General Operation
The automatic transmission is a combination of a 3-element torque converter and triple-shaft electronically controlled unit which provides 5 speeds forward and 1 reverse. The entire unit is positioned in line with the engine.
Torque Converter, Gears, and Clutches
The torque converter consists of a pump, turbine, and stator assembly in a single unit. The converter housing (pump) is connected to the engine crankshaft and turns as the engine turns. Around the outside of the torque converter is a ring gear which meshes with the starter pinion when the engine is being started. The entire torque converter assembly serves as a flywheel while transmitting power to the transmission mainshaft, the transmission has three parallel shafts; the mainshaft, the countershaft, the secondary shaft. The mainshaft is in line with the engine crankshaft, and includes the 4th and 5th clutches, and gears for 5th, 4th, reverse, and idler. The mainshaft reverse gear is integral with the mainshaft 4th gear. The countershaft includes the gears for 1st, 2nd, 3rd, 4th, 5th, reverse, park, and the final drive. The final drive gear is integral with the countershaft. The countershaft 4th gear and the countershaft reverse gear can be locked to the countershaft providing 4th or reverse gear, depending on which way the selector is moved. The secondary shaft includes the 1st, 2nd, and 3rd clutches, and gears for 1st, 2nd, 3rd, and idler. The idler shaft is located between the mainshaft and secondary shaft, and the idler gear transmits power between the mainshaft and the secondary shaft. The gears on the mainshaft and the secondary shaft are in constant mesh with those on the countershaft. When certain combinations of gears in the transmission are engaged by the clutches, power is transmitted through the mainshaft then to the secondary shaft, and/or to the countershaft to provide drive.
Electronic Control
The electronic control system consists of the powertrain control module (PCM), sensors, and solenoid valves. Shifting and lock-up are electronically controlled for comfortable driving under all conditions. The PCM is located below the dashboard, under the front lower panel behind the center console.
Hydraulic Control
The valve bodies include the main valve body, the regulator valve body, and the servo body. They are bolted to the torque converter housing. The main valve body contains the manual valve, the shift valves A, B, C, and E, the relief valve, the lock-up control valve, the cooler check valve, the servo control valve, and the ATF pump gears. The regulator valve body contains the regulator valve, the torque converter check valve, lock-up shift valve, and the 1st and 3rd accumulators. The servo body contains the servo valve, shift valve D, accumulators for 2nd, 4th, and 5th, and shift solenoid valves for A, B, C, D, and E. Fluid from the regulator passes through the manual valve to the various control valves. The 1st, 3rd, and 5th clutches receive fluid from their respective feed pipes, and the 2nd and the 4th clutches receive fluid from the internal hydraulic circuit.
Shift Control Mechanism
The PCM controls shifts via the shift solenoid valves A, B, C, D, and E, and the A/T clutch pressure control solenoid valves A, B, and C, while receiving input signals from various sensors and switches located throughout the vehicle. The shift solenoid valves shift the positions of the shift valves to switch the port leading hydraulic pressure to the clutch. The A/T clutch pressure control solenoid valves A, B, and C regulate their respective pressure, and pressurize the clutches to engage it and its corresponding gear. The pressures of the A/T clutch pressure control solenoid valves also apply to the shift valves to switch the port.
Lock-up Mechanism
The lock-up mechanism operates in D position (2nd, 3rd, 4th, and 5th), in D3 position (2nd and 3rd), and in M (manual mode) position (3rd, 4th, and 5th). The pressurized fluid is drained from the back of the torque converter through a fluid passage, causing the torque converter clutch piston to be held against the torque converter cover. As this takes place, the mainshaft rotates at the same speed as the engine crankshaft. Together with the hydraulic control, the PCM optimizes the timing and volume of the lock-up mechanism. When the shift solenoid valve E is turned on by the PCM, shift solenoid valve E pressure switches the lock-up shift valve on and off. The A/T clutch pressure control solenoid valve A and the lock-up control valve control the volume of the lock-up conditions.
Gear Selection
The shift lever has five positions: P: PARK, R: REVERSE, N: NEUTRAL, D: DRIVE 1st through 5th gear range with automatic shift and manual shift in M (manual mode) position, and D3: DRIVE 1st through 3rd gear range with automatic shift.

Position | Description
--- | ---
P: PARK | Front wheels locked; park pawl engaged with park gear on countershaft. All clutches are released.
R: REVERSE | Reverse; reverse selector engaged with countershaft reverse gear and 4th clutch engaged.
N: NEUTRAL | All clutches are released.
D: DRIVE (1st through 5th) | Automatic shift | General driving; starts off in 1st, shifts automatically to 2nd, 3rd, 4th, then 5th, depending on vehicle speed and throttle position. Downshifts through 4th, 3rd, 2nd, and 1st on deceleration to stop. The lock-up mechanism operates in 2nd, 3rd, 4th, and 5th gears.
M position Manual mode | Manual gear shift driving; vehicle can starts off in 1st and 2nd gears, and does not upshift automatically. The lock-up mechanism operates in 3rd, 4th and 5th gears.
D3: DRIVE (1st through 3rd) | For rapid acceleration at highway speeds and general driving, up-hill and down-hill driving; starts off in 1st, shifts automatically to 2nd, then 3rd, depending on vehicle speed and throttle position. Downshifts through 2nd to 1st on deceleration to stop. The lock-up mechanism operates in 2nd and 3rd gears.

Starting is possible only in P and N positions because of a slide-type neutral-safety switch.
Automatic Transmission (A/T) Gear Position Indicator
The A/T gear position indicator in the instrument panel shows which position has been selected without having to look down at the shift lever. With the shift lever in the M (manual mode) position, the shift indicator between the speedometer and tachometer in the instrument panel will display the gear selected.