CH-72 CHASSIS — A960E AUTOMATIC TRANSMISSION

ELECTRONIC CONTROL SYSTEM

1. General
The electronic control system of the A960E automatic transmissions consist of the control functions listed
below.
System Function
The ECM sends current to solenoid valves S1, S2, S3, S4 and/or SR based on signals
Shift Timing Control
from various sensors, in order to shift the gears.
• Controls the pressure that is applied directly to B2 brake and C3 clutch by actuating
Clutch Pressure Control the linear solenoid valves SL1 and SL2 in accordance with the ECM signals.
(See page CH-39) • The solenoid valve SLT and SL1 minutely control the clutch pressure in accordance
with the engine output and driving conditions.
Based on the throttle opening angle and various signals, the ECM sends a signal to
Line Pressure Control
solenoid valve SLT to generate line pressure that varies according to the engine output
(See page CH-40)
and to allow smooth gear changes.
Engine Torque Retards the engine ignition timing temporarily to improve shift feeling while upshifts
Control or downshifts occur.
Though cooperative control with ETCS-i (Electronic Throttle Control
High Response Shift
System-intelligent), and the electronic control of application and release speed of the
Control
clutch and brake hydraulic pressures, excellent response has been realized.
While in 5th or 6th gear when the shift lever is in the D position or S6 range, the ECM
Lock-up Timing sends current to the shift solenoid valve SLU based on the signals from the sensors and
Control engages or disengages the lock-up clutch. This control also applies for 5th gear when
(See page CH-40) the shift lever is in the S5 range and in the 4th gear when the shift lever is in the S4
range.
• Controls the solenoid valve SLU, provides an intermediate mode between the
ON/OFF operation of the lock-up clutch, and increases the operating range of the
Flex Lock-up
lock-up clutch to improve fuel economy.
Clutch Control
• The flex lock-up clutch control operates in the 3rd, 4th, 5th and 6th gears in both D
(See page CH-41)
position and S6 range, 3rd, 4th and 5th gears in the S5 range and 3rd and 4th gears
in the S4 range.
Based on the signals from various sensors, the ECM determines the road condition and
AI (Artificial Intelligence)
the intention of the driver. While the pattern select switch is in POWER, the shift
-SHIFT
pattern is biased toward sporty driving. Thus, an appropriate shift pattern is
(See page CH-42)
automatically determined, thus improving drivability.
Orifice Switching Control The orifice switching control prevents the oil pump from drawing air during extremely
(See page CH-44) low temperatures while in 1st gear.
Multi-Mode Automatic
The ECM appropriately controls the automatic transmission in accordance with the
Transmission
range position selected while the shift lever is in the S mode position.
(See page CH-45 )
To restrain the upward movement of the vehicle when the shift lever is moved from
Vehicle lift Control
the D position to N, the clutch release speed has been optimized.
In order to ensure a smooth shift feel during downshifting to accelerate the vehicle, the
Shift Down Control
hydraulic passages and control have been optimized.
(Continued)
 CHASSIS — A960E AUTOMATIC TRANSMISSION CH-73

System Function
Diagnosis When the ECM detects a malfunction, the ECM makes a diagnosis and memorizes the
(See page CH-48) information that relates to the fault.
Fail-safe If a malfunction is detected in the sensors or solenoids, the ECM effects fail-safe
(See page CH-48) control to prevent the vehicle’s drivability from being affected significantly.
CH-74 CHASSIS — A960E AUTOMATIC TRANSMISSION

2. Construction
The configuration of the electronic control system in the A960E is as shown in the following chart.

SENSORS ACTUATORS

VG S1
MASS AIR FLOW METER SOLENOID VALVE S1

S2
SOLENOID VALVE S2
CRANKSHAFT POSITION NE
SENSOR
S3
SOLENOID VALVE S3

VTA1 S4
THROTTLE POSITION SOLENOID VALVE S4
SENSOR VTA2

SR
SOLENOID VALVE SR
ACCELERATOR PEDAL VPA1
POSITION SENSOR VPA2 SL1
SOLENOID VALVE SL1

SL2
ENGINE COOLANT THW SOLENOID VALVE SL2
TEMP. SENSOR
SLT
ECM SOLENOID VALVE SLT
OIL
ATF TEMP. SENSOR SLU
SOLENOID VALVE SLU

PARK/NEUTRAL POSITION STAR ESA

SWITCH P, R, N, D
IGT1, 3, 5
IGNITION COIL
S with IGNITER
IGF1
TRANSMISSION CONTROL SFTU Nos. 1, 3, and 5
SWITCH SFTD

SPARK PLUGS

SHIFT PADDLE SWITCH Nos. 1, 3, and 5

IGT2, 4, 6
NT
IGNITION COIL
INPUT SPEED SENSOR (NT) with IGNITER
IGF2
Nos. 2, 4, and 6

SP2
OUTPUT SPEED SENSOR (SP2)
SPARK PLUGS

STP Nos. 2, 4, and 6

STOP LIGHT SWITCH
0140CH09C

(Continued)
 CHASSIS — A960E AUTOMATIC TRANSMISSION CH-75

COMBINATION METER
CAN
DLC3 SPD
VEHICLE SPEED SIGNAL
ECM
W
MIL
GATEWAY ECU
SHIFT RANGE
INDICATOR LIGHT
SHIFT POSITION
INDICATOR LIGHT
BEAN (Instrument Panel Bus) S MODE INDICATOR
LIGHT

MAIN BODY ECU (RH) SNOW INDICATOR LIGHT

POWER INDICATOR LIGHT

PWR SNOW
MULTI-INFORMATION DISPLAY
PATTERN SELECT SWITCH

0140CH10C
CH-76 CHASSIS — A960E AUTOMATIC TRANSMISSION

3. Layout of Main Component

ECM Malfunction
Indicator Lamp Multi-information Display
Shift Range Indicator Light
S mode Shift Position Indicator Light
Indicator Light

SNOW Indicator POWER Indicator

Light Light

Shift Paddle Switch

Stop Light Switch

DLC3
Transmission Control
Pattern Select Switch Switch

0140CH11Z

Solenoid Valve S3 Input Speed Sensor (NT)

Solenoid Valve S2
Solenoid Valve S4
Solenoid Valve S1
Solenoid Valve SR
Solenoid Valve SL1
Solenoid Valve SLT

Solenoid Valve
SLU

Solenoid Valve SL2

ATF Temp. Sensor

Park/Neutral
Position Switch

Output Speed Sensor (SP2) 0140CH24Z

 CHASSIS — A960E AUTOMATIC TRANSMISSION CH-77

4. Construction and Operation of Main Component

ATF Temperature Sensor

The ATF temperature sensor (OIL) is used as an input for hydraulic pressure control. This sensor is used
to assist in determining the clutch and brake pressures necessary to maintain smooth shift qualities with
varying temperatures of transmission fluid.

ATF Temperature Sensor (OIL)

Front

0140CH25Z

Input Speed Sensor and Output Speed Sensor

The A960E automatic transmission uses an input speed sensor (for NT signal) and output speed sensor (for
SP2 signal). Thus, the ECM can detect the timing of the shifting of the gears and appropriately control the
engine torque and hydraulic pressure in response to the various conditions.
These speed sensors are a pick-up coil type.
 The input speed sensor detects the input speed of the transmission. The C3 clutch drum is used as the
timing rotor for this sensor.
 The output speed sensor detects the speed of the output shaft. The parking gear on the rear planetary gear
is used as the timing rotor for this sensor.

Output Speed Sensor (SP2)

Input Speed Sensor (NT)

Parking Gear
(Timing Rotor)
C3 Clutch Drum 0140CH26Z
(Timing Rotor)
CH-78 CHASSIS — A960E AUTOMATIC TRANSMISSION

Park/Neutral Position Switch

The park/neutral position switch sends the P, R, N, D and STAR position signals to the ECM. It also sends
signals for the shift position indicator light (P, R, N, and D).

Wiring Diagram 

To IG1 Relay To Starter Relay

Park/Neutral
Position Switch
RB B

PL RL NL DL L

P R N D STAR
ECM

CAN BEAN Combination Meter

Gateway ECU
Shift Position Indicator Light
0140CH12C

Transmission Control Switch and Shift Paddle Switch

 The transmission control switch is installed inside the shift lever assembly to detect the shift lever
position and to inform the ECM. The ECM turns on the shift position indicator light and S mode indicator
light.
 The transmission control switch detects whether the shift lever is in the D position or in the S mode
position, and detects the operating conditions of the shift lever (front [+ position] or rear [- position]) if
the S mode is selected, and sends signals to the ECM. At this time, the ECM turns on the shift range
indicator light for the selected range.
 The shift paddle switch is installed steering wheel assembly. The ECM detects the operating conditions
of the shift paddle switches (right [+ position] or left [- position]) when the shift lever is in the S mode.
At this time, the ECM turns on the shift range indicator light for the selected range.

Wiring Diagram 
To D-IG1 Relay
Transmission
Control Switch
IG
E

SFTD SFTU S

SFTD SFTU S
ECM

CAN Gateway BEAN Combination Meter

ECU S Mode Indicator Light
Shift Range Indicator Light

0140CH133C
Shift Paddle Switch
 CHASSIS — A960E AUTOMATIC TRANSMISSION CH-79

SHIFT CONTROL MECHANISM

1. General

A gate type shift lever is used in conjunction with the installation of the 6-speed automatic transmission.
With the gate type lever, the shift lever button and the overdrive switch of the straight type shift lever are
discontinued. Similar functions are achieved through a single-shift operation (fore-aft and side-to-side).

Shift pattern is provided the S mode position on the side of the D position.

A shift lock system is used. For details, see page CH-51.

: The shift lever can be moved only with

the ignition switch in the ON position
and the brake pedal depressed.

: The shift lever can be moved anytime.

0140CH16Z
CH-52 CHASSIS — A960E AUTOMATIC TRANSMISSION

A960E AUTOMATIC TRANSMISSION

GENERAL
The A960E 6-speed automatic transmission [6 Super ECT (Electronic Controlled Transmission)] is used on
the 4GR-FSE engine models (2WD).
 The fuel economy and driving performance have been improved by the 6-speed automatic transmission.
 The multi-mode automatic transmission with the shift paddle switch is used. For details, see page CH-45.

A960E Automatic Transmission

0140CH19Z

Specification 

Transmission Type A960E

Engine Type 4GR-FSE
1st 3.538
2nd 2.060
3rd 1.404
Gear Ratio 4th 1.000
5th 0.713
6th 0.582
Reverse 3.168
Fluid Capacity Liters (US qts, Imp. qts) 7.2 (7.6, 6.3)
Fluid Type TOYOTA Genuine ATF WS
Weight (Reference)* kg (lb) 74.7 (164.7)
*: Weight shows the figure with the fluid fully filled.
 CHASSIS — A960E AUTOMATIC TRANSMISSION CH-53

C2 C3
C1 F1 B1 B4
B3 F3
B2

Input Shaft

Rear Planetary
Gear
Center Planetary Gear
C4 F4 F2
Front Planetary Gear 0140CH20Z

Specification 

Item A960E
C1 No.1 Clutch 4
C2 No.2 Clutch 5
C3 No.3 Clutch 4
C4 No.4 Clutch 4
The No.
No of Discs
B1 No.1 Brake 3
B2 No.2 Brake 4
B3 No.3 Brake 3
B4 No.4 Brake 5
F1 No.1 One-Way Clutch 21
F2 No.2 One-Way Clutch 22
The No
No. of Sprags
F3 No.3 One-Way Clutch 22
F4 No.4 One-Way Clutch 25
The No. of Sun Gear Teeth 33
Inner 19
Front Planetary Gear The No
No. of Pinion Gear Teeth
Outer 18
The No. of Ring Gear Teeth 75
The No. of Sun Gear Teeth 26
Center Planetary
y Gear The No. of Pinion Gear Teeth 20
The No. of Ring Gear Teeth 66
The No. of Sun Gear Teeth 26
Rear Planetary
y Gear The No. of Pinion Gear Teeth 20
The No. of Ring Gear Teeth 66
CH-54 CHASSIS — A960E AUTOMATIC TRANSMISSION

ATF WS
 The ATF WS is used to reduce the resistance of the ATF and improve fuel economy by reducing its
viscosity in the practical operating temperature range. At higher-fluid temperatures, the viscosity is the
same as that of ATF Type T-IV, to ensure the durability of the automatic transmission.
 There is no interchangeability between the ATF WS and other types of ATF (ATF Type T-IV, D-II.)

: ATF Type T-IV

Viscosity : ATF WS
Reduced Viscosity

High

High Temperature
259LSK03

Service Tip
If a vehicle with a transmission that requires ATF WS is replenished with another type of ATF, the
transmission might not engage at extremely low temperatures. However, the transmission might engage
after it has been warmed up for a few minutes.
 CHASSIS — A960E AUTOMATIC TRANSMISSION CH-55

TORQUE CONVERTER
A compact, lightweight and high-capacity torque converter is used. The torque converter supports flex
lock-up clutch control, thus improving fuel economy.

Turbine Runner

Specification 
Lock-up Pump
Type 3-Element, 1-Step, 2-Phase Clutch Impeller
Stall Torque Ratio 1.95 Stator
One-way
Clutch

0140CH27Z

OIL PUMP
The oil pump is operated by the torque converter. It lubricates the planetary gear units and supplies operating
fluid pressure for hydraulic control.
The material of the pump cover is aluminum to reduce weight.

Pump Cover

Driven Gear
Pump Body
Drive Gear

Stator Shaft

232CH89
CH-56 CHASSIS — A960E AUTOMATIC TRANSMISSION

OIL STRAINER
A felt type oil strainer (in a plastic case) is used because it weighs less, offers excellent debris capturing
ability, and is more reliable. This oil strainer is maintenance-free.

Valve Body

Plastic Case Felt Strainer Oil Pan

0140CH138Y

ATF FILLING PROCEDURES

The ATF filling procedure is changed in order to improve the accuracy of the ATF level when the transmission
is being repaired or replaced. As a result, the oil filler tube and the oil level gauge used for a conventional
automatic transmission are discontinued, eliminating the need to inspect the fluid level as a part of routine
maintenance.
 This filling procedure uses a refill plug, overflow plug, ATF temperature sensor, and shift indicator light
“D”.

Refill Plug

Proper Level

Overflow Plug
0140CH21Z
 CHASSIS — A960E AUTOMATIC TRANSMISSION CH-57

Sevice Tip
ATF Filling procedure using SST (09843-18040)

When a large amount of ATF needs to be filled (i. e. after removal and installation of oil pan or torque
converter), perform the procedure from step 1.
When a small amount of ATF is required (i. e. removal and installation of oil cooler tube, repair of a minor
oil leak), perform the procedure from step 7.

1) Raise the vehicle while keeping it level.

2) Remove the refill plug and overflow plug.
3) Fill the transmission with WS type ATF from the refill plug hole until it overflows from the overflow
plug hole.
 The fluid used to fill the transmission should be ATF WS.
4) Install the overflow plug.
5) Add the specified amount of ATF (specified amount is determined by the procedure that was
performed) and install the refill plug.

Example:
Procedure Liters (US qts, Imp.qts)
Removal and installation of transmission oil pan (including oil
1.0 (1.06, 0.88)
drainage)
Removal and installation of transmission valve body 2.2 (2.33, 1.94)
Replacement of torque converter 3.7 (3.91, 3.26)

6) Lower the vehicle. CG

7) Use the SST (09843-18040) to short the TC,
OPB, and CG terminals of the DLC3 connector:
8) Start the engine and allow it to idle.
 A/C switch must be turned off.
9) Move the shift lever from the P position to the S
mode position and slowly select each gear S1 -
OPB TC 259LSK78
S6. Then move the shift lever back to the P
DLC3
position.
10) Move the shift lever to the D position, and quickly move then back and forth between N and D (at least
once every 1.5 seconds) for at least six seconds. This will activate the oil temperature detection mode.
Standard: The shift position indicator light “D” will remain illuminated for 2 seconds and then
go off.

11) Return the shift lever to the P position and disconnect the TC terminal.
 Do not disconnect the SST from terminals OPB and CG of DLC3 until the procedure is finished.
12) Idle the engine to raise the transmission fluid temperature.
13) Immediately after the shift position indicator light “D” light turns on, lift the vehicle up.
 The shift position indicator light “D” will indicate the ATF temperature according to the following
table. (Insert table here)
Less than More than
ATF Temp. Optimized Temp.
Optimized Temp. Optimized Temp.
Shift Position
Turn OFF Turn ON Blinking
Indicator Light “D”
(Continued)
CH-58 CHASSIS — A960E AUTOMATIC TRANSMISSION

14) Remove the overflow plug and adjust oil quantity.

 If the ATF overflows, go to step 17, and if the ATF does not overflow, go to step 15.
15) Remove the refill plug.
16) Add ATF to the refill plug hole until it flows out from the overflow plug hole.
17) When the ATF flow slows to a trickle, install the overflow plug and a new gasket.
18) Install the refill plug (if the refill plug was removed).
19) Lower the vehicle down.
20) Turn the ignition switch OFF to stop the engine.

For details about ATF Filling procedures, see the 2006 LEXUS IS350/250 Repair Manual (Pub. No.
RM0140U).

ATF WARMER

General

An ATF warmer is used for the purpose of warming up the ATF quickly and to keep the ATF temperature
higher (within limits). As a result, fuel economy has been improved.

Layout of Component 

From Engine To Engine

ATF Warmer

281CH13

Operation

1) During warm-up

The engine coolant flows directly from the engine to the ATF warmer in order to warm up the ATF quickly
even before the engine thermostat opens. Consequently, the friction losses of the automatic transmission
are quickly reduced, thus improving fuel economy.
2) After warm-up

The engine coolant that flows through the ATF warmer will help to limit the ATF temperature increase.
 CHASSIS — A960E AUTOMATIC TRANSMISSION CH-59

PLANETARY GEAR UNIT

1. Construction
The planetary gear unit consists of three planetary gear units, four clutches, four brakes, and four one-way
clutches.
 A centrifugal fluid pressure canceling mechanism is used in the C1, C2, C3, and C4 clutches that are applied
when shifting 2nd
3rd, 3rd
4th, 4th
5th, and 5th
6th. For details, refer to page CH-66.

No.1 Clutch (C1) Front Planetary Gear

No.3 Clutch (C3) No.1 Brake (B1)
No.3 Brake (B3)
No.2 Clutch (C2) No.2 Brake (B2)

No.4 Brake (B4)

Output Shaft
No.4 Clutch (C4)
Input Shaft No.4 One-Way No.1 One-Way Center Planetary Rear Planetary Gear
Clutch (F4) Clutch (F1) Gear
No.2 One-Way No.3 One-Way
Clutch (F2) Intermediate Shaft Clutch (F3)

0140CH22Z

B3

F2 F1 B1 B2 F3 B4
C3 Front Planetary
Gear
C2

C1 F4

C4

Input Shaft Sun Gear Output Shaft

Rear Planetary Gear
Intermediate Shaft
Center Planetary Gear
259LSK08
CH-60 CHASSIS — A960E AUTOMATIC TRANSMISSION

2. Function of Component
Component Function
C1 No.1 Clutch Connects the input shaft, F4 and intermediate shaft.
C2 No.2 Clutch Connects the input shaft and center planetary carrier.
C3 No.3 Clutch Connects the input shaft and sun gear.
C4 No.4 Clutch Connects the input shaft and intermediate shaft.
Prevents the front planetary carrier from turning either clockwise or
B1 No.1 Brake
counterclockwise.
Prevents the front and the center ring gear from turning either clockwise or
B2 No.2 Brake
counterclockwise.
B3 No.3 Brake Prevents outer race of F2 from turning both clockwise and counterclockwise.
Prevents center planetary carrier and the rear ring gear from turning either
B4 No.4 Brake
clockwise or counterclockwise.
F1 No.1 One-Way Clutch Prevents the front planetary carrier from turning counterclockwise.
When B3 is operating, the one way clutch prevents the front sun gear from
F2 No.2 One-Way Clutch
turning counterclockwise.
Prevents the center planetary carrier and the rear ring gear from turning
F3 No.3 One-Way Clutch
counterclockwise.
F4 No.4 One-Way Clutch Prevents the intermediate shaft from turning counterclockwise.
These gears change the route through which driving force is transmitted, in
Planetary Gears accordance with the operation of each clutch and brake, in order to increase or
reduce the output shaft speed.
 CHASSIS — A960E AUTOMATIC TRANSMISSION CH-61

3. Transmission Power Flow

One-way
Solenoid Valve Clutch Brake
Shift Lever Clutch
Position
S1 S2 S3 S4 SR SL1 SL2 SLU C1 C2 C3 C4 B1 B2 B3 B4 F1 F2 F3 F4

P ON ON ON ON

R* ON ON ON ON    

N ON ON ON ON

1st ON ON ON ON    

2nd ON ON ON ON ON ON      

3rd ON ON ON ON ON      
D,
S6 4th* ON ON ON ON      

5th* ON ON ON ON     

6th* ON ON ON ON ON     

1st ON ON ON ON    

2nd ON ON ON ON ON ON      

S5 3rd ON ON ON ON ON      

4th* ON ON ON ON      

5th* ON ON ON ON     

1st ON ON ON ON    

2nd ON ON ON ON ON ON      
S4
3rd ON ON ON ON ON      

4th* ON ON ON ON      

1st ON ON ON ON    

S3 2nd ON ON ON ON ON      

3rd* ON ON ON    ()   

1st ON ON ON ON    
S2
2nd* ON ON ON ON ON   ()    

S1 1st* ON ON ON   ()  

: Operation : Operate but is not related to power transmission

(): Operation during engine braking *: with Engine Brake
CH-62 CHASSIS — A960E AUTOMATIC TRANSMISSION

1st Gear (D Position or S Mode)

B3

F2 F1 B1 B2 F3 B4
C3
Rear Planetary Gear
C2

C1 F4

C4

Sun Gear
Input Shaft Output Shaft
Front Planetary Gear Intermediate Shaft
: Operation
Center Planetary Gear
: Operation during engine braking
040SC03C

C1 C2 C3 C4 B1 B2 B3 B4 F1 F2 F3 F4
  ()  
: Operation (): Operation during engine braking (only in the S mode [1st])

2nd Gear (D Position or S Mode)

B3

F2 F1 B1 B2 F3 B4
C3
Rear Planetary Gear
C2

C1 F4

C4

Sun Gear
Input Shaft Output Shaft
Front Planetary Gear Intermediate Shaft
: Operation
Center Planetary Gear
: Operation during engine braking
040SC04C

C1 C2 C3 C4 B1 B2 B3 B4 F1 F2 F3 F4
  ()    
: Operation (): Operation during engine braking (only in the S mode [2nd])
 CHASSIS — A960E AUTOMATIC TRANSMISSION CH-63

3rd Gear (D Position or S Mode)

B3

F2 F1 B1 B2 F3 B4
C3
Rear Planetary Gear
C2

C1 F4

C4

Sun Gear
Input Shaft Output Shaft
Front Planetary Gear Intermediate Shaft
: Operation
Center Planetary Gear
: Operation during engine braking
: Operation but is not related to power transmission.
040SC05C

C1 C2 C3 C4 B1 B2 B3 B4 F1 F2 F3 F4
   () ∆  

: Operation (): Operation during engine braking (only in the S mode [3rd])
∆: Operation but is not related to power transmission

4th Gear (D Position or S Mode)

B3

F2 F1 B1 B2 F3 B4
C3
Rear Planetary Gear
C2

C1 F4

C4

Sun Gear
Input Shaft Output Shaft
Front Planetary Gear Intermediate Shaft
: Operation
Center Planetary Gear
: Operation but is not related to power transmission.

040SC06C

C1 C2 C3 C4 B1 B2 B3 B4 F1 F2 F3 F4
  ∆  ∆ 
: Operation ∆: Operation but is not related to power transmission
CH-64 CHASSIS — A960E AUTOMATIC TRANSMISSION

5th Gear (D Position or S Mode)

B3

F2 F1 B1 B2 F3 B4
C3
Rear Planetary Gear
C2

C1 F4

C4

Sun Gear
Input Shaft Output Shaft
Front Planetary Gear Intermediate Shaft
: Operation
Center Planetary Gear
: Operation but is not related to power transmission.
040SC07C

C1 C2 C3 C4 B1 B2 B3 B4 F1 F2 F3 F4
∆    ∆
: Operation ∆: Operation but is not related to power transmission

6th Gear (D Position or S Mode)

B3

F2 F1 B1 B2 F3 B4
C3
Rear Planetary Gear
C2

C1 F4

C4

Sun Gear
Input Shaft Output Shaft
Front Planetary Gear Intermediate Shaft
: Operation
Center Planetary Gear
: Operation but is not related to power transmission.
040SC08C

C1 C2 C3 C4 B1 B2 B3 B4 F1 F2 F3 F4
∆  ∆  ∆
: Operation ∆: Operation but is not related to power transmission
 CHASSIS — A960E AUTOMATIC TRANSMISSION CH-65

Reverse (R Position)

B3

F2 F1 B1 B2 F3 B4
C3
Rear Planetary Gear
C2

C1 F4

C4

Sun Gear
Input Shaft Output Shaft
Front Planetary Gear Intermediate Shaft
: Operation
Center Planetary Gear
: Operation during engine braking
040SC09C

C1 C2 C3 C4 B1 B2 B3 B4 F1 F2 F3 F4
 ()  
: Operation (): Operation during engine braking
CH-66 CHASSIS — A960E AUTOMATIC TRANSMISSION

4. Centrifugal Fluid Pressure Canceling Mechanism

For the following reason, the centrifugal fluid pressure canceling mechanism is used on C1, C2, C3, and C4
clutch.
 Clutch shifting operation is affected not only by the valve body controlling fluid pressure but also by
centrifugal fluid pressure that is present due to fluid in the clutch piston oil pressure chamber. The
centrifugal fluid pressure canceling mechanism has chamber B to reduce this affect applied to the chamber
A. As a result, smooth shifting with excellent response has been achieved.

Piston C4 Clutch C1 Clutch

Chamber B

Chamber A (for C4)

Chamber A (for C1)

0140CH23Z

Centrifugal Fluid Pressure Clutch

Applied to the Chamber A
Target Fluid Pressure
Piston

Centrifugal Fluid Pressure

Chamber A Applied to Chamber B
(Piston Fluid)
Chamber B
(Lubrication Fluid)

Fluid Pressure
Applied to Piston Shaft Side
157CH17

Fluid pressure Centrifugal fluid pressure Target fluid pressure

— =
applied to piston applied to chamber B (original clutch pressure)
 CHASSIS — A960E AUTOMATIC TRANSMISSION CH-67

VALVE BODY UNIT

1. General
The valve body consists of the upper (No.1 and No.2) and lower (No.1 and No.2) valve bodies and 9 solenoid
valves.
Solenoid Valve S2 No.2 Upper Valve Body
Solenoid Valve S4 Solenoid Valve S3
Solenoid Valve S1 No.1 Upper Valve Body
Solenoid Valve SR
Solenoid Valve SL1

Solenoid Valve
Solenoid Valve SLT SLU

Solenoid Valve SL2

No.1 Lower Valve Body
No.2 Lower Valve Body

259LSK76

No.1 Upper Valve Body 

Clutch Control Valve
2 - 3 Shift Valve
C1 Accumulator Clutch Apply (Also works as a 5-6 Shift Valve)
Relay Valve Reverse 3 - 4 Shift Valve
Sequence Valve
B2 Accumulator

B2 Accumulator
Secondary Regulator Valve B4 Outer Check Valve
Lock-up Relay Valve 1 - 2 Shift Valve
C3 Check Valve
Lock-up Control Valve 259LSK74
CH-68 CHASSIS — A960E AUTOMATIC TRANSMISSION

No.2 Upper Valve Body 

C3 Apply Relay Valve

259LSK72

No.1 Lower Valve Body 

SLT Damper

4 - 5 Shift Valve
Primary Regulator Valve
259LSK73
 CHASSIS — A960E AUTOMATIC TRANSMISSION CH-69

No.2 Lower Valve Body 

Accumulator Control Valve

B1 Apply Relay Valve

Solenoid Modulator Valve

Brake Control Valve

SL1 Relay Valve

259LSK75
CH-70 CHASSIS — A960E AUTOMATIC TRANSMISSION

2. Solenoid Valve

Solenoid Valve S1, S2, S3, S4 and SR

1) General

These solenoid valves are 3-way solenoid valves. A filter is provided at the tip of the solenoid valve to
further improve operational reliability.

Solenoid Valve S1, S2, S3 and SR 

Control Pressure Control Pressure

Filter

Line Line
Pressure Pressure

Drain
OFF Condition ON Condition
040SC10C

Solenoid Valve S4 

Control Pressure Control Pressure

Filter

Line Line
Pressure Pressure

Drain

OFF Condition ON Condition

040SC11C

2) Function of Solenoid Valve S1, S2, S3, S4 and SR

Solenoid Valve Type Function

• Switches the 1-2 shift valve.
S1 3-way
• Switches the SL1 relay valve.
• Switches the 2 - 3 shift valve.
S2 3-way
• Switches the 5 - 6 shift valve.
S3 3-way Switches the 3 - 4 shift valve.
• Switches the 4 - 5 shift valve.
S4 3-way • Switches the SL1 relay valve.
• Switches the reverse sequence valve.
• Switches the clutch apply relay valve.
SR 3-way
• Switches the B1 relay valve.
 CHASSIS — A960E AUTOMATIC TRANSMISSION CH-71

Solenoid Valve SL1, SL2, SLT and SLU

1) General

In order to provide a hydraulic pressure that is in proportion to current that flows to the solenoid coil, the
solenoid valve SL1, SL2, SLT, and SLU linearly controls the line pressure and clutch and brake
engagement pressure based on the signals received from the Engine CPU.

Spool Valve Solenoid Coil

Sleeve
Hydraulic
Pressure
Solenoid Valve SL1, SL2
Solenoid Coil
Spool Valve

Current

Sleeve Solenoid Valve SL1, SL2 and SLT

Solenoid Valve SLT

Solenoid Coil

Spool Valve
Hydraulic
Pressure

Sleeve

Solenoid Valve SLU Current

Solenoid Valve SLU

259LSK16

2) Function of Solenoid Valve SL1, SL2, SLT and SLU

Solenoid Valve Function

• Clutch pressure control
SL1
• Accumulator back pressure control
SL2 Brake pressure control
• Line pressure control
SLT
• Accumulator back pressure control
SLU • Lock-up clutch pressure control