>>>>The E154F Transmission:>>>>
General info:
Type of Transaxle: E154F-08B
Notes: Torsen LSD (B)
Type of Engine: 3S-GTE
Models: ST205
A triple- cone type synchromesh mechanism is used in tho 2nd gear and a double- cone type synchromesh mechanism is used in the 3rd gear to improve the shift feeling characteristics. This helps to reduce the shifting effort. A reverse synchromesh mechanism is used to suppress gear engagement noise in reverse gear shifting.
The E154F transaxle has been compactly designed by arranging the transmission, the centre differential, the front differential and the transfer on the same quadruple case axle.
The centre differential, which compensates the difference in rotation speed between the front and rear wheels, utilises bevel gear to provide durability and reliability by distributing the engine power from the transmission 50/50 to both front and rear propeller shafts. This centre differential has been equipped with a control coupling which functions as a LSD.
Has external fin transmission oil cooler.
Gear Ratio:
1st Gear: 3.384
2nd Gear: 1.913
3rd Gear: 1.258
4th Gear: 0.918
5th Gear: 0.731
Reverse Gear: -3.545
Differential Gear ratio: 4.285
Maintenance
Oil Capacity: 5.2L (5.5 US qts , 4.6 Imp. qts)
Oil Viscosity: SAE 75W - 90 or 80W - 90
Oil Grade: API GL-5
Troubleshooting
Use the table below to help you find the cause of the problem. The numbers indicate the priority of the likely cause of problem. Check each part in order. If necessary, replace these parts.
Pictures:
The engagement of the transaxle gears.
Rear Differential:
General info:
Type of Transaxle: E154F-08B
Notes: Torsen LSD (B)
Type of Engine: 3S-GTE
Models: ST205
A triple- cone type synchromesh mechanism is used in tho 2nd gear and a double- cone type synchromesh mechanism is used in the 3rd gear to improve the shift feeling characteristics. This helps to reduce the shifting effort. A reverse synchromesh mechanism is used to suppress gear engagement noise in reverse gear shifting.
The E154F transaxle has been compactly designed by arranging the transmission, the centre differential, the front differential and the transfer on the same quadruple case axle.
The centre differential, which compensates the difference in rotation speed between the front and rear wheels, utilises bevel gear to provide durability and reliability by distributing the engine power from the transmission 50/50 to both front and rear propeller shafts. This centre differential has been equipped with a control coupling which functions as a LSD.
Has external fin transmission oil cooler.
Gear Ratio:
1st Gear: 3.384
2nd Gear: 1.913
3rd Gear: 1.258
4th Gear: 0.918
5th Gear: 0.731
Reverse Gear: -3.545
Differential Gear ratio: 4.285
Maintenance
Oil Capacity: 5.2L (5.5 US qts , 4.6 Imp. qts)
Oil Viscosity: SAE 75W - 90 or 80W - 90
Oil Grade: API GL-5
Troubleshooting
Use the table below to help you find the cause of the problem. The numbers indicate the priority of the likely cause of problem. Check each part in order. If necessary, replace these parts.
Pictures:
The engagement of the transaxle gears.
Rear Differential:
ST202 SS-II CELICA threadNew Zealand members check inSticky thread's: How to contribute and troubleshoot.