Automatic Transaxle System Hyundai Santa Fe I

Scheme 1

DIAGNOSIS FUNCTION

1. Connect the Hi Scan Pro to the connector for diagnosis.
2. Read the output diagnostic trouble codes. Then follow the remedy procedures according to the " «DIAGNOSTIC TROUBLE CODE DESCRIPTION»(/hyundai/santa-fe/i-2000-2012/remont/automatic-trans/#automatic-transaxle-system__diagnostic-trouble-code-description) " . NOTE: A maximum of 8 diagnostic trouble codes (in the sequence of occurrence) can be stored in the Random Access Memory (RAM) incorporated within the control module The same diagnostic trouble code can be stored one time only. If the number of stored diagnostic trouble codes or diagnostic trouble patterns exceeds 8, already stored diagnostic trouble codes will be erased in sequence, beginning with the oldest. Do not disconnect the battery until all diagnostic trouble codes or diagnostic trouble patterns have been read out, because all stored diagnostic trouble codes or diagnostic trouble patterns will be cancelled when the battery is disconnected.
3. If the fail-safe system is activated and the transaxle is locked in third gear, the diagnostic trouble code in the fail-safe code description will be stored in the RAM. Three of these diagnostic trouble codes can be stored.
4. The cancellation will occur if, with the transaxle locked in third gear, the ignition key is turned to the OFF position, but the diagnostic trouble code is stored in the RAM.
5. Memorization Up to 8 diagnosis items and 3 fail-safe items can be memorized. If the memory capacity is exceeded, diagnosis and fail-safe items in the memory are overwritten, starting with the oldest. No code can be memorized more than once.
6. Diagnosis Code Deletion Automatic Deletion. All diagnosis codes are deleted from memory the 200th time the ATF temperature reaches 50°C after memorization of the most recent diagnosis code. Forced Deletion. Memorized diagnosis codes can be deleted using the scan-tool, provided the following conditions are satisfied: The ignition switch is ON. There is no detection pulse from the crank angle sensor. There is no detection pulse from the output shaft speed sensor. There is no detection pulse from the vehicle speed sensor. The fail-safe function is not operational.

ROAD TEST

ROAD TEST CHART

DIAGNOSTIC TROUBLE CODE DESCRIPTION

DIAGNOSTIC TROUBLE CODE DESCRIPTION CHART

INSPECTION CHART FOR DIAGNOSIS CODES

DIAGNOSIS CODES INSPECTION CHART

INSPECTION CHART FOR TROUBLE SYMPTOMS

TROUBLE SYMPTOMS INSPECTION CHART

ELEMENTS IN USE IN EACH GEAR

GEAR ELEMENTS IN USE CHART

OPERATING ELEMENTS AND THEIR FUNCTION

OPERATING ELEMENTS AND FUNCTION CHART

BASIC INSPECTION ADJUSTMENT

1. Drive the vehicle until the fluid temperature rises to the normal temperature (70~80°C).
2. Park the vehicle on a level surface.
3. Move the selector lever through all positions to fill the torque converter and the hydraulic circuits with fluid, and then move the selector lever to the N position.
4. After wiping off any dirt around the oil level gauge, reinsert and remove the oil level gauge and check the condition of the fluid. NOTE: If the fluid smells as if it is burning, it means that the fluid has been contaminated by fine particles from the bushes and friction materials, a transaxle overhaul may be necessary.
5. Check that the fluid level is at the HOT mark on the oil level gauge. If the fluid level is lower than this, add more fluid until the level reaches the HOT mark. Automatic transaxle fluid: DIAMOND ATF SP-III., SK ATF SP-III. NOTE: If the fluid level is low, the oil pump will draw in air along with the fluid, which will cause bubbles to form inside the hydraulic circuit. This will in turn cause the hydraulic pressure to drop, which will result in late shifting and slipping of the clutches and brakes. If there is too much fluid, the gears can churn it up into foam and cause the same conditions that can occur with low fluid levels. In either case, air bubbles can cause overheating and oxidation of the fluid which can interfere with normal valve, clutch, and brake operation. Foaming can also result in fluid escaping from the transaxle vent, in which case it may be mistaken for a leak.
6. Insert the oil level gauge securely.
7. The fluid and the oil filters should always be replaced when overhauling the transaxle or after the vehicle has been driven under severe conditions. The replacement procedures are given below. Furthermore, the oil filters are special filters which are only to be used for the automatic transaxle. NOTE: When new, automatic transmission fluid should be red. The red dye is added so distinguish it from engine oil or antifreeze. As the vehicle is driven the transmission fluid will begin to look darker. The color may eventually appear light brown. Also, the dye, which is not an indicator of fluid quality, is not permanent. Therefore, further investigation of the automatic transaxle is required if, The fluid is dark brown or black. The fluid smells burnt. Metal particles can be seen or felt on the dipstick.

REPLACEMENT

If you have a fluid changer, use this changer to replace the fluid. If you do not have a fluid changer, replace the fluid using following procedure.

Scheme 2

Scheme 3

1. Remove the drain plug from the bottom of the transaxle case to drain the fluid
2. Install the drain plug and gasket, and tighten to the specified torque Tightening torque: 32 Nm (320 kg.cm, 23 lb.ft)
3. Pour the new fluid in through the oil filler tube CAUTION: Stop pouring if the full volume of fluid cannot be poured in.
4. Repeat the procedure in step 1 if too much fluid was added.
5. Reconnect the hose that was disconnected in step 1 , and firmly replace the oil level gauge.
6. Start the engine and run it at idle for 1-2 minutes.
7. Move the select lever through all positions, and then move it to the N position.
8. Drive the vehicle until the fluid temperature rises to the normal temperature (70~80°C), and then check the fluid level again. The fluid level must be at the HOT Mark.
9. Firmly insert the oil level gauge into the oil filler tube.

Scheme 4

Scheme 5

Scheme 6

Scheme 7

Scheme 8

1. Set the selector lever to the "N" position.
2. Loosen the control cable to the manual control lever coupling nut to free the cable and lever.
3. Set the manual control lever to the neutral position.
4. Loosen the transaxle range switch body mounting bolts and then turn the transaxle range switch body so the hole in the end of the manual control lever and the hole (cross section A-A in (Scheme 7) ) in the flange of the transaxle range switch body flange are aligned.
5. Tighten the transaxle range switch body mounting bolts to the specified torque. Be careful at this time that the position of the switch body does not change.
6. Gently pull the transaxle control cable in the direction of the arrow, then tighten the adjusting nut.
7. Check that the selector lever is in the "N" position.
8. Check that each range on the transaxle side operates and functions correctly for each position of the selector lever.

Scheme 9

Scheme 10

Scheme 11

Scheme 12

Scheme 13

Scheme 14

1. THROTTLE POSITION SENSOR CHECK The TPS is a variable resistor type that rotates with the throttle body shaft to sense the throttle valve angle. As the throttle shaft rotates, the output voltage of the TPS changes. The ECM detects the throttle valve opening based on voltage change. (Refer to applicable FUEL SYSTEM article ).
2. OIL TEMPERATURE SENSOR CHECK Remove the oil temperature sensor. Measure the resistance between terminals 1 and 2 of the oil temperature sensor connector. STANDARD VALUE OIL TEMPERATURE SENSOR STANDARD VALUES Oil temperature (°C) Resistance (Kohms) 0 16.7 ~ 20.5 100 0.57 ~ 0.69
3. VEHICLE SPEED SENSOR CHECK Remove the vehicle speed sensor and connect a 3~10 Kohms resistance (Scheme 10) Turn the shaft of the vehicle speed sensor and check that there is voltage between terminals 2-3 (1 turn = 4 pulses).
4. A/T CONTROL RELAY CHECK Remove the A/T control relay. Use jumper wires to connect A/T control relay terminal 2 to the battery (+) terminal and terminal 4 to the battery (-) terminal. Check the continuity between terminal 1 and terminal 3 of the A/T control relay when the jumper wires are connected and disconnected from the battery. A/T CONTROL RELAY CONTINUITY CHART Jumper wire Continuity between terminal No. 1 Connected Continuity Disconnected No continuity If there is a problem, replace the A/T control relay.
5. SOLENOID VALVE CHECK Remove the valve body cover. Disconnect the connectors of each solenoid valve. Measure the resistance between terminals 1 and 2 of each solenoid valve. STANDARD VALUE SOLENOID VALVE RESISTANCE CHART Name Resistance Damper clutch solenoid valve 2.7 ~ 3.4ohms (at 20°C) Low and reverse solenoid valve Second solenoid valve Underdrive solenoid valve Overdrive solenoid valve If the resistance is outside the standard value, replace the solenoid valve. NOTE: Resistance of the solenoid valve connector. SOLENOID VALVE CONNECTOR RESISTANCE CHART Terminal No. Name Resistance 7 & 10 Damper clutch solenoid valve 2.7 ~ 3.4ohms (at 20°C) 10 & 6 Low and reverse solenoid valve 9 & 4 Second solenoid valve 9 & 3 Underdrive solenoid valve 9 & 5 Overdrive solenoid valve

TORQUE CONVERTER STALL TEST

This test measures the maximum engine speed when the selector lever is in the D or R position. The torque converter stalls to test the operation of the torque converter, starter motor, one-way clutch operation, the holding performance of the clutches, and brakes in the transaxle.

1. Check the automatic transaxle fluid level and temperature, and the engine coolant temperature. Fluid level: At the HOT mark on the oil level gauge Fluid temperature: 80~100°C Engine coolant temperature: 80~100°C
2. Chock both rear wheels (left and right).
3. Apply the parking brake lever with the brake pedal fully depressed.
4. Start the engine.
5. Move the selector lever to the D position, fully depress the accelerator pedal and take a reading of the maximum engine speed at this time. CAUTION: The throttle should not be left fully open for more than eight seconds. If carrying out the stall test two or more times, move the selector lever to the N position and run the engine at 1,000 RPM to let the automatic transaxle fluid cool down before carrying out subsequent tests. Standard value stall speed: 2,100 ~ 2,900 RPM Move the selector lever to the R position and carry out the same test again. Standard value stall speed: 2,100 ~ 2,900 RPM

Scheme 15

1. Stall speed is too high in both D and R ranges Low line pressure Low & reverse brake slippage
2. Stall speed is too high in D range only Underdrive clutch slippage
3. Stall speed is too high in R range only Reverse clutch slippage
4. Stall speed too low in both D and R ranges Malfunction of torque converter Insufficient engine output

Scheme 16

Scheme 17

Scheme 18

Scheme 19

1. Warm up the engine until the automatic transaxle fluid temperature is 80-100°C.
2. Jack up the vehicle so that the wheels are free to turn.
3. Connect the special tool (oil pressure gauge) to each pressure discharge port.
4. Measure the hydraulic pressure at each port under the conditions given in «STANDARD HYDRAULIC PRESSURE (4A/T) CHART»(/hyundai/santa-fe/i-2000-2012/remont/automatic-trans/#automatic-transaxle-system) , and check that the measured values are within the standard value ranges.
5. If a value is outside the standard range, correct the problem while referring to «HYDRAULIC PRESSURE TEST DIAGNOSIS»(/hyundai/santa-fe/i-2000-2012/remont/automatic-trans/#automatic-transaxle-system__hydraulic-pressure-test-diagnosis) .

STANDARD HYDRAULIC PRESSURE TEST (4A/T)

STANDARD HYDRAULIC PRESSURE (4A/T) CHART

STANDARD HYDRAULIC PRESSURE TEST (5A/T)

STANDARD HYDRAULIC PRESSURE (5A/T) CHART

Scheme 20

Scheme 21

HYDRAULIC PRESSURE TEST DIAGNOSIS

HYDRAULIC PRESSURE TEST DIAGNOSIS CHART

Code No. P0560 Back-up line for power

DIAGNOSTIC TROUBLE CODE NO. P0560 - BACK-UP LINE FOR POWER

Scheme 22

Code No. P0605 EEPROM Abnormal

DIAGNOSTIC TROUBLE CODE NO. P0605 - EEPROM ABNORMAL

Scheme 23

Code P0703 Stop light switch system

DIAGNOSTIC TROUBLE CODE NO. P0703 - STOP LIGHT SWITCH SYSTEM

Scheme 24

Code No. P0707 Transaxle range switch circuit

DIAGNOSTIC TROUBLE CODE NO. P0707 - TRANSAXLE RANGE SWITCH CIRCUIT

Scheme 25

Code No. P0708 Transaxle range switch circuit

DIAGNOSTIC TROUBLE CODE NO. P0708 - TRANSAXLE RANGE SWITCH CIRCUIT

Scheme 26

Code No. P0711 Oil temperature sensor system

DIAGNOSTIC TROUBLE CODE NO. P0711 - OIL TEMPERATURE SENSOR SYSTEM

Scheme 27

Code P0712/P0713 Oil temperature sensor system

DIAGNOSTIC TROUBLE CODE NO. P0712/P0713 - OIL TEMPERATURE SENSOR SYSTEM

Scheme 28

Code P0715 input shaft speed sensor system (Pulse generator 'A')

DIAGNOSTIC TROUBLE CODE NO. P0715 - INPUT SHAFT SPEED SENSOR SYSTEM (PULSE GENERATOR 'A')

Scheme 29

Code P0720 Output shaft speed sensor system (Pulse generator 'B')

DIAGNOSTIC TROUBLE CODE NO. P0720 - OUTPUT SHAFT SPEED SENSOR SYSTEM (PULSE GENERATOR 'B')

Scheme 30

Code P0731 1st gear incorrect ratio

DIAGNOSTIC TROUBLE CODE NO. P0731 - 1ST GEAR INCORRECT RATIO

Scheme 31

Code P0732 2nd gear incorrect ratio

DIAGNOSTIC TROUBLE CODE NO. P0732 - 2ND GEAR INCORRECT RATIO

Scheme 32

Code P0733 3rd gear incorrect ratio

DIAGNOSTIC TROUBLE CODE NO. P0733 - 3RD GEAR INCORRECT RATIO

Scheme 33

Code P0734 4th gear incorrect ratio

DIAGNOSTIC TROUBLE CODE NO. P0734 - 4TH GEAR INCORRECT RATIO

Scheme 34

Code No. P0735 5th gear incorrect ratio

DIAGNOSTIC TROUBLE CODE NO. P0735 - 5TH GEAR INCORRECT RATIO

Scheme 35

Code P0736 reverse gear incorrect ratio

DIAGNOSTIC TROUBLE Code No. P0736 - REVERSE GEAR INCORRECT RATIO

Scheme 36

Code No. P0741/P0742/P0743 Torque converter clutch solenoid system

DIAGNOSTIC TROUBLE CODE NO. P0741/P0742/P0743 - TORQUE CONVERTER CLUTCH SOLENOID SYSTEM

Scheme 37

Code P0750 Low and reverse solenoid valve system; Code P0755 Underdrive solenoid valve system; Code P0760 Second solenoid valve system; Code P0765 Overdrive solenoid valve system; Code P0770 Reduction (RED) solenoid valve system

DIAGNOSTIC TROUBLE CODE NO. P0750 - LOW AND REVERSE SOLENOID VALVE SYSTEM

Scheme 38

Code P0885 A/T Control relay system

DIAGNOSTIC TROUBLE CODE NO. P0885 - A/T CONTROL RELAY SYSTEM

Scheme 39

INSPECTION PROCEDURE 1

TROUBLE SYMPTOMS - INSPECTION PROCEDURE 1

Scheme 40

INSPECTION PROCEDURE 2

TROUBLE SYMPTOMS - INSPECTION PROCEDURE 2

Scheme 41

INSPECTION PROCEDURE 3

TROUBLE SYMPTOMS - INSPECTION PROCEDURE 3

Scheme 42

INSPECTION PROCEDURE 4

TROUBLE SYMPTOMS - INSPECTION PROCEDURE 4

Scheme 43

INSPECTION PROCEDURE 5

TROUBLE SYMPTOMS - INSPECTION PROCEDURE 5

Scheme 44

INSPECTION PROCEDURE 6

TROUBLE SYMPTOMS - INSPECTION PROCEDURE 6

Scheme 45

INSPECTION PROCEDURE 7

TROUBLE SYMPTOMS - INSPECTION PROCEDURE 7

Scheme 46

INSPECTION PROCEDURE 8

TROUBLE SYMPTOMS - INSPECTION PROCEDURE 8

Scheme 47

INSPECTION PROCEDURE 9

TROUBLE SYMPTOMS - INSPECTION PROCEDURE 9

Scheme 48

INSPECTION PROCEDURE 10

TROUBLE SYMPTOMS - INSPECTION PROCEDURE 10

Scheme 49

INSPECTION PROCEDURE 11

TROUBLE SYMPTOMS - INSPECTION PROCEDURE 11

Scheme 50

INSPECTION PROCEDURE 12

TROUBLE SYMPTOMS - INSPECTION PROCEDURE 12

Scheme 51

INSPECTION PROCEDURE 13

TROUBLE SYMPTOMS - INSPECTION PROCEDURE 13

Scheme 52

INSPECTION PROCEDURE 14

TROUBLE SYMPTOMS - INSPECTION PROCEDURE 14

Scheme 53

INSPECTION PROCEDURE 15

TROUBLE SYMPTOMS - INSPECTION PROCEDURE 15

Scheme 54

Scheme 55

Scheme 56

Scheme 57

Scheme 58

Scheme 59

Scheme 60

Scheme 61

Scheme 62

CLUTCHES

The gear changing mechanism utilizes three multi-disc clutches. The retainers of these clutches are fabricated from high-precision sheet metal for lightness and ease of production. Also, more responsive gear shifts at high engine speeds are achieved by a pressure-balanced piston mechanism that cancels out centrifugal hydraulic pressure. This mechanism replaces the conventional ball check valve.

Underdrive clutch

The underdrive clutch operates in 1st, 2nd, and 3rd gears and transmits driving force from the input shaft to the underdrive sun gear.

The components comprising the underdrive clutch are as illustrated on (Scheme 63).

Hydraulic pressure acts in the piston pressure chamber (between the piston and retainer) and thus pushes the piston. In turn, the piston depresses the clutch discs and thereby transmits driving force from the retainer to the hub side.

Scheme 63

At high speeds, fluid remaining in the piston pressure chamber is subjected to centrifugal force and attempts to push the piston.

However, fluid in the balance fluid chamber (the space between the piston and return spring retainer) is also subjected to centrifugal force.

Thus, the hydraulic pressure on one side of the piston cancels out the hydraulic pressure on the other side, and the piston does not move.

Scheme 64

Reverse clutch and overdrive clutch

The reverse clutch operates when the reverse gear is selected and transmits driving force from the input shaft to the reverse sun gear.

The overdrive clutch operates in 3rd and 4th gears and transmits driving force from the input shaft to the overdrive planetary carrier and low-reverse annulus gear.

Scheme 65

BRAKES

The gear changing mechanism utilizes two multi-disc brakes.

Low-reverse brake and second brake

The low-reverse brake operates in 1st and reverse gears, when the vehicle is parked, and during manual operation. It locks the low-reverse annulus gear and overdrive planetary carrier to the case.

The second brake operates in 2nd and 4th gears and locks the reverse sun gear to the case.

The components comprising the low-reverse brake and second brake are as illustrated on (Scheme 66).

As shown, the discs and plates of the two brakes are arranged on either side of the rear cushion plate, which is itself secured to the case by a snap ring.

Scheme 66

Planetary Gear Sets

The planetary gear sets have two planetary gears each. The carrier of one gear set is connected mechanically to the annulus gear of the other.

This arrangement allows the gear ratio to be varied by connecting or locking the carriers and sun gears.

Scheme 67

Transfer Drive Gear

With the transfer drive gear, increased tooth height and a higher contact ratio have reduced gear noise.

Also, the bearing that supports the drive gear is a preloaded type that eliminates rattle, and the rigidity of the gear mounting has been increased by bolting the bearing directly onto the case.

Scheme 68

Output Shaft/Transfer Drive Gear

(Scheme 69), the transfer driven gear is press-fitted onto the output shaft, and the output shaft is secured by a locknut and supported by bearings.

The locknut has a left-handed thread, and a hexagonal hole in the other end of the shaft enables the shaft to be held in position for locknut removal.

Scheme 69

Manual Control Lever

The manual control lever is fitted to the top of the valve body and is linked to the parking roller rod and manual control valve pin.

A detent mechanism is provided to improve the gear shift feeling during manual selection.

Parking Mechanism

When the manual control lever is moved to the parking position, the parking roller rod moves along the parking roller support and pushes up the parking sprag.

As a result, the parking sprag meshes with the transfer driven gear (parking gear), thereby locking the output shaft. To minimize the operating force required, a roller is fitted to the end of the rod.

Scheme 70

Scheme 71

Scheme 72

Scheme 73

Scheme 74

Scheme 75

Scheme 76

Scheme 77

Scheme 78

Scheme 79

Scheme 80

Scheme 81

Scheme 82

Scheme 83

Scheme 84

Scheme 85

Scheme 86

Scheme 87

Scheme 88

Scheme 89

Scheme 90

Scheme 91

Scheme 92

Scheme 93

1. Remove the battery terminal and battery.
2. Remove the drain plug and drain the automatic transaxle fluid.
3. Remove the air cleaner assembly. Upper Lower
4. Disconnect the speedometer sensor connector.
5. Disconnect the transaxle range switch connector, solenoid connector, and oil temperature sensor connector.
6. Remove the oil cooler hose.
7. Remove the control cable.
8. Remove the steering u-joint bolt and return tube mounting bolts. NOTE: Mark a mating line on the steering column universal joint and the gear box before disassembling to make the installation easier.
9. Separate the power steering oil pump hose.
10. Separate the power steering return hose.
11. Remove the upper connecting transaxle bolt.
12. Attach the special tool, engine support fixture, (J28467-B, J28467-125) to the engine hooks.
13. Remove the tire and caliper.
14. Separate the tie rod end.
15. Remove the wheel speed sensor and the knuckle mounting bolt.
16. Remove the transaxle mounting bracket. Insulator bolt Body mounting bolt (Upper) Body mounting bolt (Side) Transaxle side mounting bolt.
17. Remove the front roll stopper. Insulator bolt Stopper bolt (Upper) Stopper bolt (Lower)
18. Remove the rear roll stopper. Insulator bolt Stopper bolt
19. Remove the drive shaft.
20. Remove the subframe mounting bolts and the subframe.
21. Install the jack under the transaxle assembly.
22. Remove the automatic transaxle mounting lower bolts.
23. Remove the engine to automatic transaxle bolts.
24. Remove the automatic transaxle assembly by jack. CAUTION: Engine and transmission mounting Insulators should be Installed as specified orders. Mounting bracket Installation procedures. Engine mounting bracket. T/M mounting bracket. Rear roll stopper mounting bracket. Front roll stopper mounting bracket. When Installing the front roll stopper mounting bracket, be especially careful not to crush the Insulator. If crushed, idle vibration may occur.

INSTALLATION

1. Attach the torque converter on the transaxle side and mount the transaxle assembly onto the engine. CAUTION: If the torque converter Is mounted first on the engine, the oil seal on the transaxle may be damaged. Therefore, first be sure to assemble the torque converter to the transaxle.
2. Install the transaxle control cable and adjust as follows: Move the shift lever and the transaxle range switch to the "N" position and install the control cable. When connecting the control cable to the transaxle mounting bracket, install the clip until it contacts to the control cable. Remove any free-play in the control cable by adjusting the nut and then check to see that the selected lever moves smoothly. Check to see that the control cable has been adjusted correctly.
3. Installation is the reverse of removal.

Scheme 94

Scheme 95

Scheme 96

1. Move A/T lever to "P" position to set the key lock cam and the shift lock cam (Scheme 96) Check that the key lock cam is located at "B" by the detent pin. Check that the shift lock cam is located at "A".
2. Check that the key cylinder is at "LOCK".

PROCEDURE FOR ADJUSTING SHIFT LOCK AND KEY LOCK CABLE

1. Check that each lock cam is see scheme 97
2. Install the shift lock and key lock cable in position. In this case, the shift lock cable must be fixed to the brake pedal and the key lock cable must be fixed to the key cylinder.
3. Temporarily install each cable to the A/T lever assembly see scheme 97 Securely insert the cable end into the fixing pin of each cam.
4. Slightly pull the shift lock cable in the direction "E".
5. After checking that the portion of the cable end touches the cable fixing pin, fix with the self-tapping bolt.
6. Slightly push the key lock cam to direction "Q".
7. Slightly pull the key lock cable in the direction "G" to stretch the cable. Then fix the cable with the self-tapping bolt.
8. Check that the key lock and the shift lock cable are secure.

PROCEDURE FOR CHECKING THE SHIFT LOCK

1. When the brake pedal is not depressed, the push button of the shift lever at "P" position must not be operable. (Shift lever cannot be shifted at the other positions from "P")
2. When the brake pedal stroke is 15~22mm (with shift lever at "P" position), the push button should be operable without catching and the shift lever should shift smoothly to other positions.
3. When the brake pedal is not depressed, the shift lever should shift smoothly to "P" position from all heading other positions.
4. The brake pedal must operate smoothly without catching.
5. When the ignition key is at the "LOCK" position, although brake pedal is depressed, the push button should be operable.
6. The Ignition key must not be able to be turned to the "LOCK" position except in the "P" position.
7. If the shift lever is shifted to the "P" position, the ignition key must turn to the "LOCK" position smoothly.

See also:
• DIAGNOSTIC TROUBLE CODE DESCRIPTION
• P0713
• P0711
• P0715
• P0720
• P0703
• P0750
• P0731
• P0732
• P0733
• P0735
• P0741
• P0885
• P0707
• P0708
• P0560
• P0605
• P0734
• P0736
• STANDARD HYDRAULIC PRESSURE (4A/T) CHART
• HYDRAULIC PRESSURE TEST DIAGNOSIS