1993-1997 Toyota Corolla (US-Spec): transmissions, driveshafts, and axles
The dry, hydraulic single-plate clutch used in the previous model was also used in this model with the following changes:
- The resin-washered damper, used in the 1993 MR2 to further improve quietness, was also used with the master cylinder clevis of the Corolla with the 7A-FE engine.
- The Corolla equipped with the 7A-FE engine used a turnover mechanism in the clutch pedal assembly to reduce the pedal load. This feature was not available on vehicles with the ABS or theft deterrent system.
|Engine Type||4A-FE, 7A-FE|
|Clutch||Dry single plate clutch with diaphragm spring, hydraulic operation|
|Cluch Cover||Diaphragm spring turnover clutch cover-215 mm (8.5”)|
|Clutch Disc Facing Size||212 x 140 x 3.5 (8.35 x 5.51 x 0.14)|
|Master Cylinder||Conventional type; diameter 15.87 (0.62)|
|Release Cylinder||Non-Adjustable; diameter 20.64 (0.81)|
The Corolla's clutch pedal turnover mechanism was used for the same purpose as that used in other models, but it differed in construction, using a newly adopted overcenter plate and a tension-type coil spring.
- The C50 type manual transaxle (used in the previous models) and the C52 type manual transaxle (used in the 1991 Corolla carrying the 4A-GE engine) are also used in these Corolla models. Their operation and construction remained unchanged.
- The shift lever moderating mechanism used in the previous Corolla All-Trac/4WD models is in this model a standard equipment in the Corolla to further improve the shift feel.
|1st||3.545 (3.166 with 7A-FE)|
|Oil||2.6 l (2.7 US qt) SAE 75W-90; API GL-3, GL-4, or GL-5|
Shift Lever: In addition to the type A shift lever moderating mechanism used in the previous Corolla, another type (type B) of the same performance was added in these Corolla models. Type A was used in the wagon while both type A and type B were used in the sedan models. The construction of the type B moderating mechanism differed from that of the type A, but its operation was basically the same. The operation of the detent shaft in type A was carried out by the shift lever in type B.
The 4A-FE engine models were equipped with the same A131L automatic transaxle previously used in the STD and DLX grades. A recently-developed A245E automatic transaxle was used in the models equipped with the 7A-FE engine. The A245E was a four-speed with a lock-up type torque converter and had the Electronically Controlled Transmission feature. It was based on the A240E used in the 1989 MR2, but was reduced in size and weight.
3.722 opt in USA
(had been 2.962)
|Trans fluid||5.5 l (5.8) qt||7.6 (8.0)|
|Differential fluid||1.4 l (1.5) qt||-|
|Fluid Type||ATF Type DEXRON®II|
A245E Automatic Transaxle
The A245E automatic transaxle was based on the A240E, and the following changes were made to reduce its size and weight, and to further improve the shift feel, fuel efficiency and dynamic performance.
- The counter drive gear which was supported at both ends in the conventional transaxle was supported at one end in this transaxle. The No. 2 vehicle speed sensor and sensor rotor were eliminated to reduce the wight and overall length.
- Modifications to the 2nd coast brake position and the valve body mounting area deduced the overall height of the transaxle.
- The accumulator and the oil passages were changed to further improve the shift feel.
- The throttle valve opening was divided into 32 steps to improve fuel efficiency and smooth performance.
The planetary gear unit of the A245E was the same in basic construction and operation as that of the A240E. The specifications of the planetary gear unit of the A245E were modified to ensure better matching with the 7A-FE engine characteristics. In addition, the supporting methods of the counter drive gear and the position of the 2nd coast brake piston were changed.
|C1||Forward Clutch||No. of Discs||4||-|
|C3||Underdrive Direct Clutch||3||4|
|B1||Second Coast Brake||Band Width mm (in.)||25 (0.98)||-|
|B2||Second Brake||No. of Discs||3||-|
|B3||First and Reverse Brake||6||5|
|F1||No. 1 One-Way Clutch||18||-|
|F2||No. 2 One-Way Clutch||No. of Sprags||20||-|
|F3||Underdrive One-Way Clutch||30||-|
|Front Planetary Gear||No. of Sun Gear Teeth||39||-|
|No. of Pinion Gear Teeth||16||-|
|No. of Ring Gear Teeth||71||-|
|Rear Planetary Gear||No. of Sun Gear Teeth||27||-|
|No. of Pinion Gear Teeth||18||-|
|No. of Ring Gear Teeth||62||-|
|Underdrive Planetary Gear||No. of Sun Gear Teeth||33||-|
|No. of Pinion Gear Teeth||20||-|
|No. of Ring Gear Teeth||73||-|
The counter drive gear in the A240E was supported at the center by two radial ball bearings at both sides. On the A245E, it was supported at only one end by a tapered roller bearing to reduce the overall length of the transaxle.
The accumulator consisted of C1, C2, C3, B2 and B4 as in the A240E. While the C1 accumulator piston of the A240E was activated only by the spring tension, the C1 in the A245E was activated by the spring tension as well as the back pressure, as were C2, C3 or B2. Lenghthening the stroke of all accumulator pistons reduced the shift shock.
Transmission Electronic Control System
The electronic control system of this Corolla was basically the same as that of the A241E for the '93 MR2. In the electronic control system for the 1993 Corolla, the No. 2 vehicle speed sensor was eliminated along with the sensor rotor that drive that sensor to simplify the system. The throttle valve opening was now divided into 32 rather than only 8 to provide more detailed shift-down and shift-up control to further improve the shift response.
The self-diagnosis for the A245E for the 1993 Corolla was basically the same as that for the A241E for the '93 MR2. Since No. 2 vehicle speed sensor was eliminated, No. 61 diagnostic trouble code was discontinued accordingly.
As in the previous model, a low noise, vibration resistant drive shaft was used. A tripod type CVJ (Constant Velocity Joint) was fitted on the differential side and a Rzeppa type CVJ was fitted on the wheel side.
The front axle (above) had the same basic construction and operation as the previous model. It also used a double-row angular ball bearing with low rolling resistance.
Like the front axle, the basic construction and operation of the rear axle were the same as in the previous model. Unlike the previous model, however, the size of the bearing was increased and combined with the oil seal for greater durability and serviceability.
The rear axle was constructed in the same way as the 1992 Camry.