The clutches and gears are installed on the input shaft (mainshaft), the secondary shaft, the third shaft, and the idler gear shaft. These gears are in constant mesh with those on the output shaft (countershaft). When specific gears are engaged by the clutches, power is transmitted through the mainshaft, to the secondary shaft, the third shaft, the idler gear shaft, and/or the countershaft, then to the final driven gear of the differential to provide drive.

To perform hydraulic control, shift control, and lock-up control of the automatic transmission, the PCM controls shift solenoid valves A, B, and C, line pressure solenoid valve A, and automatic transmission (A/T) clutch pressure control solenoid valves A, B, C, and D. The PCM switches each shift solenoid valve ON and OFF. This changes the positions of the shift valves in the valve bodies which open and close ports to send hydraulic pressure to the appropriate clutch. A/T clutch pressure control solenoid valves A, B, C, and D control the clutch pressure regulated by each of them, which allows smooth shifts and lock-up of the torque converter.

Shifting and lock-up are achieved by a system of solenoid valves driven by the PCM, which controls ATF flow through various valves in the valve bodies to select the appropriate gears for all driving conditions.

The valve bodies consist of the main valve body, the regulator valve body, the secondary valve body, the stator shaft support, and the manual valve body. They are installed to the torque converter housing. Fluid regulated by the regulator valve passes through the manual valve to the various control valves. All clutches receive fluid from the shaft internal hydraulic circuit. Also, the hydraulic control body is adapted to the secondary valve body, which includes the main shift hydraulic circuit, the solenoid valve, the hydraulic switch, etc. to shorten the fluid passage and optimize the hydraulic pressure.

The torque converter is connected to the flywheel. It consists of an impeller (pump), turbine, stator, and torque converter clutch piston, which uses ATF to transmit engine power to the input shaft (mainshaft). Around the outside of the torque converter housing, the starter ring gear is installed, which is used to start the engine.

The lock-up causes the input shaft (mainshaft) to rotate at the same speed as the engine crankshaft by engaging the torque converter cover with the turbine by the torque converter clutch. Together with the hydraulic control, the PCM optimizes the timing and degree of lock-up. The lock-up mechanism operates in all six gears. The torque converter clutch is in the torque converter. The multi-plate torque converter clutch increases the torque capacity and increases the lock-up clutch surface area, improving fuel economy and durability.

The six-speed transmission comes in two types; equipped with the paddle shifters on the steering wheel and without the paddle shifters.

The A/T gear position indicator in the gauge control module shows which shift lever position/mode has been selected.

When the transmission is switched into the sequential sportshift mode, the shift indicator in the gauge control module displays the gear selected, and the M indicator next to the shift indicator comes on. The shift indicator also displays the gear selected in the D-paddle shift mode, but the M indicator does not come on.