Chrysler Transaxle A-404/413/415/470 Introduction
These transaxles combine a torque converter, fully automatic 3 speed transmission, final drive gearing and differential into a compact front-wheel-drive system. The unit is basically a “Metric” design. The identification markings and usage of the transaxle are charted in Diagnosis and Tests. Transaxle operation requirements are different for each vehicle and engine combination and some internal parts will be different to provide for this. Therefore, when replacing parts, refer to the seven digit part number stamped on rear of the transmission oil pan flange.
Within this transaxle, there are 3 primary areas:
(1) Main centerline plus valve body (similar to conventional TorqueFlite).
(2) Transfer shaft centerline (includes governor and parking sprag).
(3) Differential centerline.
Center distances between the main rotating parts in these 3 areas are held precisely to maintain a low noise level through smooth accurate mesh of the gears connecting the centerlines.
The torque converter, transaxle area, and differential are housed in an integral aluminum die casting.
NOTE: The differential oil sump is separate from the “transaxle sump.”
Special emphasis is placed on filling and maintaining the differential oil level—to Va inch to 3/e inch below the fill hole in the differential cover.
The torque converter is attached to the crankshaft through a flexible driving plate. Cooling of the converter is accomplished by circulating the transaxle fluid through an oil-to-water type cooler, located in the radiator side tank. The torque converter assembly is a sealed unit which cannot be disassembled. The transaxle fluid is filtered by an internal “Dacron Type” filter attached to the lower side of the valve body assembly.
Engine torque is transmitted to the torque converter then, through the input shaft to the multiple disc clutches in the transaxle. The power flow depends on the application of the clutches and bands. Refer to “Elements in Use Chart” in Diagnosis and Tests section.
2006-2009 Toyota Camry Harsh 5-4 Downshift on Deceleration
Some 2006 – 2009 model year Camry vehicles equipped with the 2AZ-FE engine and U250E automatic transaxle (ATM) may exhibit a harsh 5–4 downshift under the following conditions: • ATM at normal operating temperature • After driving above 45 mph (72 km/h) • Decelerating through 28 mph (45 km/h) The line pressure control solenoid assembly (SLT) has been improved to reduce this condition on customer complaint vehicles.
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00-05 Audi 2.7T Engines A.W.E. Tuning DV1 Diverter Valves Installation Instructions
Removal of stock valves:
Removal of the stock diverter valves requires removal of decorative engine cover with the “V6 BITURBO” badging. Lift off the cover after twisting X-shaped plastic fasteners 90 degrees with a flat blade screw driver. Valve replacement is much easier done on a cool engine.
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Audi TT 1.8t A.W.E. Tuning DV1 Diverter Valve Installation Instructions
With the DV1 Diverter Valve, we believe you have purchased the finest diverter valve for the money. Follow these instructions, and you’ll have your new A.W.E. Tuning DV1 Diverter Valve installed quickly and easily.
Step 1: Here’s an overview picture of the transverse 1.8T engine found in the Audi TT, VW Golf/Jetta/New Beetle 1.8T. The 225hp TT engine looks a little different, but the install of the A.W.E. Tuning valve is the same procedure. For picture clarity, and ease of install, the decorative engine cover has been removed. Removing the cover is easily done by twisting the “+” shaped fasteners on the cover 90 degrees. They’ll pop up when free, allowing you to grab the cover and lift it up and out of the engine bay. (New Beetle requires removing 2 10mm nuts hidden under trim caps, and then sliding forward and out) We’ve also removed the PCV damper in the following pictures for clarity. You won’t need to remove this item to install the valve.
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