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Transmission Specifications

Discussion in 'Engine' started by navylife59, Feb 15, 2008.

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  1. navylife59
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    navylife59 Super Moderator Staff Member

    Joined:
    Mar 22, 2006
    Location:
    Emory, Texas or Gretna, LA
    Fuel economy EPA highway (mpg): 30 and EPA city (mpg): 23


    Gear Ratios
    E350 Manual
    1st 3.54:1
    2nd 2.05:1
    3rd 1.33:1
    4th 0.97:1
    5th 0.78:1
    Final Drive Axle Ratio 4.24:1???

    U241E Auto
    1st 3.94
    2nd 2.20
    3rd 1.41
    4th 1.02
    Rev 3.15
    Final Drive Axle Ratio 2.74
     
  2. navylife59
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    navylife59 Super Moderator Staff Member

    Joined:
    Mar 22, 2006
    Location:
    Emory, Texas or Gretna, LA
    Clutch Pedal Assembly - Grease Points

    Clutch Pedal.jpg

    The black arrows show the grease points. Multipurpose Grease is what is specified. You should use a silicon or lithium base grease that is not going to drip or smell.
     
  3. navylife59
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    navylife59 Super Moderator Staff Member

    Joined:
    Mar 22, 2006
    Location:
    Emory, Texas or Gretna, LA
    U241E Automatic System Operation Outline

    ECT and A/T Indicator
    Previous automatic transaxle have selected each gear shift using the mechanically controlled throttle hydraulic pressure, governor hydraulic pressure and lock–up hydraulic pressure. The electronically controlled transmission, however, electrically controls the line pressure and lock–up pressure etc., through the solenoid valve. Engine control module controls each solenoid valve based on the input signals from each sensor, which makes smooth driving possible by shift selection for each gear that is most appropriate to the driving conditions at that time.

    1. Gear Shift Operation
    When driving, the engine warm up condition is input as a signal to TERMINAL THW of the engine control module from the engine coolant temp. sensor and the vehicle speed signal is input to TERMINAL SPD of the engine control module. At the same time, the throttle valve opening signal from throttle body assembly is input to TERMINALS VTA1 and VTA2 of the engine control module as throttle angle signal. Based on these signals, the engine control module selects the best shift position for the driving conditions and sends current to the electronically controlled transmission solenoid.
    2. Lock–Up Operation
    When the engine control module judges from each signal that lock–up operation conditions have been met, current flows from TERMINAL S4 of the engine control module to TERMINAL 8 of the electronically controlled transmission solenoid to GROUND, causing continuity to the lock–up solenoid and causing lock–up operation.
    3. Clutch Pressure Control
    The electronically controlled transmission solenoid is controlled by the current from TERMINAL SLT+ of the engine control module, and controls the accumulator hydraulic pressure. As a result, the clutch to hydraulic pressure is adjusted precisely, and allows stable shift change.
    4. Line Pressure Control
    The engine control module adjusts the line hydraulic pressure to the optimal level by controlling TERMINAL SLT+ of the module according to the engine torque data. This realizes the smooth gear shifting.
    5. Shifting Control in Uphill/Downhill Traveling
    This system determines whether the vehicle is traveling on an incline or decline from the throttle opening angle, vehicle acceleration condition and brake pedal operation, and controls the shift up to O/D to allow smooth driving.
    6. Clutch to Clutch Control
    When shifting from the 1st gear to the 2nd gear and the 2nd gear to the 3rd gear, the current from the engine control module TERMINALS SL1+ and SL2+ control the electronically controlled transmission solenoid, to control the drain orifice hydraulic pressure (Switch orifice). The electronically controlled transmission solenoid is also controlled by the current from the engine control module TERMINALS SL1+ and SL2+, to adjust the hydraulic pressure precisely, which ensures smooth shifting.
    7. Stop Lamp SW Circuit
    If the brake pedal is depressed (Stop lamp SW on) when driving in lock–up condition, a signal is input to TERMINAL STP of the engine control module, the engine control module operates and continuity to the lock–up solenoid is cut.
     
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