Mazda Reference MA1216

Mazda Reference

MA1216 Subject:

Service information for F4A-EL, FA4A-EL, FB4A-EL, G4A-HL, and G4A-EL transmissions

Source:

Mazda service manuals Automatic Transmission Rebuilder’s Association (ATRA) ATC Distribution Group, by Paul Yaklin This reference contains the following bulletins:

• “Servo spring installation to correct shift feel concerns” on page MA347 • “TCC stays engaged and causes the engine to stall when placed in gear on 1988–92 models with the G4A-EL transmission” on page MA348

• “Valve body orifice locations on 1988–89 vehicles with G4A-HL transmission” on page MA350

• “Stator support modification to correct front seal leaks” on page MA353 • “Band adjustment for F4A-EL, FA4A-EL, and FB4A-EL transmissions” on page MA353 • “Engine stalls when put in gear for models with F4A-EL, FA4A-EL, or FB4A-EL transmissions” on page MA354

• “Accumulator assembly, oil passage locations, and spring and seal dimensions for F4AEL, FA4A-EL, and FB4A-EL transmissions” on page MA355

Servo spring installation to correct shift feel concerns Source:

ATRA Bulletin 180 This bulletin gives descriptions of several servo return springs that are used to help fine-tune shift feel, it applies to 1990–96 models with the F4A-EL and FA4A-EL transmisison, 1988–92 models with the G4A-EL transmission, and 1988–89 models with the G4A-HL transmission. There are limits to what servo return springs can accomplish. However, considering the difficulty and time involved in rebuilding a valve body, it can be very cost effective to attempt to correct a problem using a servo return spring. However, keep in mind that these springs will not correct the following:

• • • • •

Incorrect clearances Stuck valves Incorrect valve body orifice or ball location Incorrect throttle valve adjustment Wrong valve body gaskets, or other parts

Four different return springs are used to correct different driveability complaints:

Figure MA1216-1 Spring #1

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Spring #1 is used to correct an engine race during a 2-3 upshift (2-3 cut loose, or flare up) and a 1-2 or 3-4 extended shift time (1-2 or 3-4 slide or runaway)

Figure MA1216-2 Spring #2

Spring #2 is the most commonly used return spring, generally not associated with driveability complaints, shown here for identification purposes

Figure MA1216-3 Spring #3

Spring #3 is used to correct a rough 2-3 upshift (momentary bindup)

Figure MA1216-4 Spring #4

1. Spring #4 is also used to correct a rough 2-3 upshift (momentary bindup)

TCC stays engaged and causes the engine to stall when placed in gear on 1988–92 models with the G4A-EL transmission Source:

ATRA Bulletin 034 A leaking lockup circuit may cause the torque converter clutch to remain applied. This causes the engine to stall when placed in gear.

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To repair: 2. Check the lockup solenoid for leakage. The lockup solenoid is normally closed, when applying air it should not leak. 3. Apply air to the valve body as shown in Figure MA1216-5. It should not leak.

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Figure MA1216-5 Apply air to the valve body to check for leaks

4. If no leaks are found, open up the lockup solenoid feed hole in the separator plate to 0.040-inch as shown in Figure MA1216-6.

Figure MA1216-6 Separator plate modification

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Valve body orifice locations on 1988–89 vehicles with G4A-HL transmission Source:

ATRA Bulletin 181 The G4A-HL is a 4-speed, front-wheel drive transaxle. This transaxle has a governor and only one solenoid on the valve body. This Reference does not apply to the G4A-EL transmission. Some of the photos have tables adjacent to them describing the orifice functions and listing orifice size discrepancies between Mazda factory manuals and actual vehicle applications. Additional columns are provided in the table to record your own findings for future use. Orifice size contributes to calibration and often varies from model to model. This bulletin includes the following illustrations:

• • • • •

Figure MA1216-7

Rear control body

Figure MA1216-8

Main control body (back)

Figure MA1216-9

Main control body (front)

Figure MA1216-10 Pre-main control body (back) Figure MA1216-11 Pre-main control body (front)

Figure MA1216-7 Rear control body

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Figure MA1216-8 Main control body (back)

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NOTE: There are no orifices in this side of the main control body. Figure MA1216-9 Main control body (front)

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Figure MA1216-10 Pre-main control body (back)

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NOTE: With overdrive solenoid energized, no lockup or overdrive occurs. When the solenoid is not energized, lockup and overdrive are scheduled by the governor Figure MA1216-11 Pre-main control body (front)

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Stator support modification to correct front seal leaks Source:

ATRA Bulletin 211 The two drainback holes in the stator support assembly are partially covered by the bearing race (Figure MA1216-12). The second hole is 180-degrees from the one shown.

Figure MA1216-12

To reduce front seal blowout, use a 3/16-inch to 1/4-inch drill bit to enlarge the holes. It may be necessary to remove the bearing race for access. Do not use silicone sealant or a thread sealant to hold the seal in place. However, a thin layer of clear weather strip adhesive may be used. This lubricates the seal during installation and helps hold it in place after it dries.

Band adjustment for F4A-EL, FA4A-EL, and FB4A-EL transmissions Source:

Mazda service manuals This bulletin describes adjusting the band servo piston stem on F4A-EL, FA4A-EL, and FB4AEL transmissions. these transmissions are used on the 1992–96 MX-3, 1990–91 323, and 1990–98 Protege 2WD.

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To adjust: 5. Mark the piston stem as shown in (Figure MA1216-13). 6. Apply compressed air to the fluid passage (Figure MA1216-14) and measure the piston stem stroke.

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Figure MA1216-13 Marking the piston stem

7. Piston stem stroke should be: 0.0394 to 0.0669 inch (1.0 to 1.7 mm) 8. If stroke is out of specification, replace the stem with one of the correct length as listed in (Figure MA1216-14).

Figure MA1216-14 Apply compressed air and measure stroke

Engine stalls when put in gear for models with F4A-EL, FA4A-EL, or FB4A-EL transmissions Source:

ATC Distribution Group, by Paul Yaklin This bulletin applies to the following models:

• 1990–91 323 • 1990–98 Protege • 1992–96 MX-3 A complaint of the engine stalling when put into gear on these vehicles may be caused by a lack of lockup control oil, which can allow the torque converter clutch (TCC) valve to stroke into the apply position. The condition may occur intermittently or only when hot or cold.

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To troubleshoot and repair: 9. Check the lockup solenoid for leakage (Figure MA1216-15). The solenoid is closed when not energized. 10. Inspect the solenoid O-ring to make sure it has not hardened or shrunk.

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Figure MA1216-15

11. To repair, enlarge the hole in the valve body plate as shown in Figure MA1216-16. This helps to furnish an adequate supply of signal oil.

Figure MA1216-16

Accumulator assembly, oil passage locations, and spring and seal dimensions for F4A-EL, FA4A-EL, and FB4A-EL transmissions Source:

Mazda service manuals The following models use F4A-EL, FA4A-EL, and FB4A-EL transmissions

• 1990–94 323/Protege • 1992–96 MX3 • 1995–98 Protege This bulletin contains the following illustrations

• • • •

Figure MA1216-17 Oil passages to accumulator Figure MA1216-18 Accumulator seal dimensions Figure MA1216-19 Accumulator assembly exploded view Figure MA1216-20 Accumulator spring specifications for 1990–96 F4A-EL or FA4A-EL transmission

• Figure MA1216-21 Accumulator spring specifications for 1997–98 Protege with FB4A-EL transmission

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Figure MA1216-17 Oil passages to accumulator

Figure MA1216-18 Accumulator seal dimensions

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Figure MA1216-19 Accumulator assembly exploded view

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Figure MA1216-20 Accumulator spring specifications for 1990–96 F4A-EL or FA4A-EL transmission

Figure MA1216-21 Accumulator spring specifications for 1997–98 Protege with FB4A-EL transmission

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