Ford Focus Automatski Mjenjač CFT23 PDF

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Technical Service Training
2003.75 Focus
New Product Introduction TN700 2 144H
CFT23 automatic transmission
Student Information
CG8099/S en 07/2003
The illustrations, technical information, data and descriptive text in this issue, to the best of our knowledge, were correct at the
time of going to print. The right to change prices, specifications, equipment and maintenance instructions at any time without
notice, is reserved as part of Ford policy of continuous development and improvement.
No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form, electronic, mechanical,
photocopying, recording, translating or by any other means without prior permission of Ford-Werke Aktiengesellenschaft. No
liability can be accepted for any inaccuracies in this publication, although every possible care has been taken to make it as
complete and accurate as possible.
(c)2000
FORD CORPORATION
Service training programs D-F/GT-1
Printed in Germany - (D)
Printed on environmentally friendly chlorine-free paper.
Preface
From October 2003, the Focus C-MAX will be fitted with a new continuously variable automatic transmission
(CFT23).
The CFT23 will initially be available in conjunction with the 1.6L Duratorq TDCi engine. Approximately 1 year
later it will also be available in conjunction with the 1.8L Duratec HE engine.
The transmission has been developed as part of a joint venture between Ford and ZF and is manufactured in Batavia,
USA.
The transmission's continuously variable ratio is achieved by means of a variator. The variator consists of two cone
pulleys located opposite each other and a steel drive belt that loops around the two pulleys like a V-belt.
The variator ratio is transmitted via an intermediate shaft to the differential incorporated into the transmission
housing.
This Student Information provides an overview of the transmission. The design and function of the various assemblies
of the transmission, the power transmission and the transmission control are described individually. In addition, an
overview is also provided for the transmission fluid cooling system and the external gearshift mechanism.
This Student Information is divided into lessons. The objectives that should be met by working through the lesson
are set out at the beginning of each lesson. At the end of each lesson there is a set of test questions which are
designed to monitor the student's progress. The solutions to these test questions can be found at the end of the
Student Information.
Please remember that our training literature has been prepared solely for FORD TRAINING PURPOSES. Repair
and adjustment operations MUST always be carried out according to the instructions and specifications in the
workshop literature. Please make extensive use of the training offered by Ford Technical Training Courses to
gain extensive knowledge in both theory and practice.
Service Training 1
Table of Contents
PAGE
Preface............................................................................................................................. 1
Product at a glance......................................................................................................... 5
General brief description................................................................................................................................................. 5
Overview......................................................................................................................................................................... 6
Lesson 1 – Automatic Transmission/Transaxle — Vehicles With: Automatic

Transaxle (CFT23)
Objectives.................................................................................................................................................... 9
Transaxle Description................................................................................................................................ 10
Transmission cross-section............................................................................................................................................. 10
Torque converter with TCC............................................................................................................................................ 12
Fluid pump...................................................................................................................................................................... 13
Planetary gearset............................................................................................................................................................. 14
Forward clutch and reverse gear brake........................................................................................................................... 15
Variable speed gear......................................................................................................................................................... 17
Intermediate shaft............................................................................................................................................................ 19
Differential assembly...................................................................................................................................................... 20
Mechanical parking lock................................................................................................................................................. 21
Valve housing for the manual selector lever................................................................................................................... 22
Transmission control unit and main hydraulic control body.......................................................................................... 23
Identification Tags...................................................................................................................................... 24
Type plate........................................................................................................................................................................ 24
Transmission Ranges and Power Flow..................................................................................................... 26
Power transmission route - forward gear........................................................................................................................ 26
Power transmission route in reverse gear....................................................................................................................... 28
2 Service Training
Table of Contents
Transmission Electronic Control System................................................................................................. 31
Overview......................................................................................................................................................................... 31
Transmission control unit................................................................................................................................................ 33
Gearshift strategies.......................................................................................................................................................... 35
Signal transmission on the CAN databus........................................................................................................................ 39
Sensors............................................................................................................................................................................ 42
Actuators......................................................................................................................................................................... 48
Transaxle Description................................................................................................................................ 53
Service Instructions......................................................................................................................................................... 53
Test questions.............................................................................................................................................. 55
Lesson 2 – Transmission/Transaxle Cooling — Vehicles With: Automatic Transaxle

(CFT23)
Objectives.................................................................................................................................................... 59
Transaxle Cooling....................................................................................................................................... 60
Cooling circuit................................................................................................................................................................. 60
Test questions.............................................................................................................................................. 61
Lesson 3 – Automatic Transmission/Transaxle External Controls — Vehicles With:

Automatic Transaxle (CFT23)
Objectives.................................................................................................................................................... 63
External Controls....................................................................................................................................... 64
Selector lever cable......................................................................................................................................................... 64
External Controls....................................................................................................................................... 66
adjust the selector cable.................................................................................................................................................. 66
Service Training 3
Table of Contents
Test questions.............................................................................................................................................. 67
Answers to the test questions......................................................................................... 68
List of Abbreviations...................................................................................................... 69
4 Service Training
Introduction Product at a glance
General brief description
• The CFT23 automatic transmission marks the advent of a new generation of automatic transmissions.
• The transmission has been developed as part of a joint venture between Ford and ZF and is manufactured in
Batavia, USA.
• The CFT23 is a continuously variable automatic transmission that continually adapts its ratio.
• This enables the engine to operate at its most efficient rotational speeds.
• There is no gear change, no gear change pauses and no acceleration flat spots.
• Optimum use can be made of the engine's potential, with maximum torque being transferred to the road. The
acceleration process is more continuous.
• In addition, the transmission is fitted with a select-shift gearshift mechanism which enables the driver to choose
manually between seven fixed, programmed gear ratios.
• The CFT23 is designed for a maximum input torque of 240 Nm.
• A torque converter is used for pulling away and enables direct transmission of power when the TCC (torque
converter clutch) is closed.
• The transmission's mechanical components are operated by means of a so-called variator.
• The variator consists of two cone pulleys located opposite each other and a steel drive belt that loops around
the two pulleys like a V-belt.
• For each pair, the axial clearance between the two cone pulleys is varied.
• As a result, the circumference around which the steel drive belt runs, changes, thereby also steplessly changing
the gear ratio.
• A simple planetary gear set located in front of the variator is used to change the direction of rotation for driving
in reverse.
• The system is controlled electrohydraulically, with the hydraulic control valve body and the electronic control
unit being installed as one unit in the transmission housing.
Service Training 5
Product at a glance Introduction
Overview
Transmission layout
• Continuously variable automatic transmission for front-wheel drive
• Torque converter with electronically controlled, hydraulically activated TCC
• Simple planetary gear set located upstream to reverse the direction of rotation
6 Service Training
Introduction Product at a glance
• Pulley variator with steel drive belt
• Crown wheel gears as intermediate drive
• Differential integrated into the transmission housing
Technical data and specifications
Transmission data
Maximum transferrable engine torque 240 Nm
Variator ratio 2.520 to 0.423
Fixed variator ratio in reverse gear 2.464
Ratio - variator output shaft to intermediate shaft 1.593
Ratio - intermediate shaft to differential 2.720
Ratio - differential - vehicles with 1.6L Duratorq TDCi 4.33
Ratio - differential - vehicles with 1.8L Duratec HE 5.16
Weight with transmission fluid 82.5 kg
Transmission control
• Transmission control unit and hydraulic valve control body incorporated as one unit in the transmission housing
• Gearshift timing is calculated by the transmission control unit according to the individual driving style of the
driver and the current driving resistance.
• Automatic gear ratio selection by the transmission control unit or manual gear selection by the driver in
Select-Shift-Mode
• Can be diagnosed with WDS
Service Training 7
Notes
Lesson 1 – Automatic Transmission/Transaxle Objectives
— Vehicles With: Automatic Transaxle (CFT23)
On completing this lesson, you will be able to:

• give an overview of the key component groups.
• describe the design and function of the torque converter.
• describe the design and function of the oil pump.
• describe the design and function of the planetary gear set.
• describe the design and function of the forward gear clutch and the reverse gear brake.
• describe the design and function of the variator.
• describe the design and function of the intermediate shaft.
• describe the design and function of the differential assembly.
• describe the design and function of the mechanical parking lock.
• describe the design and function of the valve body for the manual selector slide.
• describe the design and function of the transmission control unit with the hydraulic control valve body.
• manually release the selector lever lock.
• describe the procedure for towing.
• carry out a fluid level check using the current Service Literature.
• say where the transmission designation is located and explain what the designation means.
• explain the power transmission for forward and reverse gears.
• name the components of the electronic transmission control system.
• describe the basic function of the transmission control system.
• describe the various control strategies.
• describe the data exchange via the CAN databus.
• explain how the sensor signals are used.
• describe the design and function of the actuators.
Service Training 9
Transaxle Description Lesson 1 – Automatic Transmission/Transaxle
Transmission cross-section
10 Service Training
Lesson 1 – Automatic Transmission/Transaxle Transaxle Description
1 Torque converter 7 Variable speed input gear

2 Fluid pump 8 Variable speed output gear
3 Reverse gear brake 9 Output wheel, variable speed output gear
4 Planetary gearing 10 Input wheel, intermediate shaft
5 Forward gear clutch 11 Intermediate shaft with output wheel
6 Steel belt 12 Differential assembly
Service Training 11
Torque converter with TCC
• The torque converter hydraulically transmits the

output torque from the engine to the input shaft of
the transmission.
• The stator increases the torque up to the clutch

point (approx. 85 % speed difference between the
impeller and the turbine).
• In order to increase the efficiency of the automatic

transmission, the torque converter is also equipped
with a hydraulically activated TCC
• The TCC is applied with controlled slip to ensure

soft engagement.
• When the TCC is engaged, the engine torque is

transmitted directly from the crankshaft via the
torque converter housing to the transmission input
shaft.
1 Torque converter housing and impeller

2 Turbine
3 Stator with roller-type one-way clutch
4 TCC
5 Transmission input shaft
12 Service Training
Fluid pump
• The fluid pump is a high-pressure radial piston

pump which offers a high degree of efficiency.
• It operates in accordance with the displacement

principle.
• It is driven by the crankshaft via the torque

converter housing, which engages in the eccentric
sleeve of the radial piston pump.
• Eight radially arranged pistons are driven by the

eccentric sleeve.
• In order to limit the amount of power drawn by

the pump, the volume flow on the suction side is
limited to approximately 22 l/min.
• The pump sucks in the fluid from the oil pan

through a filter and delivers compressed fluid to
the main pressure valve in the main control body.
• There the main pressure is adjusted, the

transmission components are supplied with oil for
cooling and lubrication, and any excess fluid is
returned to the suction side of the pump.
1 Pump housing
2 Piston
3 Pressure spring
4 Eccentric sleeve
5 Radial oil seal
6 Round sealing ring
Service Training 13
Planetary gearset
1 Transmission input shaft with planet gear carrier 5 Sun gear

2 Planet gear 6 Reverse gear brake
3 Planet gear (intermediate) 7 Forward gear clutch
4 Ring gear
• The planetary gearset is a single planetary gearset

with additional intermediate planet gears.
• The drive is delivered via the transmission input

shaft with the planet gear carrier.
• The sun gear is splined on the variable speed input

gear.
• The forward clutch connects the planet gear carrier

to the variable speed input gear.
• The reverse gear brake connects the ring gear with

the transmission housing.
14 Service Training
Forward clutch and reverse gear brake
1 Bolted to the transmission housing 8 Outer plate carrier of the forward clutch
2 Piston and Belleville washer, reverse gear brake 9 Variable speed input gear
3 Outer plate carrier, reverse gear brake 10 Steel belt
4 Plates, reverse gear brake 11 Piston and Belleville washer, variable speed clutch
5 Inner plate carrier of the reverse gear brake (ring 12 Baffle plate
gear planetary gearset)
6 Inner plate carrier of the forward clutch 13 Sun gear
(transmission input shaft)
7 Plates, forward clutch
• The forward clutch and the reverse gear brake are

both laid out as a multi-plate clutch/brake and are Idling
engaged hydraulically.
• During idling neither the forward clutch nor the
• The forward clutch is a centrifugal equalisation reverse gear brake are engaged, so no torque is
clutch. transmitted to the variable speed input gear.
• This means that the piston of the clutch is subjected
to oil pressure on both sides in order to prevent a
speed dependent build-up of pressure in the clutch.
Service Training 15
Forward drive
• When the forward clutch is engaged it connects the

planet gear carrier with the variable speed input gear.
• The planetary gearset turns as a complete unit and

has no effect on the transmission ratio.
Reverse drive
• When the reverse gear brake is engaged it connects

the ring gear with the transmission housing. The
ring gear is then held in place.
• As a result, the planet gears run on the fixed ring

gear and drive the sun gear in the opposite direction
of rotation to the output from the engine.
• The sun gear is splined on the shaft of the variable

speed input gear and drives it in the opposite
direction to the output from the engine, thus
providing reverse drive.
16 Service Training
Variable speed gear
1 Outer plate carrier of the forward clutch 5 Secondary shaft

2 Sliding input pulley half (shown in the relevant 6 Pressure spring
end positions)
3 Fluid space 7 Sliding output pulley half (shown in the relevant
end positions)
4 Steel belt 8 Primary shaft
Service Training 17
• The variable speed gear is at the heart of the

continuously variable automatic transmission.
• It comprises two opposing pairs of pulley halves,

with a steel belt running around the two pairs of
pulleys like a V-belt in accordance with the
Van-Doorne principle.
• Two pulley halves are fixedly attached to each

corresponding shaft.
• The other two pulley halves can be displaced in the

same direction as each other by applying hydraulic
pressure.
• This sets a certain transmission ratio.
• The cylinder spaces of the adjusting hydraulics for

the variable speed input and output gears are
pressurised separately.
• The steel belt is pressed onto the pairs of pulley

halves in accordance with the torque that is to be
transmitted.
• The force with which the steel belt is pressed on is

controlled so that slippage is prevented.
• The direction of the adjustment, the adjustment

travel and the pressing force are determined by the
transmission control unit via the solenoid valves.
• When the engine is switched off, a spring provides

a certain amount of pressing force for the steel belt
to prevent the steel belt from slipping when the
vehicle is being towed.
18 Service Training
Intermediate shaft
1 Variable speed output gear 3 Input wheel, intermediate shaft

2 Output wheel, variable speed output gear 4 Intermediate shaft with output wheel
• The torque is transmitted from the output wheel of

the variable speed output gear via the variable speed
output gear onto the input wheel of the intermediate
shaft.
• The intermediate shaft with output gear drives the

differential assembly.
Service Training 19
Differential assembly
1 Crownwheel 3 Differential pinions

2 Differential cage 4 Taper roller bearing
• The differential assembly transmits the torque via

the drive halfshafts to the front wheels.
• Any differences in rotational speed between the two

drive halfshafts are compensated by the differential.
20 Service Training
Mechanical parking lock
1 Selector shaft 5 Guide plate

2 Engaging plate 6 Parking pawl
3 Connecting rod 7 Detent spring and pin
4 Cone
• This cone displaces the parking pawl when the

• The mechanical parking lock secures the vehicle
selector lever position "P" is engaged.
against rolling away.
• The parking pawl engages in the teeth on the
• When the vehicle is stationary it is engaged purely
variable speed output gear and thus blocks it.
mechanically via the selector lever when the selector
lever position "P" is engaged. • Accordingly, the differential is blocked via the
intermediate shaft, and the vehicle is secured and
• The movement of the selector lever is transmitted
cannot roll away.
via the selector lever cable to the selector shaft lever.
• The movement is then transferred via the selector

shaft to the engaging plate.
• A connecting rod with a cone is hooked into the

engaging plate.
Service Training 21
Valve housing for the manual selector lever
• The manual selector lever is located in its own

separate housing rather than in the main control
body like in a conventional automatic transmission.
• It is connected to the main control body via two

hydraulic lines.
• The engaging plate engages in the manual selector

lever via a pin.
• When the driver moves the selector lever, this

movement is transferred via the selector lever
cable, the selector shaft and the engaging plate
onto the manual selector lever.
• Hydraulic emergency running mode is provided

by means of the manual selector lever.
• The manual selector lever engages via a pin into

the TR sensor. If the manual selector lever is
moved via the engaging plate, then this movement
is transferred to the TR sensor.
1 Manual selector lever housing

2 Manual selector lever
3 TR (Transmission range) sensor
4 Hydraulic lines
22 Service Training
Transmission control unit and main

hydraulic control body
1 Main hydraulic control body 3 Transmission control unit

2 Solenoid valves 4 Electrical connector to the vehicle wiring harness
• The electrical connector to the vehicle wiring

• The transmission control unit and the main hydraulic
harness provides the transmission control unit with
control body form a single component and are
a supply voltage and connects it to the CAN databus.
located inside the transmission housing.
It is also used to receive and send various signals.
• Both are matched to each other at the factory in
terms of tolerances and pressure regulation.
• The transmission control unit evaluates the incoming

signals and controls the solenoid valves.
• The solenoid valves determine the pressure which

is applied via the main hydraulic control body to the
corresponding components.
Service Training 23
Identification Tags Lesson 1 – Automatic Transmission/Transaxle
Type plate
1 Ford part number 4 Production date

2 ZF part number 5 Production site
3 Production date and production number
• Production date and production number – 9999: number of the particular transmission built
on this day
– 3: last digit of the year
– 182: number of the day in the year
24 Service Training
Lesson 1 – Automatic Transmission/Transaxle Identification Tags
• Production date
– 010703: 01, July 2003
• Production information
– A42: Batavia
– 2: 2nd shift
– 1: production line 1
– 1: CFT-23
Service Training 25
Transmission Ranges and Power Lesson 1 – Automatic Transmission/Transaxle
Flow — Vehicles With: Automatic Transaxle (CFT23)
Power transmission route - forward gear
26 Service Training
Lesson 1 – Automatic Transmission/Transaxle Transmission Ranges and Power
— Vehicles With: Automatic Transaxle (CFT23) Flow
1 Impeller 8 Steel belt

2 Turbine 9 Variable speed output gear shaft
3 TCC 10 Output wheel, variable speed output gear
4 Transmission input shaft 11 Input wheel, intermediate shaft
5 Planet gear carrier 12 Output wheel, intermediate shaft
6 Forward gear clutch 13 Crownwheel
7 Set of plates, variable speed gear 14 Differential output
• Any differences in rotational speed between the two

• Drive is transferred hydraulically from the engine
drive halfshafts are compensated by the differential.
via the torque converter to the transmission input
shaft.
• After engagement of the TCC, torque is transferred

mechanically via the torque converter housing to
the transmission input shaft.
• The transmission input shaft and the planet gear

carrier form a single component.
• At the same time, the planet gear carrier is also the

inner plate carrier of the forward clutch.
• The outer plate carrier of the forward clutch is

fixedly connected to the variable speed input gear.
• During forward drive the forward clutch is engaged

hydraulically.
• It connects the planet gear carrier to the variable

speed input gear.
• Torque is transferred via the steel belt to the variable

speed output gear.
• The variable speed transmission ratio depends upon

the relative positions of the pulley halves of the
variable speed input and output gears.
• The torque is then transmitted from the output wheel

of the variable speed output gear onto the input
wheel of the intermediate shaft.
• The output wheel of the intermediate shaft drives

the differential assembly.

Service Training 27
Power transmission route in reverse gear
28 Service Training
Lesson 1 – Automatic Transmission/Transaxle Transmission Ranges and Power
— Vehicles With: Automatic Transaxle (CFT23) Flow
1 Impeller 9 Set of plates, variable speed gear

2 Turbine 10 Steel belt
3 Transmission input shaft 11 Variable speed output gear shaft
4 Reverse gear brake 12 Output wheel, variable speed output gear
5 Ring gear 13 Input wheel, intermediate shaft
6 Planet gear (intermediate) 14 Output wheel, intermediate shaft
7 Planet gear 15 Crownwheel
8 Sun gear 16 Differential output
• Drive is transferred hydraulically from the engine

via the torque converter to the transmission input
shaft.
• The transmission input shaft and the planet gear

carrier form a single component.
• The ring gear of the planetary gearset is also the

inner plate carrier of the reverse gear brake.
• The outer plate carrier of the reverse gear brake is

fixedly connected to the transmission housing.
• During reverse drive the reverse gear brake is

hydraulically engaged and holds the ring gear in
a fixed position.
• Drive flows through the planet gear carrier.
• The intermediate planet gears are supported on the

ring gear, which is being held in a fixed position,
and rotate in the opposite direction to the output
from the engine.
Direction of rotation in the planetary gearset
• The intermediate planet gears drive the planet gears
in the same direction of rotation as the output from 1 Ring gear
the engine. 2 Planet gear
• The planet gears then drive the sun wheel in the 3 Planet gear (intermediate)
opposite direction to the output from the engine. 4 Planet gear carrier
• The sun gear is splined on the shaft of the variable 5 Sun gear
speed input gear and drives it in the opposite
direction to the output from the engine, thus
providing reverse drive.
• Torque is transferred via the steel belt to the

variable speed output gear.
Service Training 29
• In reverse gear, the variable speed transmission

ratio is set to a fixed value by the transmission
control unit.
• The torque is then transmitted from the output

wheel of the variable speed output gear onto the
input wheel of the intermediate shaft.
• The output wheel of the intermediate shaft drives

the differential assembly.

• Any differences in rotational speed between the

two drive halfshafts are compensated by the
differential.
30 Service Training
Lesson 1 – Automatic Transmission/Transaxle Transmission Electronic Control
— Vehicles With: Automatic Transaxle (CFT23) System
Overview
Service Training 31
Transmission Electronic Control Lesson 1 – Automatic Transmission/Transaxle
System — Vehicles With: Automatic Transaxle (CFT23)
1 Transmission control unit 10 Pressing force sensor

2 DLC (Data Link Connector) 11 TFT (Transmission Fluid Temperature) sensor
3 PCM (Powertrain Control Module) 12 TR sensor
4 Instrument cluster 13 Select-Shift switch
5 ABS (Anti-lock Brake System) or ESP control unit 14 Brake pressure switch (vehicles without ESP only)
6 TSS (Turbine Shaft Speed) sensor 15 Solenoid valves in the main control body
7 Speed sensor, variable speed input gear 16 Starter inhibit relay
8 OSS (Output Shaft Speed) sensor 17 Backup lamp relay
9 Main pressure sensor
32 Service Training
Transmission control unit
1 Main pressure sensor 5 Electrical connection for the OSS sensor and the
TR sensor
2 Speed sensor, variable speed input gear 6 Electrical connection for the solenoid valves
3 TSS sensor 7 Electrical connector for the vehicle wiring harness
4 Pressing force sensor
• The signals from the OSS sensor and the TR sensor

• The transmission control unit processes the input
are hard-wired as further input signals into the
signals and uses them to control the solenoid valves
transmission control unit within the transmission
to regulate the pressure.
housing.
• The following sensors are also integrated in the
• The vehicle wiring harness connector provides the
transmission control unit:
current and ground connection for the transmission
– Main pressure sensor control unit as well as the connection to the CAN
– Pressing force sensor databus.
– TSS sensor • In addition, the signals from the following sensors
– Speed sensor, variable speed input gear and actuators are transmitted via the electrical
– TFT sensor (integrated in the electronics) connector to the transmission or the vehicle:
– Select-Shift switch
Service Training 33
– Brake pressure switch

– Starter inhibit relay
– Backup lamp relay
• The transmission control unit can be diagnosed with

WDS via the DLC.
• Communications with WDS take place on the CAN

databus.
34 Service Training
Gearshift strategies
Driver demand dependent regulation of the transmission ratio

A Engine speed B Vehicle speed
• The closed loop control is adaptive. The variable

speed transmission ratio is determined according to
Calculation of the transmission ratio
the current driving style and the current driving
• The main task of the transmission control is to select situation.
the transmission ratio in such a way that the guide • The following input variables play a key role in the
variable "engine speed" always follows a fixed calculation of the transmission ratio:
strategy.
– Accelerator pedal position
• The current engine speed is the variable which is – Accelerator pedal actuation
controlled in a closed loop control system.
– Accelerator pedal actuation speed
• The deviation between target value and actual value – Current vehicle speed
provides the input variable for the current
– Current vehicle acceleration or deceleration
transmission ratio.
– Operation of the brakes
• The current transmission ratio is adjusted by the
transmission control unit via the variable speed gear • The current driving style is determined from these
adjustment solenoid valve. factors. The system then determines the so-called
sports factor.
Service Training 35
• The closed loop transmission ratio control is adapted • A 'fast-off' situation is recognised when the
according to this sports factor and the current driving accelerator pedal is suddenly released.
resistance. • The system then prevents an "upshift" or rapid
change of the transmission ratio.
Cold start mode • Depending on the driving style and the driving
resistance, the engine speed is reduced more or less
• Cold start mode is employed when it is important
quickly.
to get the transmission fluid up to operating
temperature as quickly as possible. • The following rule applies: when the driving style
is sporty the engine speed remains higher for longer.
• To do this, the TCC is not engaged at temperatures
below approx. 0 °C.
Hill descent detection
• In addition, the engine speed is also raised.
• Hill descent detection is designed to allow engine

Overheating protection mode braking to be exploited.
• A 'hill descent' situation is recognised if the vehicle

NOTE: The overheating protection mode cannot be
is accelerating without operation of the accelerator
implemented when the transmission is in hydraulic
pedal.
emergency running mode. Overheating of the
transmission can lead to serious transmission damage. • The current variable speed transmission ratio is held
Avoid towing a trailer. if hill descent is detected.
• The overheating protection mode serves to protect • If this is not sufficient (further acceleration without
the transmission against overheating and the serious actuation of the accelerator pedal), then the
damage that this can cause. transmission ratio is adjusted accordingly
("downshift").
• Above a transmission fluid temperature of
approximately 130 °C, the engine speed and the • If the vehicle still continues to accelerate then the
engine torque are continuously reduced according driver should switch to Select-Shift mode and
to the transmission fluid temperature by the PCM manually select the transmission range which offers
in response to a request from the transmission the right amount of engine braking.
control unit.
• In the most extreme case this could lead to the Cornering detection
vehicle stopping in order to protect the automatic
• The transmission control system detects cornering
transmission.
by comparing the wheel speed sensor signals from
the two non-driven wheels.
Fast-off detection
• Depending on the detected difference in speed the
• The fast-off detection is designed to give the driver current variable speed transmission ratio is
a more direct driving feel. maintained to give the driver a more direct driving
feel.
36 Service Training
Automatic engagement of neutral when the • Initially, the current transmission ratio is maintained
vehicle is stationary when the driver changes into Select-Shift mode, and
it is then taken into account in the calculations for
• In order to reduce fuel consumption and hence lower the next gear change.
emissions, the transmission is shifted into
• During the next gear change the transmission ratio
quasi-neutral when the vehicle is stationary, a gear
which is actually engaged by the transmission
is engaged and the engine is running at idle speed.
control is brought more closely to the programmed
• The transmission control is provided with the fixed transmission ratio, and by the next gear change
information whether or not the vehicle is actually after that at the latest the programmed fixed ratios
stationary from a separate brake pressure switch in are engaged and maintained.
the brake system or, on vehicles with ESP, via the
• A "kickdown" (automatic downshift to the next gear)
CAN databus.
is possible in Select-Shift mode.
• The information about the engine idling is provided
• To do this, the transmission control must receive an
to the transmission control unit by the PCM via the
accelerator pedal position of at least 95% (WOT)
CAN databus.
via the CAN databus from the PCM.
• If both requirements are satisfied then the
• If the engine reaches its maximum speed without
transmission control unit releases the pressure at the
the accelerator pedal position reaching 95% then
forward clutch and thus interrupts the power transfer.
the transmission control remains in the currently
• The automatic engagement of neutral when the selected gear.
vehicle is stationary and the engagement of the
• The driver can feel the kickdown point in the
forward clutch are monitored by a comparison of
accelerator pedal as a slight increase in resistance
the speed signals from the transmission input shaft
to the operation of the pedal.
and the variable speed input gear.
• In order to prevent the engine from stalling, the
control automatically shifts down to the next gear
Select-Shift mode
when the engine reaches a certain speed.
• The driver can select the Select-Shift mode directly • If the action of shifting down a gear would cause
by moving the selector lever into the Select-Shift the engine to rev above its maximum speed limit
gate. then the transmission control unit does not allow
• Seven fixed transmission ratios are stored in the the downshift to take place. The selected gear is
transmission control unit, which convert the displayed on the instrument cluster next to the
continuously variable automatic transmission into engaged gear, and once the required engine speed
an automatic transmission with fixed gear ratios. has been reached the selected gear is then engaged.
• When the driver changes from automatic driving • 1st or 2nd gear can be used to pull the vehicle away
mode into manual driving mode, the transmission from standing in Select-Shift mode (winter
will not automatically be in one of these fixed operation).
programmed transmission ratios. It is far more likely • It is possible to change back and forth in both
that the transmission is somewhere between two of directions between automatic driving mode and
these transmission ratios. Select-Shift mode under any operating conditions.
Service Training 37
Hydraulic emergency running mode
• If the transmission control detects serious faults

in the transmission then it switches into hydraulic
emergency running mode.
• This means that the solenoid valves are no longer

actuated.
• Continued driving in R and D is enabled via the

mechanically operated manual selector lever with
the following restrictions:
– increased main pressure,

– substantially reduced changes in transmission
ratio,
– engagement of the clutch is not controlled
(harsh gearshift judder).
• If the transmission control unit is still connected

to the CAN databus, then the communications to
the other control units are kept alive.
• However, the PCM then substantially restricts the

engine torque output and the engine speed range
in response to a request from the transmission
control unit.
• Hydraulic emergency running mode is displayed

on the instrument cluster for the driver.
38 Service Training
Signal transmission on the CAN databus
1 Transmission control unit 3 ABS or ESP control unit

2 PCM 4 Instrument cluster
– Select-Shift mode
Engine speed
• The PCM receives an engine speed signal from the Accelerator pedal position and actuation speed
CKP (Crankshaft Position) sensor.
• The PCM receives a signal about the accelerator
• This signal is transmitted via the CAN databus to pedal position and actuation speed from the APP
the transmission control unit. (Accelerator Pedal Position) sensor.
• The transmission control unit uses this signal for • This signal is transmitted via the CAN databus to
the following functions: the transmission control unit.
– Calculation of the variable speed transmission • The transmission control unit uses this signal for
ratio the following functions:
– Controlling the TCC – Determination of the sports factor in order to
– Automatic engagement of neutral when the determine the current driving style.
vehicle is stationary
Service Training 39
– Calculation of the variable speed transmission • These wheel speed signals are transmitted via the
ratio CAN databus to the transmission control unit.
– Kickdown function in Select-Shift mode • The transmission control unit uses this signal for
the following functions:
Load signal – Vehicle speed input signal

– Vehicle acceleration input signal
• The PCM determines a load signal which is – Cornering detection
transmitted via the CAN databus to the transmission
control unit.
• The transmission control unit uses this signal for Brake pressure signal
the following functions:
NOTE: Vehicles without ESP are equipped with a
– Determination of the gearshift strategy separate brake pressure switch which sends the brake
– Calculation of the variable speed transmission pressure signal directly (not via the CAN databus) to
ratio the transmission control unit.
– Calculation of the pressing force • On vehicles with ESP a brake pressure signal is sent
from the ESP control unit to the transmission control
unit. This signal is used by the transmission control
Wheel speed signals unit for automatic engagement of neutral when the
vehicle is stationary.
• The wheel sensors supply a separate wheel speed
signal for each wheel to the ABS or ESP control
unit.
Selector lever position and operation
40 Service Training
1 Display in automatic mode 4 Warning message: ambient temperature low

2 Display in manual mode 5 Warning message: transmission fault(s)
3 Display in manual mode when the selected gear
has not yet been engaged
• When the driver engages R or D, he/she is also

• The transmission control unit transmits the selector
warned with warning and information displays on
lever position (in automatic mode) or the engaged
the instrument cluster if engagement of the forward
gear (in Select-Shift mode) via the CAN databus to
or reverse gear is delayed due to low ambient
the instrument cluster, which in turn displays the
temperatures.
information for the driver.
• A corresponding warning message is also displayed
• After a repeat operation of the selector lever in
if the transmission control goes into hydraulic
Select-Shift mode, the gear which has been selected
emergency running mode or if serious transmission
but has not yet been engaged by the transmission
faults are present.
control unit is also displayed.
Actuation of the MIL
• The MIL warning lamp is actuated by the

instrument cluster if there are any faults in the
transmission control which lead to a substantial
increase in fuel consumption.
• The information required to actuate the MIL

warning lamp is sent by the transmission control
unit to the instrument cluster.
Service Training 41
Sensors
TSS sensor
• The TSS sensor is part of the transmission control

unit.
• It is an inductive sensor which measures the

rotational speed of the transmission input shaft.
• The signal is used for the following functions:
– Engagement of the TCC

– Engagement of the forward clutch
– Engagement of the reverse gear brake
– Automatic engagement of neutral when the
1 TSS sensor
Speed sensor, variable speed input gear
• The speed sensor for the variable speed input gear

is part of the transmission control unit.

rotational speed of the variable speed input gear.
• The signal is used for the following functions:
– Engagement of the forward clutch

– Engagement of the reverse gear brake
– Automatic engagement of neutral when the
1 Speed sensor, variable speed input gear
– Calculation of the variable speed transmission
ratio
42 Service Training
OSS sensor
• The OSS sensor is connected via a wiring harness

to the transmission control unit and is located in
the transmission housing.

rotational speed of the differential crown wheel.
• The signal is used to calculate the variable speed

transmission ratio.
OSS sensor
Main pressure sensor
• The main pressure sensor is part of the

transmission control unit.
• It measures the main pressure in the system.
• All other pressures are derived from the main

pressure.
• This signal is required for pressure control in the

system.
1 Main pressure sensor
Service Training 43
Pressing force sensor
• The pressing force sensor is part of the

transmission control unit.
• It measures the pressing force exerted by the

variable speed gear on the steel belt.
• This signal is required to control the pressing force.
• The pressing force is closed loop-controlled

according to the amount of torque which is to be
transferred.
1 Pressing force sensor
TR sensor
• The TR sensor comprises two parts.
• The fixed part of the TR sensor is bolted to the

manual selector lever housing.
• The moving part of the TR sensor is moved by a

lug on the manual selector lever.
• The TR sensor is connected to the transmission

control unit via a wiring harness.
• The output signals from the TR sensor provide

information about the current selector lever
position. 1 Fixed part of the TR sensor
2 Moving part of the TR sensor
3 Electrical connection to the transmission control
unit
44 Service Training
TFT sensor
• The TFT sensor is part of the transmission control

unit and is integrated in its electronics.
• The TFT sensor measures the current transmission

fluid temperature.
• The transmission fluid temperature is used by the

transmission control unit for the following
functions:
– Determining the main pressure

– Controlling the TCC
– Cold start mode 1 TFT sensor
– Overheating protection mode
Service Training 45
Select-Shift switch
• The Select-Shift switch is located in the selector

lever unit.
• Three Hall sensors are mounted on a circuit board

together with the illumination LEDs.
• This circuit board incorporates electronics which

evaluate the signals from the Hall sensors and
process them into two digital signals which are
transmitted to the transmission control unit via the
vehicle wiring harness.
• The transmission control unit uses these signals to

detect driver demands.
• If the driver moves the selector lever to the

right-hand shift gate, then the transmission control
goes into Select-Shift mode.
• When the selector lever is pulled backwards (+),

the transmission control shifts up a gear provided
the resulting engine speed is within the acceptable
operating limits.
1 Hall sensors
• When the selector lever is pushed forwards (-), the
2 Illumination LEDs
transmission control shifts down a gear provided
3 Electrical connector
the resulting engine speed is within the acceptable
operating limits.
Output signals from the Select-Shift switch

Selector lever position Signal line 1 Signal line 2
P, R, N, D 1 1
M 0 0
+ 1 0
- 0 1
46 Service Training
Brake pressure switch
NOTE: The brake pressure switch is only installed on

vehicles without ESP.
• The brake pressure switch is located in the engine

compartment in the brake system near the brake
booster.
• The brake pressure switch supplies a signal to the

transmission control unit whenever brake pressure
is built up.
• The signal is only used for automatic engagement

of neutral when the vehicle is stationary. 1 Brake pressure switch
2 Plug connection
Service Training 47
Actuators
Solenoid valves
1 Main pressure solenoid valve 4 Variable speed gear adjustment solenoid valve
2 TCC solenoid valve 5 Pressing force solenoid valve
3 Clutch and brake solenoid valve
• The TCC solenoid valve is used to engage and

• The solenoid valves convert the applied electric
current into a proportional hydraulic pressure. disengage the TCC with applied slip in a closed loop
control layout.
• They are actuated by the transmission control unit.
• The clutch and brake solenoid valve is used for
• The pressure acts on the corresponding hydraulic controlled engagement and disengagement of the
valves in the main control body. forward clutch and the reverse gear brake.
• The main pressure solenoid valve is used to adjust • The variable speed transmission ratio is adjusted by
the main pressure. means of the variable speed gear adjustment
• The pressing force solenoid valve is used to adjust solenoid valve.
the pressing force of the steel belt.
48 Service Training
Starter inhibit relay
1 Starter inhibit relay
• It receives a ground signal from the transmission

NOTE: The engine cannot be started if the electrical
control unit when the selector lever is in either P or
connector is disconnected from the transmission control
N, and it then enables an engine start.
unit.
• The ground signal is not connected in the selector
• The starter inhibit relay is located in the battery
lever positions R and D, meaning that the engine
junction box (BJB).
cannot be started.
Service Training 49
Backup lamp relay
1 Backup lamp relay
• The ground signal is not connected in the selector

• The backup lamp relay is located in the battery
lever positions P, N and D.
junction box (BJB).
• When the selector lever is in the position R it

receives a ground signal from the transmission
control unit and actuates the backup lamps as a
result.
50 Service Training
Selector lever lock solenoid
• The selector lever lock solenoid is located in the

selector lever console.
• When the ignition is switched on, the selector lever

lock solenoid is actuated by depressing the brake
pedal (signal from the stoplamp switch). This
results in the locking pin being pulled back, and
the selector lever can be moved out of "P".
• The ground connection to the solenoid for the

ignition key removal inhibitor is also made via the
selector lever lock solenoid in all selector lever
positions except "P".
1 Selector lever lock solenoid

2 Locking pin
Solenoid for the ignition key removal inhibitor
• The solenoid for the ignition key removal inhibitor

is integrated in the ignition lock.
• With the selector lever in position "P", the ground

connection via the selector lever lock solenoid is
interrupted.
• The locking pin of the solenoid for the ignition

key removal inhibitor does not engage in the
ignition lock.
• The ignition key can be turned to "0" and removed

from the ignition lock. 1 Solenoid for the ignition key removal inhibitor
Service Training 51
• In all other selector lever positions the ground

connection is made via the selector lever lock
solenoid.
• The locking pin of the solenoid for the ignition

key removal inhibitor engages in the ignition lock.
• It is not possible to turn the ignition key to "0" and

remove it from the ignition lock.
52 Service Training
Service Instructions
Manually release the selector lever lock
• If the selector lever lock solenoid is defective, or

if the signal from the stoplamp switch is missing
or the ground connection is interrupted, then the
selector lever cannot be moved out of the position
"P".
• The selector lever lock can be manually released

by removing the cover and pressing a suitable
object into the opening until the selector lever can
be moved out of the position "P".
• The selector lever then re-locks if it is moved back

to "P".
1 Cover
Push starting the vehicle Fluid level check
NOTE: Details of the exact procedure and

• Vehicles with the CFT23 automatic transmission
specifications can be found in the current Service
cannot be tow started or push started.
Literature.
In order for the transmission to function properly it

Towing the vehicle
is vital that the transmission fluid level is correct.
• Vehicles with the CFT23 automatic transmission Always use transmission fluid to the indicated
can be towed under the following conditions: specification.
– Selector lever position: N The transmission fluid temperature must be between
– Maximum speed: 50 km/h 42 °C and 48 °C during the fluid level check.
– Maximum distance: 50 km The standpipe of the fluid level check plug may
– Never tow backwards contain fluid. Ensure that this fluid does not
mistakenly indicate that the fluid level is correct.
Service Training 53
• Make sure the vehicle is standing on level ground

and shift the selector lever to "P".
• Connect WDS and request the transmission fluid

temperature.
• With the engine running, shift the selector lever

repeatedly through all selector lever positions and
return it to "P".
• Unscrew and remove the fluid level check plug.
• If, when the specified transmission fluid temperature

is reached, fluid flows out readily, wait until the
fluid comes out just in drops. At this point, the fluid
level is correct.
54 Service Training
Test questions Lesson 1 – Automatic Transmission/Transaxle
Tick the correct answer or fill in the gaps.
1. The fluid pump is a
a. G-rotor pump.
b. radial piston pump.
c. crescent pump.
d. gear pump.
2. The transmission features:
a. two multi-plate clutches.
b. two multi-plate brakes.
c. one multi-plate clutch and one multi-plate brake.
d. one multi-plate clutch and one roller-type one-way clutch.
3. Pressure is applied to the steel drive belt in such a way that slipping of the steel drive belt is prevented.
a. Correct
b. False
4. Into which component does the mechanical parking pawl engage to prevent the vehicle from rolling?
a. Variable speed input gear
b. Variable speed output gear
c. Intermediate shaft
d. Differential assembly
5. The manual selector slide is located
a. in the selector mechanism assembly.
b. in the control valve body.
c. in a separate valve body outside the transmission housing.
d. in a separate valve body inside the transmission housing.
Service Training 55
Lesson 1 – Automatic Transmission/Transaxle Test questions
6. The transmission control unit is located:
a. in the passenger compartment on A-pillar.
b. in the engine compartment on the bulkhead.
c. in the engine compartment on the left-hand inner fender panel.
d. in the transmission housing.
7. When driving forwards, the variable speed input gear is connected directly with the transmission input
shaft by means of the forward gear clutch.
a. Correct
b. False
8. When reversing, the variable speed input gear is driven against the direction of rotation of the engine
by means of
a. the ring gear.
b. the planetary gear set.
c. the sun gear.
9. Which of the following components is NOT incorporated into the transmission control unit?
a. TSS sensor
b. Speed sensor, variable speed input gear
c. OSS sensor
d. TFT sensor
10. In cold start mode, the TCC is not applied below which transmission fluid temperature?
a. below approx. - 20 °C
b. below approx. -10 °C
c. below approx. 0 °C
d. below approx. +10 °C
56 Service Training
11. Starting at what transmission fluid temperature are engine speed and engine torque continuously reduced
by the PCM at the request of the transmission control unit and as a function of transmission fluid
temperature?
a. From approx. 120 °C
b. From approx. 130 °C
c. From approx. 140 °C
d. From approx. 150 °C
12. If the engine reaches its maximum rotational speed in Select-Shift Mode without the accelerator pedal
being depressed by 95% of its total travel, the transmission control system remains in the currently
selected gear.
a. Correct
b. False
13. On vehicles without ESP, the brake actuation signal for automatic engagement of neutral comes from
a. a separate brake pressure switch.
b. the ABS control unit.
c. the brake light switch.
d. the BPP (Brake Pedal Position) switch.
14. The driver is alerted to hydraulic limp-home mode by means of a separate warning light.
a. Correct
b. False
15. The TR sensor is located
a. in the selector mechanism assembly.
b. in the selector cable.
c. on the selector shaft lever.
d. in the transmission housing.
Service Training 57
Lesson 1 – Automatic Transmission/Transaxle Test questions
16. The solenoids are
a. On/off solenoid valves.
b. PWM solenoid valves.
c. Proportional solenoid valves.
d. Cycling solenoid valves.
17. If the plug to the transmission control unit is disconnected, the engine cannot be started.
a. Correct
b. False
58 Service Training
Lesson 2 – Transmission/Transaxle Cooling — Objectives
Vehicles With: Automatic Transaxle (CFT23)

• describe the transmission fluid cooling circuit.
Service Training 59
Transaxle Cooling Lesson 2 – Transmission/Transaxle Cooling —
Cooling circuit
1 Transmission fluid cooler 3 From the transmission fluid cooler

2 To the transmission fluid cooler
• The transmission fluid cooler is positioned in front

of the radiator.
• It is connected to the transmission by means of two

hose lines with quick-release couplings.
• The cooling circuit does not have a bypass valve.
60 Service Training
Test questions Lesson 2 – Transmission/Transaxle Cooling —
1. To help the transmission fluid heat up more quickly, the transmission fluid cooling circuit has a by-pass
valve located on the transmission cooler.
a. Correct
b. False
Service Training 61
Notes
Lesson 3 – Automatic Transmission/Transaxle Objectives
External Controls — Vehicles With: Automatic
Transaxle (CFT23)

• describe the external gearshift mechanism.
• adjust the external gearshift mechanism using the current Service Literature.
Service Training 63
External Controls Lesson 3 – Automatic Transmission/Transaxle
Transaxle (CFT23)
Selector lever cable
64 Service Training
Lesson 3 – Automatic Transmission/Transaxle External Controls
Transaxle (CFT23)
1 Ball head 3 Adjustment device

2 Selector lever cable 4 Selector shaft lever
• The selector lever cable is clipped onto a ball head

on the selector lever.
• At the transmission end it is clipped onto the ball

head on the selector shaft lever.
• The cable is moved in an axial direction by operation

of the selector lever.
• The selector shaft lever converts the axial motion

into a rotation of the selector shaft.
• The adjustment device for the selector lever cable

is located at the transmission end of the cable.
Service Training 65
External Controls Lesson 3 – Automatic Transmission/Transaxle
Transaxle (CFT23)
adjust the selector cable
lever is in position D during adjustment operations. The

NOTE: Details of the exact procedure and specifications
position of the selector shaft lever can be checked in
can be found in the current Service Literature.
the display in the instrument cluster.
NOTE: Production determines that the selector shaft
During adjustment operations, the selector lever
lever has five positions (P, R, N, D, L) whilst the
must not be in the select-shift gate channel but in
selector lever only has four positions (P, R, N, D).
selector lever position D.
Therefore it is essential to ensure that the selector shaft
• Move selector lever to position D.
• Open the lock on the transmission-side adjusting

mechanism.
• Move the selector shaft lever to position D. The

arrow on the selector shaft lever must be pointing
to the D mark on the transmission.
• Ensure that the selector cable is not under any

tension.
• Close the catch.
• Check the selector lever positions in the vehicle

with the engine running.
66 Service Training
Transaxle (CFT23)
1. The selector cable is adjusted with the selector lever in which position?
a. P
b. R
c. N
d. D
Service Training 67
Answers to the test questions
Lesson 1 – Automatic Transmission/Transaxle —

1. b
2. c
3. a
4. b
5. d
6. d
7. a
8. c
9. c
10. c
11. b
12. a
13. a
14. b
15. d
16. c
17. a
Lesson 2 – Transmission/Transaxle Cooling — Vehicles

With: Automatic Transaxle (CFT23)
1. b
Lesson 3 – Automatic Transmission/Transaxle External

Controls — Vehicles With: Automatic Transaxle
(CFT23)
1. d
68 Service Training
List of Abbreviations
ABS Anti-lock Brake System
APP Accelerator Pedal Position
BPP Brake Pedal Position
CKP Crankshaft Position
DLC Data Link Connector
OSS Output Shaft Speed
PCM Powertrain Control Module
TCC Torque Converter Clutch
TFT Transmission Fluid Temperature
TR Transmission Range
TSS Turbine Shaft Speed
Service Training 69

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Ford of Europe Technical Service Operations

StudInfo/Traininfo Composition Log

Composition Options Selected By

Lesson 1 – Automatic Transmission/Transaxle — Vehicles With: Automatic

Torque converter with TCC............................................................................................................................................ 12

Forward clutch and reverse gear brake........................................................................................................................... 15

Variable speed gear......................................................................................................................................................... 17

Mechanical parking lock................................................................................................................................................. 21

Valve housing for the manual selector lever................................................................................................................... 22

Transmission control unit and main hydraulic control body.......................................................................................... 23

Transmission Ranges and Power Flow..................................................................................................... 26

Power transmission route - forward gear........................................................................................................................ 26

Power transmission route in reverse gear....................................................................................................................... 28

Transmission Electronic Control System................................................................................................. 31

Transmission control unit................................................................................................................................................ 33

Signal transmission on the CAN databus........................................................................................................................ 39

Lesson 2 – Transmission/Transaxle Cooling — Vehicles With: Automatic Transaxle

Lesson 3 – Automatic Transmission/Transaxle External Controls — Vehicles With:

Selector lever cable......................................................................................................................................................... 64

adjust the selector cable.................................................................................................................................................. 66

Answers to the test questions......................................................................................... 68

General brief description

• The CFT23 is designed for a maximum input torque of 240 Nm.

• The transmission's mechanical components are operated by means of a so-called variator.

• Continuously variable automatic transmission for front-wheel drive

• Torque converter with electronically controlled, hydraulically activated TCC

• Pulley variator with steel drive belt

• Crown wheel gears as intermediate drive

• Differential integrated into the transmission housing

Technical data and specifications

Maximum transferrable engine torque 240 Nm

Variator ratio 2.520 to 0.423

Fixed variator ratio in reverse gear 2.464

Ratio - variator output shaft to intermediate shaft 1.593

Ratio - intermediate shaft to differential 2.720

Ratio - differential - vehicles with 1.6L Duratorq TDCi 4.33

Ratio - differential - vehicles with 1.8L Duratec HE 5.16

Weight with transmission fluid 82.5 kg

• Can be diagnosed with WDS

On completing this lesson, you will be able to:

• describe the design and function of the torque converter.

• describe the design and function of the oil pump.

• describe the design and function of the planetary gear set.

• describe the design and function of the variator.

• describe the design and function of the intermediate shaft.

• describe the design and function of the differential assembly.

• describe the design and function of the mechanical parking lock.

• manually release the selector lever lock.

• describe the procedure for towing.

• explain the power transmission for forward and reverse gears.

• name the components of the electronic transmission control system.

• describe the basic function of the transmission control system.

• describe the various control strategies.

• describe the data exchange via the CAN databus.

• explain how the sensor signals are used.

• describe the design and function of the actuators.

1 Torque converter 7 Variable speed input gear

Torque converter with TCC

• The torque converter hydraulically transmits the

• The stator increases the torque up to the clutch

• In order to increase the efficiency of the automatic

• The TCC is applied with controlled slip to ensure