SHOP TALK

Those Darn KMs:

SPEAKER

Hyundai Takes
a U-Turn; The Trilogy

by Dennis Madden

n the first two articles of this series we looked at the

identification and operation in terms of solenoid firing
order and function of the A4AF3 and A4BF2. We also
examined some of the differences in the electrical system
compared to other KM series transaxles, including the 1993
through 1999 A4AF1 and 2, and the A4BF1, which were the
predecessors of these units.
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8DennisHyndai.indd 8

By now you should understand that pressure control

solenoid B controls the apply rate of the rear clutch, and that
shift solenoid C controls the end clutch apply and reduces line
pressure in 4th gear. Throughout these articles the focus has
been to add these changes to what you already know about
the KM transaxles, to provide you with a complete picture of
what makes them work.
GEARS October 2006

9/18/06 9:25:27 AM

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For example, all KM series transaxles operate under

the premise that if line pressure is at maximum all the time,
it doesnt need to raise line pressure when you increase
the throttle. All KM series transaxles regulate pressure to
the servo and front clutch for shift feel, while still leaving
mainline pressure at maximum. This basic philosophy is
unchanged on this version; the only difference is how its
accomplished.
Having said this, theres one thing that would really
help you understand how this unit functions: oil schematics!
Humph. So when was the last (or first) time you saw usable
oil schematics for this unit? I already know the answer to that
question: Never. Thats because they dont exist. Or if they
do, someones doing a really good job of hiding them.
So we decided to create our own. The following pages
contain 17 schematics that show every individual gear range,
and even some of the phases between shifts. They also contain some failure schematics; that is, what happens if shift
solenoid C fails open or closed. As you go through each
schematic, look for the systems and components that work
the same as earlier KM units and use this new information to
complete your understanding of this system.
GEARS October 2006

8DennisHyndai.indd 9

Park/Neutral
The only difference between Park and Neutral is the
position of the Manual Valve. Even though the Manual Valve
has a different position for these ranges, the feed passages
are exactly the same. In addition, unlike other KM-series
transaxles, the A4AF3 and A4BF2 feed the torque converter
in Park.
This is a huge benefit, because many pump bushings fail
during initial fill after a rebuild, because the technician tried
to fill the transaxle in Park, in which almost no oil reaches the
Torque Converter. Shift Solenoid C (SSC) is on in Park and
Neutral but has no effect.

Id like to offer a special thanks to Steve Bodofsky for his

hard work in drawing these schematics. Over the past
eight months hes taken my doodles, cut outs and
renditions of valves and passages and turned them
into a work of art.

9/18/06 10:12:25 AM

Hyundai Takes a U-Turn: The Trilogy

Reverse
As with all other KM-series transaxles, Pressure Control Solenoid A and the N-R Control Valve control the rate of apply of
the Low/Reverse Brake. In addition, the computer can energize Pressure Control Solenoid A 100% to inhibit Reverse, in case
you move the shifter to Reverse while the car is moving forward too fast.
At the same time, balance pressure moves to the middle passage on the balance end of the Pressure Regulator Valve, increasing line pressure.

Drive; 1st Gear (page 11)

Shift Solenoids A and B are energized, moving the Shift Control Valve to the 1st Gear position. Pressure Control Solenoid
B is cycled by the computer, controlling the apply rate of the Rear Clutch via Pressure Control Valve B. Once the Rear Clutch
is fully applied, Pressure Control Solenoid B remains off until the Rear Clutch releases and then reapplies. The sole purpose of
Pressure Control Solenoid B is to control the apply rate of the Rear Clutch.
Pressure Control Solenoid A is on, which keeps the Low/reverse Brake off. Shift Solenoid C is off.

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GEARS October 2006

9/18/06 10:14:03 AM

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GEARS October 2006

8DennisHyndai.indd 11

11

9/18/06 9:27:00 AM

Hyundai Takes a U-Turn: The Trilogy

Manual Low

Shift Solenoids A and B are energized, moving the Shift Control Valve to the 1st Gear position. Like other KM-series transaxles, moving the Manual Valve to Manual Low doesnt cause the transaxle to stay in Manual Low and offer engine braking.
In Drive, 1st Gear, Pressure Control Solenoid A is energized to keep the Low/Reverse Clutch off. By cycling the solenoid
down to around 50%, the Low/Reverse Clutch applies. The computer can cause the transaxle to remain in Manual Low regardless of which forward range the Manual Valve is in. In addition, balance pressure on the Pressure Regulator Valve moves to the
end of the valve, resulting in lower line pressure. Shift Solenoid C is off.

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9/18/06 9:27:30 AM

Drive; 2nd Gear

Shift Solenoid A is turned off, causing the Shift Control Valve to move to the 2nd Gear position, which moves the 1-2 Shift
Valve to the 2nd Gear position.
Shift Solenoid C is off, holding the Shift Control Shift valve against its spring. This opens the regulated passage from the
1-2 Shift Valve. This regulated oil comes from Pressure Control Valve A, controlled by Pressure Control Solenoid A. Once the
shift is completed, Pressure Control Solenoid A is turned off, providing full line pressure to the Kickdown Servo.

GEARS October 2006

8DennisHyndai.indd 13

13

9/18/06 10:15:28 AM

Hyundai Takes a U-Turn: The Trilogy

Drive; 3rd Gear, Phase 1

All KM-series transaxles shift from 2nd to 3rd in two phases. But the A4AF3 and A4BF2 have a solenoid (SSC) to control
the second phase. Shift Solenoid B is turned off, causing the Shift Control Valve to move to the 3rd Gear position. This strokes
the 2-3/4-3 Shift Valve, delivering regulated pressure from Pressure Control Valve A to the Front Clutch and release side of the
Kickdown Servo.
Oil from the Shift Control Valve is also delivered to the End Clutch Valve; but the valve isnt in position to allow oil to
apply the End Clutch yet.

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GEARS October 2006

9/18/06 9:28:19 AM

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Hyundai Takes a U-Turn: The Trilogy

Drive; 3rd Gear, Phase 2

After the shift to 3rd is complete, the computer energizes Shift Solenoid C, stroking the Control Switch Valve. This delivers
regulated oil from the 1-2 Shift Valve (and ultimately from Pressure Control Valve A) to the End Clutch. End Clutch pressure
also strokes the End Clutch Valve, latching it into the apply position.
Now Shift Solenoid C no longer has control over the End Clutch. In addition, Pressure Control Solenoid A is turned off,
raising pressure to the Front Clutch and Kickdown Servo apply and release to maximum.
Because the shift sequences so far have been correct, the Failsafe Valve has no effect on transmission operation. Well look
at its function later.

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GEARS October 2006

9/18/06 9:28:53 AM

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Hyundai Takes a U-Turn: The Trilogy

Drive; 3-4 Shift Prep

Shift Solenoid A is turned off, moving the Shift Control Valve to the 4th Gear position. This sends oil to the Rear Clutch
Exhaust Valve and the spring side of the 2-3/4-3 Shift Valve.
Because pressure to these valves is metered by an orifice in the separator plate, and the Rear Clutch Exhaust Valve is
much easier to stroke than the 2-3/4-3 Shift Valve (based on the valve sizes and spring rates). The Rear Clutch Exhaust Valve
strokes first, dumping the Rear Clutch. At this point, the transaxle is still in 3rd Gear because the Front and End Clutches are
still applied.
All KM-series transaxles have this prep feature, and operate in this fashion.

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GEARS October 2006

9/18/06 10:17:36 AM

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Hyundai Takes a U-Turn: The Trilogy

Drive; 4th Gear, High Pressure

Pressure is still rising behind the 2-3/4-3 Shift Valve. It eventually strokes, draining the Front Clutch and Kickdown Servo
release circuit. Existing apply pressure on the Kickdown Servo (from the shift to 2nd) applies the servo, resulting in a shift to
4th. Pressure here is shown as high, but its really the same pressure as in 1st through 3rd.

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GEARS October 2006

9/18/06 9:30:10 AM

Drive; 4th Gear, Low Pressure

In 4th Gear, Shift Solenoid C serves another function: it has the ability to switch between a high (normal) pressure, and a
lower pressure. When the computer energizes Shift Solenoid C, it moves the Control Switch Valve, as in 3rd Gear, Phase 2, but
it also strokes the High/Low Pressure Valve.
In 4th Gear, the High/Low Pressure valve can deliver oil to an additional balance area on the Main Regulator Valve, lowering line pressure to about 95 PSI. This is a great feature, mainly because it reduces the horsepower needed to turn the pump,
increasing fuel mileage. It also lowers the pressure to the End Clutch drum, which means it lowers the force exerted on the End
Clutch drum bearing.
Shift Solenoid C no longer controls the End Clutch due to the latching action of the End Clutch Valve. Once the transaxle
is in 4th, the computer can control line pressure high or low as needed.

GEARS October 2006

8DennisHyndai.indd 21

21

9/18/06 9:30:37 AM

Hyundai Takes a U-Turn: The Trilogy

Drive; 4th Gear in Lockup

This lockup system is the same as every other KM series transaxle; it uses a PWM solenoid and has the ability to vary the
rate of converter clutch apply.
The Damper Clutch Control Solenoid has about 2.9 resistance, so the computer never applies it 100%. In 1993, Mitsubishi
went to a 13 solenoid that could come on 100% for full lockup. Hyundai never made that switch and continued with the same
system as pre-1993 Mitsubishis. Heres how it works:
When the Damper Clutch Control Solenoid is off, it feeds oil to the front of the converter. As the current increases at the
Damper Clutch Control Solenoid, oil drains from the front of the converter and applies to the rear, locking the Converter Clutch
to the converter cover. This is the essence of practically every converter clutch system made. One difference though: this converter clutch can be applied in any range; even Park, Reverse, or Neutral. But if it applies in Park or Neutral, it wont kill the
engine because the transaxle isnt in gear.

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GEARS October 2006

9/18/06 9:31:01 AM

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Hyundai Takes a U-Turn: The Trilogy

4-3 Kickdown; Phase 1

Shift solenoid A is turned off, moving the Shift Control Valve to the 3rd Gear position. This drains the oil holding the Rear
Clutch Exhaust Valve and 2-3/4-3 Shift Valve. But because of the difference in valve diameters and the forces working to move
these valves (spring and hydraulic), the 2-3/4-3 Shift Valve strokes first. This applies the Front Clutch and releases the Servo.
As with the other shifts, shift feel is controlled by Pressure Control Solenoid A. Once the Front Clutch is fully applied and
the shift is complete, Pressure Control Solenoid A is turned off; the Front Clutch and the Kickdown Servo apply and release
receive full line pressure.
About this time, pressure on the right side of the Rear Clutch Exhaust Valve drops enough to allow the valve to move.

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GEARS October 2006

9/18/06 9:31:27 AM

EZ does it
COMPLAINT

Come see us
at
Oct. 5-8, Boo Trans Expo,
th No. 513
Dont miss

th
Technical Dire e seminar by Sonnaxs
ctor, Bob War
nke, Oct. 7
covering the
latest
repairs and in in valve body
spection.

Shift complaints, pressure problems, trouble codes

Cause

4R44E/55E, 5R44E/55E

Leakage of EPC oil at multiple locations

diminishes line rise and feed to the
TCC circuit, resulting in pressure-related
shift complaints, converter issues and
trouble codes. Additional leakage in
the solenoid oil circuit contributes to
the various shift complaints.

O-Ringed End Plug

and Spring
O-Ringed End
Plug, Large
O-Ringed
End Plug

COrrection

O-Ringed
End Plug

This baseline rebuilding kit does not

require tooling. The kit may be used
as a standalone fix for lower mileage
units that do not show bore wear in
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conjunction with additional Sonnax
4R44E/55E, 5R44E/55E solutions.

O-Ringed End
Plugs, Small

Baseline
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37947-EZ
1 Increased Ratio Boost Assembly
1 Elevated PR Spring
1 Forward Engagement Control
Valve with Teflon Seal
1 Forward Engagement O-Ringed
End Plug with Spring
6 Valve Bore O-Ringed End Plugs
1 Lube Orifice Disc
4 Torlon Checkballs
2 L Retaining Pins
1 High-Domed EPC Relief Tee Lube/
TCC Modification Parts & Info
Extra O-Rings
Note: Prior to installing this kit, it is highly
recommended to inspect the valve body
for wear beyond the scope of this kit. In
the event of excessive wear in critical
locations this kit should be used in
conjunction with the appropriate Sonnax
valve kit. Inspection and testing procedures
can be found on pages 106-109 of Sonnax
Transmission Specialties Volume 6.

Forward Engagement
Control Valve with
Teflon Seal

Elevated PR Spring

Forward
Engagement
O-Ringed End Plug
with Spring

Increased Ratio Boost Assembly

This kit is a combination of service items used to improve valve control and reduce oil loss in
either the 4R44E/55E or 5R44E/55E. None of the items included in this kit requires reaming,
although some of the repairs point to and suggest sleeves be installed when worn beyond the
scope of this kit. This kit elevates line pressure to overcome some of the internal oil loss, has
a quicker EPC rise for firmer shifts, addresses leaks in the solenoid circuit, improves intermediate
servo and direct clutch pressure, and improves TCC apply.
See your nearest Transmission Specialties distributor
& ask for Sonnax quality engineered products.

D E S I G N E D
2006 Sonnax Industries, Inc.

T O

S A V ETM

Automatic Drive P.O. Box 440

Bellows Falls, VT 05101-0440 USA
800-843-2600 802-463-9722 F: 802-463-4059
www.sonnax.com info@sonnax.com

VISIT OUR WEBSITE FOR SONNAX REAMERS & OTHER TOOLS

Hyundai Takes a U-Turn: The Trilogy

4-3 Kickdown; Phase 2a

Recall that Pressure Control Solenoid B controls the apply rate of the Rear Clutch, and the Rear Clutch reapplies during the
4-3 downshift. In 4th Gear, Pressure Control Solenoid B is off, providing full line pressure between the two parts of the Rear
Clutch Exhaust Valve.
During the 4-3 downshift, Pressure Control Solenoid B reduces the pressure to the Rear Clutch Exhaust Valve. If this pressure is above about 45 PSI, the two valves in the Rear Clutch Exhaust Valve train will split apart.
Rear Clutch apply oil seats the #3 checkball. The apply rate of the Rear Clutch is controlled by the orifice next to the #3
checkball. This is also the sequence used if Pressure Control Solenoid B fails closed (failsafe).

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9/18/06 10:22:24 AM

4-3 Kickdown; Phase 2b

Recall that Pressure Control Solenoid B controls the apply rate of the Rear Clutch, and the Rear Clutch reapplies during the
4-3 downshift. In 4th Gear, Pressure Control Solenoid B is off, providing full line pressure between the two parts of the Rear
Clutch Exhaust Valve.
During the 4-3 downshift, Pressure Control Solenoid B reduces the pressure to the Rear Clutch Exhaust Valve. If this pressure is below about 45 PSI, both parts of the Rear Clutch Exhaust Valve train will stroke.
Now the apply rate of the Rear Clutch is controlled solely by Pressure Control Valve B and Pressure Control Solenoid B.

GEARS October 2006

8DennisHyndai.indd 27

27

9/18/06 10:24:52 AM

Hyundai Takes a U-Turn: The Trilogy

2nd Gear Commanded; SSC Stuck On

Shift Solenoid C works independently of the other two shift solenoids, so Shift Solenoids A and B can move the Shift
Control Valve through the 1st, 2nd, 3rd and 4th Gear positions, regardless of whether Shift Solenoid C functions at all.
But because Shift Solenoid C controls the End Clutch apply, we need a way to avoid a bindup if 2nd Gear is commanded
and Shift Solenoid C is either commanded on or stuck on. If Shift Solenoid C is on (or stuck open), End Clutch pressure will
stroke the Failsafe Valve, dumping Kickdown Servo apply oil. The transaxle will shift to 3rd Gear.
This is a failsafe device; dont confuse it with normal 3rd Gear. Unlike a normal 3rd Gear (Front and Rear Clutches applied),
this failsafe 3rd Gear is accomplished by applying the Rear and End Clutches.

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GEARS October 2006

9/18/06 9:32:54 AM

OD5TR1006

mitchell plcd.indd IFC2

9/15/06 4:01:07 PM

Hyundai Takes a U-Turn: The Trilogy

4th Gear Commanded; SSC Stuck Off

If Shift Solenoid C is stuck off or clogged, the transaxle will shift normally through 3rd Gear. But the End Clutch wont
apply. When 4th Gear is commanded, the Front and Rear Clutches release. With the End Clutch also released, the transaxle
shifts to Neutral.
The Kickdown Servo is applied but has no effect. Normally the computer will recognize this problem, set a P0734 (ratio
error in 4th gear), and disable the shift to 4th.
By now youre probably realizing
that this transmission is just as simple and
straight forward as the earlier KM series
units. In fact, I think its a bit easier because
the two extra solenoids separate some of
the functions; making it easier to diagnose
solenoid vs internal problems. Im not sure
where this experiment called the KM series
transaxle will end up, but where ever it leads
us Im sure itll be quite a ride.

Errata
In the September
2006 Issue of GEARS
Magazine, Hyundai Takes
a U-Turn; The Sequel,
page 10, Figure 5 was
mislabeled. Correct label
on the SSA and SSB is
shown to the right. Sorry
for the inconvenience.

SSC
(white)
PCB
(blue)

PCA
(black)

DCS
(red)

SSA
(brown)

SSB
(yellow)

Figure 5

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9/18/06 10:25:30 AM