Chapter 4.

Automatic
Transaxle(A4CF1)
1. Preface
2. TM Variation
3. Internal Structure
4. Specification
5. Shift lever
6. Oil Pump

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7. Valve Body
8. Solenoid Valve
9. Solenoid Valve Current Control
10. Accumulator
11. Hydraulic Pressure Checking Port
12. Pressure Circuit (P/N)
13. VFS (Variable Force Solenoid)
14. VSS (Vehicle Speed Sensor)
15. FPC (Flexible Printed Circuit) Harness
16. Operation table
17. Input & Output
18. Input (PG-A) and Output Speed Sensor (PG-B)
19. PG-A & PG-B Failure
20. OTS (Oil Temperature Sensor)
21. Solenoid Valve (Bosch vs. Siemens)
22. Solenoid valve control
23. Solenoid Valve Fail (3rd Gear Fixed)
24. Resetting Auto T/A Values

Copyright by Hyundai Motor Company. All rights reserved.

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 Chapter 4. Automatic Transaxle(A4CF1)

1. Preface

To know the 4 speed automatic transaxle system of

PB.
Learning Goals Understand the function of A4CFx.
To be able to do a proper maintenance on this
system.

The automatic transaxle for PB Gamma (1.4L & 1.6L) model is a 4-speed FF (Front engine Front
driving) automatic transaxle.

In this training manual, the overall system features, electronic control system and diagnosis will be
handled. For more detail information or specifications, please refer to the relevant workshop manual
and electrical troubleshooting manual.

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 Chapter 4. Automatic Transaxle(A4CF1)

2. TM Variation

[● MT, AT / ○ MT only]
Transaxle Area
Engine
Manual Automatic EU General India

Kappa 1.2
- - ○
(1,197cc)
M5EF2 -
Kappa 1.25
Gasoline ○ ○ -
(1,248cc)

Gamma 1.4 ● ● -
M5CF1-1 A4CF1
Gamma 1.6 ● ● -

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U 1.4 M5CF2-1 - ○ ○ -
Diesel
U2 1.6 M6CF3-1 - ○ - -

PB has New Alpha transaxle which is being applied in HD, FD model. Its mechanical structure is nearly
same as HIVEC except valve body and the hydraulic circuit but the control logic is a little bit different.

A/T has two models used, these are A4CF1 and A4CF2. Those are A4CF1 for gasoline gamma engine
and A4CF2 is for all other engines as well as diesel specification.

Two A/T models (A4CF1 & A4CF2) have same internal gearbox ratio but only the number of disc and plate
for the particular clutch and brake as well as the different torque capacity.

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3. Internal Structure

U/D clutch
Reverse clutch 2nd brake
O/D clutch
LR brake

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O/D planetary gear Output OWC
planetary gear

Mechanically the structure is similar to HIVEC’s. PG-A is detected from O/D carrier instead of UD in

HIVEC’s.

The main features for new alpha A/T are:

- Long travel damper clutch

- Flat & Long Travel type torque converter
- Full line pressure control (VFS)
- High capacity oil pump (Alloy Material)
- Flexible Printed circuit (FPC) used
- Hall type PG-A and PG-B
- Eliminating VSS (PGB is used alternatively)
- Grinding type gears (Reducing NVH)

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4. Specification

Items A4CF1

Engine Gamma 1.4 / 1.6 CVVT

Max Torque (Kg-m) 15.5

Solenoid Valves Total 6EA (Duty-5EA, VFS 1EA)

Gear Ratio 1st / 2nd / 3rd / 4th / R (2.919 / 1.551 / 1.000 / 0.713 / 2.480)

Shift lever type 6 positions (P, R, N, D, 2, L) with OD OFF switch

Engine Stall Speed Gamma: 2,400rpm

ATF ATF SP-3 (Same as HIVEC)

ATF Quantity 6.6 Liter

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ATF Replacement Normal : 100,000Km / Harsh : 40,000Km

Sealant Loctite FMD-456 (Applied in T/C housing, Oil pan and rear cover)

TCM Type Bosch TMS (Gamma : PCM)

For the maximum torque capacity, A4CF2 model has higher capacity than A4CF1 mode. Be sure that the
difference between A4CF1 and A4CF2 is,

- In LR brake, A4CF2 has 2 mode discs and plates respectively than A4CF1.
- In 2nd brake, A4CF2 has one more disc and plate respectively than A4CF1.
- In OD clutch, A4CF2 has one more disc and plate respectively than A4CF1.
Following is the dimensional and weight for two models for the reference.

Items A4CF1 A4CF2

Overall Length 379mm
Weight 71.9kg

T/Con. Size (Φ) 236mm

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5. Shift lever

6 positions

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OD OFF Switch (Momentary type)

OD OFF lamp

The momentary type over drive off switch is applied in PB. In the previous system (Push/Pull type switch),
the ‘O/D off’ function was kept even though the ignition key is turned off and on again. It may result the
inconvenience because the driver will find the ‘O/D OFF’ lamp turns on when he starts the engine if he
pressed the switch at once before. Adopting the momentary type switch, the ‘O/D OFF’ function will be
reset to ‘not operated’ whenever the ignition key is off. (O/D OFF lamp is directly driven by PCM.)

For the failsafe of inhibitor switch, the last memory before fault is used to control the shift range by TCM
(same as one for HIVEC). When the D terminal is open condition, the TCM will control the A/T by N range
so the forward driving is not allowed in this condition. When the R terminal is open condition, the TCM will
control the A/T by P or N range so the backward driving is not allowed in this condition. This is the
difference comparing with the HIVEC. In case of HIVEC, the Reverse clutch hydraulic pressure is supplied
from the manual valve and it is done mechanically, however this new alpha A/T has PCSV-B to control 2nd
brake and Reverse clutch respectively. In this condition, PCSV-B will be ON because TCM control the A/T
by N or P. If PCSV-B is ON, no hydraulic pressure is supplied to 2nd brake and Reverse clutch and that is
the reason why the backward driving is not allowed if R terminal is open condition.

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6. Oil Pump

Items A4CF1 A4AF3

- Parachoid Rotor - Trochoid Centric Rotor

Feature
- Material : Alloy - Material : Iron

- Volumetric Efficiency improved:

80 % (1000 RPM) - Volumetric Efficiency Lower:
Efficiency
- Weight, Driving Torque, Easy 60 % (1000 RPM)
machining

Weight 1.9 Kg 4.7 Kg

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Rotor Shape

Oil pump weight is incredibly reduced. Since A4CF1 T/M has alloy material used oil pump like HIVEC T/M.
Also gear type is from Parachoid which increases the output capacity even in low rpm. Total volumetric
efficiency is improved from 60% in Alpha to 80% at 1,000 rpm.

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7. Valve Body

◆ Valve body and spool valve are from Alloy

◆ Full line pressure control
◆ Individual Clutch to Clutch Control

C E D

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◆ To remove the valve body,
- A type (6x30mm) : 17EA
- B type (6x35mm) : 1EA
- C type (6x40mm) : 1EA
- D type (6x55mm) : 1EA
- E type (6x60mm) : 1EA A X 17EA B

Valve body mounting bolt location

Valve body is modified from Alpha T/M. When you disassemble valve body, 5 different length volts are
used as shown in the figure. For the valve body mounting bolt, the length difference between bolt A and B
is just 5mm so that it will give the trainee frequent confusion while mounting of valve body.

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8. Solenoid Valve

PCSV - A : O/D or LR Solenoid VFS Solenoid

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PCSV - B : 2nd or REV Solenoid
PCSV - C : UD Solenoid
PCSV - D : Damper Clutch Solenoid
On/Off Sol V/V : Switching PCSV – A from LR to O/D (Switch on – LR engaged, off- O/D engaged)

◆ * Each solenoid can be interchangeable except VFS (Variable Force Solenoid)

It has 6 solenoid valves.

PCSV-A: LR and OD control

PCSV-B: 2nd and reverse control

PCSV-C: UD Control

PCSV-D: DCC Control

SCSV (On/Off): Switching PCSV A from LR to OD Control in pressure

VFS Solenoid

Except VFS, other 5 solenoids are interchangeable. These have 3.2 Ohm but VFS has 3.5Ohm.

SCSV (On/Off) is actually controlled with the current controlled pulse – it is not controlled on or off.

All solenoid valves are controlled by Current. Maximum control current is limited by 1.2A.

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9. Solenoid Valve Current Control

VFS

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PCSV & SCSV

All solenoid valves are normally high (open) type.

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10. Accumulator

ⓑ OD (one spring with yellow color)

ⓑ

ⓒ ⓒ 2nd (two springs with yellow color)

ⓐ UD (two springs with white color) ⓓ ⓓ L/R (one spring with yellow color)

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* Each Spring can be interchangeable except white one

Totally 4 accumulators are equipped as same as HIVEC. However all yellow color springs can be replaced
each other except white one.

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11. Hydraulic Pressure Checking Port

UD
L/R
2ND

LUB
DA

REV
RED OD

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◆ Totally 8 checking ports are used.
- UD : UD Clutch - RED : Reducing Pressure
- L/R : L/R Brake - O/D : O/D Clutch
- DA : Damper Clutch Apply - 2nd : 2nd Brake
- LUB : Lubrication Pressure - REV : Reverse Clutch

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12. Pressure Circuit (P/N)

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13. VFS (Variable Force Solenoid)

Comparison Purpose

Controlled
Line pressure
pressure Solenoid valve Line
pressure
Regulator valve Regulator valve
Optimum line pressure
Pump
Pump

Line pressure (bar) Line pressure (bar)

Improved efficiency
8.9 10.5
6.4

4.5

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Lower fuel consumption
1 2 3 TPS
4 Gear

Unnecessary high pressure Optimum pressure

◆ Advantage : To improve fuel consumption by reducing unnecessary high pressure

To improve fuel consumption efficiency and reduce unnecessary high pressure, this VFS is added. This
system is the same which is already used in existing models. Using this system line pressure can be varied
from 4.5 to 10.5 bar. When this system has any failure, line pressure goes to maximum of 10. 5 bar
resulting in some shifting shock.

Even if it has short to ground condition, only VFS doesn’t work. It means this condition doesn’t lead all

solenoid valves off condition. However, in case of ‘short to B+’ condition, the VFS will operate fully and it

may result minimum line pressure. It will cause the severe damage in the clutch disc if you depress the
acceleration pedal fully or do the engine stall test in this condition.

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14. VSS (Vehicle Speed Sensor)

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VSS is eliminated in A4CF1. Instead of this, output speed sensor (PG-B) is used for TCM.

Vehicle Speed Sensor which is used for TCM and Cluster speedometer is eliminated. Instead of the
conventional vehicle speed sensor, PG-B (Output Speed Sensor) is used. After receiving PG-B signal,
PCM calculates its vehicle speed and transfers this to cluster with digital waveform. For engine control and
body electrical control including auto door lock, front right wheel speed sensor is used for vehicle speed
information. However, it differs depending on the vehicle specification and power train option.

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15. FPC (Flexible Printed Circuit) Harness

10P CONN OTS VFS 10P CONN OTS

VFS

INLINE CONN
PCSV CONN

PCSV CONN INLINE

CONN

(A4CF1) (A4AF3)

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(OTS)

To increase manufacturing efficiency and save space in solenoid valve, flexible printed circuit type harness
is used. (Reducing weight by 30%)

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16. Operation table

Items Solenoid Valve (0%:OFF, 100%:ON)

PCSV-A PCSV-B PCSV-C PCSV-D ON/OFF
Range Operation
(OD&LR) (2ND&RVS) (UD) (DCCSV) SOL.
P, N LR OFF ON ON OFF ON
(D,2) 1st UD *OFFON ON OFF OFF *ONOFF
(D,2) 2nd UD, 2ND ON OFF OFF ON OFF
D-3rd UD, OD OFF ON OFF ON OFF
D-4th OD, 2ND OFF OFF ON ON OFF
R LR, RVS OFF OFF ON OFF ON
(L) 1st UD, LR OFF ON OFF OFF ON

As the front wheel rotates, it is changed depending on the vehicle speed in D range 1st gear condition.
However, it maintains to engage LR brake in case of L range 1st gear. (LR pressure is released in 2 range

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as well as D)

PCSV-A: It concerns of the hydraulic pressure for OD clutch and LR brake. When the oil pressure is
required for OD clutch or Low & reverse brake, this solenoid valve must be off. Another solenoid valve
(on/off) will decide the oil passage to OD or LR.

PCSV-B: It concerns of the hydraulic pressure for 2nd brake or Reverse clutch. When the oil pressure is
required for 2nd brake or Reverse clutch, this solenoid valve must be off. Whenever this solenoid valve is

off, it will make the oil passage of reverse clutch opened. If the manual valve ‘R’ position is selected, the

pressure will be applied to the reverse clutch. That is the reason why the reverse clutch is not engaged in
2nd and 4th gear (PCSV-B off condition)

PCSV-C: It is the simplest one among all solenoid valves. It concerns of only for under drive clutch
operation. When this solenoid valve is off, UD clutch will be engaged. Not only this PCSV-C but also all
solenoid valves in this model are normal high (N/H) type. That is, when the solenoid is energized with the
particular current, the relevant element (clutch or brake) is not engaged (normal condition). It is just like a
normal open type solenoid valve.

PCSV-D: It is only for damper clutch operation as you can see in the table. When this solenoid is off, the
damper clutch is released.

SCSV (On/Off): As it is mentioned before in this manual, actually it is not controlled by On/Off by TCM as in
the case of previous Alpha or Beta automatic transaxle. It shows the duty controlled waveform and the
Low & Reverse brake pressure and over drive clutch pressure is switched depending on the signal of
SCSV. When this solenoid valve is off, LR brake pressure is released and the OD clutch pressure is
applied. That is the reason why the 3rd gear failsafe (mechanically failed 3rd gear condition) is possible
when the all solenoid valves are off including this solenoid valve.

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N-D control

While N-D control, LR pressure is temporarily released and supplied again.

Purpose – To prevent in advance the shift shock (2nd to 3rd), TCM engage OD clutch once in advance
(while N-D). To engage OD, LR must be released because both cannot be engaged at the same time (it is
an interlock if it is done).

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17. Input & Output

Battery Power VFS

GND PCSV – A(LR&OD)

PG-A & PG-B PCSV – B(2nd&REV)

Output
PCSV – C(UD)
Input
OTS
PCM
PCSV – D(DCC)
Inhibitor Switch

SCSV – A (On/Off)
OD OFF Switch
Cluster Vehicle Speed
CAN Communication

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18. Input (PG-A) and Output Speed Sensor (PG-B)

PG-A

PG-B

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VSS (From PCM to Cluster)

Input and output speed sensor is from hall IC type which signals with digital waveform. In case of Input
speed sensor (PG-A), it detect its signal using OD clutch retainer. One of important function with these
sensors is vehicle speed information. PG-B is used as a main sensor for this signaling. Input speed sensor
reads the speed of O/D clutch retainer. This is alternatively used for VSS information when output speed
sensor has any failure.

Output speed sensor detects the speed of transfer driven gear. When both sensors fail, speedometer on
the cluster doesn’t work because the vehicle speed sensor has been removed from the A4CF1. PG-A &
PG-B is a Hall IC type so that the sensor can be checked by its current data or output signal.

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19. PG-A & PG-B Failure

Failure Detected

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A to B : 1.08s

* When PG-A or PG-B failure is detected, electrically gear is fixed to 3rd gear.

To detect PG-A or PG-B failure, special time and other values conditions are need. Before failure detected
above picture, even missing PG-A symptom happens but it doesn’t go to limp home. It means to detect
this failure more than 1 second missing condition in signal happens then PCM considers this as PG-A
failure condition and it goes to limp home. Typical limp home by this is electrical 3rd gear holding but
shifting from 3rd to 2nd gear is O.K.

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20. OTS (Oil Temperature Sensor)

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◆ When OTS failure is detected, OTS current data sets to 80℃.

When OTS has any failure 80℃ is fixed in current data. Shifting shock under cold condition can be

produced from this.

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21. Solenoid Valve (Bosch vs. Siemens)

PCM PCM

UD(+) UD(-)
(PCSV-C) (PCSV-C)
2nd&Rev(+) 2nd&Rev(-)
(PCSV-B) (PCSV-B)

LR&OD(+) LR&OD(-)
(PCSV-A) (PCSV-A)
GND Power
(U-1.6)

On/Off(+) On/Off(-)

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DCC(+) DCC(-)
(PCSV-D) (PCSV-D)

VFS(+) Power

VFS(-)

Bosch (Gamma 1.4 / 1.6 CVVT) Siemens (Beta 2.0)

Bosch and Siemens solenoid valve control is different. In case of Bosch, it is controlled by +. It means
operating voltage is supplied by PCM. Oppositely in Siemens, ground control is done except VFS. Both
systems adopt positive VFS control. Even VFS has any failure only VFS itself doesn’t work.

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22. Solenoid valve control

R D

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◆ Solenoid failure checking for 80ms.

After ignition, solenoid failure checking is done within 300ms for 80ms.
When solenoid related failure is detected, it goes to 3rd gear holding soon.

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23. Solenoid Valve Fail (3rd Gear Fixed)

A to B : 1.8s

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◆ SCSV shorts to ground during driving under 3rd gear resulting in mechanical 3rd gear fixed
condition.

When solenoid valve has any failure, it goes to immediate 3rd gear fix.

In point A, SCSV on/off valve goes to short to GND. Even it does like this before; the duration is not more
than 1 second so it doesn’t goes to limp home. When it goes over more than 1 second, it goes to 3rd gear
hold and releases all solenoid power. This can be distinguished with PG-A or PG-B failure.

PG-A or PG-B failure’s case shifting from 3rd to 2nd gear is O.K but solenoid failure doesn’t allow any

shifting except P & N or R.

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24. Resetting Auto T/A Values

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Recent Transaxle can have self studying function for better shift quality. Increasing or decreasing solenoid
valve duty by checking output speed comparing to input speed value is the main factor. Also damping
control by each different various is done by this self studying.

Whenever you replace new TM with old PCM, it is strongly recommended to conduct resetting auto T/A
values. Conducting this you can erase all taught value before.

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