CH-6

CHASSIS AUTOMATIC TRANSAXLE

A246E AUTOMATIC TRANSAXLE

1. General
 The compact, lightweight, and high-capacity 4-speed A246E automatic transaxle [ECT (Electronically
Controlled Transaxle)] is used.
 The basic construction and operation are the same as A245E automatic transaxle on the 02 Corolla.
However, the gear ratio and fluid type have been changed.

Specification 
Model

03 Corolla Matrix

02 Corolla

Transaxle Type

A246E

A245E

1st

4.005

3.643

2nd

2.208

2.008

3rd

1.425

1.296

4th

0.981

0.892

Reverse

3.272

2.977

2.962

2.655

7.3 (7.7, 6.4) *2

7.6 (8.0, 6.7) *2

ATF Type T-IV

ATF D-II or equivalent

73.0 (160.9)

73.3 (161.6)

Gear Ratio*1

Differential Gear Ratio

Fluid Capacity
Liters (US qts, Imp.qts)
Fluid Type
Dry Weight
*1: Counter Gear Ratio Included
*2: Differential Included

kg (lb.)

CH-7

CHASSIS AUTOMATIC TRANSAXLE

Front Planetary Gear

Rear Planetary Gear

B2

B3 F2

B1

C2

Counter Drive Gear

C1

F1

Input Shaft

Differential Drive
Pinion
Counter Driven Gear
B4
Counter Shaft

C3
F3

221CH01

U/D Planetary Gear

Specification 
C1

Forward Clutch

C2

Direct Clutch

C3

U/D Direct Clutch

B1

2nd Coast Brake

B2

2nd Brake

B3

1st & Reverse Brake

B4

U/D Brake

F1

No.1 One-Way Clutch

18

F2

No.2 One-Way Clutch

F3

U/D One-Way Clutch

Front Planetary
y Gear

Rear Planetary
y Gear

U/D Planetary
y Gear

4
3

The No. of Discs

3
Band Width

mm (in.)

25 (0.98)
3

The No. of Discs

The No. of Sprags

p g

20
24

The No. of Sun Gear Teeth

39

The No. of Pinion Gear Teeth

16

The No. of Ring Gear Teeth

71

The No. of Sun Gear Teeth

27

The No. of Pinion Gear Teeth

18

The No. of Ring Gear Teeth

62

The No. of Sun Gear Teeth

33

The No. of Pinion Gear Teeth

20

The No. of Ring Gear Teeth

73

CH-8

CHASSIS AUTOMATIC TRANSAXLE

2. Torque Converter
 This torque converter has optimally designed fluid passages and impeller configuration resulting in
substantially enhanced transmission efficiency to ensure better starting, acceleration and fuel economy.
 Furthermore, a hydraulically operated lock-up mechanism which cuts power transmission losses due to
slippage at medium and high speeds is used.

Specification 

Torque Converter
Type

3-Element, 1-Step, 2-Phase

(with Lock-up Mechanism)

Stall Torque Ratio

1.95

Turbine Runner
Pump Impeller

Lock-up Clutch
Stator

One-way
Clutch

218CH02

3. Oil Pump
The oil pump is driven by the torque converter. It lubricates the planetary gear units and supplies operating
pressure for the hydraulic control system.

Specification 
Gear

Gear Teeth

Drive Gear

Driven Gear

11

Pump Body

Driven Gear

Stator Shaft

Drive Gear
2180H03

CH-9

CHASSIS AUTOMATIC TRANSAXLE

4. Planetary Gear Unit

Construction
The gear train consists of three multi-plate clutches, three multi-plate brakes, a single band type brake, three
one-way clutches, and three planetary gear units each containing a sun gear, pinion gears and a ring gear.
Counter
Drive Gear

Rear
Planetary Gear

Front Planetary
Gear
C1

UD Planetary Gear

Intermediate
Shaft

C2
F1

Input Shaft

B1
B3
B2

B2

C3

F3

Counter
Driven Gear

F2

Ring Gear

Differential
Drive Pinion

218CH04

Function of Component
Component

Function

C1

Forward Clutch

Connects input shaft and front ring gear.

C2

Direct Clutch

Connects input shaft and front & rear planetary sun gear.

C3

U/D Direct Clutch

Connects U/D sun gear and U/D planetary carrier.

B1

2nd Coast Brake

Prevents front & rear planetary sun gears from turning either
clockwise or counterclockwise.

B2

2nd Brake

Prevents front & rear planetary sun gears from turning

counterclockwise when F1 operates.

B3

1st & Reverse Brake

Prevents rear planetary carrier from turning either clockwise or

counterclockwise.

B4

U/D Brake

Prevents U/D sun gear from turning either clockwise or

counterclockwise.

F1

No.1 One-Way Clutch

When B2 is operating, prevents counterclockwise rotation of

front & rear planetary sun gear.

F2

No.2 One-Way Clutch

Prevents rear planetary carrier from turning counterclockwise

F3

U/D One-Way Clutch

Prevents U/D sun gear from turning clockwise.

Planetary Gears

These gears changes the route through which driving force is

transmitted, in accordance with the operation of each clutch and
brake, in order to increase or reduce the input and output speed.

CH-10

CHASSIS AUTOMATIC TRANSAXLE

Transaxle Power Flow

Shift
Lever
Position

Gear

Solenoid Valve
C1

C2

S1

S2

Park

ON

OFF

Reverse

ON

OFF

Neutral

ON

OFF

1st

ON

OFF

2nd

ON

ON

3rd

OFF

ON

4th

OFF

OFF

1st

ON

OFF

2nd

ON

ON

3rd*

OFF

ON

1st

ON

OFF

2nd*

ON

ON

C3

B1

B2

B3

B4

F1

F2

F3






























1st Gear (D or 2 Position)

C1

C2
F1
B1

B4

F3

F2




: Operating
*: Down-shift only in the 3rd gear for the 2 range and 2nd gear for the L range no up-shift

B3

B2

C3

218CH05

CH-11

CHASSIS AUTOMATIC TRANSAXLE

2nd Gear (D Position)
C1

C2
F1

B1
B3
B4

F3

F2

B2

C3

218CH06

3rd Gear (D Position)

C1

C2
F1

B1
B3
B4

F3

F2

B2

C3

218CH07

4th Gear (D Position)

C1

C2
F1

B1
B3
B4

F3

F2

B2

C3

218CH08

CH-12

CHASSIS AUTOMATIC TRANSAXLE

1st Gear (L Position)

C1

C2
F1

B1
B3
B4

F3

F2

B2

C3

218CH09

2nd Gear (2 Position)

C1

C2
F1

B1

B3
B4

F3

F2

B2

C3

218CH10

Reverse Gear (R Position)

C1

C2
F1

B1
B3

B4

F3

F2

B2

C3

218CH11

CH-13

CHASSIS AUTOMATIC TRANSAXLE

5. Valve Body Unit

General
The valve body consists of the upper and lower valve bodies and four solenoid valves.
Solenoid Valve SLT

Upper Valve Body

Solenoid Valve S1
Solenoid Valve S2

Lower Valve Body

Solenoid Valve SL
218CH12

Upper Valve Body 

Lock-up Relay Valve

3-4 Shift Valve

2nd Regulator Valve

3-way Check Valve

B-4 Orifice Control Valve

218CH13

CH-14

CHASSIS AUTOMATIC TRANSAXLE

Lower Valve Body 

Primary Regulator Valve

C-1 Orifice Control Valve

SLT Damper
2-3 Shift Valve

2nd Coast
Modulator Valve
Solenoid
Modulator Valve
Low Coast
Modulator Valve

1-2 Shift Valve

Reverse Control Valve

Accumulator Control Valve

218CH14

Function of Solenoid Valve

Solenoid Valve

Function

S1

Controls hydraulic pressure applied to 2-3 shift valve.

S2

Controls hydraulic pressure applied to 1-2 and 3-4 shift valve.

SL

Controls hydraulic pressure to the rear side of the lock-up clutch.

SLT

Controls line pressure.

CH-15

CHASSIS AUTOMATIC TRANSAXLE

6. Electronic Control System

General
The electronic control system of the A246E automatic transaxle is listed below.

System

Function

03
Corolla
Matrix

02
Corolla

A246E

A245E

Line Pressure Optimal

Control

Actuates the solenoid valve SLT to control the

line pressure in accordance with information
from the ECM and the operating condition of the
transaxle.

Shift Control in
Uphill/Downhill
Traveling

Restricts the 4th upshift or to provide

appropriate engine braking by using the ECM to
determine whether the vehicle is traveling uphill
or downhill.

Shift Timing Control

The ECM sends current to the solenoid valve S1

and/or S2 based on signals from each sensor and
shifts the gear.

Lock-up Timing Control

The ECM sends current to the solenoid valve SL

based on signals from each sensor and engages
or disengages the lock-up clutch.

Engine Torque Control

Temporarily retards the engine ignition timing to

improve shift feeling during up or down shifting.

N to D Squat Control

When the shift lever is shifted from N to D

range, the gear is temporarily shifted to 2nd and
then to 1st to reduce vehicle squat.

CH-16

CHASSIS AUTOMATIC TRANSAXLE

Construction
The configuration of the electronic control system in the A246E automatic transaxle is as shown in the
following chart.
SENSORS
CRANKSHAFT POSITION SENSOR

ENGINE COOLANT TEMP. SENSOR

THROTTLE POSITION SENSOR

ACTUATORS
NE

S1

THW
S2

R, 2, L
ECM

SENSOR*1

SKID CONTROL ECU*1

COMBINATION METER

ODLP
SPD

VEHICLE SPEED SENSOR*2

STOP LIGHT SWITCH

OVERDRIVE SWITCH

SOLENOID VALVE SLT

NSW
SL

ABS SPEED

SOLENOID VALVE S2

VTA
SLT

PARK/ NEUTRAL
POSITION SWITCH

SOLENOID VALVE S1

W
STP

ODMS

SIL

SOLENOID VALVE SL

O/ D OFF INDICATOR LIGHT

MALFUNCTION
INDICATOR LAMP

DATA LINK CONECTOR 3

TC, WFSE
221CH02

*1: Models with ABS

*2: Models without ABS

CHASSIS AUTOMATIC TRANSAXLE

CH-17

Layout of Component
O/D OFF Indicator Light

MIL

ECM

DLC3
Stop Light Switch
Overdrive Switch

Park/Neutral Position Switch

Solenoid Valve S1
Solenoid Valve S2
Solenoid Valve SL

Solenoid Valve SLT

222CH01

CH-18

CHASSIS AUTOMATIC TRANSAXLE

Line Pressure Optimal Control

The line pressure is controlled by using a solenoid valve SLT. Through the use of the solenoid valve SLT,
the line pressure is optimally controlled in accordance with the engine torque information, as well as with
the internal operating conditions of the torque converter and the transaxle. Accordingly, the line pressure
can be controlled minutely in accordance with the engine output, driving condition, thus realizing smooth
shift characteristics and optimizing the workload on the oil pump.
Primary Regulator
Solenoid Valve SLT

Line Pressure

Solenoid Drive Signal

Fluid
Pressure

ECT

Shift Position
Shift Range

Engine

Throttle Valve Opening

Engine Speed

Current

Pump

Throttle Pressure

ECM

178CH09

CH-19

CHASSIS AUTOMATIC TRANSAXLE

Shifting Control in Uphill/Downhill Driving
1) General

With shifting control in uphill/downhill driving, the ECM calculates the throttle opening angle and the
acceleration rate to determine whether the vehicle is in the uphill or downhill state. While driving uphill
on a winding road with ups and downs, the 4th upshift is restricted to ensure a smooth drive. Also, if a
brake application is detected while the ECM judges a downhill travel in 4th, the transmission
automatically downshifts to 3rd in order to provide an appropriate engine brake.

Uphill
Corner

3rd

4th

3rd

4th

Without Control
3rd

4th

3rd

4th

With Control
Brake operation

Shifting up to 4th gear after down

shifting to 3rd is prohibited when
uphill driving is judged by the ECM.

The down-shift to 3rd gear occurs

upon braking when downhill driving
is judged by the ECM.
162CH09

2) Uphill/Downhill Judgment
The actual acceleration calculated from the speed sensor signal is compared with the reference
acceleration stored in the ECM to judge uphill or downhill driving.
The ECM judges an uphill condition if the actual acceleration is smaller than the reference acceleration,
and restricts the 3rd to 4th upshift after a 4th to 3rd downshift has occurred. Also, the ECM judges a
downhill condition if the actual acceleration is greater than the reference acceleration, and restricts the
4th upshift while traveling in 3rd. If a brake application is detected while traveling in 4th, it downshifts
to 3rd.
Actual Acceleration < Reference Acceleration

Actual Acceleration > Reference Acceleration

Reference acceleration
Actual acceleration
Smaller
Greater
Uphill

Downhill
162CH10

CH-20

CHASSIS AUTOMATIC TRANSAXLE

Diagnosis
 When the ECM detects a malfunction, It makes a diagnosis and memorizes the failed section.
Furthermore, the MIL (Malfunction Indicator Lamp) in the combination meter illuminates or blinks to
inform the driver.
 At the same time, the DTCs (Diagnosis Trouble Codes) are stored in memory. The DTCs can be read by
connecting a hand-held tester. For details, see the 2003 Corolla Matrix Repair Manual (Pub. No.
RM940U).
Fail Safe
This function minimizes the loss of operability when any abnormality occurs in each sensor or solenoid.

Fail Safe List 

Malfunction Part

Function

Vehicle Speed Signal

During a speed sensor malfunction, the vehicle speed is detected through

signals from the crankshaft position sensor and shift position signal to
maintain normal control.

Solenoid Valve SL

If the ECM detects a malfunction, it turns the SL solenoid valve OFF.

Solenoid Valve S1 or S2

During a malfunction of solenoid valve S1 or S2, the current to the faulty

solenoid valve is cut off and control is achieved by operating the normal
solenoid valve.
Shift control is opened as described in the table below, depending on the
failed solenoid.

Normal
Position

Solenoid
Valve

Solenoid Valve S1
Malfunctioning

Solenoid Valve S2
Malfunctioning

Solenoid
Valve

Solenoid
Valve

Both Solenoid
Malfunctioning

Gear

Gear when shift

slector is manually
operated

1st

O/D

OFF

O/D

O/D

3rd

OFF

O/D

O/D

OFF

O/D

OFF

O/D

O/D

ON

3rd

ON

1st

O/D

2nd

ON

3rd

OFF

O/D

O/D

ON

3rd

ON

3rd

OFF

O/D

O/D

ON

OFF

1st

OFF

1st

ON

1st

1st

ON

ON

2nd

ON

2nd

ON

1st

1st

S1

S2

ON

OFF

ON

Gear

S1

S2

1st

ON

ON

2nd

OFF

ON

3rd

OFF

OFF

ON

Gear

S1

S2

3rd

ON

ON

3rd

ON

O/D

OFF

1st

ON

ON

OFF

x: Malfunctions

CH-21

CHASSIS AUTOMATIC TRANSAXLE

7. Shift Control Mechanism

General
 The overdrive switch is a momentary type.
 A shift lock system consists of the key interlock device and shift lock mechanism, has been adopted.
 An EA (Energy Absorbing) mechanism has been adopted in the shaft of the shift lever to dampen the
impact that is directed to the driver during a collision. When an impact is applied to the shift lever, this
mechanism causes the tip of the lever to break the plastic portion in order to dampen the impact.

Impact

Break
Portion
Before Collision

Plastic
Portion
Break
After Collision
221CH29

Overdrive Switch
The O/D (Overdrive) switch is the momentary type. The operation of this switch is described below:
a) Turn the ignition switch from OFF to ON turns the overdrive ON.
b) Pressing the O/D switch closes the contact points, and releasing the switch opens the contact points.
c) Accordingly, pressing the switch causes the signal to be input into the ECM.
d) The ECM turns OFF the overdrive (O/D OFF indicator light turn ON).
e) Pressing the O/D switch again turns the overdrive back ON (O/D OFF indicator light turns OFF).

(d)
ECM

ODLP
ODMS
(c)

O / D OFF
Indicator
Light

(d)

O/D OFF
Indicator ON
Light
OFF

(b)
O/D
Switch

(e)

ON
OFF

O/D Switch
(Momentary Type)

Ignition
Switch

ON
OFF

(a)

(a)
172GN01

CH-22

CHASSIS AUTOMATIC TRANSAXLE

Shift Lock System

 A shift lock system consists of the key interlock device and shift lock mechanism, that prevents the
unintended operation of the shift lever has been provided.
 A mechanical key interlock device using a key lock cable has been adopted.
 An electrical shift lock mechanism, in which a shift lock solenoid and a shift lock ECU are integrated
is used.

Shift Lock
Override Button
Shift Lock Unit
 Shift Lock Solenoid
 Shift Lock ECU
Stop Light Switch
Key Lock Cable
222CH02