Technicians

Reference
ProCarManuals.com

Booklet

4EAT Phase II

Module 304
 © Copyright 2001
Subaru of America, Inc.
All rights reserved. This book may not be reproduced
in whole or in part without the express permission of
Subaru of America, Inc.

Subaru of America, Inc. reserves the right at any time

to make changes or modifications to systems,
procedures, descriptions, and illustrations contained
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in this book without necessarily updating this

document. Information contained herein is considered
current as of April 2001.

© Subaru of America, Inc. 2001 TT06002/01

 4EAT Phase 2
Table of Contents
Slide Sequence................................................................................................................... 4
Introduction ........................................................................................................................ 6
Disassembly ....................................................................................................................... 7
Variable Torque Distribution (VTD) ................................................................................... 9
4EAT Phase 2 Disassembly Continued ........................................................................ 13
Servicing the Oil Pump .................................................................................................... 17
Servicing the High and Reverse clutch .......................................................................... 18
Servicing the Planetary Gear Assembly and Low Clutch ............................................. 19
Hydraulic Control ............................................................................................................. 21
Line Pressure ................................................................................................................... 21
Lock up Engagement .................................................................................................... 22
Lock up Release ........................................................................................................... 22
1st gear ......................................................................................................................... 24
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2nd Gear ....................................................................................................................... 25

3rd Gear ........................................................................................................................ 26
4th Gear ........................................................................................................................ 27
TCM Control ...................................................................................................................... 29
Normal Shifting ............................................................................................................. 29
Slope Control ................................................................................................................ 29
Control at Low Temperature .........................................................................................29
Control During ABS Operation ...................................................................................... 29
Engine Over Speed Prevention Control ........................................................................ 29
Timing Control .................................................................................................................. 30
Low Clutch Timing Control .............................................................................................. 31
Engine Torque Control .................................................................................................. 31
Learning Control ........................................................................................................... 32
Reverse Inhibit Control ................................................................................................. 32
Engine Brake Control .................................................................................................... 33
Self Diagnosis ................................................................................................................... 34
Failsafe Function .......................................................................................................... 35
2002 Impreza 4EAT Phase 2 Enhancements "Chopper Voltage Signal" ..................... 36

3 Effective: 4/10/01
 Slide Sequence
Slide No. Description Page No.
1 Title Slide (4EAT Phase 2)
2 Created By
3 Teaching Aids
4 Title Slide (General Information) 6
5 Left Side (Introduction) 6
6 Right Side 6
7 Bell Housing 6
8 Disassembly 7
9 Extension Housing 7
10 Transfer Clutch 7
11 Reduction Gears 7
12 Hammer and Punch 7
13 Tool Usage 7
14 Gear on Bench 7
15 Tool Usage 8
16 Filter 8
17 Solenoid 8
18 Artwork 8
19 Oil Pan 9
20 Title Slide (Variable Torque Distribution (VTD)) 9
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21 Rear View of 4EAT 9

22 Transfer Planetary 9
23 Transfer Area 10
24 Transfer Planetary 10
25 Reduction Drive Shaft 10
26 Power Split 11
27 Transfer Clutch 11
28 Transfer Planetary 11
29 Piston Clutch Side 12
30 Piston Case Side 12
31 Pressure Ports 12
32 Valve Body with Artwork 13
33 Valve Body 13
34 Failsafe 13
35 Seal Pipe Removal 14
36 Oil Pump 14
37 High Clutch 14
38 Hub 14
39 Front Sun Gear 14
40 Leaf Spring 14
41 2-4 Clutches 14
42 High Clutch 15
43 High Clutch Hub and
Front Sun Gear 15
44 Leaf Spring 15
45 Planetary 15
46 2-4 Brake Piston 15
47 Tool Usage 16
48 Tool Usage 16
49 2-4 Brake Piston 16
50 Spring Retainer 16

Effective: 4/10/01 4
 Slide Sequence
Slide No. Description Page No.
51 Leaf Spring 16
52 Valve Body with Seal Pipe 16
53 One-Way Clutch Inner Race 16
54 One-Way Clutch Outside Bolts 16
55 Wave Washer 17
56 Piston and Seal 17
57 Oil Pump 17
58 Oil Pump Inner 17
59 High Clutch 18
60 Tool Usage 18
61 Planetary 19
62 Front Planetary and
Rear Sun Gear 19
63 Rear Planetary 19
64 Low Clutch 19
65 Tool Usage 20
66 Tool Usage 20
67 Title Slide (Hydraulic Control) 21
68 Artwork: Line Pressure 21
69 Artwork: Line Pressure 21
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70 Artwork: Lock-Up Engagement 22

71 Artwork: 1st Gear 24
72 Artwork: 2nd Gear 25
73 Artwork: 3rd Gear 26
74 Artwork: 4th Gear 27
75 Input / Output Charts 28
76 Input / Output Charts 28
77 Artwork: 2-4 Brake Timing 29
78 Artwork: Low Clutch Timing 30
79 Artwork: Reverse Inhibit Control 32
80 Artwork: Engine Brake Control 33
81 Title Slide (Self Diagnosis) 34
82 Self Diagnosis (11-15) 34
83 Self Diagnosis (16-24) 34
84 Self Diagnosis (25-36) 34
85 Title Slide (Failsafe Function) 35
86 Failsafe Function 35
87 Failsafe Function 35
88 Title Slide (2002 Impreza 4EAT Phase 2 Enhancements) 36
89 Ignition On / Engine Off 36
90 Idle 36
91 Part Throttle 36
92 Half Throttle 36
93 Stall Speed 36
94 Copyright
95 The End

5 Effective: 4/10/01
 4EAT Phase 2
Introduction
The 4EAT Phase 2 (introduced on 1999 Model Year vehicles) provides the same type of
electronic control used by prior model year vehicles and shares many of the same
diagnostic procedures, however there have been internal and external changes that require
this 4EAT to be viewed as an entirely new automatic transmission. Additionally, beginning
with the 2001 model year, an enhancement to the all wheel drive transfer section was
introduced. This enhancement, Variable Torque Distribution (VTD), is covered in this
reference booklet starting on page 9.
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5 6

Externally, the number of bolts in the torque converter housing area have increased to
match the increase in the number of bolts in the bell housing of the engine. The use of an
external canister type oil filter has been adopted which requires no scheduled maintenance.
Three speed sensors are now located on the outside surface of the transmission case
reading rotational speeds of internal components improving transmission characteristics.
Internally the Brake Band and Servo Mechanism have been deleted and in its place an
additional clutch pack is used as a holding member for second and fourth gear. Also the
remaining clutch assemblies and the valve body have been redesigned requiring new
disassembly and assembly procedures.

6 Effective: 4/10/01
 4EAT Phase 2
Disassembly
Before beginning the disassembly process, label the speed sensors so that they are not
incorrectly installed during reassembly.

Remove vehicle Speed Sensor 1 from the extension case. Followed by the bolts that secure
the extension case to the rear of the transmission.
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10 11
Set the select lever to the park position to engage the Parking Pawl to the front of the
reduction drive gear.

12

Straighten the peen mark of the locknut. (This locknut is designed to be used only once.)
Remove the locknut and washer.
Clean the threaded portion of the backside of the Reduction Driven Gear and install the
special tool puller. (499737000 and 899524100)

13 14

Turn the puller until the Reduction Driven Gear has cleared the Pinion shaft.

7 Effective: 4/10/01
 4EAT Phase 2

15

Install the reduction drive gear puller to the rear of the transmission as shown and slowly
remove the drive gear assembly. (499737100 and 899524100)

16 17
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Disconnect the Transfer Duty Solenoid Connector and remove the bolts that secure the
Duty Solenoid and Transfer Control Valve to the Transmission Case. Remove the small
filter from the cavity in the Transmission case at this time. Remove the Parking Pawl, spring
and Parking Pawl Shaft.

18

The Transfer Duty Solenoid controls the amount of pilot pressure supplied to the backside of
the Transfer Control Valve Piston. If the duty ratio signal from the Transmission Control Unit
(TCU) is small the Transfer Duty Solenoid stays off more than it is on and drains less of the
pilot pressure. This will result in an upward movement of the control valve increasing the
amount of line pressure to the Transfer Clutch. An increase in the duty ratio turns the solenoid
on more than it is off and drains more of the pilot pressure. The Transfer Control Valve moves
downward restricting the amount of line pressure to the Transfer Clutch.

8 Effective: 4/10/01
 4EAT Phase 2

19

The next step in the disassembly process is to remove the Oil Pan. Position the
transmission on the worktable with the Oil Pan facing upward and held in position with
wooden blocks.
Remove the Oil Pan Bolts. Use a putty knife or similar tool with a hammer and carefully
separate the pan from the transmission. Do not score or scratch the mating surface.

Variable Torque Distribution (VTD)

Variable Torque Distribution (VTD) is an addition to the current 4EAT transfer section. VTD
is designed to smoothly transfer and divide the power from the engine to the wheels. This
new system for North America is equipped on all Subaru vehicles with Vehicle Dynamic
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Control (VDC).
Rear internal gear located inside
the transmission

Reduction Driven Gear (Supplies power

to front wheels) 53 Teeth 21

The view of the extension case area is similar to the current 4EAT Phase 2. The difference
is the Reduction Drive Assembly.

Reduction Drive Gear

53 teeth Multi-Plate Clutch Drum

Intermediate Shaft
(Splines into Rear Internal Gear)

Pinion Gear
(Two Gears turning as one)
both gears are 21 teeth 22

An Intermediate Shaft is splined to the Rear Internal Gear, carrying power to a Sun Gear.
The Sun Gear is made onto the end of the Intermediate Shaft. The rotating Sun Gear
delivers power to a set of Pinion Gears.

9 Effective: 4/10/01
 4EAT Phase 2

Sun Gear

23

The Pinion Gears are two gears made together. The smaller gear and larger gear have the
same number of teeth. The Intermediate Sun Gear drives the smaller Pinion Gear and the
larger Pinion Gear.
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24

The Pinion Gear is secured to the carrier and delivers power to it. The carrier will now
rotate, driving the Reduction Drive Gear. This supplies power to the front wheels. At the
same time, the larger Pinion Gear is driving the Rear Drive Shaft.

18 teeth
25

A Sun Gear made on to the end of the Rear Drive Shaft receives the power and transfers the
power to the shaft.
The final drive shaft is splined to the Rear Drive Shaft. This carries power to the rear
differential.

10 Effective: 4/10/01
 4EAT Phase 2

45.45%

54.55%
26

Assuming the friction of the front and rear tires is the same, the power is split 54.55% to the
rear and 45.45% to the front.

During equal friction driving

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27

The Front Wheels load the reduction drive and driven gears.
The Rear Wheels load the Rear Drive Shaft and Pinion Gears.
Driving the vehicle results in the Pinion Gears rotating and advancing around the
Intermediate Sun Gear.
The Intermediate Sun Gear has 33 teeth; the Small Pinion has 21 teeth.
The Rear Drive Shaft Sun Gear has 18 teeth; Large Pinion has 21 teeth.
You can calculate the power split by dividing 18 by 33 for the Rear Wheels. The remaining
power drives the Front Wheels.

28

The TCM adjusts the duty ratio of the MPT clutch to maintain the optimum transfer of power.
A large speed difference in the rear to the front wheels results in the MPT clutch locking the
Rear Drive Shaft to the carrier.
Power is then split 50% to the front and 50% to the rear.

11 Effective: 4/10/01
 4EAT Phase 2

29

The piston for the MPT Clutch is machined to spline with the MPT Drum. The piston will
rotate with the drum.
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30

The backside of the piston is made with two locating pins. This prevents the backside of the
piston from rotating.

Oil pressure discharge port

One time use only, transfer pipe

Piston locating pins fit here

Oil pressure supply port

31

Pressure port locations.

Note: Oil Pressure Transfer Pipe is one-time use only.

12 Effective: 4/10/01
 4EAT Phase 2
4EAT Phase 2 Disassembly Continued
Carefully disconnect and remove the wiring harness.
Remove the control valve body. There are 8 short bolts marked with an (8) and 5 long bolts
marked with (7B).

32
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33

Carefully disconnect all solenoids. Observe the color of the connectors and the color of the
wire that connects to them.

Solenoid Color Failsafe

2-4 Brake Red 1st and 3rd
2-4 Brake Timing Black 1st and 3rd
Shift A Green 3rd
Shift B Yellow 3rd
PL Red 1st and 3rd Line press
set at maximum
Low Clutch Timing Gray 1st and 3rd
Lock Up Blue no lock up
34

13 Effective: 4/10/01
 4EAT Phase 2
Reposition the transmission to vertical using the wooden blocks to stabilize the case.
Remove the bolts and nuts that secure the pump assembly to the transmission case.
Remove Seal Pipe.

35 36
Use the stator support as a handle and remove the pump assembly and gasket.
Caution: the Thrust Needle Bearing may stick to the pump. Ensure it is set aside as it
may be used during reassemble if the total end play requires the thickness of the
needle bearing to be the same as the original.
Remove the High Clutch Drum, Thrust Needle Bearing and the High Clutch Hub.
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37 38

Remove the Thrust Needle Bearing and the front Sun Gear.

39 40

Remove the Snap Ring and the drive and driven plates of the 2-4 brake clutch with pressure
plate.

41

Note: When installing the 2-4 brake clutch, line up the grooves to ensure proper leaf
spring positioning.

14 Effective: 4/10/01
 4EAT Phase 2

42 43

The High Clutch Drum houses the high and reverse clutch. The high clutch is applied in all
3rd and 4th gear ranges. The Reverse clutch is applied in the reverse range only. Position the
high clutch with the open end facing upward. The lower positioned clutch assembly is the
high clutch. The wide end of the High Clutch Hub engages with these drive and driven
plates while the smaller end of the High Clutch Hub engages with the Front Planetary
Carrier.
The reverse clutch plates engage with the top section of the front Sun Gear. The lower
section of the front Sun Gear engages with the 2-4 brake clutch. Any time the 2-4 brake
clutch is applied the front Sun Gear assembly is fixed to the case of the transmission and
cannot rotate.
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The High Clutch Drum itself is splined to the turbine shaft. When the high clutch is applied
the power from the drum is transferred to the rear Sun Gear via the High Clutch Hub and
turns the rear planetary carrier.
Remove the Upper Leaf Spring. This device reduces chatter and vibration. Carefully
observe its location.

44 45

Remove the planetary assemble as a unit. Followed by the Snap Ring and Spring Retainer
of the 2-4 Brake Piston. Observe the location of the 2-4 locating lug of the 2-4 Brake Piston
so that it is properly positioned during reassembly.

46

15 Effective: 4/10/01
 4EAT Phase 2

47 48

During reassembly, the installation of the Snap Ring of the 2-4 brake Spring Retainer
requires the use of a special tool. Carefully position the Snap Ring over the retainer and
place the special tool on top of the Snap Ring. Apply steady, firm pressure until you hear
the Snap Ring fully seat. Remove the tool and check that the Snap Ring is fully seated.
Using both hands, remove the 2-4 Brake Piston. It may be necessary to provide a wobbling
motion to expedite its removal. The piston retainer may come out with the piston. If it does
not, remove it at this time.
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49 50 51

Remove the Lower Leaf Spring followed by the Snap Ring and Low and Reverse Brake Clutch.
Observe the orientation of the Dish Plate so it is properly positioned during reassemble.

52

The Seal Pipe carries pressure from the valve body to the 2-4 Brake Clutch Piston Retainer.

53 54

Remove the Thrust Needle Bearing from the machined surface of the one way clutch inner
race. Reposition the transmission case horizontally and remove the bolts that secure the
one way inner race to the transmission case. Carefully remove the inner race from the
transmission.

16 Effective: 4/10/01
 4EAT Phase 2

55 56

Also remove the Spring Retainer, Wave Washer and the Low and Reverse Brake Piston.

57 58
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Servicing the Oil Pump

Remove the seven bolts from the Oil Pump Cover. Lift the cover off and inspect the inner
and outer rotor for damage. Check for wear, seizing, and deformation of parts and clogged
or dirty oil passages.
Measure the clearance between the inner and outer rotor.
Standard value 0.02-0.15 mm
Measure the side clearance of the inner and outer rotor.
Standard value 0.02-0.04 mm
If the side clearance is beyond specifications replace the rotors as a set. Choose the
thickness of the set that will place the side clearance within specifications.
Parts number Thickness
15008AA060 11.37-11.38
15008AA070 11.38-11.39
15008AA080 11.39-11.40
Line the dowel pins of the oil pump housing with the alignment holes of oil pump cover and
set the cover into place. Torque the bolts to the proper specifications.
Caution: The cover must sit flush on the pump before it is tightened. Failure to do this will
result in a cracked pump and or cover.
Note: When installing new friction plates soak them in automatic transmission fluid for
at least 2 hours before installation.

17 Effective: 4/10/01
 4EAT Phase 2

59 60

Servicing the High and Reverse Clutch

Remove the Snap Ring from the open end of the High Clutch Drum.
Caution: the Retaining Plate of the High Clutch is directional
directional. Observe how it is
positioned so it is properly placed during reassemble.
Caution: the Dish Plate is directional
directional. Observe how it is positioned so it is properly placed
during reassemble. Remove the drive and driven plates.
Remove the Snap Ring and the Drive and Driven Plates of the Reverse Clutch.
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Position the High Clutch Drum with the open-end facing upward on suitable press plates.
Carefully position the compressor and seat against the High Clutch Spring Retainer. Apply
slow steady pressure until there is enough room to remove the Snap Ring. Slowly release
the pressure ensuring the Spring Retainer does not move to one side partially engaging
with the Snap Ring groove.
Remove the Spring Retainer, spring, High Clutch Piston and Reverse Clutch Piston.
Reassemble parts in reverse order of disassembly. Check the operation of the high and
reverse clutch by applying air pressure to the their pressure ports.
Check for proper clearance between the Snap Ring and Retaining Plate of each clutch
assembly.
If the clearance is beyond specifications replace the Retaining Plate with one that will
provide the proper clearance.
Retaining Plate Retaining Plate
High Clutch Thickness Reverse Clutch Thickness
31567AA710 4.7 31567AA750 3.8
31567AA720 4.8 31567AA760 4.0
31567AA740 5.0 31567AA780 4.4
31567AA730 4.9 31567AA770 4.2
31567AA670 5.1 31567AA790 4.6
31567AA680 5.2 31567AA800 4.8
31567AA690 5.3 31567AA810 5.0
31567AA700 5.4 31567AA820 5.2
18 Effective: 4/10/01
 4EAT Phase 2
Servicing the Planetary Gear Assembly and Low Clutch
Position the planetary gear assembly with the open end upward. Remove the Snap Ring.
Caution: There are 2 Thrust Needle Bearings and Thrust Washers used in this
assemble. They may stick to components when they are removed. Use extreme care
when handling.
Remove the Front Planetary Carrier, Thrust Needle Bearing and rear Sun Gear.
Note: All bearings, washers, and gears are directional.

61 62

Remove the Rear Planetary Carrier, Thrust Washer, and Thrust Needle Bearing. Remove
the Rear internal gear and Thrust Washer.
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63 64

Remove the Snap Ring and Retaining Plate. Next remove Drive and Driven Plates.
Caution: The Retaining Plate of the Low Clutch is directional
directional. Observe how it is
positioned so it is properly placed during reassemble.
Position the Low Clutch Drum with the open-end facing upward on suitable press plates.
Carefully position the compressor and seat against the Low Clutch Spring Retainer. Apply
slow steady pressure until there is enough room to remove the Snap Ring. Slowly release the
pressure ensuring the Spring Retainer does not move to one side partially engaging with the
Snap Ring groove.

19 Effective: 4/10/01
 4EAT Phase 2
Remove the Spring Retainer, Spring, and Low Clutch piston.

65 66

Reassemble parts in reverse order of disassembly. Use the Low Clutch Spring Retainer
guide to help center and maintain the position of the retainer. This prevents the guide from
catching on the Snap Ring groove. Check for proper clearance between the Snap Ring and
Retaining Plate.

If the clearance is beyond specifications replace the Retaining Plate with one that will
provide the proper clearance.
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Available Retaining Plates

Part Number Thickness
31567AA830 3.8
31567AA840 4.0
31567AA850 4.2
31567AA860 4.4
31567AA870 4.6
Check the operation of the Low Clutch by placing the one way clutch inner race into the
bottom of the Low Clutch Drum and applying air pressure to the pressure port.
Caution: Do not place hands inside drum when air checking.
Check the operation of the One Way Clutch at this time. It should not allow the Low Clutch
Drum to rotate counter clockwise. The Low Clutch is applied in all forward gears except 4th.
When applied the Low Clutch locks the rear internal gear to the Low Clutch Drum.
In 1st gear this action initially turns the Low Clutch Drum counterclockwise. However, the
One Way Clutch catches the drum and prevents it from turning. The rear internal gear
locked to Low Clutch Drum via the Low Clutch now makes the planetary pinions revolve
around the rear Sun Gear. This turns the rear planetary carrier, which is connected, to the
reduction drive gear assembly.

20 Effective: 4/10/01
 4EAT Phase 2
Hydraulic Control
Line Pressure
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68

Line pressure provides the force necessary to engage driving and holding members as well
as lubricate and cool the transmission. Adjusting the line pressure to various levels reduces
the amount of load placed on the engine and minimizes wear on the transmission.

Line pressure is adjusted using data that indicates throttle opening, vehicle speed, and other
input signals. Control of the pressure during low load conditions results in a duty ratio, or on
verses off time that is large. This duty ratio results in the PL Duty Solenoid staying on more
than it is off. Pilot pressure is drained away from the Pressure Modifier Valve. Resulting circuit
action lowers the pressure in the lower side of the Pressure Regulator Valve allowing line
pressure in the upper side of the valve to push the valve down increasing the amount of pressure
drained from the line pressure circuit.

69
21 Effective: 4/10/01
 4EAT Phase 2
Control during high load conditions results in a low duty ratio increasing the pressure to the
pressure modifier valve. This will result in an increase in pressure to the bottom of the
pressure regulator valve creating an upward movement of the pressure regulator valve.
Reducing the amount of line pressure drained. The amount of line pressure throughout the
transmission will then increase.
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70

Lock up control engages the Lock Up Clutch inside the Torque Converter when traveling in
4th gear under uniform conditions, transmitting engine power directly to the Input Shaft.
Lock up Engagement
1. The TCM increases the duty ratio and the oil drainage rate increases in proportion to the
duty ratio.
2. The lock up control valve is pushed down, connecting the torque converter regulator
valve port and the lock up application port.
3. Oil pressure from the Torque Converter Regulator Valve is conducted through the
application port to the torque converter and the Torque Converter Clutch. The lock up
release port ATF is drained through the lockup control valve at this time.
4. The lock up clutch is engaged by the oil pressure from the lock up application port. After
the clutch is engaged, the TCM lock up duty solenoid ratio is fixed in the on position.
Lock up Release
1. The Duty Ratio of the Lock up solenoid is adjusted to 5%. Drainage of the duty solenoid
oil is stopped and the lock up duty pressure rises.
2. The lock up control valve spool is pushed up, connecting the torque converter regulator
valve port and the torque converter release port.

22 Effective: 4/10/01
 4EAT Phase 2
3. Oil pressure from the Torque Converter Regulator Valve is conducted through the
release port to the Torque Converter Clutch and the Torque Converter Application
Circuit.
4. The Clutch Plate moves away from the Torque Converter Case and the Lock up Clutch
is released.
Gear Shift Control
The shift control operates the engagement and release of the Low Clutch, 2-4 Brake, and
the High Clutch. TCM output signals control Shift Solenoid A and Shift Solenoid B based on
input from vehicle speed and throttle opening.
The solenoids in turn supply or remove pilot pressure from Shift Valve A and Shift Valve B.
The positioning of the shift valves route line pressure to the correct clutch and or brake
assemblies.
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23 Effective: 4/10/01
 4EAT Phase 2
1st gear
When the selector lever is placed in the D range the manual valve opens the port to the shift
valves A and B supplying Line pressure. Shift solenoids A and B are turned on by the TCM
and pilot pressure is applied to the top of both Shift Valves. The Shift valves move to the
bottom of their bores providing a route for line pressure to the Low Clutch.
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71

24 Effective: 4/10/01
 4EAT Phase 2
2nd Gear
TCM output turns shift solenoid A off and shift solenoid B on. Shift valve A moves upward
and opens the 2-4-Brake port. The Low Clutch and 2-4 brake are now applied.
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72

25 Effective: 4/10/01
 4EAT Phase 2
3rd Gear
Both solenoids are turned off allowing the pilot pressure supplied to the shift valve to drain.
The shift valves move upward allowing line pressure to the Low Clutch and the High Clutch.
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73

26 Effective: 4/10/01
 4EAT Phase 2
4th Gear
The TCM turns shift solenoid A on and B off. Pilot pressure is supplied to the top of shift
valve A which results in the valve moving downward closing the passage for the Low Clutch
and opening the passage for the 2-4 brake. The High Clutch and 2-4 brake is now applied.
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74

27 Effective: 4/10/01
 4EAT Phase 2

75
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76

28 Effective: 4/10/01
 4EAT Phase 2
TCM Control
Normal Shifting
The logic for all gear ranges is stored in the TCM memory and is mainly influenced by the
throttle opening and vehicle speed. Monitoring of these signals enables the TCM to turn on
or off the shift solenoids enabling up and down shifting.
Slope Control
This control regulates shifting up from 3rd to 4th gear when traveling uphill and forcefully
downshifts from the 4th to 3rd gear when traveling downhill.
The TCM determines the driving force of the traveling vehicle from input of the speed sensor
signals, throttle signal, turbine sensor signal, etc.. and forcefully maintains 3rd gear.
Control at Low Temperature
To prevent shift shock, shifting up to D range 4th gear is not performed when the ATF
temperature is below approximately 12 degrees C.
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Control During ABS Operation

During ABS operation the TCM forces the transmission to 3rd gear. This allows the ABS
control to exhibit its maximum effect.
Engine Over Speed Prevention Control
Engine over speed is controlled by a fuel cut.

77

29 Effective: 4/10/01
 4EAT Phase 2
Timing Control
Timing control is designed to prevent shift shock and engine racing. Two types of timing
control are used with the new eat. 2-4 brake timing and Low Clutch Timing.
2-4 brake timing is utilized during the upshift from 2nd to 3rd gear. This control temporarily
engages both the 2-4 brake and the high clutch, preventing shift shock and engine racing
when upshifting from 3rd to 4th gear.
When the TCM turns the 2-4 brake timing solenoid on the 2-4 brake-timing valve A is acted
upon by the high clutch pressure.
The 2-4-Brake Timing Valve Spool is pushed down as the high clutch pressure overcomes
the set pressure.
The movement of the spool valve changes the draining characteristics of the 2-4 brake
accumulators. The faster the back pressure of the accumulators drain the faster the release
of the 2-4-Brake Clutch.
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78

30 Effective: 4/10/01
 4EAT Phase 2
Low Clutch Timing Control
Low Clutch Timing Control is designed to prevent shift shock and engine racing when the
transmission is upshifting from 3rd to 4th gear.
During the upshift to 4th gear the 2-4-Brake clutch and the Low Clutch are temporarily
engaged together. At the same time the Low Clutch Timing Solenoid is activated controlling
the pilot pressure applied to top side of the Low Clutch Timing valve B.
The movement of the Low Clutch Timing valve B spool regulates the 2-4 brake apply
pressure to the top of Low Clutch Timing valve A. When this pressure overcomes the set
pressure the spool valve moves down, changing the draining characteristics of the Low
Clutch accumulator back pressure. The faster the back pressure of the accumulator drains
the faster the low clutch fully disengages.
Control performed by the PL Duty Solenoid and the 2-4 Brake Duty Solenoid
The line pressure duty solenoid and the 2-4 brake duty solenoid are adjusted to set values
determined from preexisting conditions of the vehicle just before an up shift or down shift
occurs. This set value is lower than the applied value and is designed to prevent shift shock
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and improve shifting characteristics.

The drop in both duty pressures cause the accumulator control valve A and B spool valves
to move up, and the low clutch and 2-4 brake accumulator back pressures to be reduced.
This allows the accumulators to absorb a larger shock when the clutches are applied.
The turbine sensor detection signal inputted to the TCM influences the rate in which the
duty ratios are increased.
Down shifting from 4th to 3rd
The line pressure and 2-4 brake duty solenoid are adjusted to a lower set value just before
the actual downshift.
This drops the back pressure in the high and 2-4 brake accumulators. The lowered back
pressure allows the applied pressures to be lower, creating a slipping condition of the high
and 2-4 brake. Higher engine speeds will then be obtained, generating a higher driving
force to the rear internal gear.
The TCM gradually increases the duty ratios eliminating the slip.
Engine Torque Control
Engine torque control is performed by the engine control module which lowers the engine
torque by retarding the engine ignition timing and cutting the fuel supply, reducing shift
shock.
While shifting is in progress, the TCM detects the brake and clutch engagement \ release
conditions by comparing the turbine sensor signal and the speed sensor signals. The TCM
outputs a signal to the ECM to reduce the torque when set conditions are reached.

31 Effective: 4/10/01
 4EAT Phase 2
Learning Control
Learning control is utilized to prevent shift shock that is created because of clutch and brake
wear.
The TCM always detects the turbine sensor signal after starting shift control. It measures the
time from when this signal changes until the clutch or brake starts to engage and the time
from that point until the clutch or brake fully engages.
The TCM compares these times and their respective target values and determines the
clutch or brake status. Based on the results, it decides the operating characteristics of the
line pressure control solenoid and the 2-4 brake duty solenoid. By controlling the line
pressure control solenoid and the 2-4-Brake solenoid based on these operating
characteristics, increased shift shock due to change with passage of time can be prevented.
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79

Reverse Inhibit Control

Designed to prevent the accidental shift into reverse gear . This feature is only active above
10km/h (6 m.p.h.). The Low Clutch Timing solenoid is turned on allowing pilot pressure to
build up on the top side of the Reverse Inhibit valve. The valve spool is then pushed down
blocking the passageway to the low and reverse brake.

32 Effective: 4/10/01
 4EAT Phase 2
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80

Engine Brake Control

Engine brake operation will occur in the 1 range 1st gear. The TCM turns the Low Clutch
Timing Solenoid on and supplies pilot pressure to the reverse inhibit valve. The pilot
pressure causes the reverse inhibit valve spool to move downward, opening the port to the
low and reverse brake. Pressure from the 1st reducing valve engages the low and reverse
brake. The Low Clutch Drum is then fixed to the transmission case and the rotation of the
wheels is transmitted to the engine side, operating the engine brake effect.

33 Effective: 4/10/01
 4EAT Phase 2
Self Diagnosis
Slides 82, 83, and 84
The TCM detects trouble in the detection signals from the sensors and the signals output to
the actuators. This function is referred to as the self-diagnosis function.
When either signal is faulty, the TCM indicates system trouble by flashing the ATF lamp in
the combination meter.
By counting the flashes of the lamp a trouble code can be specified.
CODE ITEM DIAGNOSIS TROUBLE
11 Line pressure duty solenoid Short or Disconnection in More severe shifting shock
solenoid driving circuit and faulty shifting
12 Lockup duty solenoid Short or disconnection in Fails to lock up (after warm-up)
solenoid driving circuit
13 2-4 brake timing solenoid Short or disconnection in Faulty shifting
solenoid driving circuit
14 Shift solenoid B Short or disconnection in Fails to shift
solenoid driving circuit
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15 Shift solenoid A Short or disconnection in Fails to shift

solenoid driving circuit
16 2-4 brake duty solenoid Short or disconnection in Faulty shifting
solenoid driving circuit
21 ATF temperature sensor Short or disconnection in Faulty shifting when cold
input circuit
22 Pressure sensor Short or disconnection in More severe shifting shock
input circuit
23 Engine speed signal No signal input above 10km/h Fails to lock up (after warm-up)
24 Transfer (AWD duty solenoid Short or disconnection Excessive tight corner
in solenoid driving circuit braking phenomena
25 Engine torque control signal Short or disconnection More severe shifting shock
in engine torque control
signal circuit
31 Throttle sensor Short or disconnection Faulty shifting and excessive
in input circuit shifting shock
32 Vehicle speed sensor 1 No signal input to speed Speed sensor 1 malfunctions:
sensor 1 above 20km/h more severe shifting shock
One or the other malfunctions:
33 Vehicle speed sensor 2 No signal input to speed
excessive tight corner braking
Sensor 2 above 20km/h
phenomena
Both malfunction: fails to shift

34 Turbine sensor No signal input in ranges other More severe shifting shock
than N range (vehicle speed
sensors 1 and 2 are operating
normally) while vehicle is traveling
36 Low clutch timing solenoid Short or disconnection in Faulty shifting
solenoid driving circuit

34 Effective: 5/24/01
Effective: 4/10/01
 4EAT Phase 2
Failsafe Function
Failsafe function is a TCM controlled function that enables the vehicle to be driven in the
event of malfunction of the vehicle speed sensors, throttle sensor, inhibitor switch, or the
various solenoids.
In the event of trouble the TCM executes the following control.
Item Failsafe Function
Line pressure duty solenoid TCM turns the solenoid off and sets the transmission
so only 1st and 3rd are available . The line pressure
is also set to maximum.
Lockup duty solenoid TCM turns the solenoid off and torque converter lock
up does not occur.
2-4 brake timing solenoid TCM turns the solenoid off and sets the transmission
so only 1st and 3rd are available.
Shift solenoid B When either solenoid malfunctions the TCM turns
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both solenoids off and sets the transmission to 3rd

gear.
Shift solenoid A When either solenoid malfunctions the TCM turns
both solenoids off and sets the transmission to 3rd
gear.
2-4 brake duty solenoid TCM turns the solenoid off and sets the transmission
so only 1st and 3rd are available
Transfer (AWD duty solenoid TCM turns the solenoid off and adjusts the transfer
clutch pressure to maximum.
Throttle sensor TCM assumes the throttle opening of 3/8 open and
continues at that level.
Vehicle speed sensor 1 Vehicle speed sensor 2
Vehicle speed sensor 2 Vehicle speed sensor 1 (If both sensors malfunction
then the TCM sets the transmission to 3rd gear.)
Low Clutch Timing Solenoid TCM turns the solenoid off and sets the transmission
so only 1st and 3rd are available
86 and 87

35 Effective: 4/10/01
 4EAT Phase 2
2002 Impreza 4EAT Phase 2 Enhancements "Chopper Voltage Signal"

89 90
Ignition On Engine Off (line pressure) Idle (line pressure)
The external dropping resistors for the 4EAT have been eliminated. The TCM now
incorporates circuitry that produces a “chopper voltage signal” during the time the resistors
previously operated.
The “chopper voltage signal” is a series of voltage pulses up to 12 volts that average out to
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approximately 3 volts. This will function to hold the line pressure control and 2-4 brake
solenoid in the open position until the signal is removed.

91 92
Part Throttle (line pressure) Half Throttle (line pressure)

93
Stall Speed (line pressure)
36 Effective: 4/10/01