acc DAEWOO LACETTI 2004 Service Repair Manual

AISIN AUTOMATIC TRANSAXLE 5A2 – 121
DAEWOO V–121 BL4
WARNING : USE CAUTION WHEN REMOVING COM-
PONENTS WITH COMPRESSED AIR OR PERSONAL
INJURY MAY RESULT.
Notice : Blowing off the air may cause the piston’s jump–
out. When removing the piston, hold it with your hand us-
ing a waste cloth.
Notice : Take care not to splash automatic transaxle fluid
(ATF) when air–blowing.
26. Apply 392 kPa (57 psi) of compressed air to the oil
hole and remove the direct clutch (C2) accumulator
piston and spring.
27. Remove the spring.
28. Remove the 2 O–rings from the direct clutch (C2)
accumulator piston.
WARNING : USE CAUTION WHEN REMOVING COM-
PONENTS WITH COMPRESSED AIR OR PERSONAL
INJURY MAY RESULT.
Notice : Blowing off the air may cause the piston’s jump–
out.When removing the piston, hold it with your hand using
a waste cloth.
Notice : Take care not to splash ATF when air–blowing.
29. Apply 392 kPa (57 psi) of compressed air to the oil
hole and remove the forward clutch (C1) accumula-
tor piston and spring.
30. Remove the spring.
31. Remove the 2 O–rings from the forward clutch (C1)
accumulator piston.

5A2 – 122IAISIN AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
WARNING : USE CAUTION WHEN REMOVING COM-
PONENTS WITH COMPRESSED AIR OR PERSONAL
INJURY MAY RESULT.
Notice : Blowing off the air may cause the piston’s jump–
out.When removing the piston, hold it with your hand using
a waste cloth.
Notice : Take care not to splash ATF when air–blowing.
32. Apply 392 kPa (57 psi) of compressed air to the oil
hole and remove the O/D & 2nd brake (B1) clutch
accumulator piston and spring.
33. Remove the 2 O–rings from the O/D & 2nd brake
(B1) accumulator piston.
34. Remove the bolt and the transaxle wire from the
transaxle case.
35. Remove the O–ring from the transaxle wire.

AISIN AUTOMATIC TRANSAXLE 5A2 – 161
DAEWOO V–121 BL4
109. Coat new 6 O–rings with ATF and install them
to the pistons.
110. Coat the 3 springs and 3 accumulator pistons
with ATF, install them to the holes.
S Accumulator spring:
Spring
Free length
Outer
diameter
mm(in.)Color
B1(O/D & 2nd
brake)47.13(1.8555)/
16.0(0.630)Pink
C1(Forward
clutch)57.90(2.2795)/
17.2(0.677)–
C2(Direct
clutch)57.20(2.2520)/
17.5(0.689)Green
111. Coat a new apply gasket with ATF, install it to
the transaxle case.
112. Coat a new brake drum gasket with ATF, install
it to the transaxle case.
113. Install the spring and check valve.

5A2 – 162IAISIN AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
114. Connect the manual valve control rod to the
manual valve lever as shown in the illustration.
115. Install the valve body assembly to the trans-
axle case.
Tighten
Tighten the bolts to 11 NSm (97 lb–in).
Notice : When installing the valve body to the transaxle
case, do not let each of accumulator pistons B1,C1,and
C2 incline. When installing the valve body to the transaxle
case, do not hold the solenoids.
116. Connect the transaxle wire connector and har-
ness to the valve body assembly.
117. Connect the 5 connectors.
a. Lock–up control solenoid
b. Pressure control solenoid.
c. No.2 shift solenoid.
d. No.1 shift solenoid.
e. Timing solenoid
118. Install the TFT sensor with clamp.
Notice : Make sure that the transaxle wire does not come
out from the oil pan installation surface.
119. Install a new gasket to the oil strainer.

AISIN AUTOMATIC TRANSAXLE 5A2 – 201
DAEWOO V–121 BL4
Upper Valve Body
1. Sleeve
2. Key
3. Spring
4. Plunger
5. Lock–up Control Valve
6. Plug
7. Key
8. Secondary Regulator Valve
9. Spring
10. No.2 Check Valve
11. Key
12. Ball
13. No.1 Check Valve
14. Reverse Control Valve
15. Spring
16. Key17. Plug
18. Spring
19. 3–4 Shift Valve
20. Spring
21. O–ring
22. Reverse Clutch Accumulator Piston
23. O–ring
24. Plunger
25. 3–4 Shift Timing Valve
26. Spring
27. O–ring
28. 2nd Brake Accumulator Piston
29. O–ring
30. Spring
31. Upper Valve Body Cover

5A2 – 202IAISIN AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
Upper Valve Body Spring
S During reassembly, please refer to the spring specifications below to help you do discriminate between the differ-
ent springs.
MarkName (Color)Free length/Outer diameter mm
(in.)Total number of
coils
A3–4 shift timing valve (Pink)28.41 (1.1185) / 6.4 (0.252)10.49
B2nd brake accumulator piston,(None)
Inner45.90 (1.8071) / 10.5 (0.413)16.9
C2nd brake accumulator piston,(White)
Outer69.00 (2.7165) / 16.0 (0.630)15.1
DReverse clutch accumulator piston
(None)65.40(2.5748) / 17.0 (0.669)13.7
E3–4 shift valve (Red)25.50 (1.0039) / 9.73 (0.3831)7.75
FSecondary regulator valve (White)34.56 (1.3606) / 8.8 (0.346)12.27
GReverse control valve (None)25.58 (1.0071) / 8.64 (0.3402)8.75
HLock up control valve (Yellow)20.87 (0.8217) / 5.55 (0.2185)11.15

AISIN AUTOMATIC TRANSAXLE 5A2 – 215
DAEWOO V–121 BL4
17. Install the transaxle housing and 16 bolts of the
transaxle housing temporarily.
18. Tighten 8 or 9 bolts out of 16 bolts of the transaxle
housing completely.
Tighten
Tighten the bolts to 29 NSm (22 lb–ft).
19. Using differential preload adapter DW240–130, turn
the differential gear assembly right and left 2 or 3
times to allow the bearing settle.
20. Using differential preload adapter DW240–130 and
small torque wrench, measure the preload of the
differential gear.
S Preload:
New bearing: 0.78–1.37 N.m (6.9–12.2 lb –in)
Used bearing : 0.39–0.69 N.m (3.5
6.1 lb–in)
If the preload is not within the specification, re-
move the differential from the transaxle case.
Re–select the transaxle case side adjusting
shim according to the following table.
S Adjusting shim thickness :mm (in.)
Mark
ThicknessMarkThickness
A1.80 (0.0709)N2.26 (0.0890)
B1.85 (0.0728)P2.29 (0.0902)
C1.90 (0.0748)Q2.32 (0.0913)
D1.95 (0.0768)R2.35 (0.0925)
E2.00 (0.0787)S2.40 (0.0945)
F2.05 (0.0807)T2.45 (0.0965)
G2.08 (0.0819)U2.50 (0.0984)
H2.11 (0.0831)V2.55 (0.1004)
J2.14 (0.0843)W2.60 (0.1024)
K2.17 (0.0854)X2.65 (0.1043)
L2.20 (0.0866)Y2.70 (0.01063)
M2.23 (0.0878)

AISIN AUTOMATIC TRANSAXLE 5A2 – 221
DAEWOO V–121 BL4
HYDRAULIC CONTROL SYSTEM
Based on the hydraulic pressure created by the oil pump, TCM sends signals to solenoid and hydraulic control system
governs the hydraulic pressure acting on the torque converter, planetary gear, clutches and brakes in accordance with
the vehicle driving conditions.

5A2 – 222IAISIN AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
AUTOMATIC TRANSAXLE SYSTEM
Function of Components
ComponentFunction
C1Forward ClutchConnects input shaft and front sun gear.
C2Direct ClutchConnects input shaft and planetary carrier.
C3Reverse ClutchConnects input shaft and rear sun gear.
B1O/D & 2nd BrakePrevents rear planetary sun gear from turning either clockwise
or counterclockwise.
B22nd BrakePrevents outer race of F1 from turning either clockwise or coun-
terclockwise, thus preventing the rear sun gear turning conter-
clockwise.
B31st & Reverse BrakePrevents planetary carrier from turning either clockwise or
counterclockwise.
F1No.1 One–way ClutchWhen B2 is operating, this clutch prevents rear sun gear from
counterclockwise.
F2No.2 One–way ClutchPrevents planetary carrier from turning counterclockwise.
Planetary GearThese gears change the route through which driving froce is
transmitted, in accordance with the operation of each clutch
and brake, in order to increase or reduce the input and output
speed.

FIVE–SPEED MANUAL TRANSAXLE 5B – 5
DAEWOO V–121 BL4
DIAGNOSIS
ISOLATE NOISE
Identify the cause of any noise before attempting to repair
the clutch, the transaxle, or their related link–ages.
Symptoms of trouble with the clutch or the manual trans-
axle include:
S A great effort required to shift gears.
S The sound of gears clashing and grinding.
S Gear blockout.
Any of these conditions requires a careful analysis. Make
the following checks before disassembling the clutch or
the transaxle for repairs.
Road Travel Noise
Many noises that appear to come from the transaxle may
actually originate with other sources such as the:
S Tires.
S Road surfaces.
S Wheel bearings.
S Engine.
S Exhaust system.
These noises may vary according to the:
S Size of the vehicle.
S Type of the vehicle.
S Amount of insulation used in the body of the ve-
hicle.
Transaxle Noise
Transaxle gears, like any mechanical device, are not ab-
solutely quiet and will make some noise during normal op-
eration.
To verify suspected transaxle noises:
1. Select a smooth, level asphalt road to reduce tire
and resonant body noise.
2. Drive the vehicle far enough to warm up all the lu-
bricants thoroughly.
3. Record the speed and the gear range of the trans-
axle when the noise occurs.
4. Check for noises with the vehicle stopped, but with
the engine running.
5. Determine if the noise occurs while the vehicle op-
erates in:
S Drive – under a light acceleration or a heavy
pull.
S Float – maintaining a constant speed with a light
throttle on a level road.
S Coast – with the transaxle in gear and the
throttle partly or fully closed.
S All of the above.
Bearing Noise
Differential Side Bearing Noise
Differential side bearing noise and wheel bearing noise
can be confused easily. Since side bearings are pre–
loaded, a differential side bearing noise should not dimin-
ish much when the differential/transaxle is run with the
wheels off the ground.
Wheel Bearing Noise
Wheel bearings produce a rough growl or grating sound
that will continue when the vehicle is coasting and the
transaxle is in NEUTRAL. Since wheel bearings are not
pre–loaded, a wheel bearing noise should diminish con-
siderably when the wheels are off the ground.
Other Noise
Brinelling
A brinelled bearing causes a ”knock” or ”click” approxi-
mately every second revolution of the wheel because the
bearing rollers do not travel at the same speed as the
wheel. In operation, the effect is characterized by a low–
pitched noise.
A brinelled bearing is caused by excessive thrust which
pushes the balls up on the pathway and creates a triangu-
lar–shaped spot in the bearing race. A brinelled bearing
can also be caused from pressing one race into position
by applying pressure on the other race.
A false indication of a brinelled bearing occurs as a result
of vibration near the area where the bearing is mounted.
Brinelling is identified by slight indentations, resulting in a
washboard effect in the bearing race.
Lapping
Lapped bearing noise occurs when fine particles of abra-
sive materials such as scale, sand, or emery circulate
through the oil in the vehicle, causing the surfaces of the
roller and the race to wear away. Bearings that wear loose
but remain smooth, without spalling or pitting, are the re-
sult of dirty oil.
Locking
Large particles of foreign material wedged between the
roller and the race usually causes one of the races to turn,
creating noise from a locked bearing. Pre–loading regular
taper roller bearings to a value higher than that specified
also can result in locked bearings
Pitting
Pitting on the rolling surface comes from normal wear and
the introduction of foreign materials.
Spalling
Spalled bearings have flaked or pitted rollers or races
caused by an overload or an incorrect assembly that re-
sults in a misalignment, a cocking of bearings, or adjust-
ments that are too tight.
After completing these checks, refer to the ”Diagnosis
Chart” in this section.