Transaxle DAEWOO LACETTI 2004 Service Repair Manual

5A1 – 10IZF 4 HP 16 AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
DW240–010
Universal Pressure
Gauge Set
DW260–150
Clutch E Stop Ring
Remove/Installer
DW260–140
Clutch B Stop Ring
Remover/Installer
DW260–160
Brake C/D Snap Ring
Remover/Installer
DW260–080
Clutch B/E Shim
Setting Gauge
DW260–120
Clutch B
Adjust Ring
DW260–130
Clutch E
Adjust Ring
DW260–100
Clutch B/E
Disc Thickness
Measuring Fixture
DW260–090
Clutch B/E (Snap Ring
Play, Installation
Space) Measuring
Fixture
DW260–110
Brake F Disc Clearance
Measuring Bar

ZF 4 HP 16 AUTOMATIC TRANSAXLE 5A1 – 11
DAEWOO V–121 BL4
SCHEMATIC AND ROUTING DIAGRAMS
TRANSAXLE CONTROL MODULE (1 OF 2)

5A1 – 12IZF 4 HP 16 AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
TRANSAXLE CONTROL MODULE (2 OF 2)
Switch

ZF 4 HP 16 AUTOMATIC TRANSAXLE 5A1 – 13
DAEWOO V–121 BL4
SHIFT MODE DIAGRAM
Economic Mode (1.8 DOHC)

5A1 – 14IZF 4 HP 16 AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
Lock–up Clutch Applied (Economic Mode ; Fourth Gear)
(1.8 DOHC)

ZF 4 HP 16 AUTOMATIC TRANSAXLE 5A1 – 15
DAEWOO V–121 BL4
Power Mode (1.8 DOHC)

5A1 – 16IZF 4 HP 16 AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
Hold Mode (1.8 DOHC)

ZF 4 HP 16 AUTOMATIC TRANSAXLE 5A1 – 17
DAEWOO V–121 BL4
POWER FLOW DIAGRAM
Park/Neutral

5A1 – 18IZF 4 HP 16 AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
Park/Neutral
In Park or Neutral with the engine running there is no drive
to the planetary gear set. Line pressure (from the oil pump)
is supplied to the valve body. Only clutch B is supplied and
the torque converter is released.
Control
Line Pressure Control Valve
The line pressure control valve sets the general pressure
level in the valve body. When gearshifts are not taking
place, the line pressure varies between two levels, de-
pending on the turbine torque. Line pressure increase lin-
early by time. But it has a limit point. When pressure reach-
es that point, excess oil pressure drains back into the oil
sump.
Reduction Valve
The reduction valve reduces the line pressure with which
the downstream solenoid valves and pressure control so-
lenoid valves (EDS) are supplied. This makes it possible
to use smaller solenoid valves.
The line pressure comes from the oil pump and flows to the
reduction valve. The inlet port to the reduction valve will be
blocked and line pressure will be maintained at the ap-
propriate level.
Solenoid Valve 1, 2
Solenoid Valve 1 controls the line pressure (high and low)
to the clutch valves. Solenoid Valve 1 is either ON or OFF.
When the solenoid is turned ON the line pressure will be
low [87~116psi (6~8bar)].When the solenoid is turned
OFF the line pressure will be high [232~261psi
(16~18bar)].
Solenoid 2 controls the fluid flow to clutch valve E or the
TCC clutch valve. When solenoid 2 is ON fluid is directed
to the TCC pressure valve and if the solenoid is switched
OFF fluid will flow to the inlet at clutch valve E.The TCM monitors numerous inputs to determine the ap-
propriate solenoid state combination and transaxle gear
for the vehicle operating conditions.
In Park and Neutral solenoid valve 1 is ON. So line pres-
sure flows to the safety valve and the line pressure control
valve via the solenoid valve.
Clutch B Engaged
In Park and Neutral solenoid valves 1 and 2 are both ON.
Pressure control solenoids (EDS) 4 and 6 are also turned
ON.
When EDS 6 is ON, the fluid supplied from the reduction
valve flows to the safety valve, clutch valve B and holding
valve B. The oil that is supplied to the inlet port of the clutch
valve presses on the valve spool. Line pressure then flows
to the holding valve and check ball, engaging clutch B.
Lock–up Clutch (TCC)
Solenoid 2 is turned ON and the line pressure control
valves spool will be depressed. Fluid will now flow through
the torque converter pressure valve.
As a result, 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.
Lubrication/Cooling.
The lubricating valve ensures that the converter is sup-
plied with cooling oil first if the pump rate is low. The lubri-
cating pressure valve in addition guarantees that the nec-
essary amount of cooling and lubricating oil is available via
the bypass duct.
The fluid, which is supplied from the torque converter,
flows to the cooler via the lubrication valve.

ZF 4 HP 16 AUTOMATIC TRANSAXLE 5A1 – 19
DAEWOO V–121 BL4
Reverse