Fiat Auto S.p.A.

ALFA 159 TRAINING MATERIAL After Sales Training

Aisin AF40-6

1.9 Multijet 16V

2.4 Multijet 20V
3.2 JTS
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1 AISIN AF40-6 GEARBOX

1.1 Description
The AISIN AF 40-6 gearbox is an automatic, 6-speed gearbox used for the 1.9 JTD 16V
and 2.4 JTD 20V engine versions.

General features

Type: automatic, 6-speed gearbox

Engine: 1.9 JTD 16V and 2.4 JTD 20V
Architecture: 3 clutches, 2 brakes, 1 free wheel, 2 epicyclical trains
Hydraulics: 4 linear solenoids, 2 ON/OFF solenoids
Electronics: built-it Neutral Start Switch and control unit, internal speed sensors and
cabling

NAME AF 40-6
VEHICLE 194
ENGINE VERSIONS 1.9 JTD 16V 2.4 JTD 16V
1 4.148
2 2.370
3 1.556
4 1.155
GEAR RATIO 5 0.859
6 0.686
R 3.394
Idle shaft 0.836
Differential 3.188
CLUTCHES 1 flange, 6 discs, 6 1 flange, 7
C1
plates discs, 7 plates
1 flange, 3 discs, 3 1 flange, 4
C2
plates discs, 4 plates
BRAKES AND C3 1 flange, 4 discs, 4 plates
CLUTCHES BRAKES B1 Band type
2 flange, 6 discs, 5 2 flange, 6
B2
plates discs, 5 plates
One-Way
F1 Roller type
Shift solenoid
2
SOLENOIDS
Linear
6

D 372 414
IDLING
R 575 665
LINE PRESSURE
[KPa] D 1,350 1,460
STALL
R 1,905 2,125
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Gearbox section:

1. Torque converter
2. Transmission gear
3. Transmission gear
4. Differential
5. C1, C2, C3: clutches
6. B1, B2, F1: brakes
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1.2 Functions
Neutral Control
When the vehicle is stopped with the lever in position D, the clutches will be
automatically released, and the gearbox will be set to neutral. Thus, the torque
converter will not be stressed; moreover, fewer vibrations will occur, and fuel
consumption will be lowest.
This functions will not be implemented on rough terrain and uphill roads: in the latter
instance, the gearbox will remain engaged, thus ensuring a hill holder effect.

Reverse gear control

By moving the lever from N to R, the reverse gear will not be engaged if the vehicle
speed exceeds 11 r.p.m.

Adaptivity

MODE DESCRIPTION
It is used during normal driving. Both the sports and the economy
ADAPTIVE modes are automatically selected according to the driving
conditions.
With this mode, the lock-up actuation and gear shifting points are
SPORTS
higher, to achieve a higher engine revs number.
In case of ice, snow and low grip conditions in general, the vehicle
WINTER/LOW GRIP
will be started in the third speed to avoid front wheel slipping.
By moving the lever from D to +/-, the driver may choose the
gear shifting point in a sequential fashion. In any case, the control
TIP unit will change the gear automatically to avoid out-of-revs
conditions, or vice versa to avoid jerks when the engine speed is
too low.
In case of too high gearbox oil temperature, the control unit will
HIGH TEMPERATURE advance lock-up actuation in order to avoid excessive slipping in
the torque converter and, thus, cause the temperature to decrease.
In this case, on the contrary, converter slipping will be enhanced in
HEATING
order to heat the oil.
The rise will be automatically detected with a control unit algorithm
RISE based on the revs number increase: the gear shifting points will be
increased.
Conversely, the system will, when the vehicle is riding downhill,
DESCENT make use of a few tricks in order to avoid prolonged use of the
brakes (lock-up, etc.).
This control calculates the drivers performance requests through
FAST ON the pressure on the accelerator pedal and regulates, accordingly,
the gear shifting points.

On the contrary, the exhaust brake is used in this case to help the
driver in case of deceleration (which is measured, once again,
BRAKE ASSISTANCE through the accelerator pedal).
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1.3 Components
Control unit

The B connector is connected to the gearbox cabling, in the pin-to-pin configuration.

The A connector is connected to the front cable:

1 Key switch signal

2 N.C.
3 N.C.
4 K line
5 Steering lock signal
6 CAN L
7 CAN H
8 CAN H
9 Ground
10 N.C.
11 Power supply
12 N.C.
13 Reversing light relay
14 CAN L
15 N.C.
16 N.C.
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Input/output managed by the control unit

The interface with the automatic transmission system manages the information through
the following serial lines:
C-CAN (information, data)
K line (diagnosis)

I/O
TYPE OF
SIGNAL
TRANSMISSION
I
Key status CAN
O
System failure warning light CAN
O
Max. gearbox oil temperature warning light CAN
O
Gear ON display CAN
I
Gear selection CAN
I/O
System diagnosis K
I
Vehicle speed CAN
Brake pedal pressed for recovery (brake light I
CAN
contact)
I
Drivers side front door status CAN
O
Acoustic indicator actuation CAN
O
Start enable to NBS on/ off @GND
O
Reversing light control on/ off @+15
I
Engine water temperature CAN
O
Engine torque variation request CAN
O
MIL warning light ignition request CAN
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Cabling
The cabling is located inside the gearbox and is connected, inside the valve body, to
the following items:

speed sensors;
oil temperature sensor;
solenoids.

Cabling pin-out

The cabling is connected to the gearbox control unit by means of a pin-to-pin connector
made by Aisin.
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You can easily see the difference compared with the AISIN 5-speed gearbox fitted to
the 2.2 petrol engine version:

NSW built
into the
control unit

AISIN 6-speed cabling

Solenoid valve pack

The purpose of the solenoid valve pack is to supply, through solenoids actuated by the
control unit signals, the hydraulic pressure generated by the oil pump to the brakes,
clutches and lock-ups. Moroever, part of the oil is reserved for component lubrication.
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1 Control unit
2 Torque converter
3 Solenoid valve pack
4 Brakes/clutches
5 Oil radiator
6 Oil pump
7 Epicyclical gears
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Solenoids

Linear solenoids: four linear

solenoids are provided, which
control, in a linear fashion, the
hydraulic pressure of almost all the
brakes/clutches

ON/OFF solenoids: two ON/OFF

solenoids are provided, which
control the B2 brake for the
exhaust brake in the first gear

SLT linear solenoid: it controls, in

a linear fashion, the line pressure
depending on the throttle signal
and the engine torque

SLU linear solenoid: it controls, in

a linear fashion, the lock-up
pressure with regard to:
throttle signal
engine revs
gearbox input speed
gearbox output speed
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Sensors
Lever position sensor (NSW)

NCA

The position sensor is of the Hall-effect type and is built into the body of the control unit.
It informs the control unit of the gear lever position

Linear characteristic of the position sensor

Oil temperature sensor

The oil temperature sensor is a NTC and is built into the cabling.
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Features:

Temperature Resistance
10 C 5.62-7.31 (k)
25 C 3.5 (k)
110 C 0.22-0.27 (k)

Input/output speed sensors

1.input
2.output

The input speed sensor measures the rotation speed input to the gears, i.e. the
converter turbine speed.
The output speed sensor measures the rotation speed of the gear that conveys the
motion to the differential.

1.4 Tests

Stall test

The purpose of the stall test is to check correct operation, mainly of the gearbox and the
torque converter.
It is carried out with the gear lever in positions D or R.
The test procedure is as follows:

lock the four wheels and engage the handbrake;

press the brake pedal fully down with your left foot;
position the gear lever to D, press the accelerator pedal fully down, then verify the
maximum revs number reached;
move the gear lever to R, then check again the maximum revs number.

The standard value is 2,730 r.p.m.

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1.5 Procedures
Oil level check

Position the vehicle on a lift.

With the coolant cold, start the engine and move the speed selector
twice from position "P" to position "D" and viceversa with the brake
pedal depressed.

Maintain the selector in each position for 2 seconds.

Adjust the transmission fluid temperature between 80-85C,

connecting the Examiner, to allow the automatic transmission fluid
cooling circuit thermostat valve to open, then stabilise at a temperature
of 35-45C.

Remove the automatic transmission fluid level check plug (1a) and
check that fluid emerges from the drain plug hole (1b).
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If no fluid emerges, proceed as follows

Retighten the automatic transmission fluid level check plug.

Remove the automatic transmission fluid filler plug.

Add 0.5 litres of the specified fluid to the filler opening 1.

Automatic transmission Fluid Oil Tutela Gi/Vi 3.320 kg

With the brake pedal depressed, move the gear selector twice
from position "P" to position "D" and viceversa, maintaining the
selector in each position for 2 seconds.

Set the selector to "P" and operate the parking brake (it is advisable to use chocks to
lock the wheels).

Remove the automatic transmission fluid level check plug and check
that fluid emerges from the drain plug hole.

If no fluid emerges, repeat the above operations.

Clean oil traces from the drain hole area and tighten the automatic.

Transmission fluid level check plug to the specified torque.

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Before tightening, check that the o-ring fitted to the plug is undamaged.

Replace the o-ring if it is damaged.

Automatic transmission fluid level check plug: 0.6 -0.8 daNm

Tighten the automatic transmission fluid drain plug to the

recommended torque.

Automatic transmission filler plug: 2.4 -3.6 daNm

Automatic transmission Fluid for 1.9 JTD 16v, 2.4 JTD 20v & 3.2 JTS:

Oil Type : TUTELA GI/VI

Replacing gearbox from spare part department : 2.84 Litres @ 15 deg c

Changing oil during service : 3.89 Litres @ 15 deg c

Total refilling after gearbox opening : 7.14 Litres @ 15 deg c

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1.6 GEAR CONTROLS

The request to change gear may take place in the following ways:
- sequential (manual) or automatic via the selector lever
- sequential (manual) via the steering wheel controls (where present).
Selector lever

P = Park
R = Reverse
N = Neutral
D= Drive, automatic forward gear
+ = Shift from higher transmission ratio in sequential mode
- = Shift from lower transmission ratio in sequential mode
Manual sequential command from selector lever
The 6 gear changes can be managed sequentially by moving the lever to the right and
raising it in the +
direction engages a higher ratio whilst lowering it in the - direction engages a lower ratio.
Each gear engaged is shown by a number on the instrument panel display.
Automatic command from selector lever
The automatic command D can be selected from the sequential operation in any driving
conditions.
The optimum ratio is selected by the gearbox electronic control unit depending on the
engine speed and load
conditions.
Manual sequential command from steering wheel (where present)
The change can be managed sequentially via the controls on the steering wheel.
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To use the controls of the steering wheel, the gear lever must be in a (manual) sequential
position:
Operating the lever on the steering wheel in the + direction engages a higher ratio
Ooperating the lever on the steering wheel in the +-direction engages a lower ratio
Automatic driving mode selection (where present)
It is possible to select different driving modes by pressing the SPORT/WINTER button on
the gearbox control panel.

The following driving modes are available:

NORMAL: gear changes at low engine speeds, favouring comfort and reduced
consumption
SPORT: gear changes at higher engine speeds, enhancing sporty driving
WINTER: programme for setting off on roads in poor grip conditions.
The selection mode remains in force until the button is pressed again or the engine is
switched off.