Transaxle

1. Introduction
2. Manual Transaxle
3. Automatic Transaxle

Copyright by Hyundai Motor Company. All rights reserved.

TRANSAXLE

To know the features of manual transaxle for PA

Objective Understand the function of A4CF0 A/T.
To be able to do a proper maintenance on this system

The automatic transaxle for PA car is a new alpha automatic transaxle, A4CF0 which is
applied for the first time in HMC for small size light vehicle. The manual transaxle,
M5EF2 has been advanced and modified to meet the requirement of smooth shift feeling
and higher performance. In this training manual, the overall system features, electronic
control system for A4CF0 will be focused. For more detail information or specifications,
please refer to the relevant workshop manual and electrical troubleshooting manual.

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1. Introduction
1.1 T/M Variation
Engine T/M Area

Model Volume [PS/kg.m] M/T A/T India Europe General

[cc]
ε-1.1 1,086 64/9.9 ● ● ●
(G4HG) (’07.10) (’07.12) (’07.12)
M5EF2 A4CF0 - ● ●
κ-1.2 1,248 77/11.8
(G4LA) (‘08.9) (‘08.10)

1,197 77/11.2 ● - -
(‘08.9)

U-1.1 1,120 75/15.5 M5CF1 - - ● -

(U3FA) (‘07.12)

PA has newly developed A4CF0 automatic transmission. It is the modified model came from the
existing ‘New Alpha A/T’ series, A4CF1 and 2. Its mechanical structure is nearly same with A4CF1 or
2 except some mechanical layout and dimension. In this training material, it will cover main features
which are compared to the existing A4CFx and HIVEC.
A4CF0 will substitute the FRA applied in MXI and it is the first unique model produced only for light
size vehicle by HMC. However the main reason to develop new small A/T is to cope with the higher
torque of Kappa engine. The existing FRA model in MXI cannot endure the torque.
Also PB (the next new model of TB, Getz) also will have this same automatic transaxle model.
For the manual transaxle of gasoline engine, the M5EF2 model is applied. It was modified from the
existing M5EF1 for MXI and the durability and shifting quality have been enhanced. It will be
explained again for these things later.
U-1.1L, is only for European market, has no A/T but the existing new alpha manual transaxle, M5CF2
model is applied. Refer to the final gear ratio for each variation as follows.

ε-1.1 κ-1.2 U-1.1

India GEN. EU India GEN. EU EU

ENGINE type G4HG G4LA U3FA

M5EF2 4.600 4.235 -

M5CF1 - 3.650

A4CF0 4.587 4.336 -

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2. Manual Transaxle
2.1 M/T Main Features
Items PA MXI PA

Model

Engine ε- 1.1 /κ-1.2 ε- 1.0 / 1.1 U - 1.1

M/T code M5EF2 M5EF1 M5CF1

Torque (kgf-m) 12.5 10.0 15.5

Shaft distance 172 165 189

Length (mm) 347 352.2 378

Weight (kg, dry) 30 24.3 41.6

M5EF2 has more large size and weighs more than previous M5EF1. The shift control module
assembly was applied so that the shifting feeling is enhanced and the shifting effort is reduced.
The M5CF1 for diesel U-1.1L engine is same model applied in MC and HD. For reverse selection,
the shifting knob on the TGS lever must be lifted up as same as in MC or HD.
Following is the gear ratio for the reference. Not dual mass flywheel but single one is applied for both
gasoline and diesel.

Items MAMUAL
M5EF2 M5CF1
ε-1.1 U 1.1
ST
GEAR 1 3.545 3.615
RATIO 2ND 1.894 1.950
RD
3 1.192 1.286
4TH 0.853 0.943
TH
5 0.719 0.733
REV. 3.636 3.583
CLUTCH TYPE SMF SMF
T/M oil quantity (ℓ) 1.9 1.9

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2.2 M/T Comparison

Items PA MXI PA

Structure

Case 2 pcs. (C/HSG+T/CASE) 3 pcs. 2 pcs. (C/HSG+T/CASE)

Shift CABLE type ROD type CABLE type

Synchro. 1st: Single cone carbon ring, All: Single cone 1st ~ 3rd: Double cone,
2nd: Double cone, 4th ~ 5th : Single cone,
3rd ~ 5th : Single cone R : Anti-Vibration mech.
Clutch Manual Manual Hydraulic

Oil Low viscosity & permanent Permanent Low viscosity & permanent

- As same in the current manual transaxles, M5EF2 and M5CF1 have two pieces of case.
- The rod linkage was applied in previous MXI but PA will have cable connection from the TGS
lever to the shift and control lever on manual transaxle. The cable type connection has lower NVH
and shifting feeling than rod type.
- M5EF2: 1st gear side has single carbon synchronizer ring. (Refer to the next slide for the picture)
2nd gear side has double cone synchronizer. (Refer to the next slide for the picture)
3rd, 4th and 5th gear side have single synchronizer.
- M5CF1: 1st, 2nd and 3rd gear side have double cone synchronizer.
4th and 5th gear side have single cone synchronizer.
- The clutch is manually released and engaged in M5EF2 with ε-1.1L so that there is no hydraulic
cylinder and oil reservoir. However, the M5CF1 will have the hydraulic system. Also PB with
gasoline will have the hydraulic even it has M5EF2 (because the vehicle level is higher than PA)
 Refer to the next slide for the picture

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2.3 M5EF2 Main Features

- It is possible to remove the input, output shaft, differential and three shift rail assembly at one
time without any usage of SST or hydraulic press.
- Interference fitting for 3rd, 4th and 5th gear on the output shaft?
Only M5CF1 model will apply that method. Not applied in M5EF2, that is it is possible to remove
and install all gears one by one using the general hydraulic press without usage of heater gun.
- As shown in the picture for the clutch system for M5EF2, the clutch release bearing is manually
(mechanically) released and engaged.
If the clutch pedal free play is not within the standard value range, turn and adjust the nut.
Clutch cable free play (C): 3~4mm (0.12~0.16in)

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3. Automatic Transaxle
3.1 A4CF0 Internal Structure

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)

New alpha A/T has the extended variation, 5 speed (A5CF2) for theta – II engine and A4CF1, 2 for HD,
FD and PB.

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3.2 A4CF0 Main Features

Due to the fact that the A4CF0 has lower torque capacity than A4CF1&2, the usage of the disc in each
clutch and brake was reduced as follows.

A4CF0 A4CF1 A4CF2 Remarks

U/D 3 ← ←

O/D 2 3 4

REV 2 3 ←

2nd 2 3 4

LR 3 4 6

As shown in the picture, the reaction plate was separated with two parts for 2nd brake and LR brake
respectively. (A4CF1&2, HIVEC has a common reaction plate for both 2nd brake and LR brake)
The main reason to have independent reaction plate is to minimize the affection to the brake by the
operation of the other brake. (The number of disc is lower so that possible to make two parts because
of increased inner space)

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For the lower noise from the differential and input shaft, the bearing type was changed from taper to
ball. Even the number of disc is same between A4CF0 and A4CF1,2, the size and capacity for U/D
clutch was reduced. And also the size and dimension were reduced, for example O/D planetary
carrier, Output planetary carrier, input shaft and output shaft so that the overall length was reduced
from 379mm to 357mm.

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3.3 Specification

Items A4CF0 A4CF1 A4CF2 A4AF3 (MC)

Engine -1.1, -1.2 -1.6 -II 2.0 U 1.6 Alpha II

Torque (kg m) 12.5 15.5 24 14.6

Number of OWC 1 ← ← ← ←

Number of Clutch 3 ← ← ← ←

Number of Brake 2 ← ← ← ←

Centrifugal Balance 3 1
Chamber (UD, OD, Reverse Clutch) (Frt. Clutch)

Accumulator 4(UD, OD, 2nd, LR) 1

Solenoid valves 6 6
(PWM-5, VFS-1) (On, Off-3, PWM-
3)
Gear Shift Position 6 with 7 Modes (P, R, N, D, 3, 2, 1) 6 with
O/D switch O/D switch

For the maximum torque capacity, A4CF0 has lowest capacity respectively than A4CF1.
Following is the internal gear ratio for A4CF0 and the ATF is the same as the standard Hyundai ATM
lubricant (SP-III) and the quantity is 6.1L
Items AUTOMATIC
A4CF0
Ε - 1.1
GEAR 1ST 2.919
ND
RATIO 2 1.551
RD
3 1
TH
4 0.713
REV. 2.480

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3.4 Shift lever and Cluster

For the cluster, the CAN interface does not be applied in the system.
And the current shift range such as P, R, N, D, 2, L will not be displayed in the cluster. There is no
particular reason for that, but the main reason is just to reduce the cost. The meaning of momentary
type OD OFF switch is that; If the ignition key is off after pressing OD OFF switch, it remains OD OFF
condition when the ignition key is on in next driving cycle. This is the conventional ‘Push type’ OD OFF
switch. Oppositely, it does not remains OD OFF condition but it resets to default (‘OD OFF’ cancel)
condition as soon as the ignition key is off. This is called ‘Momentary type’ OD OFF switch so that the
driver does not need to release the OD OFF status in next driving cycle.
In fact, this type already was being applied from MC even in the advanced alpha A/T (A4AF3).

Note:
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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3.5 Valve body

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.
Not only the transaxle case but also the valve body of
A4CF0 is different from the one for A4CF1,2. As shown
in the picture below, one valve mounting bolt (position
‘B’ bolt in the slide) is missing in case of A4CF0. In
that position, the different lubricating route and oil
passage were designed. Therefore it is not possible to
interchange the valve body assembly between A4CF0
and A4CF1,2.

Note:
However, all solenoid valves can be interchanged for A4CF0 and A4CF1,2.

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3.6 Solenoid Valve

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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3.7 Solenoid Valve Current Control

All solenoid valves are normally high (open) type. Therefore the electrical current is high when the
hydraulic pressure is low (normal condition).

Memo

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3.8 Accumulator

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

Memo

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3.9 Hydraulic Pressure Checking Port

Each pressure can be measured through pressure checking port. Some measuring port positions are
not easy to install pressure gauge because of the main member just below this. For more detail pressure
spec, please refer to the relevant workshop manual.

Memo

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3.10 Pressure Circuit (P/N)

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3.11 VFS (Variable Force Solenoid)

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. Control way is similar to CM Delphi system. Even it has
short to ground condition, only VFS doesn’t’t work. It means this condition doesn’t’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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3.12 Vehicle Speed Sensor

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.
In case of Non-OBD: PG-B  PCM  Cluster/MDPS/BCM
In case of OBD: ABS (ESP)  PCM  Cluster/MDPS/BCM
In case of CBS: FR wheel speed sensor  PCM  Cluster/MDPS/BCM

Be sure that the conventional vehicle speed sensor can be found in the manual transaxle for both
gasoline (M5EF2) and diesel (M5CF1) as show in the picture below.

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3.13 FPC (Flexible Printed Circuit) Harness

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

Memo

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3.14 Operation Table

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

Range Operation PCSV-A PCSV-B PCSV-C PCSV-D ON/OFF

(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-4 OD, 2ND OFF OFF ON ON OFF

R LR, RVS OFF OFF ON OFF ON

(L) 1st UD, LR OFF ON OFF OFF ON

* Vehicle stop  Wheel rotates

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 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.

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

Range Operation PCSV-A PCSV-B PCSV-C PCSV-D ON/OFF

(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-4 OD, 2ND OFF OFF ON ON OFF

R LR, RVS OFF OFF ON OFF ON

(L) 1st UD, LR OFF ON OFF OFF ON

* Vehicle stop  Wheel rotates

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.

Note: 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), PCM engages 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 happens).

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3.15 Input and Output

The stop lamp switch signal inputs to PCM directly and the CAN interface is used for real time
communication with other control module (ABS or ESP).

Note: MDPS control module does not use CAN communication with PCM or ABS (ESP).
PCM (KEFICO) is installed in the passenger side A pillar (behind of glove box).

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3.16 Input (PG-A) and Output Speed Sensor (PG-B)

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 was removed in A4CFx.

PG-A & PG-B: Hall IC type

The sensor can be checked by its current data or output signal.

Note:
For better layout in the engine room, the location of PG-B for A4CF0 was changed comparing with the
one for A4CF1, 2. (Be sure that only the location was changed, the sensor itself is exactly same as one
for A4CF1, 2)

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3.17 PG-A & PG-B Failure

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 is O.K.

Memo

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3.18 OTS (Oil Temperature Sensor)

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

3.19 Solenoid Valve Circuit

As shown in the slide, the positive (+)

pole of solenoid valves is controlled by
PCM and VFS has an independent line for
controlling. Therefore, the gear does not
be fixed by 3rd gear even if the VFS has a
problem.

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3.20 Solenoid valve control

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

Memo

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3.21 Solenoid Valve Fail (3rd Gear Fixed)

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 is O.K but solenoid failure doesn’t allow any
shifting except P & N or R.

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3.22 Resetting Auto T/A Values

Recent Transmission 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.

Memo

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3.23 CAN Communication

The external CAN is used for PCM (Diesel ECM), ABS (ESP).
The resistance terminal can be found on the passenger compartment junction box as shown in the
slide. Be sure that the MDPS control module does not use CAN interface.
Check the symptom in the vehicle when the CAN terminal open or shorted to ground.

Memo

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