GENERAL INFORMATION

CVT

Newly developed F1CJC type CVT and W1CJC type CVT have been adopted.
They are basically the same as conventional CVT. However, they have the following features:

Shift feeling and fuel efficiency have been improved due to a wider range of pulley ratio.
Fuel efficiency has been improved as a compact oil pump has been used, resistance in stirred oil has been reduced and a belt running efficiency has been improved.

SPECIFICATIONS

Item		2WD	4WD
Transmission model		F1CJC	W1CJC
Torque converter	Model	3-element, 1-stage, 2-phase
	Stall torque ratio	1.995
	Lock-up	Present
Transmission type		Forward automatic CVT (steel belt-driven), reverse 1 speed
Pulley ratio	Forward	2.631 - 0.378
	Reverse	1.960
Final reduction gear ratio		6.026
Shift position		P-R-N-D+6-speed sport mode (with the paddle shift)
Control type		Electronically-controlled
Function	Shift control	Present
	Line pressure control	Present
	Select control	Present
	Lock-up control	Present
	Self-diagnosis function	Present
	Fail-safe function	Present
	Slip control at start	Present
Oil pump	Model	Vane-type pump
	Drive type	Driven by the engine, sprocket, and chain
CVT fluid	Brand name	MITSUBISHI MOTORS GENUINE CVTF-J4
	Capacity (L)	6.9

SYSTEM CONFIGURATION

OVERVIEW

DESCRIPTION OF STRUCTURE AND OPERATION

SECTIONAL VIEW

	1.	Converter housing
	2.	Driven sprocket
	3.	Chain
	4.	Reverse brake
	5.	Oil pump
	6.	Forward clutch
	7.	Planet carrier
	8.	Primary pulley
	9.	Sun gear
	10.	Steel belt
	11.	Side cover
	12.	Internal gear
	13.	Parking gear
	14.	Secondary pulley
	15.	Final gear
	16.	Differential case
	17.	Idler gear
	18.	Reduction gear
	19.	Taper roller bearing
	20.	Output gear
	21.	Drive sprocket
	22.	Input shaft
	23.	Torque converter

HYDRAULIC CONTROL SYSTEM

CONTROL DESCRIPTION

The hydraulic control mechanism is comprised of the vane-type oil pump driven by the engine via the oil pump drive chain, the hydraulic control valve which controls the line pressure and shift change, and the input signal system.

GENERAL INFORMATION REGARDING THE MAIN COMPONENTS

Component	Function
Manual valve	Distributes the clutch operating pressure to each circuit, depending on each selector lever position.
Lock-up control valve	Regulates the engagement pressure and disengagement pressure of the torque converter.
Torque converter regulator valve	Regulates the supply pressure to the torque converter to the optimal pressure for the driving conditions.
Pressure regulator valve	Regulates the discharge pressure from the oil pump to the optimal pressure (line pressure) for the driving conditions.
Secondary reducing valve	Reduces the line pressure to regulate the secondary pressure.
Primary reducing valve	Reduces the line pressure to regulate the primary pressure.
Pilot valve A	Reduces the line pressure to regulate the operation pressures of the solenoid valves below: Primary pressure solenoid valve Secondary pressure solenoid valve Line pressure solenoid valve Select solenoid valve
Pilot valve B	Reduces fluid pressure delivered from pilot valve A to regulate the operation pressure of the lock-up solenoid valve.
Line pressure solenoid valve	Controls the pressure regulator valve.
Primary pressure solenoid valve	Controls the primary reducing valve.
Secondary pressure solenoid valve	Controls the secondary reducing valve.
Lock-up solenoid valve	Controls the lock-up control valve.
Select solenoid valve	Regulates the forward clutch pressure and reverse brake pressure.

SHIFT MECHANISM

Pulley ratio

The system applies the primary pressure, which is regulated by the primary reducing valve, to the primary pulley and the secondary pressure, which is regulated by the secondary reducing valve, to the secondary pulley, respectively. Pulley ratio depends on these pressures.

LINE PRESSURE CONTROL AND SECONDARY PRESSURE CONTROL

The high-precision line pressure control and secondary pressure control have reduced the friction for better fuel economy.

LOCK-UP CONTROL

The system engages the lock-up clutch in the torque converter to eliminate slips in the torque converter. This improves the transmission efficiency. The slip in the lock-up clutch is controlled optimally, thus allowing a comfortable driving.
The lock up control valve is controlled by the lock-up pressure solenoid valve, and the lock-up solenoid valve is controlled by the signal from the CVT-ECU. The lock up control valve sets the lock-up clutch into a state of engagement, or disengagement.
It inhibits lock-up operation when the fluid temperature is low.

SELECT CONTROL

When an operation of N → D or P → R range is performed, the optimal operating pressure is set based on the accelerator angle, engine speed, primary pulley speed, secondary pulley speed and turbine speed to reduce the shock caused by shifting.

CONTROL ELEMENTS AND INPUT/OUTPUT

Item	Input/output signal	Control
Item	Input/output signal	Shift control	Line pressure control	Select control	Lock-up control	Fail-safe function*
Input	Engine torque signal	×	×	×	×	×
	Engine speed signal	×	×	×	×	×
	Throttle position signal	×	×	×	×	-
	Idle signal	×	×	-	×	-
	Stop lamp switch signal	×	×	×	×	-
	Primary pressure sensor	-	×	-	-	×
	Secondary pressure sensor	×	×	-	-	×
	CVT fluid temperature sensor	×	×	×	×	×
	Turbine speed sensor	×	×	×	×	×
	Primary pulley speed sensor	×	×	×	×	×
	Secondary pulley speed sensor	×	×	-	×	×
	Inhibitor switch	×	×	×	×	×
	Shift switch assembly	×	×	-	×	-
Output	Line pressure solenoid valve	×	×	×	-	×
	Primary pressure solenoid valve	×	×	-	-	×
	Lock-up solenoid valve	-	-	-	×	×
	Secondary pressure solenoid valve	×	×	-	-	×
	Select solenoid valve	×	-	×	-	×
	Selector lever position display	-	-	×	-	-

note

*: If an abnormal input/output signal is generated, the CVT-ECU will trigger a fail-safe function.

FAIL-SAFE FUNCTION

If abnormality occurs in signals from various sensors, switches, or solenoids, this function allows controlling them with the minimum adverse effect to the driving performance.

PROTECTION CONTROL

General

If the CVT-ECU or the transmission may be damaged or deteriorated, the CVT-ECU will be protected temporarily for safety. If a safety can be obtained again, the system will resume normal operation.
The CVT-ECU has the protection functions as below:

Control during wheel spinning

Item	Contents
Control content	When the system detects a wheel spinning, it will restrict engine performance and pulley ratio to increase line pressure. The clutch pressure is also increased.
Vehicle behaviour during control	The engine speed and the vehicle speed will not be increased although the driver continues to depress the accelerator pedal during a wheel spinning.
Resume condition	The system resumes normal operation when wheel spinning is eliminated.

Control at high oil temperature

Item	Contents
Control content	When the CVT fluid temperature rises, the system will decrease the maximum permissible shifting speed and torque to avoid overheat.
Vehicle behaviour during control	Note that driving performance may be deteriorated.
Resume condition	Resumes normal operation when the CVT fluid temperature drops.

Torque reduction when the vehicle is reversing

Item	Contents
Control content	The system restricts the engine performance in accordance with vehicle speed when the vehicle is reversing.
Vehicle behaviour during control	Driving performance may be deteriorated.
Resume condition	Resumes normal operation when the selector lever is moved from R range to another.

Reversing prevention

Item	Contents
Control content	The system will deactivate the reverse brake when the selector lever is moved to R range while driving forwards at a certain speed.
Vehicle behaviour during control	The transmission will remain at neutral range although the driver moves the selector lever to R range while the vehicle is driven forwards.
Resume condition	Resumes normal operation when the vehicle is driven at lower speed. (The system engages the reverse brake)