_diagnostics - Automatic Transmission

(1)

05C0T–05

ELECTRONIC CONTROLLED AUTOMATIC TRANSAXLE

[ECT] (Apr., 2003)

PRECAUTION

NOTICE:

Perform the RESET MEMORY (AT initialization) when replacing the automatic transaxle assy, engine

assy or ECM (See page

05–371

).

HINT:

(2)

0527H–17

TRANSAXLE [ECT] (April, 2003)

HOW TO PROCEED WITH TROUBLESHOOTING

The hand–held tester can be used at step 3, 4, 6, 9.

1 Vehicle Brought to Workshop

2 Customer Problem Analysis (See page

05–349

)

3 Connect the OBD II scan tool or hand–held tester to DLC3

4 Check and Clear DTC and Freeze Frame Data (See page

05–353

)

5 Visual Inspection

6 Setting the Check Mode Diagnosis (See page

05–354

)

7 Problem Symptom Confirmation (See page

05–356

)

Symptom does not occur: Go to step 8

Symptom occur: Go to step 9

8 Symptom Simulation (See page

01–20

)

9 DTC Check (See page

05–353

)

(3)

10 Basic Inspection (See page

40–2

,

40–6

and

40–44

)

NG

Go to step 20

OK

11 Mechanical System Test (See page

05–358

)

NG

Go to step 17

OK

12 Hydraulic Test (See page

05–360

)

NG

Go to step 17

OK

13 Manual Shifting Test (See page

05–361

)

NG

Go to step 15

OK

14 Problem Symptoms Table Chapter 1 (See page

05–374

)

NG

Go to step 19

OK

15 Problem Symptoms Table Chapter 2 (See page

05–374

)

NG

Go to step 17

OK

16 Problem Symptoms Table Chapter 3 (See page

05–374

)

NG

17 Part Inspection

Go to step 20

(4)

19 Circuit Inspection

20 Identification of Problem

21 Repair

22 Confirmation Test

End

(5)

0527I–17

Transaxle Control

System Check Sheet

Inspector’s

Name

:

Customer’s Name

Date Vehicle

Brought In

Odometer Reading

km

mile

/ /

Date Problem

Occurred

How Often Does

Problem Occur?

/ /

Continuous

Intermittent ( times a day)

Symptoms

Vehicle does not move (

Any position

Particular position)

No up–shift (

1st

→

2nd

→

3rd

→

O/D )

No down–shift (

O/D

→

3rd

→

2nd

→

1st )

Lock–up malfunction

Shift point too high or too low

Harsh engagement (

N

→

D

Lock–up

Any drive position)

Slip or shudder

No kick–down

Others

DTC Check

1st Time

2nd Time

Check Item

Normal code

Malfunction code (DTC )

Normal code

Malfunction code (DTC )

MIL

Normal

Remains ON

VIN

Production Date

Licence No.

(6)

0527L–18

ECM

Transmission Control Switch

(O/D Main Switch)

DLC3

Shift Solenoid Valve S1

Shift Solenoid Valve SL

Shift Solenoid Valve S2

Park/neutral Position

Switch Assy

Stop Lamp Switch

Assy

Combination Meter

MIL

(7)

05DTQ–01

FI0534

DIAGNOSIS SYSTEM

(a)

Description

(1)

When troubleshooting OBD II vehicles, the only

dif-ference from the usual troubleshooting procedure

is that you need to connect an OBD II scan tool

com-plying with SAE J1987 or a hand–held tester to the

vehicle, and read off various data output from the

vehicle’s ECM.

(2)

OBD II regulations require that the vehicle’s on–

board computer illuminate the Malfunction Indicator

Lamp (MIL) on the instrument panel when the

com-puter detects a malfunction in the comcom-puter itself or

in the drive system components which affect the

ve-hicle emissions. In addition to the MIL illuminating

when a malfunction is detected, the applicable

DTCs prescribed by SAE J2012 are recorded in the

ECM memory (See page

05–372

).

If the malfunction does not occur in 3 consecutive trips, the MIL

goes off but the DTCs remain in the ECM memory.

(3)

To check the DTCs, connect the OBD II scan tool or

hand–held tester to the DLC3 of the vehicle. The

OBD II scan tool or hand–held tester also enables

you to erase the DTCs and check freeze frame data

and various forms of engine data (For instruction

book).

(4)

The DTCs include SAE controlled codes and

Manufacturer controlled codes. SAE controlled

codes must be set as prescribed by the SAE, while

Manufacturer controlled codes can be set freely by

a manufacturer within the prescribed limits (See the

DTC chart on page

05–372

).

(5)

The diagnosis system operates in the normal mode

during the normal vehicle use, and also has a check

mode for technicians to simulate malfunction

symp-toms and perform troubleshooting. Most DTCs use

2 trip detection logic(*) to prevent erroneous

detec-tion. By switching the ECM to the check mode when

troubleshooting, the technician can cause the MIL

to illuminate for a malfunction that is only detected

once or momentarily. (hand–held tester).

(6)

*2 trip detection logic:

When a malfunction is first detected, the

malfunc-tion is temporarily stored in the ECM memory. If the

same malfunction is detected again during the

se-cond test drive, this sese-cond detection causes the

MIL to illuminate.

(8)

3

2

1 4 5 6 7 8

9 10111213141516

DLC3

A04550

D1

(b)

Inspect the DLC3.

The vehicle’s ECM uses ISO 9141–2 for communication.

The terminal arrangement of DLC3 complies with SAE

J1962 and matches the ISO 9141–2 format.

Tester connection Condition Specified condition

7 (Bus Line) – 5 (Signal ground) During communication Pulse generation

4 (Chassis Ground) – Body Always 1 Ω or less

5 (Signal Ground) – Body Always 1 Ω or less

16 (B+) – Body Always 9 to 14 V

HINT:

If your display shows UNABLE TO CONNECT TO VEHICLE

when you have connected the cable of the OBD II scan tool or

hand–held tester to the DLC3, turned the ignition switch to the

ON position and operated the scan tool, there is a problem on

the vehicle side or tool side.

If the communication is normal when the tool is connected

to another vehicle, inspect the DLC3 on the original

ve-hicle.

If the communication is still impossible when the tool is

connected to another vehicle, the problem is probably in

the tool itself, so consult the Service Department listed in

the tool’s instruction manual.

(c)

Measure the battery voltage.

Battery Voltage: 11 to 14 V

If voltage is below 11 V, recharge the battery before proceeding.

(d)

Check the MIL.

(1)

The MIL comes on when the ignition switch is turned

to the ON position and the engine is not running.

HINT:

If the MIL does not light up, troubleshoot the combination meter.

(2)

When the engine is started, the MIL should go off.

If the lamp remains on, it means that the diagnosis

system has detected a malfunction or abnormality

in the system.

(9)

05DTR–01

G23391

Hand–Held Tester

DLC3

DTC CHECK/CLEAR

1. DTC CHECK (NORMAL MODE)

NOTICE:

Hand–held tester only:

When the diagnostic system is switched from the normal

mode to the check mode, all the DTCs and freeze frame

data recorded in the normal mode will be erased. So before

switching modes, always check the DTCs and freeze frame

data, and note them down.

(a)

Checking DTCs using the OBD II scan tool or hand–held

tester.

(1)

Turn the ignition switch off.

(2)

Connect the OBD II scan tool or hand–held tester

to DLC3.

(3)

Turn the ignition switch to the ON position.

(4)

Use the OBD II scan tool or hand–held tester to

check the DTCs and freeze frame data and note

them down (For operating instructions, see the

OBD II scan tool’s instruction book).

(5)

See page

05–372

to confirm the details of the

DTCs.

NOTICE:

When simulating symptoms with an OBD II scan tool

(ex-cluding hand–held tester) to check the DTCs, use the

nor-mal mode. For codes on the DTCs chart subject to ”2 trip

detection logic”, turn the ignition switch off after the

symp-tom is simulated once. Then repeat the simulation process

again. When the problem has been simulated twice, the MIL

is indicated on the instrument panel and DTCs are

re-corded in the ECM.

2. DTC CLEAR

(a)

When using the OBD II scan tool or hand–held tester:

Clearing the DTCs.

(1)

Connect the OBD II scan tool or hand–held tester

to the DLC3.

(2)

Turn the ignition switch to the ON position.

(3)

When operating the OBD II scan tool (complying

with SAE J1978) or hand–held tester to erase the

codes, the DTCs and freeze frame data will be

erased. (See the OBD II scan tool’s instruction book

for operating instructions.)

(b)

When not using the OBD II scan tool or hand–held tester:

Clearing the DTCs.

(1)

Disconnecting the battery terminal or remove the

EFI and ETCS fuses from the engine room J/B for

60 seconds or more.

(10)

05DTS–01 G23391

Hand–Held Tester

DLC3

BR3904

ON

OFF

0.13 sec.

CHECK MODE PROCEDURE

1. DTC CHECK (CHECK MODE)

HINT:

Hand–held tester only:

Compared to the normal mode, the check mode has more

sens-ing ability to detect malfunctions. Furthermore, the same

diag-nostic items which are detected in the normal mode can also be

detected in the check mode.

(a)

Procedure for Check Mode using the hand–held tester.

(1)

Check the initial conditions.

Battery positive voltage 11 V or more

Throttle valve fully closed

Transaxle in the P or N position

A/C switch is off

(2)

Turn the ignition switch off.

(3)

Connect the hand–held tester to the DLC3.

(4)

Turn the ignition switch to the ON position.

(5)

Switch the hand–held tester from the normal mode

to the check mode (Check that the MIL flashes).

NOTICE:

If the hand–held tester switches the ECM from the normal

mode to the check mode or vice–versa, or if the ignition

switch is turned from the ON position to the ACC or LOCK

position during the check mode, the DTC and freeze frame

data will be erased.

(6)

Start the engine (MIL goes off after the engine

starts).

(7)

Simulate the conditions of the malfunction

de-scribed by the customer.

NOTICE:

Leave the ignition switch in the ON position until you have

checked the DTCs, etc.

(8)

After simulating malfunction conditions, use the

hand–held tester diagnosis selector to check the

DTCs and freeze frame data, etc.

HINT:

Be sure not to turn the ignition switch off, as turning it off

switches the diagnosis system from the check mode to the

(11)

nor-2.

DTC CLEAR

(a)

When using the OBD II scan tool or hand–held tester:

Clearing the DTCs.

(1)

Connect the OBD II scan tool or hand–held tester

to the DLC3.

(2)

Turn the ignition switch to the ON position.

(3)

When operating the OBD II scan tool (complying

with SAE J1978) or hand–held tester to erase the

codes, the DTCs and freeze frame data will be

erased. (See the OBD II scan tool’s instruction book

for operating instructions.)

(b)

When not using the OBD II scan tool or hand–held tester:

Clearing the DTCs.

(1)

Disconnecting the battery terminal or remove the

EFI and ETCS fuses from the engine room J/B for

60 seconds or more.

(12)

05DTT–01

ROAD TEST

1. PROBLEM SYMPTOM CONFIRMATION

(a)

Taking into consideration the results of the customer problem analysis, try to reproduce the symptoms

of the trouble. If the problem is that the transaxle does not shift up, shift down, or the shift point is too

high or too low conduct the following road test referring to the automatic shift schedule and simulate

the problem symptoms.

2. PERFORM ROAD TEST

NOTICE:

Conduct the test at normal operating ATF temperature 50 to 80

°

C (122 to 176

°

F).

(a)

D position test

Shift into the D position and fully depress the accelerator pedal and check the following points:

(1)

Check up–shift operation.

Check that 1

→

2, 2

→

3 and 3

→

O/D up–shift takes place, and that the shift points conform to

the automatic shift schedule (See page

03–35

).

HINT:

O/D Gear Up–shift Prohibition Control

Coolant temp. is 55

°

C (131

°

F) or less and vehicle speed is 70 km/h (43 mph) or less.

O/D and 3rd Gear Lock–up Prohibition Control

Brake pedal is depressed.

Accelerator pedal is released.

Coolant temp. is 55

°

C (131

°

F) or less.

3rd Gear Lock–up Prohibition Control

O/D main switch off (O/D ON)

(2)

Check for shift shock and slip.

Check for shock and slip at the 1

→

2, 2

→

3 and 3

→

O/D up–shift.

(3)

Check for abnormal noises and vibration.

Run in D position lock–up or O/D gear and check for abnormal noises and vibration.

HINT:

The check for the cause of abnormal noises and vibration must be done very thoroughly as it could also be

sure to loss of balance in the differential, torque converter, etc.

(4)

Check kick–down operation.

Check that the possible kick–down vehicle speed limits for 2nd to 1st, 3rd to 2nd, O/D to 3rd kick–

downs conform to those indicated on the automatic shift schedule while driving through all gears

with the shift lever in the D position (See page

03–35

).

(5)

Check for abnormal shock and slip at kick–down.

(6)

Check the lock–up mechanism.

Drive in D position O/D gear, at a steady speed (lock–up ON) of about 60 km/h (37 mph).

Lightly depress the accelerator pedal and check that the engine speed does not change

abruptly.

If there is a big jump in engine speed, there is no lock–up.

(b)

2 position test

(13)

(2)

Check engine braking.

While running in the 2 position and 2nd gear, release the accelerator pedal and check the engine

braking effect.

(3)

Check for abnormal noises during acceleration and deceleration, and for shock at up–shift and

down–shift.

(c)

L position test

Shift into the L position and fully depress the accelerator pedal and check the following points:

(1)

Check no up–shift.

While running in the L position, check that there is no up–shift to 2nd gear.

(2)

Check engine braking.

While running in the L position, release the accelerator pedal and check the engine braking

ef-fect.

(3)

Check for abnormal noises during acceleration and deceleration.

(d)

R position test

Shift into the R position and fully depress the accelerator pedal and check for slipping.

CAUTION:

Before conducting this test ensure that the test area is free from people and obstruction.

(e)

P position test

Stop the vehicle on a grade (more than 5

°

), shift into the P position and release the parking brake.

Check that the vehicle does not move.

(14)

05DTU–01

MECHANICAL SYSTEM TESTS

1. PERFORM MECHANICAL SYSTEM TESTS

(a)

Measure the stall speed.

The object of this test is to check the overall performance of the transaxle and engine by measuring

the stall speeds in the D and R positions.

NOTICE:

Do the test at normal operating ATF temperature 50 to 80

°

C (122 to 176

°

F).

Do not continuously run this test for longer than 5 seconds.

To ensure safety, do this test in a wide, clear level area which provides good traction.

The stall test should always be carried out in pairs. One technician should observe the

condi-tions of wheels or wheel stoppers outside the vehicle while the other is doing the test.

(1)

Chock the 4 wheels.

(2)

Connect an OBD II scan tool or hand–held tester to the DLC3.

(3)

Fully apply the parking brake.

(4)

Keep your left foot pressed firmly on the brake pedal.

(5)

Start the engine.

(6)

Shift into the D position. Press all the way down on the accelerator pedal with your right foot.

(7)

Quickly read the stall speed at this time.

Stall speed: 2,550

150 rpm

(8)

Do the same test in the R position.

Stall speed: 2,550

150 rpm

Evaluation:

Problem Possible cause

(a) Stall speed low in D and R positions

Engine output may be insufficient

Stator one–way clutch not operating properly

HINT: If the value is less than the specified value by 600 rpm or more, the torque converter could be faulty.

(b) Stall speed high in D position

Line pressure too low

Forward clutch slipping

No. 2 one–way clutch not operating properly

U/D one–way clutch not operating properly

(c) Stall speed high in R position

Direct clutch slipping

1st and reverse brake slipping

U/D brake slipping

(d) Stall speed high in D and R positions

Improper fluid level

(15)

(b)

Measure the time lag.

(1)

When the shift lever is shifted while the engine is idling, there will be a certain time lapse or lag

before the shock can be felt. This is used for checking the condition of the direct clutch, forward

clutch, and 1st and reverse brake.

NOTICE:

Do the test at normal operating ATF temperature 50 to 80

°

C (122 to 176

°

F).

Be sure to allow 1 minute interval between tests.

Take 3 measurements and take the average value.

(2)

Connect an OBD II scan tool or hand–held tester to the DLC3.

(3)

Fully apply the parking brake.

(4)

Start the engine and check idle speed.

Idle speed: 650

±

50 rpm (In N position and A/C OFF)

(5)

Shift the shift lever from the N to D position. Using a stop watch, measure the time from when

the lever is shifted until the shock is felt.

(6)

Measure the time lag of N

→

R in the same way.

Time lag:

N

→

D Less than 1.2 seconds

N

→

R Less than 1.5 seconds

Evaluation (If N

→

D time or N

→

R time lag is longer than specified):

N → D time lag is longer

Forward clutch worn

U/D one–way clutch not operating properly

N → R time lag is longer

Direct clutch worn

1st and reverse brake worn

(16)

05DTV–01

D25155

SST

HYDRAULIC TEST

1. PERFORM HYDRAULIC TEST

(a)

Measure the line pressure.

NOTICE:

Do the test at normal operation ATF temperature 50 to 80

°

C (122 to 176

°

F).

The line pressure test should always be carried out in pairs. One technician should observe

the conditions of wheels or wheel stopper outside the vehicle while the other is doing the test.

Be careful to prevent SST’s hose from interfering with the exhaust pipe.

(1)

Warm up the ATF.

(2)

Remove the test plug on the transaxle case front left

side and connect SST.

SST

09992–00095 (09992–00231, 09992–00271)

(3)

Fully apply the parking brake and chock the 4

wheels.

(4)

Connect an OBD II scan tool or hand–held tester to

the DLC3.

(5)

Start the engine and check the idling speed.

(6)

Keep your left foot pressed firmly on the brake pedal

and shift into the D position.

(7)

Measure the line pressure when the engine is idling.

(8)

Depress the accelerator pedal all the way down.

Quickly read the highest line pressure when the

en-gine speed reaches the stall speed.

(9)

Do the test in the R position in the same way.

Specified line pressure:

Condition D position kPa (kgf/cm2_{, psi)} _{R position kPa (kgf/cm}2_{, psi)} Idling 324 to 451 (3.3 to 4.6, 47 to 65) 577 to 817 (5.9 to 8.3, 84 to 118)

Stall 713 to 844 (7.27 to 8.61, 103 to 122) 1,520 to 1,755 (15.5 to 17.9, 220 to 254)

Evaluation:

If the measured values at all positions are higher Line pressure control solenoid (SLT) defective

Regulator valve defective

If the measured values at all positions are lower

Line pressure control solenoid (SLT) defective

Regulator valve defective

Oil pump defective

O/D direct clutch defective If pressure is low in the D position only D position circuit fluid leak

Forward clutch defective

If pressure is low in the R position only

R position circuit fluid leak

Direct clutch defective

(17)

05DTW–01

Q02283

MANUAL SHIFTING TEST

1. PERFORM MANUAL SHIFTING TEST

HINT:

By this test, it can be determined whether the trouble is within

the electrical circuit or is a mechanical problem in the transaxle.

(a)

Disconnect the transmission wire connector.

(b)

Inspect the manual driving operation.

Check that the shift and gear positions correspond to the

table below.

While driving, shift through the L, 2 and D positions.

Check that the gear change corresponds to the shift

posi-tion.

Shift Position Gear Position

D O/D 2 O/D L 1st R Reverse P Pawl Lock

HINT:

If the gear positions of the L, 2 and D are difficult to distinguish,

do the following road test.

If any abnormality is found in the above test, the problem is in

the transaxle itself.

(c)

Connect the transmission wire connector.

(d)

Clear the DTC (See page

05–353

).

(18)

05DTX–01

C95801

E3

E4

E5

E6

TERMINALS OF ECM

Symbols (Terminals No.) Wiring Color Terminal Description Condition Specified Condition

ODLP (E5 7) E1 (E4 7) LG BR O/D OFF indicator light

IG switch ON and O/D OFF

indica-tor light lights up Below 3 V ODLP (E5–7) – E1 (E4–7) LG – BR O/D OFF indicator light

circuit IG switch ON and O/D OFF

indica-tor light goes off 10 to 14 V

L (E5 8) E1 (E4 7) LG B BR L shift position switch

sig-IG switch ON and shift lever L

posi-tion 10 to 14 V

L (E5–8) – E1 (E4–7) LG–B – BR L shift osition switch sig

nal IG switch ON and shift lever except

L position Below 1 V

2 (E5 9) E1 (E4 7) LG BR 2 shift position switch

sig-IG switch ON and shift lever 2

2 (E5–9) – E1 (E4–7) LG – BR 2 shift osition switch sig

2 position Below 1 V

R (E5 11) E1 (E4 7) R B BR R shift position switch

sig-IG switch ON and shift lever R

R (E5–11) – E1 (E4–7) R–B – BR R shift osition switch sig

R position Below 1 V

STP (E5 19) E1 (E4 7) G W BR St l it h i l

IG switch ON and Brake pedal is

depressed 7.5 to 14 V

STP (E5–19) – E1 (E4–7) G–W – BR Stop lamp switch signal

IG switch ON and Brake pedal is

released Below 1.5 V

SPD (E5–17) – E1 (E4–7) V–W – BR Speed signal IG switch ON and rotate driving

wheel slowly Pulse generation

IG switch ON 10 to 14 V

ODMS (E5–29) – E1 (E4–7) LG–B – BR O/D main switch signal IG switch ON and press

continu-ously O/D main switch Below 1 V

NSW (E4 8) E1 (E4 7) R BR P k t l it h i l

IG switch ON and shift lever P and

N position Below 1 V

NSW (E4–8) – E1 (E4–7) R – BR Park neutral switch signal

IG switch ON and shift lever except

(19)

SLT+ (E3–17) – SLT– (E3–16) R–W – P SLT solenoid signal IG switch ON 10 to 14 V OD1 (E5 18)*1 E1 (E4 7) R Y*1 BR O/D l i l IG it h ON 10 t 14 V OD1 (E5–18)*1 – E1 (E4–7) R–Y*1 – BR O/D cancel signal IG switch ON 10 to 14 V

*1: w/ Cruise control

(20)

05DTY–01

DATA LIST/ACTIVE TEST

1. DATA LIST

HINT:

According to the DATA LIST displayed by the OBD II scan tool or hand–held tester, you can read the value

of the switch, sensor, actuator and so on without parts removal. Reading the DATA LIST as the first step of

troubleshooting is one method to shorten labor time.

(a)

Warm up the engine.

(b)

Turn the ignition switch off.

(c)

Connect the OBD II scan tool or hand–held tester to the DLC3.

(d)

Turn the ignition switch to the ON position.

(e)

According to the display on tester, read the ”DATA LIST”.

Item Measurement Item/

Display (Range) Normal Condition Diagnostic Note

STOP LIGHT SW Stop light SW Status/ ON or OFF

Brake Pedal is depressed: ON

Brake Pedal is released: OFF –

SHIFT Actual Gear Position/ 1st, 2nd, 3rd, 4th (O/D)

Shift Lever Position is;

L: 1st 2: 1st or 2nd D(O/D OFF): 1st, 2nd or 3rd D(O/D ON): 1st, 2nd, 3rd or 4th (O/D) –

LOCK UP SOL Lock Up Solenoid Status/ ON or OFF

Lock Up: ON

Except Lock Up: OFF –

PNP SW [NSW] PNP SW Status/ ON or OFF

Shift lever position is; P or N: ON

Except P or N: OFF _{The shift lever position and these}

LOW PNP SW Status/

ON or OFF

Shift lever position is; L: ON

Except L: OFF

The shift lever osition and these values are different, there are fail-ures of the PNP switch or shift cable adjustment.

2ND PNP SW Status/

ON or OFF

Shift lever position is; 2: ON

Except 2: OFF

cable adjustment. HINT:

When the failure still occurs even after adjusting these parts,

REVERSE PNP SW Status/

ON or OFF

Shift lever position is; R: ON

Except R: OFF

j g ,

See page 05–379.

OVERDRV CUT SW1 O/D SW Status/ ON or OFF

IG SW ON: ON ↓

O/D SW Push: OFF ↓

O/D SW Push: ON

–

OVERDRV CUT SW2 * CCS O/D Cancel Signal/ ON or OFF

O/D Cancel Signal input: ON

O/D Cancel Signal not input: OFF

–

SOLENOID (SLT) Shift Solenoid SLT Status/

ON or OFF IG SW ON: ON –

(21)

2. ACTIVE TEST

HINT:

Performing the ACTIVE TEST using the hand–held tester allows the relay, VSV, actuator and so on to

oper-ate without parts removal. Performing the ACTIVE TEST as the first step of troubleshooting is one method

to shorten labor time.

It is possible to display the DATA LIST during the ACTIVE TEST.

(a)

Warm up the engine.

(b)

Turn the ignition switch off.

(c)

Connect the hand–held tester to the DLC3.

(d)

Turn the ignition switch to the ON position.

(e)

According to the display on tester, perform the ”ACTIVE TEST”.

Item Test Details Diagnostic Note

SHIFT

[Test Details]

Operate the shift solenoid valve and set the each shift position by your-self.

[Vehicle Condition] Less than 50 km/h (31 mph) [Others]

Press → button: Shift up

Press ← button: Shift down

Possible to check the operation of the shift solenoid valves.

LOCK UP

[Test Details]

Control the shift solenoid SL to set the ATM to the lock–up condition. [Vehicle Condition]

Vehicle Speed: 58 km/h (36 mph) or more

Possible to check the SL opera-tion.

LINE PRESS UP *

[Test Details]

Operate the shift solenoid SLT and raise the line pressure. [Vehicle Condition]

Vehicle Stopped.

IDL: ON [Others]

OFF: Line pressure up.

ON: No action (normal operation)

–

*: ”LINE PRESS UP” in the ACTIVE TEST is performed to check the line pressure changes by connecting

the SST to the automatic transaxle, which is used in the HYDRAULIC TEST as well.

HINT:

(22)

05DTZ–01

DEFINITION OF TERMS

Term Definition

Monitor description Description of what the ECM monitors and how it detects malfunctions (monitoring purpose and its details). Related DTCs Diagnostic code

Typical enabling condition

Preconditions that allow the ECM to detect malfunctions.

With all preconditions satisfied, the ECM sets the DTC when the monitored value(s) exceeds the malfunction threshold(s).

Sequence of operation

The priority order that is applied to monitoring, if multiple sensors and components are used to detect the malfunc-tion.

While another sensor is being monitored, the next sensor or component will not be monitored until the previous monitoring has concluded.

Required

sensor/compo-nents The sensors and components that are used by the ECM to detect malfunctions.

Frequency of operation

The number of times that the ECM checks for malfunctions per driving cycle.

”Once per driving cycle” means that the ECM detects malfunction only one time during a single driving cycle. ”Continuous” means that the ECM detects malfunction every time when enabling condition is met during a single driving cycle.

Duration The minimum time that the ECM must sense a continuous deviation in the monitored value(s) before setting a DTC. This timing begins after the ”typical enabling conditions” are met.

Malfunction thresholds Beyond this value, the ECM will conclude that there is a malfunction and set a DTC.

MIL operation

MIL illumination timing after a defect is detected.

”Immediately” means that the ECM illuminates MIL the instant the ECM determines that there is a malfunction. ”2 driving cycle” means that the ECM illuminates MIL if the same malfunction is detected again in the 2 nd driving cycle.

(23)

05DU0–01

PART AND SYSTEM NAME LIST

This reference list indicates the part names used in this manual along with their definitions.

Part and system name Definition

Toyota HCAC system, Hydrocarbon adsorptive Catalyst

(HCAC) system, HC adsorptive three–way catalyst HC adsorptive three–way catalytic converter Variable Valve Timing sensor, VVT sensor Camshaft position sensor

Variable valve timing system, VVT system Camshaft timing control system Camshaft timing oil control valve, Oil control valve OCV,

VVT, VSV Camshaft timing oil control valve

Variable timing and lift, VVTL Camshaft timing and lift control Crankshaft position sensor ”A” Crankshaft position sensor Engine speed sensor Crankshaft position sensor

THA Intake air temperature

Knock control module Engine knock control module

Knock sensor Engine knock sensor

Mass or volume air flow circuit Mass air flow sensor circuit Vacuum sensor Manifold air pressure sensor Internal control module, Control module, Engine control

ECU, PCM Power train control module

FC idle Deceleration fuel cut

Idle air control valve Idle speed control

VSV for CCV, Canister close valve VSV for canister control Evaporative emissions canister vent valve VSV for EVAP, Vacuum switching valve assembly No. 1,

EVAP VAV, Purge VSV Evaporative emissions canister purge valve VSV for pressure switching valve, Bypass VSV Evaporative emission pressure switching valve Vapor pressure sensor, EVAP pressure sensor, Evaporative

emission control system pressure sensor Fuel tank pressure sensor Charcoal canister Evaporative emissions canister

ORVR system On–boad refueling vapor recovery system Intake manifold runner control Intake manifold tuning system

Intake manifold runner valve, IMRV, IACV (runner valve) Intake manifold tuning valve Intake control VSV Intake manifold tuning solenoid valve

AFS Air fuel ratio sensor

O2 sensor Heater oxygen sensor

Oxygen sensor pumping current circuit Oxygen sensor output signal Oxygen sensor reference ground circuit Oxygen sensor signal ground Accel position sensor Accelerator pedal position sensor Throttle actuator control motor, Actuator control motor,

Elec-tronic throttle motor, Throttle control motor Electronic throttle actuator Electronic throttle control system, Throttle actuator control

system Electronic throttle control system

Throttle/pedal position sensor, Throttle/pedal position switch,

Throttle position sensor/switch Throttle position sensor Turbo press sensor Turbocharger pressure sensor

Turbo VSV Turbocharger pressure control solenoid valve P/S pressure switch Power–steering pressure switch

VSV for ACM Active control engine mount

Speed sensor, Vehicle speed sensor ”A”, Speed sensor for

skid control ECU Vehicle speed sensor

ATF temperature sensor, Trans. fluid temp. sensor, ATF

temperature sensor ”A” Transmission fluid temperature sensor Electronic controlled automatic transmission, ECT Electronically controlled automatic Intermediate shaft speed sensor ”A” Couter gear speed sensor

(24)

Part and system name Definition

Output speed sensor Output shaft speed sensor Input speed sensor, Input turbine speed sensor ”A”, Speed

sensor (NT), Turbine speed sensor Input turbine speed sensor PNP switch, NSW Park/neutral position switch

Pressure control solenoid Transmission pressure control solenoid Shift solenoid Transmission shift solenoid valve Transmission control switch, Shift lock control unit Shift lock control module Engine immobilizer system, Immobilizer system Vehicle anti–theft system

(25)

05DU1–01

G27597

LIST OF DISABLE A MONITER

HINT:

This table indicates ECM monitoring status for the items in the upper columns if the DTCs in each line on

the left are being set.

(26)

(27)

05DU2–01

G23367

Tester menu flow:

INITIALIZATION

1. RESET MEMORY

CAUTION:

Perform the RESET MEMORY (AT initialization) when replacing the automatic transaxle assy, engine

assy or ECM.

NOTICE:

Hand–held tester only

(a)

Turn the ignition switch off.

(b)

Connect the hand–held tester to the DLC3.

(c)

Turn the ignition switch to the ON position.

(d)

Perform the reset memory procedure from the ENGINE menu.

CAUTION:

(28)

0527K–19

DIAGNOSTIC TROUBLE CODE CHART

If a DTC is displayed during the DTC check, check the circuit listed in the table below and proceed to the

page given.

* :

... MIL light up

DTC No.

(See Page) Detection Item Trouble Area MIL * Memory

P0500

(05–247) Vehicle Speed Sensor ”A”

Combination meter

Open or short in vehicle speed sensor circuit

Vehicle speed sensor

ECM

P0705 (05–379)

Transmission Range Sensor Cir-cuit Malfunction (PRNDL Input)

Open or short in park/neutral position switch circuit

Park/neutral position switch

ECM

P0724

(05–384) Brake Switch ”B” Circuit High

Short in stop light switch circuit

Stop light switch

ECM

P0741 (05–386)

Torque Converter Clutch Sole-noid Performance

(Shift Solenoid Valve SL)

Shift solenoid valve SL remains open or closed

Valve body is blocked

Shift solenoid valve SL

Lock–up clutch

Torque converter clutch

Automatic transaxle (clutch, brake or gear etc.)

ECM

P0751 (05–389)

Shift Solenoid ”A” Performance (Shift Solenoid Valve S1)

Shift solenoid valve S1 remains open or closed

Shift solenoid valve S1

ECM

P0756 (05–394)

Shift Solenoid ”B” Performance (Shift Solenoid Valve S2)

Shift solenoid valve S2 remains open or closed

ECM

P0850

(05–379) Park/Neutral Switch Input Circuit

Short in park/neutral position switch circuit

ECM

P0973 (05–402)

Shift Solenoid ”A” Control Circuit Low (Shift Solenoid Valve S1)

Short in shift solenoid valve S1 circuit

ECM

P0974 (05–402)

Shift Solenoid ”A” Control Circuit High (Shift Solenoid Valve S1)

Open in shift solenoid valve S1 circuit

ECM

P0976 (05–406)

Shift Solenoid ”B” Control Circuit Low (Shift Solenoid Valve S2)

Short in shift solenoid valve S2 circuit

ECM

(29)

P2769 (05–413)

Torque Converter Clutch Sole-noid Circuit Low

Short in shift solenoid valve SL circuit

ECM

P2770 (05–413)

Torque Converter Clutch Sole-noid Circuit High

Open in shift solenoid valve SL circuit

ECM

(30)

0527M–18

PROBLEM SYMPTOMS TABLE

HINT:

If a normal code is displayed during the DTC check but the trouble still occurs, check the circuits for each

symptom in the order given in the charts on the following pages and proceed to the page given for

trouble-shooting.

The Matrix Chart is divided into 3 chapters.

S

If the instruction ”Proceed to next circuit inspection shown on matrix chart” is given in the flow chart

for each circuit, proceed to the circuit with the next highest number in the table to continue the check.

S

If the trouble still occurs even though there are no abnormalities in any of the other circuits, then check

and replace the ECM.

CHAPTER 1: ELECTRONIC CIRCUIT MATRIX CHART

Symptom Suspect Area See page

No up–shift (A particular gear, from 1st to 3rd gear, is not up–

shifted) ECM 01–30

No up–shift (3rd → O/D)

1. O/D main switch circuit

2. Electronically controlled transmission communication circuit *1

3. O/D cancel signal circuit *1 4. ECM 05–417 05–770 05–419 01–30 No down–shift (O/D → 3rd)

3. O/D cancel signal circuit *1 4. ECM

05–417 05–770 05–419 01–30 No down–shift (A particular gear, from 3rd to 1st gear, is not

down–shifted) ECM 01–30

No lock–up or No lock–up off ECM 01–30

Shift point too high or too low ECM 01–30

Up–shift to O/D from 3rd while O/D main switch is OFF

3. O/D cancel signal circuit *1 4. ECM

05–417 05–770 05–419 01–30

Up–shift to O/D from 3rd while engine is cold ECM 01–30

Harsh engagement (N → D) ECM 01–30

Harsh engagement (Lock–up) ECM 01–30

Harsh engagement (Any driving position) ECM 01–30

Poor acceleration ECM 01–30

Engine stalls when starting off or stopping ECM 01–30

No kick–down ECM 01–30

Malfunction in shifting 1. Park/neutral position switch circuit 2. ECM

05–379 01–30

(31)

Chapter 2: On–vehicle repair

(

L

: A245E/A246E automatic transaxle repair manual Pub. No. RM941U)

Does not move in any forward ranges Off–vehicle matrix chart –

Does not move in reverse range Off–vehicle matrix chart –

Does not move in any range

1. Manual valve

2. Valve body assembly (Primary regulator valve) 3. Valve body assembly (Manual valve)

4. Off–vehicle matrix chart

L L L – No–up shift (1st→ 2nd)

1. Valve body assembly (1 – 2 shift valve) 2. Off–vehicle matrix chart

L

– No–up shift

(2nd→ 3rd)

L

– No–up shift

(3rd→ O/D)

L

– No–down shift

(O/D_→ 3rd)

L

– No–down shift

(3rd→ 2nd)

L

– No–down shift

(2nd→ 1st)

L

– Harsh engagement

(N_→ R)

1. Valve body assembly (C2 accumulator) 2. Off–vehicle matrix chart

L

(N_→ D)

L

–

Harsh engagement (N→ L)

1. Valve body assembly (C1 accumulator)

2. Valve body assembly (Low coast modulator valve) 3. Off–vehicle matrix chart

L L

–

Harsh engagement (1st→ 2nd ”D” range)

1. Valve body assembly (Accumulator control valve) 2. Valve body assembly (B2 accumulator)

L L

–

Harsh engagement (1st→ 2nd ”2” range)

1. Valve body assembly (B2 accumulator)

2. Valve body assembly (Accumulator control valve) 3. Valve body assembly (2nd coast modulator control) 4. Off–vehicle matrix chart

L L L

(1st_→ 2nd _→3rd_→ O/D) Valve body assembly (Primary regulator valve) L Harsh engagement

(2nd→ 3rd)

1. Valve body assembly (C2 accumulator)

2. Valve body assembly (Accumulator control valve) 3. Off–vehicle matrix chart

L L

–

Harsh engagement (3rd_→ O/D)

1. Valve body assembly (Accumulator control valve) 2. Valve body assembly (C3 accumulator)

L L

(O/D→ 3rd)

1. Valve body assembly (B4 accumulator) 2. Off–vehicle matrix chart

L

(3rd_→ 2nd)

L

–

Slip (Forward & Reverse)

1. Valve body assembly (Primary regulator valve) 2. Oil strainer

L

40–23 –

(32)

No engine braking (1st ”L” range) 1. Valve body assembly (Low coast modulator valve) 2. Off–vehicle matrix chart

L

–

No engine braking (2nd ”2” range) 1. Valve body assembly (2nd coast modulator valve) 2. Off–vehicle matrix chart

L

–

No kick down

1. Valve body assembly (1 – 2 shift valve) 2. Valve body assembly (2 – 3 shift valve) 3. Valve body assembly (3 – 4 shift valve)

L L L

Poor acceleration 1. Valve body assembly (Primary regulator valve) 2. Off–vehicle matrix chart

L

–

No lock–up 1. Valve body assembly (Lock–up relay valve) 2. Off–vehicle matrix chart

L

(33)

Chapter 3: Off–vehicle repair

(

L

: A245E/A246E automatic transaxle repair manual Pub. No. RM941U)

Does not move in any forward ranges Forward clutch (C1) L

Does not move in reverse range

1. Direct clutch (C2) 2. 1st and reverse brake (B3) 3. U/D brake (B4)

L L L

Does not move in any ranges

1. Torque converter clutch 2. Oil pump

3. U/D one–way clutch (F3) 4. Front planetary gear 5. Rear planetary gear

40–20 L L L L No–up shift (1st→ 2nd) 1. 2nd brake (B2)

2. No.1 one–way clutch (F1)

L L

No–up shift

(2nd→ 3rd) Direct clutch (C2) L

No–up shift

(3rd_→ O/D) U/D clutch (C3) L

No–down shift (O/D→ 3rd)

1. U/D brake (B₄)

2. U/D one–way clutch (F₃)

L L

No–down shift

(3rd→ 2nd) No.1 one–way clutch (F1) L

No–down shift

(2nd_→ 1st) No.2 one–way clutch (F2) L

Harsh engagement (N→ R)

1. Direct clutch (C2) 2. 1st and reverse brake (B3)

L L

Harsh engagement (N→ D)

1. Forward clutch (C1) 2. On–vehicle matrix chart

L – Harsh engagement (N→ L) Forward clutch (C1) L Harsh engagement (1st_→ 2nd ”D” range) 1. 2nd brake (B2)

L L Harsh engagement (1st→ 2nd ”2” range) 1. 2nd coast brake (B1) 2. 2nd brake (B2)

L L L Harsh engagement (2nd→ 3rd) Direct clutch (C2) L Harsh engagement

(3rd→ O/D) U/D clutch (C3) L

Harsh engagement

(O/D→ 3rd) U/D brake (B4) L

Harsh engagement

(3rd→ 2nd) Direct clutch (C2) L

Slip (Forward & Reverse) 1. Torque converter clutch 2. Oil pump

40–20

L

Slip (”R” range) 1. Direct clutch (C2)

2. 1st and reverse brake (B3)

L L

Slip (1st)

1. Forward clutch (C1) 2. No.2 one–way clutch (F2) 3. U/D one–way clutch (F3)

L L L

(34)

Slip (2nd)

1. Forward clutch (C1) 2. 2nd brake (B2)

3. No.1 one–way clutch (F1) 4. U/D one–way clutch (F3)

L L L L Slip (3rd) 1. Forward clutch (C1) 2. Direct clutch (C2) 3. U/D one–way clutch (F3)

L L L Slip (O/D) 1. Forward clutch (C₁) 2. Direct clutch (C₂) 3. U/D clutch (C₃) L L L

No engine braking (1st ”L” range) 1st and reverse brake (B3) L

No engine braking (2nd ”2” range) 2nd coast brake (B1) L

Poor acceleration 1. Torque converter clutch 2. Forward clutch (C1)

40–20

L

No lock–up Torque converter clutch 40–20

(35)

DTC

P0705

TRANSMISSION RANGE SENSOR CIRCUIT

MALFUNCTION (PRNDL INPUT)

DTC

P0850

PARK/NEUTRAL SWITCH INPUT CIRCUIT

CIRCUIT DESCRIPTION

The park/neutral position switch detects the shift lever position and sends signals to the ECM.

DTC No. DTC Detecting Condition Trouble Area

P0705 2 or more switches are ON simultaneously for P, R, N, 2 and L positions (2–trip detection logic)

P0850

Park/neutral position switch remains ON (P, N position) during driving under conditions (a) and (b) for 30 sec. (2–trip detection logic)

(a) Vehicle speed: 70 km/h (44 mph) or more (b) Engine speed: 1,500 – 2,500 rpm

Open or short in park/neutral position switch circuit

ECM

MONITOR DESCRIPTION

The park/neutral position switch detects the gearshift position and sends a signal to the ECM.

For security, the park/neutral position switch detects the gearshift position so that engine can be started only

when the vehicle is in P or N shift position.

When the park/neutral position switch sends more than one signal at a time from switch positions P, R, N,

2, or L the ECM interprets this as a fault in the switch. The ECM will turn on the MIL.

MONITOR STRATEGY

P0705

Related DTCs P0705 Shift lever position select switch/Verify switch input

Required sensors/Components Park/neutral position switch Frequency of operation Continuous

Duration 0.5 sec. MIL operation 2 driving cycles Sequence of operation None

P0850

Related DTCs P0850 Park/neutral position switch/Verify switch cycling Required sensors/Components Park/neutral position switch

Frequency of operation Continuous Duration 30 sec. MIL operation 2 driving cycles Sequence of operation None

(36)

TYPICAL ENABLING CONDITION

P0705

Item

Specification Item

Minimum Maximum

The monitor will run whenever the

follow-ing DTCs are not present. See page 05–369

The typical enabling condition is not

avail-able. –

P0805

Item Specification Item Minimum Maximum

Vehicle speed 70 km/h (43 mph) or more –

Engine speed 1,500 rpm or more 2,700 rpm or less

Intake air amount per revolution 0.43 g/rev. or more –

TYPICAL MALFUNCTION THRESHOLDS

P0705

Detection criteria Threshold

Number of the following signal input at the same time. 2 or more

Park/neutral position switch ON

L shift position switch ON

2 shift position switch ON

R shift position switch ON

P0850

PNP signal ON

COMPONENT OPERATING RANGE

Parameter Standard value

(37)

G27785

B–Y

FL MAIN

Battery

ECM

B

9 E4

STA

Instrument Panel J/B

Engine Room J/B and R/B

8 E4

NSW

8 E5

L

9 E5

2

11 E5

R

To

ST Relay

R

LG–B

LG

G

J2

G

J2

E

J3

A

J2

G

J2

A

J2

R

B

A2

Park/Neutral Position SW

R

9

6

3 LG–B

LG

R–B

LL 8

2L 4

RL 2

RB

R–W

R

B

R

J4 J/C

2 II1

5 II1

13

14 II2

12 II2

R–W

RH J/B

22 3B

20 3B

R–B

10 IK

4 IF

1 IB

3 IM

9 IK

2 IG

1 IA

2 IF

12 IF

6 IM

GAUGE

IG1 Relay

1

5

2

3 AM1

AM2

B–R

W

W–B

IG1

AM1

ST2

AM2

2

4

5

1 I10

Ignition SW

R–W

B–Y

W

B

B–R

W

IA4

2 W–B

A

IE

J6

J/C

B

ALT

MAIN

1

2

1

2

1 1D

1

1 1C

1 1A

W

J/C

II2

To

Combination Mater

1

5 WIRING DIAGRAM

(38)

G27076

Switch Side:

(Connector Front View):

A2

INSPECTION PROCEDURE

1 INSPECT PARK/NEUTRAL POSITION SWITCH ASSY

(a)

Disconnect the park/neutral position switch connector.

(b)

Measure resistance according to the value(s) in the table

below when the shift lever is moved to each position.

Standard:

Shift Position Tester Connection Specified Condition P

1 3 d 6 9

Below 1 Ω Except P 1 – 3 and 6 – 9 10 kΩ or higher

R 2 3 Below 1 Ω Except R 2 – 3 10 kΩ or higher N 3 5 d 6 9 Below 1 Ω Except N 3 – 5 and 6 – 9 10 kΩ or higher

D 3 7 Below 1 Ω Except D 3 – 7 10 kΩ or higher 2 3 4 Below 1 Ω Except 2 3 – 4 10 kΩ or higher L 3 8 Below 1 Ω Except L 3 – 8 10 kΩ or higher

NG

REPLACE PARK/NEUTRAL POSITION SWITCH

ASSY (See page

40–3

)

(39)

C96070

R(+)

2(+)

L(+)

NSW(+)

E4

E3

E5

E6

ECM:

2 CHECK HARNESS AND CONNECTOR(PARK/NEUTRAL POSITION SWITCH –

ECM)

(a)

Connect the the park/neutral position switch connector.

(b)

Turn the ignition switch to the ON position, and measure

the voltage according to the value(s) in the table below

when the shift lever is moved to each position.

Standard:

Shift Position Tester Connection Specified condition

P and N

E4 8 (NSW) B d d

Below 1 V Except P and N E4 – 8 (NSW) – Body ground 10 to 14 V

R

E5 11 (R) B d d

10 to 14 V*

Except R E5 – 11 (R) – Body ground Below 1 V

2

E5 9 (2) B d d

10 to 14 V

Except 2 E5 – 9 (2) – Body ground Below 1 V

L

E5 8 (L) B d d

10 to 14 V

Except L E5 – 8 (L) – Body ground Below 1 V

HINT:

*: The voltage will drop slightly due to lighting up of the back up

light.

NG

REPAIR OR REPLACE HARNESS OR

CONNECTOR (See page

01–30

)

OK

(40)

DTC

P0724

BRAKE SWITCH ”B” CIRCUIT HIGH

CIRCUIT DESCRIPTION

The purpose of this circuit is to prevent the engine from stalling while driving in lock–up condition, when

brakes are suddenly applied.

When the brake pedal is depressed, this switch sends a signals to the ECM. Then the ECM cancels the

op-eration of the lock–up clutch while braking is in progress.

P0724 The stop light switch does not turn off even once the vehicle is driven (2–trip detection logic).

Short in stop light switch signal circuit

Stop light switch

ECM

MONITOR DESCRIPTION

The circuit prevents the engine from stopping when the vehicle is stopped by sudden braking when the

torque converter clutch is in the ”lock–up” mode. The ECM receives the signal from the stop light switch at

the time brake pedal is depressed. Then, the ECM sends the signal to the lock–up solenoid valve not to be

in lock–up condition. When the stop light switch remains ON during ”stop and go” driving, the ECM interprets

this as a fault in the stop light switch and the MIL comes on. The vehicle must stop and go (3 km/h (2 mph)

to 30 km/h (19 mph)) ten times for two driving cycles in order to detect malfunction.

MONITOR STRATEGY

Related DTCs P0724

Stop light switch/Range check

Related DTCs P0724

Stop light switch/Rationality Required sensors/Components Stop light switch

Frequency of operation Continuous

Duration Go and stop 10 times or more MIL operation 2 driving cycles

Sequence of operation None

TYPICAL ENABLING CONDITION

Item

Specification Item

Minimum Maximum

Number of ”Go” and ”Stop” defined as

fol-lows 10 times

”Go” 30 km/h (19 mph) or more –

”Stop” – Less than 3 km/h (2 mph)

TYPICAL MALFUNCTION THRESHOLDS

Switch status ON stuck

(41)

G23392

ECM

STP

E5

G–W

19

11 3C

RH J/B

13 3C

G–W

1 IL

Instrument Panel J/B

5 IC

G–W

1

2 S9

Stop Light SW

R–W

14 IC

STOP

₁

IB

W

Engine Room J/B

ALT

1

2

1 1C

1 1A

B

FL MAIN

Battery

C96192

STP

E4

E3

E5

E6

ECM:

WIRING DIAGRAM

INSPECTION PROCEDURE

1 INSPECT STOP LAMP SWITCH ASSY

(See page

65–7

)

NG

REPLACE STOP LAMP SWITCH ASSY

OK

2 CHECK HARNESS AND CONNECTOR(STOP LAMP SWITCH ASSY – ECM)

(a)

Install the stop lamp switch assy.

(b)

Disconnect the ECM connector.

(c)

Measure the voltage according to the value(s) in the table

below when the brake pedal is depressed and released.

Standard:

Condition Tester Connection Specified Condition Brake pedal is depressed _{E5 – 19 (STP) –} 10 to 14 V

Brake pedal is released

E5 19 (STP)

Body ground Below 1 V

NG

REPAIR OR REPLACE HARNESS OR

CONNECTOR (See page

01–30

)

OK

(42)

DTC

P0741

TORQUE CONVERTER CLUTCH SOLENOID

PERFORMANCE (SHIFT SOLENOID VALVE

SL)

SYSTEM DESCRIPTION

The ECM uses the signals from the throttle position sensor, air–flow meter and crankshaft position sensor

to monitor the engagement condition of the lock–up clutch.

Then the ECM compares the engagement condition of the lock–up clutch with the lock–up schedule in the

ECM memory to detect mechanical trouble of the shift solenoid valve SL, valve body and torque converter

clutch or automatic transaxle (clutch, brake or gear etc.).

P0741

SLock–up does not occur when driving in the lock–up range (normal driving at 80 km/h [50 mph]), or lock–up remains ON in the lock–up OFF range.

(2–trip detection logic)

SWhen lock–up is ON, clutch or brake slips or gear is broken. (2–trip detection logic)

SShift solenoid valve SL remains open or closed

SValve body is blocked

SShift solenoid valve SL

SLock–up clutch

STorque converter clutch

SAutomatic transaxle (clutch, brake or gear etc.)

SECM

MONITOR DESCRIPTION

Based on the signals from the throttle position sensor, the airflow meter and the crankshaft position sensor,

the ECM sends a signal to the shift solenoid valve SL to regulate the hydraulic pressure and provide

smooth-er gearshifts. The shift–solenoid valve SL responds to commands from the ECM. The valve controls the

lock–up relay valve to perform torque–converter lock–up and flexible lock–up functions.

The ECM compares the engine rpm (NE) signal and the input speed calculated by output speed sensor

(out-put speed) and gear ratio to detect torque converter lock–up. The ECM then compares the lock–up status

against the lock–up schedule in the ECM memory. If the ECM does not detect lock–up at the appropriate

time, it will conclude that there is a malfunction of shift solenoid SL. The ECM will illuminate the MIL.

MONITOR STRATEGY

Torque converter clutch solenoid (SL)/Rationality check

Related DTCs P0741 Torque converter clutch solenoid (SL)/OFF mal-_function

Torque converter clutch solenoid (SL)/ON mal-function

Required sensors/Components Torque converter clutch solenoid (SL) Frequency of operation Continuous

Duration Less than 10 sec. MIL operation 2 driving cycles Sequence of operation None

(43)

TYPICAL ENABLING CONDITION

Item

Specification Item

Minimum Maximum

OFF malfunction

IAT (only for malfunction) –10_C (14 _F) or more Less than 70 _C (158 _F)

ECT 55_C (131 _F) or more Less than 105 _C (221 _F)

Transmission shift position ”D”

Shift solenoid ”A” (S1) circuit Not circuit malfunction Shift solenoid ”B” (S2) circuit Not circuit malfunction Torque converter clutch solenoid (SL)

cir-cuit Not circuit malfunction

Battery voltage 10 V or more –

Spark retard by KCS control 0_{_} CA or more –

ECM selected gear 4th with lock up

ON malfunction

IAT (only for malfunction) –10_C (14 _F) or more Less than 70 _C (158 _F)

ECT 55_C (131 _F) or more Less than 105 _C (221 _F)

Transmission shift position ”D”

Shift solenoid ”A” (S1) circuit Not circuit malfunction Shift solenoid ”B” (S2) circuit Not circuit malfunction Torque converter clutch solenoid (SL)

cir-cuit Not circuit malfunction

Battery voltage 10 V or more –

Spark retard by KCS control 0_ CA or more –

ECM selected gear 4th

Throttle valve opening angle 7 % or more –

TYPICAL MALFUNCTION THRESHOLDS

OFF malfunction

Engine speed

y 4th gear ratio x NO + 100 rpm and

< 3rd gear ratio x NO – 100 rpm NO: Transmission output speed ON malfunction

Engine speed

It is necessary 2 judgments/driving cycle 1st judgment: temporary flag ON 2nd judgment: pending fault code ON

y 4th gear ratio x NO – 50 rpm and

< 4th gear ratio x NO + 50 rpm NO: Transmission output speed

(44)

G27628

Shift Solenoid Valve SL:

(+)

(–)

INSPECTION PROCEDURE

1 INSPECT SHIFT SOLENOID VALVE(SL)

(a)

Remove the shift solenoid valve SL.

(b)

Measure the resistance according to the value(s) in the

table below.

Standard:

Tester Connection Specified Condition 20_C (68 _F) Solenoid Connector (SL) – Solenoid