Subaru 4EAT Transmissions

Subaru 4EAT Transmissions

Overview

Features and Major Components

Power Flow

Final Drive FWD/AWD

Electronic Control System

Hydraulic Control System

Self Diagnostic System

Troubleshooting/Adjustments
End Wrench
The

4
 T he 4EAT Transmission is a 4 speed, microprocessor-controlled transmission
that was first introduced in 1987.5 Subaru models. It is not a 3 speed trans-
mission with overdrive. It features a lock-up
torque converter which locks up in all forward gears
except 1st. It has been offered in FWD or Full Time
AWD configurations.
The 4EAT transmission has undergone continuous
development and improvement since its introduction.
Several unique 4EAT features have been
O v e r v i e w added, changed, or deleted from various
Subaru models over the years. We’ll provide
you with a brief overview of these features here. For a
more thorough description of specific 4EAT operating
characteristics or features, refer to the applicable
Subaru service manual for the year and model Subaru
you are working on.
Some Subaru models were equipped with a
1-HOLD button. These include:
• 1987.5-91 XT and XT6 models
• 1988-89 “L” series
• 1990 Loyale Shift Quadrant
Manual 1st gear is activated when the 1-HOLD
button is depressed and the shifter is in manually selected “2” to provide engine
braking. The transmission will upshift through 2nd and 3rd if necessary, in order to
prevent the engine from over-revving. The 1-HOLD indicator is displayed on the
combination meter when the button is activated. When the computer overrides the
1-HOLD gear selection the display will change.
Some models have a POWER light located to the left of the tachometer (right on
Legacy). It is activated momentarily whenever the vehicle is started. The POWER
mode is selected by the computer based upon how quickly the gas pedal is
depressed. This changes the performance characteristics of the transmission. i.e., it
delays upshifts and may downshift if necessary. When selected, the computer turns
the POWER light “ON.”
An enhanced version of the original 4EAT was introduced with the 1990 model
year Legacy. Although similar in design to the original 4EAT, the shift quadrant is dif-
ferent. The Legacy 4EAT has a seven position quadrant: P-R-N-D-3-2-1. The 1-
HOLD button has been deleted and a manual button was added. Subaru vehicles
equipped with the manual button included: Selector Lever
• 1990-94 Legacy
• 1993-94 Impreza
• 1992-97 SVX
When the selector is in 3rd range with the manual switch “ON,” the transmis-
sion will start in 2nd gear and shift to 3rd. In 2nd range manual, the transmission
starts and stays in 2nd gear, but will upshift to 3rd gear at 6500 RPM to prevent
damage to the engine. In 1st range manual the transmission stays in 1st gear and
also will upshift to second at 6500 RPM to prevent damage to the engine.
Additionally, on AWD vehicles, the TCU applies a more aggressive AWD map
when the selector is in the 1st position, manual switch “ON” or “OFF.”
These changes result in improved driveability on low friction road surfaces. TCU
The TCU monitors various engine and vehicle inputs, i.e., throttle position and
vehicle speed, etc. It also controls the electronic shift solenoids in the transmission.
Refer to the appropriate model year Subaru service manual, section 6-3, for the
location of the TCU.

5
MPT Assembly MPT Clutch MPT Clutch Hub Reduction Shaft Seals MPT Power Flow

Transfer Clutch Assembly (AWD)

The transfer unit consists of a hydraulic multiplate clutch and a hydraulic
control system incorporating a duty solenoid. It is housed in the extension case
at the rear of the transmission. A caged needle bearing supports the clutch on the
reduction drive shaft and a ball bearing supports the clutch in the case.
Duty solenoid “C” regulates the MPT clutch. It is controlled by the TCU which
determines the degree of AWD by altering the duty ratio. As the duty ratio increases,
the amount of AWD decreases.
The clutch itself, features friction discs that are designed to slip. This eliminates
torque binding during tight cornering. In order to get power to the front wheels,
the reduction gear powers the reduction driven gear which is attached to the drive

4EAT Transmissions
pinion shaft.
For the rear wheels, power goes from the reduction drive shaft to the MPT
clutch hub which is welded to the drive gear. The power is transferred through the
MPT clutch where it outputs to the rear drive shaft.
Reduction shaft seal rings direct fluid from the hollow shaft to the lubrication
circuits inside the transmission.

Electronic Control System

Overview
The electronic control system consists of various inputs (sensors) and outputs
(lights and solenoids) in addition to the Transmission Control Unit (TCU).
This is the next generation of Subaru automatic transmission. In addition to
being smoother and quieter, it is designed to help maximize fuel economy while
providing performance.
It monitors the engine and transmission performance conditions, the drivers
demands and the vehicle speed.

Transmission Control Unit

The TCU is a highly sophisticated microprocessor with a self diagnostic long
term memory. It also has a fail safe function which maintains driveability in case
of a major electrical component failure.
In a transmission equipped for AWD the TCU utilizes a program which contin-
ually changes the degree of AWD
based upon vehicle operating condition(s).
The TCU controls shifting and line pressure in addition to the
lock-up torque converter and the MPT clutch.

TCU Inputs
• Throttle sensor/idle switch
• Vehicle speed sensor #1
• Vehicle speed sensor #2
TCU Location
• Tachometer signal
• Inhibitor switch
• Cruise control signal
• ATF temperature sensor
• Ignition/battery voltage
• 1-HOLD switch (if so equipped)
• Forced FWD

11
 Subaru 4EAT Transmissions
Transmission Gear Train
This compact unit features a double planetary gear set. It has a wide ratio
between gears for improved fuel efficiency as well as high performance.

Transaxle Gear Train Gear Train Components

❶ Front sun gear
❷ Front planetary carrier
❸ Rear sun gear
❹ Rear planetary carrier (front internal gear)
❺ Rear internal gear
Front Sun Gear
Operating Principals: Rear Gear Set
The rear sun gear is always powered by the input shaft. The
rear planetary carrier always transmits power to the output shaft.
The one way clutch (O.W.C.) 3-4 prevents the rear internal
gear from turning counterclockwise. Its inner race is the rear
internal gear and its outer race is the forward clutch hub. The
overrunning clutch hub is also connected, by dogs, to the rear
internal gear. Front Planetary Carrier
The overrunning clutch provides engine braking during
deceleration except in D-1 and 3-1. The O.W.C. 3-4 is used
Rear Sun/Rear Carrier
in 1st, 2nd, and 3rd gears. The forward clutch is used in all
forward gears. The rear internal gear is controlled by the for-
ward clutch through the O.W.C. 3-4. Additionally, the rear
internal gear is controlled by the overrunning clutch.
The forward clutch connects the rear internal gear to the
Rear Sun Gear
front planetary carrier (splined to the for-
ward clutch drum) through the O.W.C. 3-4.
Rear Gear Set The overrunning clutch is also used to
connect the rear internal gear to the for-
ward clutch drum and the front planetary
Overrunning Clutch Hub carrier. The O.W.C. 1-2 (Sprag) prevents the
forward clutch drum from rotating
counterclockwise. The Sprag is
applied when the transmission is Rear Planetary Carrier
operating in D-1 or 3-1.
The Low/Reverse brake is
splined to the case. It holds the
forward clutch drum in order
to keep it from turning when
One Way Clutch 1-2 the transmission is in Reverse, 2-1,
and 1-HOLD (if so equppped).
Rear Internal Gear
Forward Clutch Drum
Operating Principles: Front Gear Set
The high clutch drum (reverse clutch hub) is splined to the input shaft. It
supplies power to the reverse clutch and the high clutch. The high clutch hub is
splined to the front planetary carrier. When the reverse clutch is applied for
Reverse gear it powers the front sun gear. When the high clutch is applied in 3rd
and 4th gear it powers the front planetary carrier via the high clutch hub.
The front sun gear is dogged to the reverse clutch drum. The front planetary
Low/Reverse Brake
carrier is splined internally to the high clutch hub and it is splined externally to
the forward clutch drum.
End Wrench

Overrunning Clutch
Hub Installed One Way Clutch 3-4 Rear Internal Gear Reverse and High Clutches Front Gear Set
The

8
Band Servo Operation
The band is applied in 2nd and 4th gears by a two stage servo which is
controlled by accumulators.
In order to obtain second gear the servo is in the 2-Apply
mode. Hydraulic pressure from the 2A accumulator pushes
the 1-2 piston UPWARD which tightens the band.
For third gear, the servo is in the 3-Release mode. In this
case, hydraulic pressure from the 3R accumulator aided by
the return spring pushes the 1-2 piston DOWNWARD in
order to release the band. Band and Servo Servo Operation I (later 4EAT models)
For fourth gear 4-Apply mode, hydraulic pressure from the
4A accumulator pushes the 3-4 piston UPWARD in order to
apply the band.

Power Flow
D-1 or 3-1 Operating Mode
The input shaft powers the rear sun gear clockwise. When the
Forward clutch is applied, the O.W.C. 3-4 outer race (forward
clutch hub) is attached to the front carrier. With the O.W.C. 3-4
operating, the rear internal gear can only go clockwise. With the
O.W.C. 1-2 operating, the forward clutch drum can only go clockwise. Servo Operation II (later 4EAT models)
Application Chart
Output power is through the rear carrier and the output ratio
is 2.785:1.
During coast mode, the O.W.C. 3-4 is released and there is no
engine braking.

D-2, 3-2, Or 2-2 Operating Mode

Again, the input shaft powers the rear sun gear clockwise.
When the forward clutch is applied, the O.W.C. 3-4 outer race
Power Flow: D-1
(forward clutch hub) is attached to the front carrier. The band is
also applied which holds the front sun gear stationary.
Output power is transmitted from the rear carrier (front inter-
nal gear) where the output ratio is 1.545:1.
During the coast mode, the O.W.C. 3-4 is released and there is
no engine braking.

D-3, 3-3 Operating Mode

The input shaft powers the rear sun gear clockwise. When the
Power Flow: D-2
forward clutch is applied, the O.W.C. 3-4 outer race (forward
clutch hub) is attached to the front carrier. The high clutch is also
applied and the front planetary carrier is therefore powered.
In this case the planetary gear set is locked up and the output
ratio is 1:1.
During the coast mode, the O.W.C. 3-4 releases the rear
internal gear and there is no engine braking.

Power Flow: D-3 D-4 Operating Mode

The input shaft powers the rear sun gear clockwise. When the
forward clutch is applied it doesn’t affect the power flow. It free-
wheels through the O.W.C. 3-4. When the high clutch is applied,
the front planetary carrier is powered clockwise. Since the band
is applied, the front sun gear is held stationary.
The output is clockwise through the front internal gear (rear
planetary carrier) and the output ratio is 0.694:1. Engine braking
occurs during the coast and deceleration modes. Neither
Power Flow: D-4 O.W.C. is used.

9
 Subaru 4EAT Transmissions

2-1 and 1-HOLD Operating Modes

The power flow is the same as in the other 1st gears except as
follows. The rear internal gear is held by the overrunning clutch
instead of by the O.W.C. 3-4. In addition, the forward clutch
drum is held by the Low/Reverse brake instead of the O.W.C. 1-2.
Engine braking occurs during coast and deceleration due to
conditions described above. The overrunning clutch is “ON” and
the Low/Reverse brake is “ON.” Power Flow: 1-Hold

Reverse Operating Mode

When the reverse clutch is applied the front sun gear is
powered. The Low/Reverse brake is also applied, which holds
the front planetary carrier stationary.
Output power is through the rear carrier at the ratio of 2.272:1.

Gear Train Components Power Flow: Reverse

Subaru
❶ Front sun gear
❷ Front planetary carrier
❸ Rear sun gear
❹ Rear planetary carrier (front internal gear)
❺ Rear internal gear

Final Drive FWD/AWD

Differential Overview
The hypoid gear set is mounted in the aluminum torque converter case. It is
supported by taper roller bearings and features removable stub axle shafts. The
pinion is mounted through the oil pump housing.

Oil Pump Housing Features

The housing is made of cast iron for greater rigidity. Double taper roller
Differential Housing
bearings are used to support the pinion. This allows for the thermal expansion of
two dissimilar metals: aluminum and cast iron. These bearings also improve the
durability and reliability of the unit. The pinion is preloaded by a locknut which
allows for easy serviceability.
Pinion depth is set by shims which are located between the bearing flange and
the oil pump housing.
A double-lip oil seal separates transmission fluid from the hypoid gear oil. This
greatly improves the fluid system reliability.

Differential Carrier Features

The ring gear is mounted on the right side of the carrier. This design adds to its
Oil Pump Housing
compactness and makes it easier to service. The backlash is easily adjustable
through the carrier bearing retainers. Final drive ratios have gone through several
changes in the years since the 4EAT was originally introduced on 1987.5 models.
For accurate final drive ratio information, refer to
Differential Carrier
the applicable Subaru service manual.
End Wrench

Oil Pump Cover Seals

The

10
MPT Assembly MPT Clutch MPT Clutch Hub Reduction Shaft Seals MPT Power Flow

Transfer Clutch Assembly (AWD)

The transfer unit consists of a hydraulic multiplate clutch and a hydraulic
control system incorporating a duty solenoid. It is housed in the extension case
at the rear of the transmission. A caged needle bearing supports the clutch on the
reduction drive shaft and a ball bearing supports the clutch in the case.
Duty solenoid “C” regulates the MPT clutch. It is controlled by the TCU which
determines the degree of AWD by altering the duty ratio. As the duty ratio increases,
the amount of AWD decreases.
The clutch itself, features friction discs that are designed to slip. This eliminates
torque binding during tight cornering. In order to get power to the front wheels,
the reduction gear powers the reduction driven gear which is attached to the drive

4EAT Transmissions
pinion shaft.
For the rear wheels, power goes from the reduction drive shaft to the MPT
clutch hub which is welded to the drive gear. The power is transferred through the
MPT clutch where it outputs to the rear drive shaft.
Reduction shaft seal rings direct fluid from the hollow shaft to the lubrication
circuits inside the transmission.

Electronic Control System

Overview
The electronic control system consists of various inputs (sensors) and outputs
(lights and solenoids) in addition to the Transmission Control Unit (TCU).
This is the next generation of Subaru automatic transmission. In addition to
being smoother and quieter, it is designed to help maximize fuel economy while
providing performance.
It monitors the engine and transmission performance conditions, the drivers
demands and the vehicle speed.

Transmission Control Unit

The TCU is a highly sophisticated microprocessor with a self diagnostic long
term memory. It also has a fail safe function which maintains driveability in case
of a major electrical component failure.
In a transmission equipped for AWD the TCU utilizes a program which contin-
ually changes the degree of AWD
based upon vehicle operating condition(s).
The TCU controls shifting and line pressure in addition to the
lock-up torque converter and the MPT clutch.

TCU Inputs
• Throttle sensor/idle switch
• Vehicle speed sensor #1
• Vehicle speed sensor #2
TCU Location
• Tachometer signal
• Inhibitor switch
• Cruise control signal
• ATF temperature sensor
• Ignition/battery voltage
• 1-HOLD switch (if so equipped)
• Forced FWD

11
 Subaru 4EAT Transmissions
Legacy TCU Inputs
The Legacy fuel system ECM, beginning with model year 1990, sends new
inputs to the TCU for line pressure control.
It networks the MPF1 ECU RPM and altitude compensation inputs. This
provides additional line pressure control for high altitude compensation to reduce
shift shock. ABS system inputs turn “OFF” the over-running clutch when ABS is
active and fixes the duty ratio of the MPT clutch (mostly FWD).
• ECM RPM
• Altitude compensation
• ABS system

Throttle Sensor
The throttle sensor/idle switch is basically electrical throttle pressure. The load
signal effects: shifting, line pressure and lock-up. The closed throttle input effects
the lock-up release mode as well as smooth downshifting into 2nd gear. It also
causes a reduction in line pressure.
Throttle Sensor
Vehicle Speed Sensor #1
Vehicle speed sensor #1 is mounted to the transmission and is basically electrical
governor pressure. It is used to detect vehicle speed and it effects shift points,
lock-up, and line pressure.
In FWD transmissions the speed sensor reads parking gear rotation at the front
output shaft. In AWD transmissions it senses the transfer clutch drum rotation at
the rear output shaft.

Speed Sensor #1
Vehicle Speed Sensor #2
Vehicle speed sensor #2 is built into the combination meter. In FWD units, it is
used as a back-up for speed sensor #1. In AWD units, it is used as the front output
shaft speed sensor.

TCU
The TCU compares the speed signal from the front output shaft with the signal
from the rear output shaft (sensor #1).The speed differential helps the TCU
determine the degree of AWD (along with other inputs).

Tachometer
Combination Meter
The tachometer signal effects the shift points at kickdown. The TCU uses the
signal to prevent the engine from over-revving.

Inhibitor Switch
The inhibitor switch is located on the right side of the transmission. It is operated
by the gear shift lever which controls the linkage that operates the manual valve. It
signals the TCU of the selected gear range, which will then control the shift points
and adjusts the line pressure accordingly.
NOTE: THE TCU WILL OVERRIDE THE INHIBITOR SWITCH, IF NECESSARY, IN ORDER
TO PREVENT THE ENGINE FROM OVER-REVVING.

Inhibitor Switch Cruise Control Signal

The cruise control signal tells the TCU of cruise control activation. This allows for a
wider operating range in 4th gear unless a large speed differential exists from the
set speed in which case the transmission may Cruise Control
downshift. This improves fuel economy.
The ATF temperature sensor is located on the
End Wrench

lower valve body next to duty solenoid “B.”

The

12
When the ATF is cold, the TCU won’t allow an upshift into 4th gear. The object is
to warm the engine quickly for lower emissions. It is more sophisticated than the
KDLH system and less objectionable for the consumer.

ATF Temperature Sensor

When the ATF is hot (AWD only), the TCU shifts the transmission as if in the
POWER mode. This pushes the shift points higher which allows the engine to run
faster. The oil pump then circulates ATF through the oil cooler more quickly so as
not to overheat the engine coolant. Temp Sensor

System Voltage
The TCU also monitors system voltage in order to correctly interpret the inputs
and alter the control of the outputs. For example, the system is designed for 12 volt
operation. When running, however, most vehicles have other than 12 volts available.
The 1-HOLD switch is located aft of the shift quadrant. When activated, it
creates a forced 1st gear.
NOTE: THE TCU WILL SHIFT 2ND TO 3RD IF NECESSARY, IN ORDER TO PREVENT
THE ENGINE FROM OVER-REVVING.

Forced FWD Switch

Shift Quadrant
The FWD switch changes the driving mode from AWD to FWD, and should be
used for diagnostic purposes only. Do not drive the vehicle in this mode. The FWD
switch is located on the left front shock tower. The Legacy FWD switch is located
on the right strut tower. It is activated by inserting the spare fuse into the under-
hood connector. The FWD light on the combination meter verifies that the vehicle
is in FWD.

Maintenance Precautions
Before jacking up one or two wheels for maintenance with the engine running
or before running the vehicle on a chassis dynomometer, the electronic AWD Forced FWD Switch
engagement system MUST be disengaged by installing the spare fuse (15A) of the
fuse box into the FWD connector located under the hood. Failure to do so could
result in movement of vehicle.
(Refer to owner’s manual.)

TCU Outputs
There are two types of outputs; solenoid controls and light controls. The solenoids
control shifting, line pressure, lock-up and AWD.
The light controls indicate operating conditions to the driver. They indicate the
POWER mode, manually selected 1st or 2nd gear, or hot ATF (AWD only).
On the 1990 model year and later Legacy models the light controls indicate hot
ATF (FWD and AWD), gears 3 - 2 - 1, MANUAL mode, and POWER mode.
Shift solenoids #1 and #2 are located on the upper valve body. The TCU
induces “ON/OFF” conditions which regulate the shifting of the forward gears.
When a shift solenoid is “ON,” it passes pilot pressure to shift valve “A”
and/or shift valve “B.” The valve(s) will then shift, feeding the appropriate
controlling member circuits (high clutch, band, etc.).
NOTE: PILOT PRESSURE IS NOTHING MORE THAN Power Lamp
A PRESSURE HELD AT A CONSTANT VALUE.

When a shift solenoid is “OFF,” the affected shift valve will move to its static
position due to spring pressure. The appropriate controlling member circuit will
then be fed (high clutch, band, etc.).

Shift Solenoids 1and 2

13
 Subaru 4EAT Transmissions
Shift Modes

Shift Solenoid #3
Shift solenoid #3 is located on the upper valve body. It is used to control down-
shifts. It quickly releases the 3-Release pressure during low speed heavy load
situations in order to provide smooth 3-2 downshifts. It operates the overrunning
clutch in order to provide engine braking during deceleration. It is also used to
cancel the overrunning clutch momentarily during light throttle 3-2 downshifts,
Solenoid Application Chart or closed throttle 2-1 downshifts. This reduces the shift shock.

Duty Solenoid “A”

Duty Solenoid “A” is located on the upper valve body. It regulates line pressure
at three levels:
• Basic: Altered with load, vehicle speed, and range signal.
• Shifting: Lowers line pressure in between shifts to minimize shift shock.
• Start up: With low ATF temperature or a low tach signal [cranking speed],
it sets line pressure to a minimum.

Dropping Resistor
Shift Solenoid 3 The dropping resistor is wired in parallel with
duty solenoid “A,” and is used to regulate line pres-
sure. It is located on the right front shock tower
behind the MPI fuel system dropping resistor. It
takes over line pressure control during the “OFF”
portion of the duty cycle for the duty solenoid. In
other words, the duty solenoid is never fully “OFF.”

Duty Solenoid “B”

Dropping Resistor
Duty Solenoid “B” is located on the lower valve
body next to the ATF temperature sensor. It
operates the lock-up clutch in 3 modes: “ON,”
“OFF,” and a gradual “ON/OFF” control of the
lock-up clutch during gear shifting in order to
reduce shift shock.

Duty Solenoid “C”

Duty Solenoid “C” is located in the extension Duty Solenoid “C”

Duty Solenoid “B”

housing. It is also controlled by the TCU. It varies the degree of AWD.

Power Indicator Light

The POWER Indicator Light is located in the combination meter. It is activated
momentarily whenever the vehicle is started as part of the self check system. It
turns “ON” when the TCU selects the POWER mode with the vehicle in the “D”
range. It blinks a self diagnostic code whenever the TCU is programmed for
self diagnosis.
The TCU monitors the throttle angle opening speed, i.e.,
Combination Meter how quickly the gas pedal is depressed. When a predeter-
mined rate is exceeded, the POWER mode is activated.
NOTE: THERE ARE A NUMBER OF PREDETERMINED RATES
BASED ON THE VEHICLE SPEED VS. THROTTLE ANGLE RELA-
TIONSHIP. THESE DETERMINE EASE OF ACCESS TO POWER
MODE. AS A GENERAL RULE, IT IS EASIER TO ACTIVATE THE
POWER MODE AT LOWER SPEEDS FROM A LIGHT THROTTLE
End Wrench

THAN IT IS AT HIGHER SPEEDS FROM A LIGHT THROTTLE.

The

14
 The POWER mode increases the upshift and downshift points. It is deactivated
by the vehicle speed and the throttle angle, i.e., if the speed is equal to or greater
than approximately 40 MPH with a light throttle, deactivation is immediate.
If the speed is less than approximately 40 MPH, a time lag of up to 3 seconds
will occur before resuming the normal shift pattern.

2nd Gear Indicator

The 2nd Gear Indicator is located with the shift position indicators. It is
controlled by the TCU. Other quadrant indicators are controlled by the inhibitor
switch. The 2nd gear indicator is affected by the 1-HOLD switch input. The TCU
grounds the 2nd gear indicator light with the 1-HOLD switch “OFF” and the shift
lever in “2” (except Legacy).

1-HOLD Indicator Light (if so equipped)

The 1-HOLD indicator light (“L,” Loyal and XT only) is located near
the combination meter shift position indicator. It is activated by the TCU
whenever the 1-HOLD button is depressed with the shift lever in “2.”
It changes the display and cancels the “2” indicator.
The vehicle stays in 1-HOLD unless the TCU determines a potential
engine over-rev condition, at which point, the transmission will then
upshift.
NOTE: WHEN 1-HOLD IS ACTIVATED, ALL OTHER SHIFTING INPUTS
ARE IGNORED.

Beginning in the 1990 model year Legacy, the 1-HOLD button and
light have been deleted and a MANUAL switch and light added. When Combination Meter Display
the transmission is in 3rd range, MANUAL switch “ON,” it locks out
1st gear and shifts 2-3. When in 2nd range MANUAL, the transmission locks out
1st gear and is held in 2nd gear (until 6500 RPM when it will upshift to prevent
engine damage). When in 1st range MANUAL the transmission is locked in 1st
gear (until 6500 RPM when it will upshift to prevent engine damage).
NOTE: TCU WILL ALWAYS OVERRIDE THE SELECTOR POSITION AT 6500 RPM.

ATF Temperature Warning Lamp

An ATF Temperature Warning Lamp is provided for “L” Series and XT (AWD
only) and for the Legacy (FWD and AWD). The lamp is located on the combination
meter. It is activated by the TCU to indicate overheated ATF fluid. The TCU will
shift the transmission as if in the POWER mode to help reduce the ATF temperature.

Hydraulic Control System

Valve Body
Valve Body
The valves and solenoids control the lubrication circuits, the lock-up torque
converter, shifting, etc. The valve body is divided into two major sections: upper
and lower.
The valve body works in conjunction with the TCU. It is designed to provide
smooth shift control and component longevity. It also reduce unnecessary high
pressure in certain instances. As an example, line pressure is lowered between
shifts.
Upper Valve Body
The valve body features shift step control. This means that gear members are
momentarily applied between shifts it allows them to be brought up to speed
which reduces shock.

Lower Valve Body

15
 Subaru 4EAT Transmissions
Accumulators
There are four accumulators mounted in the transmission case:
• 4-Apply (4A)
• 2-Apply (2A)
• 3-Release (3R)
• Neutral/Drive (ND)

They are designed to lessen shift shock by absorbing the sudden

Accumulators pressure change generated when a circuit is activated. This ensures
smooth component application. The accumulator resistance will vary in direct
proportion to the line pressure.
Accumulators normally operate at a fixed rate in other automatic transmissions.
Therefore, as the transmission pressures rise, the accumulator cannot further
compensate due to the constant value of the spring. Pressure shocks are thus
transferred to the components.
In the 4EAT Accumulators, however, the line pressure is applied to the back of
the accumulator piston. Therefore, the resistance to pressure is proportionally
increased hydraulically. This keeps the pressure shock under control, allowing
smoother component application.
An additional accumulator is located in the lower section of the valve body,
Accumulator Operation
next to the manual valve. It absorbs line pressure pulses created by the sudden
changes in line pressure.
NOTE: THE 4EAT IS A HIGHLY RELIABLE TRANSMISSION. SHOULD AN
ELECTRICAL COMPONENT MALFUNCTION, HOWEVER, IT WILL ALWAYS
FAIL SAFE FOR “LIMP HOME.”

Fail Safe Components And Failure Results

If a speed sensor fails, the remaining sensor signal will be used.
In case of throttle sensor failure, the idle contacts will signal the throttle opening.
Line pressure will go to maximum at open throttle and it will go to minimum at
closed throttle.
Although the inhibitor switch may fail, the manual valve will still be in the
correct position for all selected ranges. In “P” and “N” however, it may effect start-up,
therefore, there is a potential for a no-start condition. In Reverse, the TCU is passive.
Therefore, an inhibitor switch failure has no effect. If multiple signals are seen in
the forward ranges the inhibitor switch is ignored and there is no fourth gear.
If the 1-HOLD switch is defective, the system operates in the same manner as
an inhibitor switch failure in the forward ranges.
If the MANUAL switch is defective (Legacy only), the transmission will shift
normally in D position. It will operate the same as when there is an inhibitor
switch failure when the transmission is in selector position 3 - 2 - 1 .
If shift solenoids #1 or #2 malfunction, the TCU deactivates the other. This
results in either 3rd gear or Reverse (when selected).
If duty solenoid “A” fails, line pressure goes to maximum.
If duty solenoid “B” fails, the torque converter lock-up will not occur.
If shift solenoid #3 malfunctions, the overrunning clutch is always “ON” and
there will be engine braking during deceleration.
If duty solenoid “C” should fail, the AWD control will be set to maximum and
the rear wheels will always be powered.
End Wrench
The

16
Self Diagnostic System
The 4EAT self diagnostic system has three
modes: a user mode and two dealer modes. In
the first instance, the user is notified through
the POWER light when a malfunction occurs.
The failure is communicated after the next igni-
tion “OFF/ON” cycle. For a more detailed
description of the user mode, see the appropriate
troubleshooting section of the service manual.
NOTE: THE SYSTEM WILL FAIL SAFE FOR “LIMP Shift Quadrant Combination Meter
HOME.” WHEN A COMPONENT FAILS, THE LIGHT WILL
NOT LLUMINATE UNTIL THE IGNITION IS SWITCHED “OFF”
AND THEN SWITCHED TO “ON” AGAIN.

For specific information on the self diagnostic dealer modes, see

the appropriate troubleshooting section of the service manual.
The Select Monitor requires the specific 4EAT cartridge to per-
Select Monitor
form the analysis.
This form of analysis is the preferred troubleshooting/self-diagnostic method. Code Interpretation
The Select Monitor identifies current problems, past problems (through long-term
memory), and indicates actual circuit and component performance.
It also allows data to be observed under actual driving conditions which is of
great assistance in the diagnosis of intermittent problems.
The Select Monitor has four major modes:
❶ Function modes (15)
These modes indicate sensor and component performance data and are
displayed on the LED screen.
Example: Mode F 01 = F 01 12.6 volts (Battery voltage)

❷ “A” modes (3)

These modes indicate the operation of 13 different switch inputs which are
displayed by the red numbered LEDs.
- LED “ON” = switch “ON”
- LED “OFF” = switch “OFF”
Functions of the red LED’s are identified by letter code on the upper screen.

❸ “B” modes (2)

These two modes display the current TCU self-diagnostic codes and the past
TCU self-diagnostic codes (long-term memory).
NOTE: WHEN USING SELECT MONITOR IN THE “B” MODES IT IS NOT NECESSARY
TO PERFORM THE NORMAL SELF-DIAGNOSTIC ACCESS PROCEDURES.

❹ “C” mode (1)

This clears the trouble codes that are stored in long-term memory.
NOTE: REFER TO THE APPROPRIATE SERVICE MANUAL , SECTION 3 - 2, AND REVIEW
SELECT MONITOR USAGE AND TROUBLESHOOTING PROCEDURES.

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 Subaru 4EAT Transmissions

Cable Adjustment
Subaru 4E
Troubleshooting/Adjustments
Preliminary Inspection
Check the following:
❶ Fluid level
❷ ATF leaks
❸ Road Test:
• Check proper shift points
• Engine performance
❹ Correctly adjusted throttle sensor
❺ Gearshift cable adjustment
❻ Correct stall test results
❼ Inhibitor switch connections
❽ Correct pressure test results

Gearshift Cable Adjustment

Inhibitor Switch/Cable Place the transmission in neutral with the engine “OFF.” Then loosen the locking
nut and the adjusting nut. Push the shift lever arm rearward and tighten the
adjusting nut until it contacts the connecting block. Finally, secure the cable with
the locking nut and double check the operation.
After adjusting the gearshift cable, verify the correct inhibitor switch position.
Remove the cable from the inhibitor switch in order to perform the adjustment.
The switch must be in neutral.
Then insert the special tool #499267300 Stopper Pin through the 2 levers of the
switch into the depression in the switch body. Next, loosen the 3 retaining bolts
and rotate the inhibitor to adjust. Finally, reinstall the cable and reconfirm the cable
Inhibitor Switch/Adjustment
adjustment.

Stall Test
The stall test checks the operating condition of the AT clutches, the torque
converter, and the engine. Perform these checks in “D,” “3,” “2,” and “Reverse.”

Stall Test Results

Higher than normal RPM indicates one or more of the following:
• Slippage of the forward clutch
• O.W.C. not holding
• Low/Reverse brake slipping
• Overall low line pressure

Lower than normal RPM indicates one or more of the following:

• Incorrect throttle adjustment
• Poor engine operation
• Torque converter stator slippage
End Wrench
The

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EAT Transmissions
Time Lag Test
The time lag test checks the operation of the forward clutch, the reverse clutch,
the low/Reverse brake, O.W.C. 3-4, and O.W.C. 1-2.
Perform this test at operating temperature. Idle the engine with the A/C “OFF.”
Confirm the proper idle speed in “N” and correct if necessary. Then shift into “D”
and measure the time (seconds) to full engagement. It should take less than 1.2 seconds.
Then shift into “R” and measure the time. It should take less than 1.5 seconds.

Time Lag Results:

If the time takes longer from “N” to “D” it may indicate one or more of
the following:
Pressure Test Port
• Low line pressure
• Worn forward clutch
• O.W.C. problem

If the time takes longer from “N” to “R,” it may indicate one or more of
the following :
• Low line pressure
• Worn reverse clutch
• Worn low/rev brake

Pressure Test MPT Test Port

This is a preliminary test which should be conducted prior to any disassembly.

Perform a pressure test when all the circuits show evidence of slippage or when
the circuits show negative results from the time lag test. This test should also be
performed if there is excessive shift shock, delayed shifting, or if the vehicle is
immobile.
Perform this test by connecting the pressure gauge to the “oil pump outlet” test
port in order to determine the overall line pressure. Should a particular component
be suspected, perform pressure tests at its unique test port.
Refer to the Service Manual, Sec. 3-2 for other ports. Check for minimum and
maximum values at each port.

On Car Service/Adjustments
The following can be performed on the vehicle:
• Checking/changing fluids
• Band adjustment
• Valve body servicing
• Shift linkage adjustment/replacement
• Inhibitor switch adjustment/replacement
• Harness repair/replacement
• Transfer clutch assembly (servicing/replacement)
• Speed sensors replacement

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