Difference between revisions of "KM175"
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Gear selection is electronic and is controlled by solenoids which are activated by the Transaxle Control Unit. The TCU uses information from sensors which provide information on vehicle speed, throttle position, engine coolant temperature, gear lever position, engine speed, overdrive switch and kickdown drum speed. | Gear selection is electronic and is controlled by solenoids which are activated by the Transaxle Control Unit. The TCU uses information from sensors which provide information on vehicle speed, throttle position, engine coolant temperature, gear lever position, engine speed, overdrive switch and kickdown drum speed. | ||
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==Technical data== | ==Technical data== | ||
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| + | ==Problems== | ||
| + | The KM175 was not suited to the amount of torque generated by the [[Astron II]] in the [[First Generation Magna|TM and TN Magna]]. The transaxle wasn't used in the fuel-injected TN and was completely replaced in the TP due to it having a flaring problem with the upshift between third and fourth gear which eventually led to the clutch used for fourth to burn out. | ||
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[[Category: First Generation Magna]] | [[Category: First Generation Magna]] | ||
[[Category: Automatic Transaxles]] | [[Category: Automatic Transaxles]] | ||
Latest revision as of 06:39, 3 September 2015
The KM175 (also known as the F4A22) is a 4 speed electronic automatic transaxle which was fitted to TM and carby TN models.
Two versions of the KM175 were used in Magnas - the KM175-1 in TM and TN sedans (sometimes referred to as KM175) and the KM175-2 in TN wagons. The only difference is the gear ratios.
The torque converter includes a damper clutch which causes the converter to lock at low vehicle speeds. The operation of the clutch is controlled by the Transaxle Control Unit.
Gear selection is electronic and is controlled by solenoids which are activated by the Transaxle Control Unit. The TCU uses information from sensors which provide information on vehicle speed, throttle position, engine coolant temperature, gear lever position, engine speed, overdrive switch and kickdown drum speed.
Technical data
| Lubricant | Mitsubishi ELC-4 ATF, Castrol TQM-SP, Valvoline Type M-II Special |
| Capacity | 5.8 Litres |
| Torque Convertor Stall Speed | 2200 - 2600 rpm |
| GEAR RATIOS KM175-1 | |
| Final Drive | 3.665 |
| 1st | 2.846 |
| 2nd | 1.581 |
| 3rd | 1.000 |
| 4th | 0.685 |
| Reverse | 2.176 |
| GEAR RATIOS KM175-2 | |
| Final Drive | 3.986 |
| 1st | 2.551 |
| 2nd | 1.488 |
| 3rd | 1.000 |
| 4th | 0.685 |
| Reverse | 2.176 |
Problems
The KM175 was not suited to the amount of torque generated by the Astron II in the TM and TN Magna. The transaxle wasn't used in the fuel-injected TN and was completely replaced in the TP due to it having a flaring problem with the upshift between third and fourth gear which eventually led to the clutch used for fourth to burn out.
