 3 - solenoid valve No. 2, 4 - solenoid valve No. 1, 5 - to the hydromechanical clutch, 6 - spool No. 2, 7 - spool No. 1, 8 - modulator.Spools No. 1 and No. 2 - open or close the channels for supplying linear pressure to the modulator and hydromechanical clutch in accordance with the position of solenoid valves No. 1 and No. 2. Modulator - modulates the line pressure supplied to the hydromechanical clutch in accordance with the movement of spools No. 1 and No. 2. Hydromechanical clutch - provides partial blocking of the center differential.
5.2. Hydraulic system (type 2)
 |
The control system increases line pressure to the valve block when the wheels spin. At the same time, the pressure in the hydromechanical clutch increases, increasing the degree of blocking. If the difference in the frequency of rotation of the front wheels is large, and this occurs when driving at low speed in the ranges D,2,L, the ST solenoid valve turns on. This applies line pressure from the range select valve to the bottom of the primary regulator, just as it does when reversing. Accordingly, the line pressure is controlled by the primary regulator, as well as the line pressure supplied to the valve block and increased. As the base line pressure increases, so does the clutch pressure modulated in the valve block.
 |
By means of a linear solenoid valve SLD, the control system controls the pressure supplied to the hydromechanical clutch. The SLD solenoid valve maintains the partial lockout mode at the most appropriate level for given driving conditions.
1) Normal movement. The SLD valve opens and closes according to the throttle opening angle, controlling the pressure in the GM clutch. When starting from a standstill in 1st gear, when a large throttle opening is required, high pressure is modulated to ensure a smooth start even on hard or slippery surfaces.
2) Slipping. At low speed, if there is a large speed difference between the front and rear wheels, the SLD valve closes completely, resulting in high pressure being applied, increasing the degree of blockage.
3) Turn. When cornering at low speed, if the turning radius causes a difference in the speed of the front and rear wheels, the SLD solenoid valve is fully opened to reduce the degree of blocking and ensure smooth turning.
6. Service lock
Forced service locking of the center differential was used on early models (type 1). This mechanism was used for some types of checks and adjustments, such as checking the brake force with a dynamometer with the front or rear wheels locked. The lever for enabling the service lock is installed on the body of the transfer case.
Attention. It is not allowed to change the position of the lever for other purposes than checking and adjusting. To avoid damage to the transmission, the operation of the vehicle with the lever in the "LOCK" position is not allowed.
 |
When working with a service lock, the following rules must be observed. 1. If the lever does not move smoothly, then you should shift it while rotating the front wheel, but without applying excessive force. 2. The locking bolt should only be turned in when the lever is fully shifted to one position or another. 3. After completing the test, the lever should be moved to the "FREE" position.
Service lock operation
When the "LOCK" mode is turned on (counterclockwise rotation), the stem connected to the lever moves to the left and turns the shift fork shaft. The fork moves, shifts the sleeve to the right and mechanically locks the center differential. In this case, the splines on the inner surface of the sleeve engage with the splines on the transfer case drive gear housing, as a result of which the center differential right driven gear is blocked with the center differential housing.
When the "FREE" mode is turned on (clockwise rotation), the stem moves to the right, the fork shaft turns, the fork moves the sleeve to the left and the center differential is unlocked.
Moscow, January 2011© Toyota-Club.Net, © Autodata.Ru
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Repair of automatic transmission A540 and A541, spare parts, diagnostics, fault description
The A540E (A541E) automatic 4-speed transmission was developed by AisinVorner and belongs to the A 140-A240 family of automatic transmissions with a large number of interchangeable elements. The A540 transmission from 1989 to 1993 was mounted on Japanese Toyota Camry cars with 2 and 3-liter power plants, RAV4, as well as Lexus ES250 and ES300 (A540E).
The upgraded A541E automatic transmission since 1994 was installed with 3-liter engines and had differences in the 2-brake clutch package. Transmission A540 and A541 has proven itself during the operation as a reliable automatic transmission. The developers set up the box in such a way that it was impossible to load the transmission with the maximum torque, which gave it a large margin of safety.
Repair of automatic transmission A541E
Basically, the repair of the A541E automatic transmission comes down to replacing the filter and oil. Moreover, when repairing an automatic transmission A540E, one must not forget that its filter has structural differences from the A541 box.
Weaknesses of the A540E and A541E
Frequent malfunctions of the A540E and A541E automatic transmissions were associated with reverse speed problems on the boxes of the first releases. When the issue with the rear speed was closed, then basically the repair of the automatic transmission (A540E, A540H, A541E) of the Toyota Camry comes down to cleaning the valve body along with replacing the LokAp solenoid. The friction linings of the torque converter are also subject to replacement. It is recommended to perform preventive replacement of gaskets and seals, and these inexpensive operations are enough to raise the operating mileage of the automatic transmission to the full engine life.
Repair base and warranty
To repair these transmissions, our service has all the necessary spare parts for automatic transmissions A540 and A541. For all work performed on the repair of transmissions, we give a mandatory guarantee for the quality of service from six months to 2 years.
Automatic transmission A540 and A541 is installed on cars:
www.rekpp.ru
automatic transmission repair AKП-A540H-10B,ST-195,4wd full time A240 Toyota Camry 93g automatic transmission А540Е
is it possible to mix ATF Dextron3 and Tape-T, box A540H, Toyota. In our region, they have not even heard anything about Tape-T (T-4 is on sale) Toyota Type T hydraulic fluid is specific and is designed to provide partial torque converter lockup
automatic transmission camry 2005
Alexander
Hello Vitaly. Toyota Carina 94g.v.3s-fe, AKП-A540H-10B,ST-195,4wd full time. At t° below -15 there is a sound similar to rubber friction of a punched wheel from the automatic transmission. Did a partial replacement of atf - the sound intensified. There is also a hum (howl, similar to the howl of a reverse gear of a manual transmission) of the automatic transmission when the gas is released, if the speed is not higher than 100 km / h. The drained ATF contains metal shavings, the ATF is black, with a burnt smell. Akp works fine; there are no slips, no bumps when accelerating, as well as when shifting gears on a cold and warm automatic transmission. What is faulty, how can it be cured, what is the resource of the automatic transmission before repair, and is it worth changing the automatic transmission or repairing it? Thanks in advance.
Hello. Is it constantly buzzing on a cold automatic transmission when the engine is started? It is very similar to the whine of a torque converter when the thrust bearing support or wash at the reactor, pump or turbine wheel wears out. Such shells appear. Actually, you have to listen. If it buzzes between the engine and transmission, then it's definitely a GT. The gearbox disappears, buzzes only under load. The bearings of the secondary shaft of its elements, and the main gearbox, are buzzing only in motion. The bearings of the input shaft and its elements are buzzing even when the engine is running. What to do. Transmission repair is expensive, used - a pig in a poke, a lottery. Ride and follow. If the hum increases, it will be easier to determine where and repair. Monitor the condition of the ATF, for leaks. If the gearbox bearing is buzzing, ATF will flow from under the glass. If ATF leaks between the engine and transmission, then the GT neck rises, urgently remove the transmission and repair the GT with a pump. Some fill in additives, Hado for example. I would not recommend it, maybe it will prolong the agony of the transmission, but then it will fall apart more and more and the repair will become even more expensive. If there were separate cavities for the automatic transmission and the gearbox, then of course, an additive could be added to the gearbox, and so ... money down the drain. Vitaly Alexandrovich. Alexei
Hello! Toyota Crown. Filmed the tray. ATF is clean, the filter is clean, there is a small gray coating on the magnets, I did not find any foreign parts - everything is clean. And if something fell apart, then probably I would not have gone 100,000 km. And my automatic transmission sometimes has an epiphany and it drives normally for 2 hours, and then again a glitch.
Hello. You just need to know how the 240 transmission works. The principle of operation of a one-way clutch is like pedaling a bicycle, you can turn it forward, not backward. But when a one-way clutch fails on a bike, the pedals sometimes or almost always spin. Same with your transmission. One way clutch #2 only works in D/1st gear and nowhere else. It blocks the rear carrier from rotating counterclockwise. On L it accelerates because EVERYTHING IS THE SAME AND the B-3 brake is applied, which is pressurized by switching the shift range selector to L. The B-3 brake also blocks the rear carrier from rotating counterclockwise. With a broken one-way clutch, you can ride for a long time, naturally, from time to time it bites and an "INDEPENDENCE" appears, as you wrote. The dangerous thing is that if it falls apart, then the rollers can fall under the gears of the planetary gear set and then the transmission will jam or break everything and all gears will be lost. Naturally ATF is clean, nothing burns. Vitaly Alexandrovich. Alexei
Hello again! VIN is missing. pure Japanese. ST191-4004811, Toyota Corona, 92, 3SFE engine, EX Saloon.
Hello. The transmission must be in your A240 series. Open the hood, look at the engine compartment plate, opposite the trans / axle there will be a transmission model. According to A240: your freewheel No. 2 OWC has failed. The clip fell apart, the rollers do not work. If you remove the automatic transmission pan, you can find pieces of plastic at the bottom of the automatic transmission pan and in the filter - this is an OWC clip. Vitaly Alexandrovich. Alexei
Hello! I have such a problem. When you start moving to D, the car growls and drives reluctantly, then the second one turns on, a jerk occurs and the car runs like a young one. And on L it starts so that the rubber smokes. Therefore, I start on L and switch to D on the go. about 100,000 km)
Hello. You need the make, model of the car, year of manufacture, engine size, if possible, then the name of the configuration, vin - you need to determine the transmission model. If you know what transmission you have, write. Then only I will be able to determine the malfunction on your automatic transmission. Although I can assume that on L you have a one-way OWC clutch, it works on the principle of pure mechanics, the rollers are blocked, and on D (1) the brake works, which probably burned out. I can say exactly when I will determine the transmission model. Vitaly Alexandrovich Alexey
Hello. Thank you for participating. Left-handed Toyota Camry 93g. (Additional information): ATF is normal. I don't know when they passed. I already took it with such a malfunction. The automatic transmission pan was opened, it was clean, the filter was clean, the oil was free of mechanical impurities, the color and smell were normal. Engine mounts are normal. The revolutions on a warm engine: in the P position -750, when switching to N, they drop to 550-600, then slowly, within 15-30 seconds, rise to 750. When R or D is turned on, the revolutions do not fall, but jump to 1000, then return at 750. The adjustment of the cables is normal (checked according to the book). Maybe I don’t understand something, but when the selector is switched, the damper actuator does not move and I think it should not. Switching D-> 2-> L and vice versa is smooth. On the move, all automatic shifts are smooth.
Hello. It is very bad that when shifting gears to D or R, the speed jumps. This is the first sign that the transmission will soon fail. When shifting to R or D, the gear should shift into gear after a maximum of 2 seconds with a slight push, while the rpm should drop by 50 - 100. Most likely you have a pressure loss on: 1. OD Direct Clutch. To determine more precisely, it is necessary to cling to the pressure gauge and measure the line pressure. What can be the cause of pressure loss: rings, rubber seals, bushings, plunger wedging. 2. Large gap in 1/revers brake, hence the impact. A strong hit in R because the gear ratio in reverse gear is almost three times greater than in first. A blow to R is dangerous because the discs with linings begin to crumble, as a result, they completely collapse and the transmission will disappear altogether. The fact that the ATF is clean, it’s clear that they did it, before selling they changed the ATF and the ends into the water, try it, determine when removing the pan that the discs are already crumbling and the transmission will soon bend. Vitaly Alexandrovich. Alexei
Hello! Toyota Camry 93 left-handed, dv-3l automatic transmission A540E. When switching P-\u003e R or N-\u003e R, a thud with a fairly strong jerk. Occasionally a slight bump with a jerk when moving the N-> D selector smoothly. When moving the P->R->N->D selector quickly, everything is fine. Oil is normal. Advise what could be? Thanks in advance.
Hello. What about the idle speed of the engine? ATF OK... ATF level, color and smell? THAT automatic transmission passed on time? Have you checked the engine mounts??? The motor "does not go" in the engine compartment during the shift??? When shifting into R and D, does the engine idle speed drop a lot ??? Hello! I ask for your advice. The problem is the following - the car (camry, 3s-fe, a-140) starts moving forward only after a set of 2000-2500 rpm, the reverse gear is engaged without problems. The OD light bulb gives out code 64. The automatic transmission pan was removed, the filter magnets were washed. Oil is black. Shavings, iron, plastic were not found in the pallet. Solenoid valves that are visible when the pallet is removed (2 pieces) -16 Ohm. The question is whether it is worth further looking for a malfunction in the electrician or all the end you need to take apart the box and if you disassemble it, is it worth messing around with it, it can be cheaper to look for a replacement. Thanks in advance for your reply. The machine is old (1991), but it's a pity - I like it! Hello. Most likely on the forward or direct clutch, the rings were worn out, the clutch itself worked out, so they don’t hold pressure, respectively, the discs with linings burned out unambiguously. They have this disease - from old age. You can’t drive like that, otherwise it blows the pump hub and you have to change the pump, which is quite expensive. Repair or used, it's up to you. The car is old (now I have a 91-year-old MMC under repair + a used box + it was picked and removed five times in a service of some kind - naturally the price of repairs has increased), repairs with an A140 guarantee will cost at least 35, although prices are different everywhere ... Vitaliy Aleksandrovich. Vladimir
Hello! car toyota chaser 93g.v. box A42DE in the manual it says that it is necessary to pour Dexron-III, and on the dipstick the inscription Dexron-II who to believe? What brand of oil do you recommend? Are there any specific problems with these boxes?
Hello. Dexron-II and Dexron-III are interchangeable ATFs. Dexron-III is newer, it has a semi-synthetic base and newer additives, so it's better to fill it. There are no diseases and problems on the A42 series, you can burn the reverse gear if you slip on it, so if you get stuck, it's better to slip ONLY in 1 (first gear) and no more than 1/3 of the gas. The Dirrect clutch may fall apart, and if you drive like this for a long time, then it will break the pump if you lower the ATF level or slip at full throttle on D. Vitaly Aleksandrovich. Alexander
Hello, Vitaly Alexandrovich! We have Sprinter "" and AE110 99g, 5A-fe. In our glorious city, I’m already afraid to ask anyone anything, because they immediately charge for the replacement of oils with flushing and the purchase of a contract one. In general, the situation is this. In the parking lot, in the morning, I warm up the car, the speed is 1100 (I got the temperature to the bottom line), I turn on D - a fairly noticeable push, something tells me that from the outside you can even see how the car trembled a little :) and the speed drops to 800-900. We go further, we warm up completely and thoroughly. On P - speed is 650. Turn on D - the push is a little less, but also quite noticeable. Those. I turn it on, after a second (or maybe a little less) a push. The revs immediately drop to 400. As you hold the brake pedal (well, for example, I’m standing at a crossroads), the revs smoothly drop to 350, 300 ... and keep, the car immediately vibrates, but does not stall ... set to N - the revs rise up to 700. We put on R - there is no push. We put on D - there is a push. We put on R - and there is a push. Moreover, I repeat once again, the push is quite noticeable (for example, with D-R-D switching, I also observed about the same push on other machines, but P-D has never been done yet). I read somewhere that the speed should not drop by more than 150 and in general, if there is a push, then it is barely noticeable. Yes, compared to the king of the same year, with the same engine (in which there are no such shocks at all), with the same horses - mine is somehow a little slower ... Everything seems to be fine with oil, not so long ago I changed it with flushing, removing pallet, and if you believe the service station, then the replacement of the filter. What could it be? Has the Khan's box arrived? :((Damn, this is what I'm afraid of sobsno).
Hello again Alexander. I said everything on the phone, but I repeat. First, check the engine in order: 1. Candles; 2. BB wires; 3. Ignition distributor; 4. IAC; 5. Injectors, clean; 6. Check compression. If everything is in order with the engine, then: 1. Change the ATF in the automatic transmission at least 8 liters. If all this did not help, then the torque converter is to blame, the washer has worn out in it and the pump wheel has come close to the turbine wheel, hence the loss of power when the gear is engaged. You can conduct a Stall Test, but a specialist must do it in order to correctly interpret the results. Otherwise, you can burn the transmission. If you drive like this, you can drive for a long time, but one day, not very fine, it can turn off the splined one and the car will stop completely. Torque converter repair. Remove the automatic transmission at the same time as the GT, send it in for repair, they will cut it, change the washer, rubber bands, maybe something else, weld it. Repair price 3500 - 4500 rubles. It’s not worth taking a used GT, a pig in a poke, a new one is expensive. Good luck. Vitaly Alexandrovich. Alexander
Hello Vitaly! Toyota Sprinter AE110 99g, 5A-FE. Recently, I began to notice such a thing: I squeeze out the brake, switch the handle from P to D. Immediately a push (900 rpm, the push is less sensitive at 600), accompanied by a single sound, something like a rattle or a single metal knock. I release the brake, we go everything is okay. We arrive, put on P - no grinding, etc. But, if you stop at a traffic light, holding the brake, the selector is on D, play with the brake pedal (squeeze a little, press a little), you hear the same rattle, also single (albeit without any pushes). And the sound is from somewhere behind, or something. What could it be? Box? O_O. I sin on the pillows of the engine. A friend said that there was supposedly a backlash in the inner grenade, in front on the left. (if you look at the hood, then on the right :)). Another friend said that the silent blocks of the gearbox ... who to believe? Yes, if you turn on the air conditioner while driving, then the gear changes are accompanied by small shocks (not strong, but felt), without rattles. The car doesn't idle and accelerates just fine. Oil changed with pan flushing and filter replacement 10,000 miles ago. Help plz, I'm new to these things ... Because of my natural pessimism, I sin on the box :(
Hello. This is not an automatic transmission, at the very Carib 4A-FE 99g. Most likely the engine mount cushion, if there is a knock somewhere in the back, then the one on the "ski". It's very easy to check, open the hood, start the engine, one looks at the engine, the second squeezes the brake and turns on R, then D - if the engine "went" during switching, then the pillow is somehow torn. The engine should stand still, and not hang out during the shift in the engine compartment. If there is play in the spline on the inner grenade (three-spike hinge), then vibration during movement is GUARANTEED and, accordingly, ATF leakage through the stuffing box is the same. If there was a backlash on the "external grenade", the CV joint is called (a constant-velocity joint), then it will crack when cornering. Vitaly.
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A540H automatic transmission | automatic transmission repair
Thank you for your reply on the A540H. I looked at the pump hub, I didn’t notice any signs of heavy wear at the points of contact with the sealing rings, maybe I didn’t look well. It confuses me that when warming up, both reverse and forward gears are lost, according to the operation of the automatic transmission, as I understand it, the C1 and C2 clutches do not turn on, it is most logical to assume that the C0 clutch (in the rear cover) also does not work. I want to take my blood pressure. If C1 and C2 are leaking, then it is necessary to change the seals of both the shaft and the pump hub? It is also embarrassing that after turning the ignition on and off, the gears are switched on again, and rather harshly. Stall-test at the same time: D,2,L - 2300, R - 2100. The gaps in the C2 and C1 clutches are 0.5 mm, with the new friction clutches the discs lie quite tightly. Is it possible to measure pressure in couplings C1 and C2? Thanks for the consultation.
1. Yes, if the pressure on the back and front on the hot one disappears, then you need to measure the linear pressure, then you can understand where the siphon is, where it passes.
2. "The gaps in the clutches C2 and C1 are 0.5 mm, with the new friction clutches the discs are quite tight." - EVERYTHING SHOULD BE REGULATED. You just stuffed everything without adjustments, but you can’t, the automatic transmission doesn’t find it for a long time.
3. "Is it possible to measure pressure in couplings C1 and C2?" - Separately no, test window for line pressure.
Vitaly. Toyota Carina 93y.v.3s-fe, AKP-A540H-10B,ST-195,4wd full time. I change the box to a contract. I found A540H-10B, ST-195 from a 95 car. Are there any differences in the boxes?
tell me, how much does a repair kit for an automatic transmission for a Mitsubishi Galant, Japanese, 1995 cost approximately and where can I find it
Ask here how much it costs http://transparts.ru/?id=contacts
Hello! My question is: if the belt breaks, will the valves bend or not? Thank you in advance!
I repair automatic transmissions....
Timing belt? It depends what engine.
Dear! I have a Mazda Demio 2002 (old body) The problem is that the car is warmed up and the box too. But they said what it is for a year. Looking forward to your answer. Thank you in advance.
I repair automatic transmissions. Heating, I don't do belts. I can say that the automatic transmission has nothing to do with it.
Repair of automatic transmission A540E is one of the central areas of our company. Progressive equipment, fixtures and tools, reasonable prices, quality and speed of service, qualified and experienced service personnel are the criteria due to which we deservedly received the trust and respect of numerous visitors.
When your car has an A540E automatic transmission or requires reliable automatic transmission maintenance, do not hesitate to leave a request on the website or call us and we will help solve the problems!
Repair process
The condition for a competent repair of the A540E automatic transmission is to determine the breakdown, as well as the reasons for its occurrence. To search for problems, experts perform mechanical and electronic diagnostics, based on the results of which an action plan is further built, and the necessary work is carried out.
Unfortunately, it is not uncommon for workshops, taking advantage of the trust and incompetence of customers, to expand the list of mandatory repair work with pseudo-essential services. Among the positive qualities of our company is honesty and decency when working with visitors. We always offer and negotiate with customers those procedures that are really necessary for the functionality of the A540E automatic transmission, we always strive for the greatest savings for customers.
The cycle of necessary work on the repair of automatic transmission A540E is divided into several stages:
- Diagnostic measures, test drive under the supervision of a specialist, discussion of problems, drawing up an estimate for the repair of an automatic transmission A540E.
- Dismantling and dismantling automatic transmission A540E.
- Removal of oxidation products and contaminants from the systems and components of the apparatus by flushing.
- Troubleshooting using special equipment, repair.
- Electronic adaptation of the device, final diagnostics, verification test drive.
Overhaul price of automatic transmission A540E
The number of our happy customers is constantly increasing and this is the best proof of the high quality of our services. When forming the total price of a partial or major repair of an A540E automatic transmission, factors such as methods of correcting problems, the extent and severity of faults, as well as the price of parts requiring replacement are taken into account.
We have a warehouse of original components and spare parts, which makes it possible to reduce costs. We provide special bonuses for automatic transmission repair and maintenance services for regular customers.
