Automatic Transmission: Other Jaguar X-type I

Range Selection

Depending on the vehicle options selected the automatic transmission range selector may have different range positions.

The standard range selector has seven positions: P, R, N, D, 4, 3 and 2.

Scheme 41

P

In the PARK position

1. There is no power flow through the automatic transmission.
2. The parking pawl locks the output shaft to the case.
3. The engine may be started.
4. The ignition key may be removed.

In the REVERSE position

1. The vehicle may be operated in a rearward direction, at a reduced gear ratio.
2. Backup lamps are illuminated.

In the NEUTRAL position

1. There is no power flow through the automatic transmission.
2. The output shaft is not held and is free to turn.
3. The engine may be started.

D

Drive is the normal position for most forward driving.

The "D" position provides

1. Automatic shift 1-5 and 5-1.
2. Apply and release of the torque converter clutch.
3. Maximum fuel economy during normal operation.
4. Engine braking in 5th gear.

4

The 4 position provides

1. Automatic shift 1-4 and 4-1.
2. Apply and release of the torque converter clutch.
3. Engine braking in 4th gear.

3

The 3 position provides

1. Third gear start 1-3 and 3-1.
2. The torque converter clutch may apply and release.
3. Improved traction on slippery roads.
4. Engine braking.

2

The 2 position provides

1. Second gear 1-2 and 2-1.
2. The torque converter clutch may apply and release.
3. Improved traction on slippery roads.
4. Engine braking.

The Sport mode switch allows

1. The driver to select or de-select the automatic transmission sport mode.
2. The automatic transmission to operate normally when the sport mode is selected, but under acceleration the gear shift points are extended to make full use of the engine's power reserves.
3. The driver to drive the vehicle in the "D" position with full automatic transmission shift or manually shift gears in the "2, 3 and 4" positions.

Scheme 42

Scheme 43

Scheme 44

Scheme 45

Scheme 46

The transmission gear changes, oil pressure and lock-up operation are all electronically controlled. The TCM located in the left hand A-pillar receives electrical signals from sensors indicating vehicle speed and throttle opening. In response to these signals the TCM selects the appropriate gear and regulates other related conditions.

Actual transmission control changes are made by actuators (solenoids) that respond to input signals received from the TCM. These solenoids operate in response to electrical signals they regulate the control valve operation. The control valves cause changes in the fluid flow passages. This results in pressure changes within the transmission.

Scheme 47

Scheme 48

Scheme 49

The torque converter delivers the engine drive power to the transmission. When the lock-up clutch is released, the power delivery is depended on automatic transmission fluid (ATF). When the lock-up clutch is engaged the engine power is delivered to the transmission through the lock-up clutch.

The lock-up clutch is controlled electronically and operates in 4th and 5th gears.

A symmetrical element 1-step 2-phase torque converter is used with JF506E automatic transmission. The term "1-step" refers to the single turbine and runner assembly and "2-phase" refers to the turbine runner speed relative to the pump impeller speed. When the turbine runner speed is lower than the pump impeller speed, the mechanism operates as a simple torque converter. When the turbine runner speed is higher than pump impeller speed, the mechanism acts as a fluid coupling.

The torque converter transmits and multiplies torque. The torque converter is a four-element device

1. Impeller assembly.
2. Turbine and damper assembly.
3. Reactor assembly.
4. Clutch.

The standard torque converter components operate as follows

1. Rotation of the converter housing and impeller set the fluid in motion.
2. The turbine reacts to the fluid motion from the impeller, transferring rotation to the geartrain through the input shaft.
3. The reactor redirects fluid going back into the impeller, allowing for torque multiplication.
4. The clutch and damper assembly dampens powertrain torsional vibration and provides a direct mechanical connection for improved efficiency.
5. Power is transmitted from the torque converter to the planetary gearsets and other components through the input shaft.

Scheme 50

A trochoid oil pump is used with JF506E automatic transmission. The trochoid oil pump has the advantage of very low power loss.

Scheme 51

The oil pump is driven by the engine. The inner rotor connects to the torque converter sleeve.

Gear Train

Power is transmitted from the torque converter to the planetary gearsets through the input shaft. Bands and clutches are used to hold and drive certain combinations of gearsets. This results in five forward ratios and one reverse ratio, which are transmitted to the output shaft and differential.

Scheme 52

Scheme 53

There are 3 planetary gear sets. Front, rear and reduction.

Clutches

There are 4 wet type multi disc clutches (low clutch, high clutch, reverse clutch and direct clutch).

Each clutch has two primary rotating parts (the clutch drum and the clutch hub). Power transmission is effected and controlled by these two parts.

The clutch drum and hub are connected to a clutch plate. Pressure applied to the clutch plate results in power transfer. When this pressure is released from the clutch plate, power does not transfer.

The clutch plates at the clutch drum side function as the driven plates. The clutch plates at the clutch hub side function as the drive plates. The drive plates have friction materials on the faces.

Clutch engagement occurs when oil pressure is applied to the piston in the clutch drum. The dish plate acts as a cushion to prevent sudden and violent force applied to the clutch plates which may causes a rough clutch engagement.

The retaining plate is attached to the driven plate. The retaining plate also serves as a spacer when the clutch is disengaged. It ensures specified clutch clearance.

The piston is returned by return spring forces to ordinal position when the oil pressure is removed through the drain hole. As a result the clutch is disengaged.

The check ball is forced to seal the oil circuit by oil pressure against the oil input hole when the clutch is engaged. When the clutch is released the check ball moves back from the input hole to open the circuit and air is led into the oil chamber. This prevents residual oil pressure build-up in the clutch drum.

The clutch drum and the clutch hub are connected to the planetary gears respectively. Planetary gear rotation acts as the controlling element of the clutch.

Scheme 54

Scheme 55

The JF506E automatic transmission is equipped with the centrifugal oil pressure cancel room in low clutch and high clutch.

The centrifugal oil pressure cancel room improves clutch release time by applying force to the low clutch and the high clutch.

This system improves operating performance of the piston compared with the check ball system.

The piston returns to the original position by centrifugal force that is kept at the pressure room located at the other side of the piston cylinder.

Therefore, the response of the clutch release operation is improved and quick gear change is obtained.

Scheme 56

The low & reverse brake and the 2-4 brake are multi-disc type brakes. Basic brake operation is similar to the clutch. The clutch drum is mounted to an appropriate position on the transmission case. The low & reverse brake and the 2-4 brake act to stop the clutch hub rotation when the clutch plate is engaged.

Scheme 57

The brake band acts in response to the servo to stop the direct clutch drum rotation.

The servo has a piston that operates in response to changes in oil pressure. The piston expands in P and N ranges, 1st, 2nd, 3rd, 4th, and reverse gears to stop the direct clutch drum rotation.

When the line pressure reaches the band servo the servo piston works. The downward piston stroke causes the piston stem to tighten the brake band. The direct clutch drum rotation stops.

The anchor end bolt is used to maintain appropriate clearance between the brake band and the direct clutch drum when the brake band is released. This clearance can be adjusted with the adjusting nut on the anchor end bolt.

One Way Clutches

The transmission uses two one way clutches.

Low One Way Clutch

The front planetary carrier is fixed by the inner race which runs free during 1st gear operation.

The reduction sun gear is fixed by the inner race which runs free during 1st, 2nd, 3rd and 4th gear operations.

Roller-Type One-Way Clutch

Normally, rollers are energized to the narrower section via a spring. Therefore, in the direction where the rollers are engaged between the cam and inner race they are united to transmit torque. In the reverse direction, because the rollers move in the direction where the clearance is larger, clearances occur between races and the inner and outer races can rotate to each other.

Scheme 58

Sprag-Type One-Way Clutch

Note the difference between sprag diameters "A" and "B" If the inner race tries to turn toward the left, radius "B" (longer than gap "C") firmly locks the sprag to prevent the sprag from moving to the left.

Scheme 59

Scheme 60

Scheme 61

There are 9 solenoids which can be classified as two types by the way in which they operate. Three of them are duty solenoids, the other six are on/off types. The solenoids are actuated by the TCM output signals.

On/Off Solenoids

Shift solenoids A, B, C, low clutch solenoid, reduction timing solenoid and the 2/4 brake timing solenoid.

The on/off solenoids close the pressure circuit in response to current flow.

Each solenoid has a internal coil. Current passes through coil and actuates the needle valve. The needle valve then opens and closes the fluid pressure circuits.

Line pressure solenoid, lock-up solenoid and the 2/4 brake duty solenoid.

The duty solenoids repeatedly turn on/off in 50Hz cycles, this opens and closes the fluid pressure circuits.

Scheme 62

Speed Sensors

There are 3 sensors installed in the transmission casing. They are all of the inductive type.

Turbine Shaft Speed Sensor

The Turbine Shaft Speed Sensor (TSS) detects the reverse clutch drum revolution speed. The reverse clutch drum is connected to the input shaft and rotates at the same speed. The TCM calculates the input shaft speed to determine the turbine speed.

The TSS uses a magnetic coil. As the input shaft rotates, the sensor detects a pulse signal according to the gear teeth on the outside of the reverse clutch drum and sends it to the TCM.

Vehicle Speed Sensor

The vehicle speed sensor (VSS) detects the parking gear rotation speed. The TCM calculates the vehicle speed based on the parking gear rotation speed.

The VSS uses a magnetic coil. As the parking gear rotates the sensor detects a pulse signal according to the gear teeth rotation speed and then sends it to the TCM.

Intermediate Shaft Speed Sensor

The Intermediate Shaft Speed Sensor (ISS) detects the output gear rotation speed which is calculated by the TCM.

The ISS uses a magnetic coil. As the output gear rotates the sensor detects a pulse signal according to the gear teeth rotation and sends it to the TCM.

OBDII Systems

California OBDII applies to all gasoline engine vehicles up to 14,000 lbs. Gross Vehicle Weight Rating (GVWR) starting in the 1996 model year and all diesel engine vehicles up to 14,000 lbs. GVWR starting in the 1997 model year.

"Green States" are states in the Northeast that chose to adopt California emission regulations, starting in the 1998 model year. At this time, Massachusetts, New York, Vermont and Maine are Green States. Green States receive California certified vehicles for passenger cars and light trucks up to 6,000 lbs. GVWR.

The National Low Emissions Vehicle program (NLEV) requires compliance with California OBDII, including 0.020" evaporative system monitoring requirements. The NLEV program applies to passenger cars and light trucks up to 6,000 lbs. GVWR nationwide from 2001 model year through 2003 model year.

Federal OBD applies to all gasoline engine vehicles up to 8,500 lbs. GVWR starting in the 1996 model year and all diesel engine vehicles up to 8,500 lbs. GVWR starting in the 1997 model year.

OBDII system implementation and operation is described in the remainder of this document.

Transaxle Control System

The signal interface between the Engine Control Module (ECM) and the TCM is transmitted via the Controller Area Network (CAN) communications network. The ECM supplies the TCM with powertrain: Configuration data; Status information; Control information; plus speed control status to enable the transaxle to operate the adjusted setting.

The TCM supplies the ECM with transaxle control signals to provide: smooth operation during gear changes through reduction in engine torque; torque limiting to protect the transaxle from damage; Diagnostic Trouble Codes (DTC's) for storage and later interrogation.

Transaxle control is achieved using nine solenoids that respond to electrical input signals transmitted by the TCM, to regulate control valve operation. The control valves cause changes in the fluid-flow passages, which results in fluid pressure changes within the transaxle. These fluid pressure changes control transaxle operation.

Transaxle Control Functions

The following table defines the main transaxle control functions.

Scheme 63

Inputs and Outputs

Inputs and outputs are directed to and from the TCM through hard-wired connections and the CAN and ISO 9141/2 (Serial Communication) data buses contained in the harness.

Scheme 64

Control Module Pin Numbering

The following table details the pin numbering for the TCM.

Scheme 65

On-Board Monitoring

Note. This only details those codes that will cause the Malfunction Indicator Lamp (MIL) to illuminate.

When the ignition switch is set to position II (ignition ON) the transmission warning lamp comes on briefly and then goes off again.

When the TCM detects a fault, it stores the DTC and activates the transmission warning lamp. For faults detected in less critical inputs/outputs, the TCM substitutes the faulty input/output with a default value and continues the Normal mode of operation. This allows the vehicle to be driven normally, although gear change quality will be affected.

For certain faults, the TCM also disables the Sport mode.

For more serious faults, the TCM may adopt a `limp home' mode by disabling the shift and TCC solenoids. This allows the vehicle to be driven, but no gear changes will occur in the forward range. If the "limp home" mode is adopted while the vehicle is in motion the transmission is kept in fourth gear. If the vehicle is then brought to a halt, neutral selected and drive re-selected, or if the "limp home" mode is adopted while the vehicle is stationary, the transmission is kept in third gear.

Electrically Erasable Programmable Read Only Memory Fault

The TCM can diagnose errors within the Electrically Erasable Programmable Read Only Memory (EEPROM). Diagnosis is only performed during TCM initialization. There is no fail-safe mechanism associated with this function as the EEPROM is mainly used for the storage of DTC's and transmission calibration adaptions. If a fault occurs, the TCM is able to perform default actions and inform the driver of the problem.

During TCM initialization, immediately following ignition on, the TCM calculates a new checksum for the EEPROM (fast memory). This is compared to the value already stored, if the two do not match then the failure is flagged.

Configuration Error

The TCM compares the configuration data stored within its own memory (EEPROM) to equivalent data transmitted on the Controlled Area Network (CAN) by the Engine Control Module (ECM) during the module initialization procedure. If the data does not match then the failure is flagged.

For both of the above failure conditions a DTC is logged immediately the failure is recognized.

Scheme 66

Communications Network Monitor

The TCM communicates other control modules throughout the vehicle using the CAN serial communications network. In addition to vehicle data (i.e. data about vehicle conditions e.g. vehicle speed) the network carries data specifically for error checking of the vehicle data messages. The TCM uses this data to confirm that the communications network is functioning correctly.

If messages that are expected by the TCM are not being received (all modules transmit some data on a regular basis) or messages are proven to be repeatedly corrupt, then the TCM will register an appropriate network failure. If the failure is identified on two consecutive drive cycles then the appropriate DTC is logged

Scheme 67

System Power Supply

System supply voltage is continuously monitored while the engine speed is greater than the threshold speed. The diagnostic monitors the TCM supply voltage for voltages greater than, or less than fixed thresholds.

If the engine speed is above its minimum threshold and the transmission is not in limp home because of another code then the supply voltage check continues. The voltage is checked against both upper and lower limits. If it exceeds either then a timer is started and the voltage rechecked. If at the end of the timer period the supply voltage is still outside its threshold then the fault is flagged.

Scheme 68

Transmission Range Switch

The transmission range sensor and inhibit switch is located on top of the transmission assembly on the end of the selector shaft. The sensor switches a ground signal to individual outputs depending on the selected transmission range (P, R, N, D, 2 and 3). Each output is connected to a discrete TCM input. In addition to the range sensor switches the sensor includes a separate inhibit switch to indicate when the vehicle is not in park or neutral. This switch provides a battery positive input to the ECM when park or neutral is selected.

The range sensor is monitored by the TCM for loss of signal and multiple gearshift positions selected at the same time (indicating a short circuit in the harness). The presence of a crank signal from the ECM is also checked when the vehicle is not in park or neutral. If any of the conditions persist for longer than a defined period then a failure judgement is made. If the failure is detected on two consecutive drive cycles, the DTC is logged.

The D to fourth hall effect switch is mounted in the transmission selector assembly. When the selector is moved across the gate to engage fourth or back from that side towards D the selector cable does not move. In order that this change of state is registered by the TCM, the D to fourth switch is incorporated.

The switch is monitored by the TCM for conflicts with the range sensor switches. If the D to fourth switch indicates fourth in any range selector switch position apart from D then a failure judgement is made. If the failure is detected on two consecutive drive cycles, the DTC is logged.

Scheme 69

There are three sensors installed in the transmission casing. They are all of the inductive type.

Output Shaft Speed Sensor Circuit

The OSS sensor detects the parking gear rotation speed. The TCM calculates the vehicle speed based on the parking gear rotation speed. The OSS sensor uses a magnetic coil. As the parking gear rotates the sensor detects a pulse signal according to the gear teeth rotation speed and then sends it to the TCM.

Input Shaft Speed Sensor Circuit

The ISS sensor detects the reverse clutch drum rotation speed. The reverse clutch drum is connected to the input shaft and rotates at the same speed. The TCM calculates the ISS to determine the input speed. The ISS sensor uses a magnetic coil. As the input shaft rotates, the sensor detects a pulse signal according to the gear teeth on the outside of the reverse clutch drum and sends it to the TCM.

Intermediate Shaft Speed Sensor Circuit

The intermediate shaft speed sensor detects the output gear rotation speed, which is calculated by the TCM. The intermediate shaft speed sensor uses a magnetic coil. As the output gear rotates the sensor detects a pulse signal according to the gear teeth rotation and sends it to the TCM.

Speed Sensor Monitors

The sensors are monitored by comparing the output from each sensor with the other two speed sensor outputs and both ECM engine speed and Anti-lock Braking System (ABS) vehicle speed. The speed sensor signals are also checked against a minimum speed threshold that should be achieved when the conditions indicated by other speed sensors are present.

When the entry conditions for the particular monitor have been met, including the minimum vehicle speed attained. The sensor is checked against its minimum threshold. If the value is below this threshold then the monitor checks for the next range sensor signal input. If after the next range sensor signal input the speed sensor value is still below its minimum threshold then the failure is flagged and the appropriate DTC logged.

Scheme 70

Line Pressure Control Duty Solenoid

The line pressure control duty solenoid is used to control the transmission fluid pressure within the valve block ensuring smooth transmission shifting across all vehicle driving conditions.

The line pressure control duty solenoid is one of three duty solenoids, these being the line pressure control duty solenoid, TCC solenoid and the 2/4 brake duty solenoid.

The duty solenoids repeatedly turn on/off in 50Hz cycles, this opens and closes the fluid pressure circuits. The ratio of the on to off time (duty cycle) can be varied to adjust the fluid pressure.

The monitor for this type of solenoid is common, when the appropriate entry conditions have been met. The duty cycle is repeatedly sampled and compared with the preceding sample. If seven consecutive samples have the same value then a failure is flagged. If the failure is detected on two consecutive drive cycles, the DTC is logged.

Scheme 71

Shift Solenoids

Shift solenoids A, B and C are three of the six on/off solenoids, these being the shift solenoids A, B, C, low clutch solenoid, reduction timing solenoid and the 2-4 brake timing solenoid.

The on/off solenoids close the pressure circuit in response to current flow. Each solenoid has an internal coil. Current passes through coil and actuates the needle valve. The needle valve then opens and closes the fluid pressure circuits.

The solenoids are monitored by comparing the commanded to the actual condition of the solenoids. If the any of the solenoids do not react to an on command on more than three occasions then a failure is registered. The state of the solenoid is checked by analyzing the voltage on the drive circuit at the time the solenoid engages. If the failure is detected on two consecutive drive cycles, the DTC is logged.

Scheme 72

2-4 Brake Solenoid

The 2-4 brake duty solenoid is one of 3 duty solenoids, these being the line pressure control duty solenoid, TCC solenoid and the 2-4 brake duty solenoid.

The duty solenoids repeatedly turn on/off in 50Hz cycles, this opens and closes the fluid pressure circuits. The ratio of the on to off time (duty cycle) can be varied to adjust the fluid pressure.

The monitor for this type of solenoid is common, when the appropriate entry conditions have been met. The duty cycle is repeatedly sampled and compared with the preceding sample. If 7 consecutive samples have the same value then a failure is flagged and the appropriate DTC logged.

The 2-4 brake timing solenoid is one of 6 on/off solenoids, these being the shift solenoids A, B, C, low clutch solenoid, reduction timing solenoid and the 2-4 brake timing solenoid.

The on/off solenoids close the pressure circuit in response to current flow. Each solenoid has an internal coil. Current passes through coil and actuates the needle valve. The needle valve then opens and closes the fluid pressure circuits.

The solenoid is monitored by comparing the commanded to the actual condition of the solenoid. If the solenoid does not react to an on command on more than three occasions then a failure is registered. The state of the solenoid is checked by analyzing the voltage on the drive circuit at the time the solenoid engages. If the failure is detected on two consecutive drive cycles, the DTC is logged.

Scheme 73

Low Clutch Solenoid

The low clutch solenoid is one of 6 on/off solenoids, these being the shift solenoids A, B, C, low clutch solenoid, reduction timing solenoid and the 2-4 brake timing solenoid.

The on/off solenoids close the pressure circuit in response to current flow. Each solenoid has an internal coil. Current passes through coil and actuates the needle valve. The needle valve then opens and closes the fluid pressure circuits.

The solenoid is monitored by comparing the commanded to the actual condition of the solenoid. If the solenoid does not react to an on command on more than three occasions then a failure is registered. The state of the solenoid is checked by analyzing the voltage on the drive circuit at the time the solenoid engages. If the failure is detected on two consecutive drive cycles, the DTC is logged.

Scheme 74

Reduction Timing Solenoid

The reduction timing solenoid is one of 6 on/off solenoids, these being the shift solenoids A, B, C, low clutch solenoid, reduction timing solenoid and the 2-4 brake timing solenoid.

The on/off solenoids close the pressure circuit in response to current flow. Each solenoid has an internal coil. Current passes through coil and actuates the needle valve. The needle valve then opens and closes the fluid pressure circuits.

The solenoid is monitored by comparing the commanded to the actual condition of the solenoid. If the solenoid does not react to an on command on more than three occasions then a failure is registered. The state of the solenoid is checked by analyzing the voltage on the drive circuit at the time the solenoid engages. If the failure is detected on two consecutive drive cycles, the DTC is logged.

Scheme 75

Solenoid Ground Supply

All of the transmission solenoids are supplied with a common ground signal from the TCM. The ground signal is continually monitored by checking for small fluctuations in ground voltage as the solenoids switch on and off. If no fluctuation is detected on 7 occasions (during solenoid activation/deactivation) then a ground circuit failure is registered. If the failure is detected on two consecutive drive cycles, the DTC is logged.

Scheme 76

Transmission System Mechanical

The objective behind gear monitoring is to detect non-electrical errors that are caused by slipping clutches or by the mechanical failure of actuators. When the transmission is not shifting, verification checks are check the OSS in relation to the ISS. Failure results in a default gear being selected. When the TCM detects that both the OSS and ISS are above the thresholds required for the transmission to shift and the transmission is not shifting, the differences in speeds of the shafts (input and output) are calculated and a transmission slip speed calculated (taking into account the current gear). If the slip speed exceeds the threshold then a failure judgement is made. If the failure is detected on two consecutive drive cycles, the DTC is logged.

Scheme 77

Shift Linkage Check

Hydraulic leakage at the manual control valve can cause delay in engagements and/or slipping while operating if the linkage is not correctly adjusted; refer to SELECTOR LEVER CABLE ADJUSTMENT .

Scheme 78

Scheme 79

Scheme 80

A1 - Check The Low Clutch Timing Solenoid Ground Circuit

YES: GO to step A3 - Check The Low Clutch Timing Solenoid Ground Wire For Continuity .

NO: GO to next step.

A2 - Check The Low Clutch Timing Solenoid Resistance

YES: GO to next step.

NO: INSTALL a new timing solenoid. CLEAR the DTC. TEST the system for normal operation.

A3 - Check The Low Clutch Timing Solenoid Ground Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: No additional diagnostic information available from manufacturer if DTC P1745 is still present. Repeat test as necessary.

A4 - Check The Low Clutch Timing Solenoid Signal Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: No additional diagnostic information available from manufacturer if DTC P1745 is still present. Repeat test as necessary.

B1 - Check The Reduction Timing Solenoid Ground Circuit

YES: Go to step B3 - Check The Reduction Timing Solenoid Ground Wire For Continuity .

NO: Go to next step.

B2 - Check The Reduction Timing Solenoid Resistance

YES: Go to next step.

NO: INSTALL a new timing solenoid. CLEAR the DTC. TEST the system for normal operation.

B3 - Check The Reduction Timing Solenoid Ground Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: No additional diagnostic information available from manufacturer if DTC P1746 is still present. Repeat test as necessary.

B4 - Check The Reduction Timing Solenoid Signal Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: No additional diagnostic information available from manufacturer if DTC P1746 is still present. Repeat test as necessary.

C1 - Check The 2/4 Brake Timing Solenoid Ground Circuit

YES: Go to step C3 - Check The 2/4 Brake Timing Solenoid Ground Wire For Continuity .

NO: Go to next step.

C2 - Check The 2/4 Brake Timing Solenoid Resistance

YES: Go to next step.

NO: INSTALL a new timing solenoid. CLEAR the DTC. TEST the system for normal operation.

C3 - Check The 2/4 Brake Timing Solenoid Ground Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: No additional diagnostic information available from manufacturer if DTC P1747 is still present. Repeat test as necessary.

C4 - Check The 2/4 Brake Timing Solenoid Signal Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: No additional diagnostic information available from manufacturer if DTC P1747 is still present. Repeat test as necessary.

D1 - Check Transmission Range Sensor Continuity In Park

YES: Go to next step.

NO: Perform TRANSMISSION RANGE (TR) SENSOR ADJUSTMENT procedure. Recheck the circuit. If still open circuit, INSTALL a new TRANSMISSION RANGE (TR) SENSOR . CLEAR the DTC. TEST the system for normal operation.

D2 - Check Transmission Range Sensor Continuity In Reverse

YES: Go to next step.

NO: Perform TRANSMISSION RANGE (TR) SENSOR ADJUSTMENT procedure. Recheck the circuit. If still open circuit, INSTALL a new TRANSMISSION RANGE (TR) SENSOR . CLEAR the DTC. TEST the system for normal operation.

D3 - Check Transmission Range Sensor Continuity In Neutral

YES: Go to next step.

NO: Perform TRANSMISSION RANGE (TR) SENSOR ADJUSTMENT procedure. Recheck the circuit. If still open circuit, INSTALL a new TRANSMISSION RANGE (TR) SENSOR . CLEAR the DTC. TEST the system for normal operation.

D4 - Check Transmission Range Sensor Continuity In D

YES: Go to next step.

NO: Perform TRANSMISSION RANGE (TR) SENSOR ADJUSTMENT procedure. Recheck the circuit. If still open circuit, INSTALL a new TRANSMISSION RANGE (TR) SENSOR . CLEAR the DTC. TEST the system for normal operation.

D5 - Check Transmission Range Sensor Continuity In 2 (To VIN D15361)

YES: Go to next step.

NO: Perform TRANSMISSION RANGE (TR) SENSOR ADJUSTMENT procedure. Recheck the circuit. If still open circuit, INSTALL a new TRANSMISSION RANGE (TR) SENSOR . CLEAR the DTC. TEST the system for normal operation.

D6 - Check Transmission Range Sensor Continuity In 3 (To VIN D15361)

YES: Go to next step.

NO: Perform TRANSMISSION RANGE (TR) SENSOR ADJUSTMENT procedure. Recheck the circuit. If still open circuit, INSTALL a new TRANSMISSION RANGE (TR) SENSOR . CLEAR the DTC. TEST the system for normal operation.

D7 - Check Transmission Range Sensor Ground Circuit

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

D8 - Check Transmission Range Sensor Park Signal Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

D9 - Check Transmission Range Sensor Reverse Signal Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

D10 - Check Transmission Range Sensor Neutral Signal Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

D11 - Check Transmission Range Sensor Drive Signal Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

D12 - Check Transmission Range Sensor 2 Signal Wire For Continuity (To VIN D15361)

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

D13 - Check Transmission Range Sensor 3 Signal Wire For Continuity (To VIN D15361)

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: INSTALL a new TRANSMISSION CONTROL MODULE (TCM) . CLEAR the DTC. TEST the system for normal operation.

E1 - Check Power Supply To The J-Gate

YES: REPAIR the circuit between IP14, pin 01 (WR) and the ignition switch (this circuit includes the central junction fuse box, ignition relay, and inertia switch). For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

E2 - Check Ground Supply To The J-Gate

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

E3 - Check D-4 Switch Signal Wire For High Resistance

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: INSTALL a new SELECTOR LEVER .

F1 - Check Transmission Control Module Ignition Switched Power Supply Circuit

YES: REPAIR the circuit between TCM electrical connector JB131, pin 36 (WU) and the battery power bus 1 (this circuit includes the TCM relay and power distribution fuse box). For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

F2 - Check Transmission Control Module Ignition Switched Power Supply Circuit

YES: REPAIR the circuit between JB131, pin 54 (WU) and the battery power bus 1 (this circuit includes the TCM relay and power distribution fuse box). For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: No additional diagnostic information available from manufacturer if DTC P1793 is still present. Possible module failure, repeat test as necessary.

G1 - Check The Intermediate Speed Sensor Ground Circuit

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to step G3 - Check The Intermediate Speed Sensor Signal Wire For Continuity .

G2 - Check The Intermediate Speed Sensor Ground Circuit For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

G3 - Check The Intermediate Speed Sensor Signal Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

G4 - Check The Resistance Of The Intermediate Speed Sensor

YES: No additional diagnostic information available from manufacturer if DTC P0791 is still present. Possible module failure, repeat test as necessary.

NO: INSTALL a new transaxle. CLEAR the DTC. TEST the system for normal operation.

H1 - Check The Output Speed Sensor Ground Circuit

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: GO to step H3 - Check The Output Speed Sensor Signal Wire For Continuity .

H2 - Check The Output Speed Sensor Ground Circuit For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

H3 - Check The Output Speed Sensor Signal Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

H4 - Check The Resistance Of The Output Speed Sensor

YES: No additional diagnostic information available from manufacturer if DTC P0720 is still present. Possible module failure, repeat test as necessary.

NO: INSTALL a new transaxle. CLEAR the DTC. TEST the system for normal operation.

I1 - Check The Turbine Speed Sensor Ground Circuit

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to step I3 - Check The Turbine Speed Sensor Signal Wire For Continuity .

I2 - Check The Turbine Speed Sensor Ground Circuit For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

I3 - Check The Turbine Speed Sensor Signal Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

I4 - Check The Resistance Of The Output Speed Sensor

YES: No additional diagnostic information available from manufacturer if DTC P0715 is still present. Possible module failure, repeat test as necessary.

NO: INSTALL a new transaxle. CLEAR the DTC. TEST the system for normal operation.

J1 - Check The Oil Temperature Sensor Ground Circuit

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to step J3 - Check The Oil Temperature Sensor Signal Wire For Continuity .

J2 - Check The Oil Temperature Sensor Ground Circuit For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

J3 - Check The Oil Temperature Sensor Signal Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

J4 - Check The Oil Temperature Sensor Resistance

YES: No additional diagnostic information available from manufacturer if DTC P0710 is still present. Possible module failure, repeat test as necessary.

NO: INSTALL a new transaxle. CLEAR the DTC. TEST the system for normal operation.

K1 - Check The Shift Solenoid A Ground Circuit

YES: Go to step K3 - Check The Shift Solenoid A Ground Wire For Continuity .

NO: Go to next step.

K2 - Check The Shift Solenoid A Resistance

YES: Go to next step.

NO: INSTALL a new shift solenoid. Refer to SHIFT SOLENOIDS (SS) . CLEAR the DTC. TEST the system for normal operation.

K3 - Check The Shift Solenoid A Ground Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: No additional diagnostic information available from manufacturer if DTC P0753 is still present. Possible module failure, repeat test as necessary.

K4 - Check The Shift Solenoid A Signal Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: No additional diagnostic information available from manufacturer if DTC P0753 is still present. Possible module failure, repeat test as necessary.

L1 - Check The Shift Solenoid B Ground Circuit

YES: Go to step L3 - Check The Shift Solenoid B Ground Wire For Continuity .

NO: Go to next step.

L2 - Check The Shift Solenoid B Resistance

YES: Go to step L4 - Check The Shift Solenoid B Signal Wire For Continuity .

NO: INSTALL a new shift solenoid. Refer to SHIFT SOLENOIDS (SS) . CLEAR the DTC. TEST the system for normal operation.

L3 - Check The Shift Solenoid B Ground Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: No additional diagnostic information available from manufacturer if DTC P0758 is still present. Possible module failure, repeat test as necessary.

L4 - Check The Shift Solenoid B Signal Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: No additional diagnostic information available from manufacturer if DTC P0758 is still present. Possible module failure, repeat test as necessary.

M1 - Check The Shift Solenoid C Ground Circuit

YES: Go to step M3 - Check The Shift Solenoid C Ground Wire For Continuity .

NO: Go to next step.

M2 - Check The Shift Solenoid C Resistance

YES: Go to step M4 - Check The Shift Solenoid C Signal Wire For Continuity .

NO: INSTALL a new shift solenoid. Refer to SHIFT SOLENOIDS (SS) . CLEAR the DTC. TEST the system for normal operation.

M3 - Check The Shift Solenoid C Ground Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: No additional diagnostic information available from manufacturer if DTC P0763 is still present. Possible module failure, repeat test as necessary.

M4 - Check The Shift Solenoid C Signal Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: No additional diagnostic information available from manufacturer if DTC P0763 is still present. Possible module failure, repeat test as necessary.

O1 - Check The Line Pressure Control Solenoid Ground Circuit

YES: Go to step O3 - Check The Line Pressure Control Solenoid Ground Wire For Continuity .

NO: Go to next step.

O2 - Check The Line Pressure Control Solenoid Resistance

YES: Go to step O4 - Check The Line Pressure Control Solenoid Signal Wire For Continuity .

NO: INSTALL a new LPC solenoid. CLEAR the DTC. TEST the system for normal operation.

O3 - Check The Line Pressure Control Solenoid Ground Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: No additional diagnostic information available from manufacturer if DTC P0748 is still present. Possible module failure, repeat test as necessary.

O4 - Check The Line Pressure Control Solenoid Signal Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: No additional diagnostic information available from manufacturer if DTC P0748 is still present. Possible module failure, repeat test as necessary.

P1 - Check The 2/4 Brake Duty Pressure Control Solenoid Ground Circuit

YES: Go to step P3 - Check The 2/4 Brake Duty Pressure Control Solenoid Ground Wire For Continuity .

NO: Go to next step.

P2 - Check The 2/4 Brake Duty Pressure Control Solenoid Resistance

YES: INSTALL a new 2/4 brake duty pressure control solenoid. CLEAR the DTC. TEST the system for normal operation.

NO: GO to step P4 - Check The 2/4 Brake Duty Pressure Control Solenoid Signal Wire For Continuity .

P3 - Check The 2/4 Brake Duty Pressure Control Solenoid Ground Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: No additional diagnostic information available from manufacturer if DTC P0778 is still present. Possible module failure, repeat test as necessary.

P4 - Check The 2/4 Brake Duty Pressure Control Solenoid Signal Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: No additional diagnostic information available from manufacturer if DTC P0778 is still present. Possible module failure, repeat test as necessary.

Q1 - Check Control Valve Solenoid Ground Circuit

YES: Go to next step.

NO: No electrical fault in GROUND circuit. Possible internal fault. Recheck DTCs.

Q2 - Check Control Valve Solenoid Ground Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: No additional diagnostic information available from manufacturer if DTC P1710 is still present. Possible module failure, repeat test as necessary.

R1 - Check Transmission Range Sensor Continuity In D

YES: Go to next step.

NO: Perform TRANSMISSION RANGE (TR) SENSOR ADJUSTMENT procedure. Recheck the circuit. If still open circuit, INSTALL a new TRANSMISSION RANGE (TR) SENSOR . CLEAR the DTC. TEST the system for normal operation.

R2 - Check Transmission Range Sensor Drive Signal Wire For High Resistance

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

R3 - Check Power Supply To The J-Gate

YES: REPAIR the circuit between IP14, pin 01 (WR) and the ignition switch (this circuit includes the central junction fuse box, ignition relay, and inertia switch). For additional information, refer to the WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

R4 - Check Ground Supply To The J-Gate

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

R5 - Check J-Gate Signal Input Wires For Continuity (4 Range)

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

R6 - Check The J-Gate Signal Input Wires For Continuity (3 Range)

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

R7 - Check The J-Gate Signal Input Wires For Continuity (2 Range)

YES: Go to next step.

NO: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

R8 - J-Gate Signals Functionality

YES: No further action required.

NO: No additional diagnostic information available from manufacturer if DTC P0915 is still present. Possible module failure, repeat test as necessary.

S1 - Check The Intermediate Speed Sensor Ground Circuit

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

S2 - Check The Intermediate Speed Sensor Ground Circuit For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

S3 - Check The Intermediate Speed Sensor Signal Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to Pinpoint Test G, step G4 - Check The Resistance Of The Intermediate Speed Sensor .

S4 - Check The Resistance Of The Intermediate Speed Sensor

YES: No additional diagnostic information available from manufacturer if DTC P0791 (From VIN C79329) is still present. Possible module failure, repeat test as necessary.

NO: INSTALL a new transaxle. Refer to REMOVAL & INSTALLATION . CLEAR the DTC. TEST the system for normal operation.

T1 - Check The Output Speed Sensor Ground Circuit

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

T2 - Check The Output Speed Sensor Ground Circuit For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

T3 - Check The Output Speed Sensor Signal Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

T4 - Check The Resistance Of The Output Speed Sensor

YES: No additional diagnostic information available from manufacturer if DTC P0720 (From VIN C79329) is still present. Possible module failure, repeat test as necessary.

NO: INSTALL a new transaxle. Refer to REMOVAL & INSTALLATION . CLEAR the DTC. TEST the system for normal operation.

U1 - Check The Turbine Speed Sensor Ground Circuit

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

U2 - Check The Turbine Speed Sensor Ground Circuit For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

U3 - Check The Turbine Speed Sensor Signal Wire For Continuity

YES: REPAIR the high resistance circuit. For additional information, refer to WIRING DIAGRAMS . CLEAR the DTC. TEST the system for normal operation.

NO: Go to next step.

U4 - Check The Resistance Of The Output Speed Sensor

YES: No additional diagnostic information available from manufacturer if DTC P0715 (From VIN C79329) is still present. Possible module failure, repeat test as necessary.

NO: INSTALL a new transaxle. Refer to REMOVAL & INSTALLATION . CLEAR the DTC. TEST the system for normal operation.

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Scheme 121

Scheme 122

1. Remove the «BATTERY TRAY»(ref-173946-S20602155062005032400000) .
2. Remove the air cleaner. Remove the air cleaner cover fasteners and remove the air cleaner cover. Remove the air cleaner element. Remove the air cleaner box retaining screws and disconnect the air cleaner inlet pipe. Remove the air cleaner box from the mounting grommet and remove air cleaner box from vehicle.
3. Loosen the left-hand shock absorber and spring assembly securing nuts.
4. Remove the transfer case. Refer to «REMOVAL & INSTALLATION»(ref-173971-S37202661102005032500000) .
5. Support the power steering fluid pipe.
6. Using the special tools, detach the left half-shaft.
7. Support the left-hand half-shaft.
8. Remove and discard the half-shaft snap ring.
9. Using the special tool, remove the half-shaft seal.
10. Remove the torque converter retaining bolts access cover.
11. Remove the torque converter retaining bolts.
12. Using the special tool, detach the transaxle fluid cooler tubes. Install the special tool to the transaxle fluid cooler tube. Using the special tool, detach the transaxle fluid cooler tube.
13. Disconnect the transaxle electrical connectors.
14. Lower the vehicle.
15. Detach the generator wiring harness retaining clip from the camshaft cover retaining clip.
16. Remove the air cleaner mount bracket.
17. Install the engine support bracket.
18. Detach the Positive Crankcase Ventilation (PCV) hose from the intake manifold.
19. Detach the electrical connector from the intake manifold support bracket.
20. Remove the intake manifold support bracket.
21. Detach the wiring harness from the camshaft cover retaining stud.
22. Install the engine support bracket.
23. Install the engine support bracket. Adjust the engine support bracket to support the weight of the powertrain assembly.
24. Remove the support bar retaining bolts.
25. Remove the support insulator bar.
26. Install the support insulator retaining nut.
27. Detach the starter motor solenoid cover.
28. Detach the starter motor electrical connector.
29. Detach the starter motor solenoid electrical connector.
30. Remove the support bar mount bracket/transaxle upper retaining bolt.
31. Remove the support bar mount bracket. Remove the stater motor front retaining bolt.
32. Remove the starter motor.
33. Detach the transaxle ground lead.
34. Remove the transaxle retaining bolts.
35. Remove the transaxle mount bracket securing bolts.
36. Raise the vehicle.
37. Remove the transaxle retaining nut.
38. Remove the transaxle retaining bolts.
39. Align the powertrain assembly jack to the transaxle. Secure the transaxle to the powertrain assembly jack.
40. Remove the transaxle retaining bolt.
41. Remove the transaxle retaining bolt Remove the transaxle dust cover.
42. Remove the transaxle dust cover.
43. Remove the transaxle retaining bolt.
44. Remove the transaxle. Detach the transaxle from the drive plate. Lower the powertrain assembly jack and transaxle assembly.

2002

Refer to TRANSMISSION in WIRING DIAGRAMS article.

2003

Refer to TRANSMISSION in WIRING DIAGRAMS article.

2004

Refer to TRANSMISSION in WIRING DIAGRAMS article.

2005

Refer to TRANSMISSION in WIRING DIAGRAMS article.