3660-01

1. ABBREVIATION
No

Abbreviation

Name

DTC

Diagnostic trouble code

TCU

Transmission control unit

ATF

Automatic transmission fluid

DC

Damper clutch

PCSV

Pressure control solenoid valve

UD

Under drive

OD

Over drive

LR

Low reverse

LP

Line pressure

10

SOL

Solenoid

11

VFS

Variable force solenoid

12

PG-A

Input speed sensor

13

PG-B

Output speed sensor

03-3

03-4

2. GENERAL INFORMATION
Automatic transaxle (6F24)

Inhibitor switch

The Model 6F24 six speed automatic transaxle is

available in two variants: four wheel drive and two
wheel drive.

Torque converter

Oil pan

- Six forward speeds

- One reverse gear
- A toruqe converter with an integral converter lockup clutch with slip control capabilities
- Planetary gear-set (3EA)
- Clutches (2EA)
- Brake (3EA)
- O.W.C (1EA)
- All hydraulic functions are directed by electronic
solenoids to control:
1) Engagement feel
2) Shift feel
3) Shift scheduling
4) Modulated torque converter clutch
applications
TCU (located under driver's seat)
TCU is located under the driver's seat and controls
the transaxle operations.
TCU receives and uses the signals from sensors
and switches through CAN bus with analog and
digital types.

E-coupling unit

TCU

3660-01

Tip switches on steering wheel

Meter cluster

The shiftable gear can be adjusted by pressing the

"UP (D+)" or "DOWN(D-)" switch when the gear
selector lever is in M position.

Shift down

03-5

This indicator shows the current position of

the gear.

Shift up

Gear selector lever

Shift lock release button
If the selector lever cannot be moved from
P or N position, try to move the lever
while pushing down this button with finger. For
safety, turn off the engine and depress the
brake pedal before the attempt.

Tip switch (manual shift switch)

The shiftable gear can be adjusted by
moving this switch to forward and rearward
when the gear selector lever is in M
position.

Lever positions
P : Park
R : reverse
N : Neutral
D : Drive

Selection of Manual/Automatic Shift Function

D: Automatic shift according to the driving condition
M: Manual shift

03-6

3. SPECIFICATIONS
1) Specifications
Descriptions
Gear ratio

Specification
1st gear

4.212

2nd gear

2.637

3rd gear

1.800

4th gear

1.386

5th gear

1.000

6th gear

0.772

Reverse gear

3.385

Shift pattern

Variable

Shift range

4 Range (P-R-N-D) + Manual mode

Shift range valve

VFS : 6EA

Planetary gear

3EA (Front, Middle, Rear)

Clutch

2EA

Brake

3EA

O.W.C

1EA

Oil

Type

ATF SP-IV M

Capacity

approx. 7.1 L

Change interval

Maintenance free. However, under the severe

conditions or commercially used, change the oil at
every 100,000 km (EU: 90,000 km).

-20

Approx 15.6k

Approx 5.88k

20

Approx 2.51k

100

Approx 0.18k

Resistance of oil
temperature sensor

Type/Weight

6F24 6-speed automatic transaxle /

approx. 86 kg (including ATF)

TORQUE

230 Nm

Overall length / Center length

373.1 mm / 204 mm

Weight

2WD

87.5kg

4WD

88.5kg

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03-7

4. COMPONENTS
One-way clutch

Torque converter
(with slip lockup)

HPT 6A/T (6F24)

Harness

Valve body

Oil pump

Side gear

Driven gear

03-8

5. TIGHTENING TORQUE
Size x
Numbers

Tightening torque
(Nm)

Nut

12 mm X 4

17.6 ~ 21.6Nm

Nut (manual control lever)

13 mm X 1

14.0 ~ 20.0Nm

Nut (floor)

12 mm X 1

17.6 ~ 21.6Nm

Nut (dash panel)

12 mm X 2

17.6 ~ 21.6Nm

Bolt (left bracket)

17 mm X 3

88.2 ~ 107.8Nm

Bolt (right bracket)

17 mm X 4

88.2 ~ 107.8Nm

Bolt (upper bracket)

17 mm X 4

88.2 ~ 107.8Nm

Bolt (engine)

17 mm X 4
14 mm X 1

85.0 ~ 100.0Nm

Bolt (start motor)

14 mm X 2

48.0 ~ 58.8Nm

Bolt (oil pan)

14 mm X 4

56.0 ~ 62.0Nm

Bolt (torque converter)

17 mm X 6

45.0 ~ 52.0Nm

Eye bolt

22 mm X 1

3.0 ~ 5.0Nm

Drain plug

24 mm X 1

34.0 ~ 44.0Nm

Nut (range select lever)

14 mm X 1

17.6 ~ 24.5Nm

Bolt (inhibitor switch)

10 mm X 2

9.8 ~ 11.7Nm

Bolt (oil pan)

10 mm X 19

12.0 ~ 14.0Nm

Bolt (solenoid harness)

10 mm X 6

9.8 ~ 11.7Nm

Bolt (oil temperature sensor)

10 mm X 1

9.8 ~ 11.7Nm

Bolt (input & output sensor)

10 mm X 2

9.8 ~ 11.7Nm

Bolt (detent spring)

12 mm X 1

12.0 ~ 16.0Nm

Bolt (valve body)

10 mm X 8

9.8 ~ 11.7Nm

Bolt (V/B solenoid bracket)

H5 mm X 9

9.8 ~ 11.7Nm

Bolt (torque converter housing)

12 mm X 20

28.0 ~ 35.0Nm

Bolt (oil guide A)

10 mm X 3

9.8 ~ 11.7Nm

Bolt (oil guide B)

10 mm X 1

5.0 ~ 7.0Nm

Bolt (oil filter)

H5 mm X 2

9.8 ~ 11.7Nm

Descriptions
TGS lever

TGS cable

A/T bracket

Automatic transaxle

3660-01

Size x
Numbers

Tightening torque
(Nm)

Bolt (oil lubrication pipe)

10 mm X 1

9.8 ~ 11.7Nm

Bolt (oil pump)

12 mm X 7

20.0 ~ 26.0Nm

Bolt (parking rod guide)

10 mm X 2

9.8 ~ 11.7Nm

Bolt (U/D brake retainer)

T40 X 6

31.0 ~ 36.0Nm

Bolt (U/D brake chamber)

T30 X 2

4.9 ~ 9.8Nm

12 mm X 13

28.0 ~ 35.0Nm

Descriptions
Automatic
transaxle

03-9

Bolt (rear cover)

03-10

6. SPECIAL SERVICE TOLLS

Part number

Name

00104-001(UD)

Remover &
Installer - U/D
brake return sprin

00104-002(OD)

Remover&
Installer - O/D
clutch return
spring

00104-003(LR)
(use with 00104-001)

Remover&
Installer - L/R
brake return
spring

* Special service tool Supplier: Tool & Tech

Tool

How to use

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03-11

1. OVERVIEW
2WD

4WD

The Model 6F24 6 speed automatic transaxle is electronically controlled. The control system is
comprised of the following components:
-

External transaxle control unit (TCU)

Input and output speed sensors
Six variable force solenoids(VFS) and two on/off solenoids
Torque converter
ATF temperature sensor

TCU controls the oil pressure for various internal clutches and brakes to select the gear. It also controls
the electronic elements, shift pressure and torque converter slip. If the system is defective, TCU provides
FMEC (Failure Mode Effect Control) to maintain the functionality of transaxle. This keeps the basic
function of transaxle (gear selection) even when there are failure in controls and power supply.

There are selector shaft position sensor (inhibitor switch) and oil temperature sensor in transaxle. In
manual mode, TCU receives the information from TGS (Transmission Gear Selector) through PCB
(Printed Circuit Board) when driver selects the manual shift mode. TCU communicates with other electric
control modules through CAN. In order to ensure a safe driving state and to prevent damage to the
automatic transmission, TCU switches to Limp-Home mode in the event of critical faults.

03-12

2. FEATURES
1) Advantages
Early Downshift with Hard Braking and Skip Shifts
When heavy braking is detected, the transaxle downshifts early and skips gears to provide increased
engine braking to provide gear selection for tip-in.
Gear Hold going Uphill/Downhill
If the accelerator pedal is released when traveling uphill, upshifts are prevented to reduce busyness on
grades. If the accelerator pedal is released when traveling downhill, upshifts are prevented to enhance
engine braking.
Drive and Reverse Engagement
A soft engagement feature avoids harsh take up of drive when selecting Drive or Reverse. This is
achieved by limiting engine speed and engine torque which results in a rapid, but progressive
engagement of either Drive or Reverse when moving from the Park or Neutral positions. Drive and
Reverse engagements from either Park or Neutral are performed in less than 2.2 seconds. There is no
drive engagement prevention strategy implemented on the transaxle system as there is sufficient engine
strategy to protect the system. However, reverse engagement is prevented until vehicle speed is less
than 7 km/h.

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03-13

2) Transaxle Cooling
The transaxle cooling system ensures rapid warm-up and constant operating temperature resulting in
reduced fuel consumption and refined shift quality.
It also includes a cooler by-pass within the hydraulic system to allow sufficient lubrication to the transaxle
drivetrain in the event of a blockage in the transaxle cooler.

3) Shift Strategy
Gear Change
Transaxle gear change is controlled by the
TCU. The TCU receives inputs from various
engine and vehicle sensors to select shift
schedules and to control the shift feel and
torque converter clutch (TCC) operation at each
gear change.

Coast down
Coast down down shifts occur at 0% pedal
when the vehicle is coasting down to a stop.

Torque Demand
Torque demand down shifts occur
(automatically) when the driver demand for
torque is greater than the engine can provide at
that gear ratio. If applied, the transaxle will
disengage the TCC to provide added
acceleration.

03-14

3. MODES AND FUNCTIONS

This allows the driver to define the highest
possible gear by selecting + or - on the
gear selector when the lever is in the M
position. When the lever is first moved to the
manual M position the transaxle will select
one lower gear than current gear.

When driving on a slippery road, push the tip switch forward into the "+" position in "M" position.
This causes the transaxle to shift into the 2nd gear which is better for smooth driving on a slippery
road.

3660-01

STD type

03-15

1st Gear State

- The 1st gear state will display on the
instrument cluster. Unlike the normal 1st gear,
engine braking will be available in this manual
1st state.
2nd Gear State
- The 2nd gear state will display on the
instrument cluster. 2nd gear has engine braking
available.

SVC type

3rd Gear State

- The 3rd gear state will display on the
instrument cluster. 3rd gear has engine
braking available.
4th Gear State
- The 4th gear state will display on the
instrument cluster. 4th gear has engine
braking available.
5th Gear State
- The 5th gear state will display on the
instrument cluster. 5th gear has engine
braking available.
6th Gear State
- The 6th gear state will display on the
instrument cluster. 6th gear has engine
braking available.

03-16

4. LIMP HOME MODE

When the transaxle is defective
1. In the event of a system fault, the TCU also provides for failure mode effect control (FMEC) to maintain
maximum functional operation of the transaxle. (There are 3 FMEC modes, mechanical limp-home
mode, electrical limp-home mode, limp-home mode C.)
2. In the event of a total loss of control or electrical power, the basic transaxle functions (Park, Reverse,
Neutral and Drive) are retained. The 4th and reverse gear ratios with the torque converter clutch in the
unlocked state are the retained gear states the hydraulic system supports without any electrical
assistance. (Mechanical limp-home)
3. If the speed sensor circuit is failed, the gear is fixed to 4th gear, but manual shifting
(2nd3rd4th) is available.(Electrical limp home mode)
4. If the inhibitor switch signals are invalid, shifting to1st and 2nd gear is forbidden. (Limp-home C)
5. The TCU communicates with other vehicle electronic control modules by the controller area network
(CAN). If a major fault is developed, the transaxle may not accomplish the intelligent shift control. The
TCU controls the transaxle with preset values.
6. The TCU also provides for transaxle diagnostics, which meet the requirements of OBD II regulation,
monitoring all components which may effect vehicle emissions.

Towing the automatic transaxle equipped vehicle

- Flat-bed equipment is the best method of moving a disabled vehicle to avoid any damages.
- For AWD vehicle: The vehicle must be towed with a wheel lift and dollies or flatbed equipment with
all the wheels off the ground.
For 2WD vehicles: It is acceptable to tow the vehicle with the rear wheels on the ground without
dollies and the front wheels off the ground. When being towed by a commercial towtruck and
wheel dollies are not available, the front of the vehicle should be lifted, not the rear.

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03-17

5. TRANSAXLE ELECTRONIC CONTROL SYSTEM

1) General Information
The transmission control unit (TCU) and its input/output network control the following transmission
operations:
-

Shift timing
Line pressure
Clutch pressure (shift feel)
Torque converter clutch

also uses these signals when determining transaxle operating strategy. Using all of these input signals,
the TCU can determine when the time and conditions are right for a shift, or when to apply or release the
torque converter clutch. It will also determine the pressure needed to optimise shift feel.

2) TCU (Transmission Control Unit)

The transaxle control unit (TCU) is mounted
under the driver's seat and controls the operation
of the transaxle.
Internal sensors and signals received across the
CAN bus in analogue and digital forms such as:

Transaxle input speed

Transaxle output speed
Accelerator pedal position
Gear selector position
Engine torque
Engine speed
Transaxle fluid temperature
Brake pedal status
Engine oil temperature
Engine coolant temperature
Ambient air temperature
Barometric pressure

The TCU monitors all TCU inputs and outputs to confirm correct system operation. If a fault occurs the
TCU is able to perform default action and inform the driver of the problem through the instrument cluster
warning lights. Detailed information is available via trouble codes which can be read with the service tool.

03-18

6. CAN NETWORK
Schematic Diagram of Network Communication

The TCU sends signals to be used by other vehicle systems via the CAN bus, such as:
-

Selector lever position

Selected gear state
Manual mode activation
Transaxle fluid temperature
Engine torque reduction requests

03-19

3660-01

7. POWER TRANSFER
Power transfer modes are as follow:
-

Manual: 1st gear (position M)

Drive: 1st gear
Drive: 2nd gear
Drive: 3rd gear
Drive: 4th gear - limp home mode
Drive: 5th gear
Drive: 6th gear

1) Overview
Name

Component

C1

OVER DRIVE CLUTCH

C2

35R CLUTCH

B1

LOW & REVERSE BRAKE

B2

2/6 BRAKE

B3

UNDER DRIVE BRAKE

1F

1-2 ONE WAY CLUTCH

(1) Gear Selection and Engagement Element

CLUTCH

GEAR

OD

BRAKE

35R

26

1ST
2ND

UD

3RD

4TH

5TH

6TH

REV

LR

OWC

Gear Ratio

4.212

2.637

1.800

1.386
1.000

O
O

N.P
* Operation when vehicle speed under 5kph

0.772
O
O

3.385

03-20

2) Operation in Each Gear Position

(1) Neutral/Park
- Lower & reverse brake (LR/B) operated Overdrive (O/D) hub locked Middle & rear (MID &
REAR) P/C locked
- Input shaft rotated Rear sun gear rotated Rear inner pinion reverse rotated Rear outer
pinion rotated Rear annulus gear rotated Front annulus gear rotated Front pinion
rotated Front sun gear reverse rotated Underdrive (U/D) hub reverse rotated
- Input shaft rotated Overdrive clutch (OD/C) retainer rotated
- Input shaft rotated 35R clutch rotated
Power flow
Description
P.N

35R C

OD C

26 B

UD B

LR B

O.W.C

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03-21

(2) Reverse (3.385)

- Middle planetary gear locked, middle sun gear rotated
- When the sun gear rotates with the planetary gear locked in middle planetary gear set, the annulus
gear (front planetary gear) rotates in reverse direction with decreased speed and the power flows
through the front planetary gear.
- The rear planetary gear set reduces the rotating speed of rear & front annulus gears and the front
planetary gear set rotates the front sun gear in reverse direction without load.
Power flow
Description

35R C

OD C

26 B

UD B

LR B

O.W.C

03-22

(3) 1st Drive Gear (4.212)

- Front sun gear and middle & rear planetary gears locked, and rear sun gear always rotated
- When the rear sun gear rotates, the rear planetary gear set reduces the speed at first, and then the
reduced power is transferred to rear & front annulus gear. The power is secondarily reduced at front
planetary gear locked with sun gear and flows to front planetary gear.
At this moment, the middle sun gear rotates in reverse direction without load (idling) by the rotation of
- middle annulus gear integrated with front planetary gear.

Power flow
Description
1ST

35R C

OD C

26 B

UD B

LR B

O.W.C

O :Operated below 5 km/h of vehicle speed

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03-23

(4) 2nd Drive Gear (2.637)

- Front sun gear and middle sun gear locked, rear sun gear always rotated
- When the sun gear rotates, the power is transferred to the rear & front annulus gears, and then the
reaction power from the front planetary gear and middle annulus gear locked with sun gear is
transferred to middle & rear planetary gear to circulate the power. Accordingly, the power flows
through the front planetary gear while keeping the balance.
Power flow
Description
2nd

35R C

OD C

26 B

UD B

LR B

O.W.C

03-24

(5) 3rd Drive Gear (1.800)

- Front sun gear locked, middle & rear sun gear rotated
- When the middle sun gear and rear sun gear rotate, the power is transferred to the rear & front
annulus gears, and then the reaction power from the front planetary gear and middle annulus gear
locked with sun gear is transferred to middle & rear planetary gear to circulate the power.
Accordingly, the power flows through the front planetary gear while keeping the balance.

Power flow
Description

35R C

3rd

OD C

26 B

UD B

LR B

O.W.C

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03-25

(6) 4th Drive Gear (1.386)

- Front sun gear locked, rear planetary gear and rear sun gear rotated
- When the overdrive clutch (OD/C) operates, the carrier is engaged with sun gear in rear planetary
gear set and the power with 1:1 ratio flows to the front planetary gear locked with sun gear after
passing through the rear & front annulus gears.
- At this moment, by operation of speed-reduced annulus gears and carrier in 1:1 ratio, the middle sun
gear in middle planetary gear set increases its speed without load (idling).
Power flow
Description
4th

35R C

OD C

26 B

UD B

LR B

O.W.C

03-26

(7) 5th Drive Gear (1.000)

- Middle & rear planetary gears, middle sun gear and rear sun gear rotated
- The rotating ratio of 1;1 is transferred to middle annulus gear (front planetary gear) because the
middle planetary gear and sun gear in middle planetary gear set rotate simultaneously.
- At this moment, the rear planetary gear set rotates in 1:1 ratio (same in 4th gear). However, the front
planetary gear set is not related to that, and the front sun gear rotates without load (idling) in 1:1 ratio.

Power flow
Description

35R C

OD C

5th

26 B

UD B

LR B

O.W.C

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03-27

(8) 6th Drive Gear (0.722)

- Middle planetary gear rotated, middle sun gear locked
- When the sun gear is locked in middle planetary gear set and the planetary gear rotates, the middle
annulus gear increases the speed and the power is transferred to front planetary gear.
The rear planetary gear set rotates in 1;1 ratio (same in 4th & 5th gears). However, the front
- planetary gear set is not related to that, and the front sun gear increases its speed without load
(idling).

Power flow
Description
6th

35R C

OD C

26 B

UD B

LR B

O.W.C