tive electronic controls and monitors. The hydraulic
system of the transaxle consists of the transaxle
fluid, fluid passages, hydraulic valves, and various
line pressure control components. An input clutch
assembly which houses the underdrive, overdrive,
and reverse clutches is used. It also utilizes separate
holding clutches: 2nd/4th gear and Low/Reverse. The

Fig. 1 40TE Automatic Transaxle

1 - TRANSAXLE CASE

7 - REVERSE CLUTCH

13 - OUTPUT SHAFT GEAR

2 - TORQUE CONVERTER

8 - FRONT PLANET CARRIER

14 - TRANSFER SHAFT GEAR

3 - OIL PUMP

9 - 2/4 CLUTCH

15 - TRANSFER SHAFT

4 - INPUT SPEED SENSOR

10 - L/R CLUTCH

16 - DIFFERENTIAL

5 - UNDERDRIVE CLUTCH

11 - OUTPUT SPEED SENSOR

17 - CONVERTER DRIVE PLATE

6 - OVERDRIVE CLUTCH

12 - REAR PLANET CARRIER/OUTPUT
SHAFT

18 - INPUT SHAFT

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40TE AUTOMATIC TRANSAXLE

primary mechanical components of the transaxle con-
sist of the following:

• Three multiple disc input clutches

• Two multiple disc holding clutches

• Four hydraulic accumulators

• Two planetary gear sets

• Hydraulic oil pump

• Valve body

• Solenoid/Pressure switch assembly

• Integral differential assembly
Control of the transaxle is accomplished by fully

adaptive electronics. Optimum shift scheduling is
accomplished through continuous real-time sensor
feedback information provided to the Powertrain
Control Module (PCM) or Transmission Control Mod-
ule (TCM).

The PCM/TCM is the heart of the electronic control

system and relies on information from various direct
and indirect inputs (sensors, switches, etc.) to deter-
mine driver demand and vehicle operating condi-
tions. With this information, the PCM/TCM can
calculate and perform timely and quality shifts
through various output or control devices (solenoid
pack, transmission control relay, etc.).

The PCM/TCM also performs certain self-diagnos-

tic functions and provides comprehensive information
(sensor data, DTC’s, etc.) which is helpful in proper
diagnosis and repair. This information can be viewed
with the DRB scan tool.

TRANSAXLE IDENTIFICATION

The 40TE transaxle is identified by a barcode label

that is fixed to the transaxle case as shown in (Fig.
2).

The label contains a series of digits that can be

translated into useful information such as transaxle
part number, date of manufacture, manufacturing
origin, plant shift number, build sequence number,
etc. Refer to (Fig. 3) for identification label break-
down.

If the tag is not legible or missing, the “PK” num-

ber, which is stamped into the transaxle case behind
the transfer gear cover, can be referred to for identi-
fication. This number differs slightly in that it con-
tains the entire transaxle part number, rather than
the last three digits.

OPERATION

Transmission output is directed to an integral dif-

ferential by a transfer gear system in the following
input-to-output ratios:

First . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.84 : 1
Second . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.57 : 1
Third . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 : 1
Overdrive . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.69 : 1
Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.21 : 1

Fig. 2 Transaxle Identification Label

1 - IDENTIFICATION LABEL

Fig. 3 Identification Label Breakdown

1 - T=TRACEABILITY
2 - SUPPLIER CODE (PK=KOKOMO)
3 - COMPONENT CODE (TK=KOKOMO TRANSMISSION)
4 - BUILD DAY (344=DEC. 9)
5 - BUILD YEAR (9=1999)
6 - LINE/SHIFT CODE (3=3RD SHIFT)
7 - BUILD SEQUENCE NUMBER
8 - LAST THREE OF P/N
9 - ALPHA
10 - TRANSAXLE PART NUMBER
11 - P=PART NUMBER

40TE AUTOMATIC TRANSAXLE

21 - 123

40TE AUTOMATIC TRANSAXLE (Continued)

DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - 4XTE TRANSAXLE
GENERAL DIAGNOSIS

NOTE: Before attempting any repair on a 4XTE four-
speed automatic transaxle, check for diagnostic
trouble codes (DTC’s) using the DRB scan tool.
Refer to the Transmission Diagnostic Procedures
Manual.

Transaxle malfunctions may be caused by these

general conditions:

• Poor engine performance

• Improper adjustments

• Hydraulic malfunctions

• Mechanical malfunctions

• Electronic malfunctions
Diagnosis of these problems should always begin

by checking the easily accessible variables: fluid level
and condition, gearshift cable adjustment. Then per-
form a road test to determine if the problem has been
corrected or that more diagnosis is necessary. If the
problem persists after the preliminary tests and cor-
rections are completed, hydraulic pressure checks
should be performed.

DIAGNOSIS AND TESTING - ROAD TEST

Prior to performing a road test, verify that the

fluid level, fluid condition, and linkage adjustment
have been approved.

During the road test, the transaxle should be oper-

ated in each position to check for slipping and any
variation in shifting.

If the vehicle operates properly at highway speeds,

but has poor acceleration, the converter stator over-
running clutch may be slipping. If acceleration is nor-
mal, but high throttle opening is needed to maintain
highway speeds, the converter stator clutch may
have seized. Both of these stator defects require
replacement of the torque converter and thorough
transaxle cleaning.

Slipping clutches can be isolated by comparing the

“Elements in Use” chart with clutch operation
encountered on a road test. This chart identifies
which clutches are applied at each position of the
selector lever.

A slipping clutch may also set a DTC and can be

determined by operating the transaxle in all selector
positions.

ELEMENTS IN USE AT EACH POSITION OF SELECTOR LEVER

Shift Lever

Position

INPUT CLUTCHES

HOLDING CLUTCHES

Underdrive

Overdrive

Reverse

2/4

Low/Reverse

P - PARK

R - REVERSE

N - NEUTRAL

OD -

OVERDRIVE

First

Second

Direct

Overdrive

D - DRIVE*

First

Second

Direct

L - LOW*

First

Second

Direct

* Vehicle upshift and downshift speeds are increased when in these selector positions.

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40TE AUTOMATIC TRANSAXLE

40TE AUTOMATIC TRANSAXLE (Continued)

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