PRECAUTION
Note. When disconnecting the negative (-) battery cable, initialize the following systems after the cable is reconnected. System See procedure Smart Access System with Push button Start (Door Lock) Refer to INITIALIZATION Some systems need to be initialized after reconnecting the negative (-) battery terminal. Refer to INITIALIZATION . If automatic transaxle parts are replaced, perform the following as necessary referring to the table below: Registration of the transaxle compensation code. Refer to REGISTRATION . Initialization of the transaxle compensation code. Refer to INITIALIZATION . Road test. Refer to INITIALIZATION . Reset Memory (learned values). Refer to INITIALIZATION . PARTS REPLACEMENT COMPENSATION TABLE Replaced Part Transaxle Compensation Code Road Test Reset Memory (Learned Values) Automatic Transaxle Assembly Input Necessary Reset Valve Body Assembly Initialize Necessary Reset Shift Solenoid Valve SL1 and/or SL2 - Necessary - Shift Solenoid Valve SL3 and/or SL4 Initialize Necessary Reset TCM (If possible, read the transaxle compensation code from the previous TCM) Possible Input (Into the new TCM) Necessary Reset Impossible Initialize Necessary Reset Reset Memory cannot be completed by only disconnecting and reconnecting the cable to the negative (-) battery terminal. REMOVAL AND INSTALLATION PROCEDURE PRECAUTIONS The automatic transaxle is composed of highly precision-finished parts which need careful inspection before reassembly. Even a small nick could cause fluid leakage or affect transmission performance. The instructions here are organized so that you work on only one component group at a time. This will help avoid confusion caused by similar-looking parts of different sub-assemblies being on your workbench at the same time. The component groups are inspected and repaired from the converter housing side. Complete as much of the inspection, repair and reassembly as possible before proceeding to the next component group. If a defect is found in a certain component group during reassembly, inspect and repair this group immediately. If a component group cannot be assembled because some parts are being ordered, be sure to keep all parts of the group in a separate container while proceeding with disassembly, inspection, repair and reassembly of other component groups. Recommended: Toyota Genuine ATF WS All disassembled parts should be washed clean and any fluid passages and holes should be blown through with compressed air. Dry all parts with compressed air. Never use a shop rag or a piece of cloth to dry them. When using compressed air, always aim away from yourself to prevent accidentally spraying ATF or kerosene in your face. Only recommended automatic transmission fluid or kerosene should be used for cleaning. After cleaning, the parts should be arranged in the correct order for efficient inspection, repair, and reassembly. When disassembling a valve body, be sure to match each valve together with its corresponding spring. New discs for the brakes and clutches must be soaked in ATF for at least 15 minutes before reassembly. All oil seal rings, clutch discs, clutch plates, rotating parts, and sliding surfaces should be coated with ATF prior to reassembly. All gaskets, seals, and rubber O-rings should be replaced with new ones. Do not apply adhesive cements to gaskets and similar parts. Make sure that the ends of a snap ring are not aligned with one of the cutouts and that the snap ring is installed in the groove correctly. When replacing a worn bushing, the sub-assembly containing the bushing must also be replaced. Check thrust bearings and races for wear or damage. If they are damaged, replace them. When working with FIPG material, you must observe the following: Using a razor blade and a gasket scraper, remove all the old packing (FIPG) material from the gasket surface. Thoroughly clean all components to remove any loose material. Clean both sealing surfaces with a non-residue solvent. Parts must be reassembled within 10 minutes of application. Otherwise, the packing (FIPG) material must be removed and reapplied.
DEFINITION OF TERMS
| Term | Definition |
|---|---|
| Monitor description | Description of what the TCM monitors and how it detects malfunctions (monitoring purpose and its details). |
| Related DTCs | Diagnostic code |
| Typical enabling condition | Preconditions that allow the TCM to detect malfunctions. With all preconditions satisfied, the TCM 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 malfunction. While another sensor is being monitored, the next sensor or component will not be monitored until the previous monitoring has concluded. |
| Required sensor/components | The sensors and components that are used by the TCM to detect malfunctions. |
| Frequency of operation | The number of times that the TCM checks for malfunctions per driving cycle. "Once per driving cycle" means that the TCM detects malfunction only one time during a single driving cycle. "Continuous" means that the TCM detects malfunction every time when the enabling conditions are met. |
| Duration | The minimum time that the TCM 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 TCM 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 TCM illuminates MIL the instant the TCM determines that there is a malfunction. "2 driving cycle" means that the TCM illuminates MIL if the same malfunction is detected again in the 2nd driving cycle. |
| Component operating range | Normal operation range of sensors and solenoids under normal driving conditions. Use these ranges as a reference. They cannot be used to judge if a sensor or solenoid is defective. |
Scheme 45
SYSTEM DIAGRAM
The configuration of the electronic control system in the U660E automatic transaxle is as shown in the following chart.
Scheme 46
Scheme 47
Scheme 48
MECHANICAL SYSTEM TESTS
- PERFORM MECHANICAL SYSTEM TESTS 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 position. NOTE: The driving test should be done on a paved road (a non-skid road). Perform the test at the normal operating ATF (Automatic Transmission Fluid) temperature: 50 to 80°C (122 to 176°F). Do not continuously run this test for longer than 5 seconds. To ensure safety, perform 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 conditions of wheels or wheel stoppers from a safe location outside the vehicle while the other is doing the test. Chock the 4 wheels. Connect Techstream to the DLC3. Fully apply the parking brake. Keep your left foot pressed firmly on the brake pedal. Start the engine. Using Techstream, shift into the D position and hold 3rd gear using active test. Press all the way down on the accelerator pedal with your right foot. Quickly read the stall speed at this time. Standard value Stall Speed 2680 rpm + 200 rpm - 430 rpm EVALUATION: Problem Possible cause (a) Stall engine speed is low in D position Engine power output may be insufficient Stator one-way clutch is 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 engine speed is high in D position Line pressure is too low Clutch No. 1 (C 1 ) slipping One-way clutch (F 1 ) is not operating properly Improper fluid level Measure the time lag. 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 clutches and brakes. NOTE: Perform the test at the normal operating ATF (Automatic Transmission Fluid) temperature: 50 to 80°C (122 to 176°F). Be sure to allow 1 minute interval between tests. Perform the test three times and measure the time lags. Calculate the average value of the three time lags. Connect Techstream to the DLC3. Fully apply the parking brake. Start and warm up the engine and check idle speed. Idle speed approx. 650 rpm (In N position and A/C OFF) Shift the 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. Time lag N to D less than 1.2 seconds In the same way, measure the time lag for N to R. Time lag N to R less than 1.5 seconds EVALUATION (IF N TO D OR N TO R TIME LAG IS LONGER THAN THE SPECIFIED TIME): Problem Possible cause N to D time lag is longer Line pressure is too low Clutch No. 1 (C 1 ) is worn One-way clutch (F 1 ) is not operating properly N to R time lag is longer Line pressure is too low Brake No. 2 (B 2 ) is worn Brake No. 3 (B 3 ) is worn
Scheme 49
Scheme 50
- PERFORM HYDRAULIC TEST Measure the line pressure. WARNING: The line pressure test should always be carried out with at least 2 people. One person should observe the condition of wheels and wheel chocks while the other is performing the test. NOTE: Perform a test at the normal operating Automatic Transmission Fluid (ATF) temperature: 50 to 80°C (122 to 176°F) Be careful to prevent the SST hose from interfering with the exhaust pipe. This check must be conducted after checking and confirming that the engine is normal. Perform the test with the A/C off. Do not perform the stall test for longer than 5 seconds. Warm up the Automatic Transmission Fluid (ATF). Lift the vehicle up. Remove the engine under cover. Remove the test plug on the transaxle case front left side and install the SST. SST: 09992-00095 09992-00231 09992-00271 Lower the vehicle. Fully apply the parking brake and chock the 4 wheels. Connect Techstream to the DLC3. Start the engine. Enter the following menus: Powertrain / ECT / Active Test / Control the Shift Position. Move the shift lever to D, and then use the Techstream to hold 3rd gear using Active Test. Measure the line pressure while the engine is idling. SPECIFIED LINE PRESSURE Condition D Position kPa (kgf/cm 2 , psi) Idling 360 to 430 kPa (3.7 to 4.4 kgf/cm 2 , 52 to 62 psi) Turn the engine switch off. Disconnect the connector of the TCM. HINT: Disconnect the connector only when performing the D position stall test. Start the engine. Firmly depress the brake pedal, move the shift lever to D, depress the accelerator pedal all the way down, and check the line pressure while the stall test is performed. SPECIFIED LINE PRESSURE Condition D Position kPa (kgf/cm 2 , psi) Stall test 1160 to 1350 kPa (11.8 to 13.8 kgf/cm 2 , 168 to 196 psi) Turn the engine switch off. Connect the TCM connector, depress the brake pedal firmly, move the shift lever to R, and check that the line pressure while the engine is idling and during the stall test. SPECIFIED LINE PRESSURE Condition R Position kPa (kgf/cm 2 , psi) Idling 800 to 950 kPa (8.2 to 9.7 kgf/cm 2 , 116 to 138 psi) Stall test 1900 to 2200 kPa (19.4 to 22.4 kgf/cm 2 , 276 to 319 psi) Remove the SST, install the test plug. Clear the DTCs. EVALUATION Test Result Possible Cause Measured values are higher than the specified value in all positions Shift solenoid valve (SLT) defective Regulator valve defective Measured values are lower than the specified value in all positions Shift solenoid valve (SLT) defective Regulator valve defective Oil pump defective Pressure is low in D only D position circuit fluid leak Clutch No. 1 (C 1 ) defective Pressure is low in R only R position circuit fluid leak Brake No. 2 (B 2 ) defective Brake No. 3 (B 3 ) defective
REGISTRATION
Note. When the automatic transaxle is replaced, the transaxle compensation code must be input into the TCM (proceed to Procedure 1 below). After the automatic transaxle is reinstalled, the Quick Response (QR) code label will be positioned where the code cannot be read. Therefore, before reinstalling the automatic transaxle, record the transaxle compensation codes or input them in Techstream. When the TCM is replaced, the existing transaxle compensation codes must be input into the new TCM (proceed to Procedure 2 below).
Scheme 51
- INPUT TRANSAXLE COMPENSATION CODE INTO TCM (Procedure 1) NOTE: Transaxle compensation codes are unique, 60-digit alphanumeric values printed on the QR label. If an incorrect transaxle compensation code is input into the TCM, shift shock may occur. Record the transaxle compensation code specified on the QR label. HINT: The transaxle compensation code is imprinted on the QR label. Shift the shift lever to the N or P position. Connect Techstream to the DLC3. Turn the engine switch on (IG). Turn the tester on. NOTE: Do not start the engine. Enter the menu items in this order: Powertrain / ECT / Utility / A/T Code Registration. Select "Set Compensation Code". Register the compensation code. Press "Input". Manually input the transaxle compensation code. The code is a 60-digit alphanumeric value printed on the QR label. After inputting the code, press "OK". Check that the compensation code displayed on the screen is correct by comparing it with the 60-digit alphanumeric value on the QR label. NOTE: If an incorrect transaxle compensation code is input into the TCM, shift shock will occur. Press "NEXT" to set the compensation code to the TCM. HINT: If the registration process fails, the compensation code may be incorrect. Check the compensation code again. If the attempted compensation code is correct, a problem with the wire harness or a bad connection with the DLC3 may cause a registration failure. Check the wire harness and the DLC3 connection. If no problem is found, the TCM may be malfunctioning. Check the TCM and repeat this operation. Press "EXIT".
- TRANSFER TRANSAXLE COMPENSATION CODE (Procedure 2) NOTE: Transaxle compensation codes are 60-digit alphanumeric values imprinted on the QR label. If an incorrect transaxle compensation code is input into the TCM, shift shock may occur. HINT: The following operation is available for use with TCMs that can transmit the registered transaxle compensation code to Techstream. Shift the shift lever to the N or P position. Connect Techstream to the DLC3. Turn the engine switch on (IG). Turn the tester on. NOTE: Do not start the engine. HINT: The transaxle compensation code is imprinted on the QR label. Read the transaxle compensation code. Enter the menu items in this order: Powertrain / ECT / Utility / A/T Code Registration. Select "Read Compensation Code". Press "Save". Press "Save" or "Overwrite". HINT: Press "Overwrite". NOTE: Do not use the code specified on the transaxle QR label even if the transmission compensation code cannot be read using Techstream. The code printed on an in-service transaxle may not match its current characteristics. Replace the TCM with a new one and perform a road test to allow the TCM to learn. Press "EXIT". Turn the engine switch off. Replace the TCM. Set the transaxle compensation code. Turn the engine switch on (IG). Turn the tester on. Enter the menu items in this order: Powertrain / ECT / Utility / A/T Code Registration. Select "Set Compensation Code". Press "Open". Press "Open" again to proceed. Press "Exit".
INITIALIZATION
- RESET TRANSAXLE COMPENSATION CODE NOTE: If the following parts have been replaced, initialize the TCM and perform the following "Reset Memory" and "Perform Road Test to Allow TCM to learn" steps. - Valve body assembly - Shift solenoid valve SL3 - Shift solenoid valve SL4 - TCM The transaxle compensation code can only be initialize with the Techstream. HINT: The TCM memorizes the condition that the ECT controls the automatic transaxle assembly according to those characteristics. Therefore, when the automatic transaxle assembly, or TCM has been replaced, it is necessary to reset the memory so that the TCM can memorize the new information. Reset procedure is as follows: Move the shift lever to N or P. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / ECT / Utility / A/T Code Reset. Press "Next" again to proceed. NOTE: After the transaxle compensation code is initialized, perform the following "Reset Memory" and "Perform Road Test to Allow TCM to learn" steps. Press "Exit".
- PERFORM ROAD TEST TO ALLOW TCM TO LEARN NOTE: Perform the following procedures while strictly observing all traffic laws and speed limits. Warm up the engine. From a standstill, achieve highest possible speed with the accelerator pedal opened 15% or less. Keep the accelerator pedal angle steady while driving the vehicle. Repeat the previous step until shift shock no longer occurs. From a standstill, achieve highest possible speed with the accelerator pedal opened 25% or more. Keep the accelerator pedal angle steady while driving the vehicle. Repeat the previous step until shift shock no longer occurs.
- RESET MEMORY NOTE: The RESET MEMORY can be performed only with Techstream. HINT: The TCM (ECT) memorizes the vehicle conditions when controlling the automatic transaxle assembly and engine assembly. Therefore, when the automatic transaxle assembly, valve body assembly, shift solenoid valve SL3, shift solenoid valve SL4, or TCM has been replaced, it is necessary to reset the memory so that the TCM can memorize the new information. Reset procedure is as follows: Turn the engine switch off. Connect Techstream to the DLC3. Turn the engine switch on (IG). Turn Techstream main switch on. Select the following items: "Powertrain / ECT / Utility / Reset Memory". Then, press "Next". NOTE: After performing Reset Memory, be sure to perform "Perform Road Test to Allow TCM to Learn" described earlier.
Scheme 52
- MONITOR DRIVE PATTERN FOR ECT TEST Perform this drive pattern as one method to simulate the detection conditions of the ECT malfunctions. (The DTCs may not be detected due to differences from the actual driving conditions. Some codes may not be detected using this drive pattern.) HINT: Preparation for driving Warm up the engine sufficiently. (Engine coolant temperature should be 60°C (140°F) or higher.) Drive the vehicle when the atmospheric temperature is -10°C (14°F) or higher. (Malfunction may not be detected when the atmospheric temperature is less than -10°C (14°F).) Notice on driving Drive the vehicle through all gears. Stop to 1st to 2nd to 3rd to 4th to 5th to 6th (lock-up ON). Confirm engine braking using the S position. While driving in the 6 (S) position and 6th gear lock-up, shift to the "-" position to down-shift from 6th to 5th, 5th to 4th, 4th to 3rd, 3rd to 2nd, 2nd to 1st. Check that proper engine braking occurs whenever down-shift takes place. Repeat the above driving pattern three times or more. NOTE: The monitor status can be checked using Techstream. When using Techstream, monitor status can be found in "Powertrain / ECT / Data List". In the event that the drive pattern must be interrupted (possibly due to traffic conditions or other factors), the drive pattern can be resumed and, in most cases, the monitor can be completed. Perform this drive pattern on a road with the fewest hills possible and strictly observe the posted speed limits and traffic laws while driving. HINT: *1: Drive the vehicle at a sufficient speed in the uppermost gear, to allow lock-up to engage. The vehicle can be driven at a speed lower than that in the above diagram under the lock-up condition. NOTE: It is necessary to drive the vehicle for approximately 30 minutes to detect DTC P0711 (ATF temperature sensor malfunction).
FAIL-SAFE CHART
- Fail-safe This function minimizes the loss of operation when any abnormality occurs in a sensor or solenoid. FAIL-SAFE CONTROL LIST Malfunction Part Function Input Turbine Speed Sensor Shifting to only either the 1st or 3rd gear is allowed. Counter Gear Speed Sensor The counter gear speed is determined based on the signals from the skid control ECU (speed sensor signals). Shifting between 1st to 4th gears is allowed. ATF Temp. Sensor Shifting between 1st to 4th gears is allowed. TCM Power Supply (Voltage is Low) When the vehicle is being driven in 6th gear, the transaxle is fixed in 6th gear. When being driven in any of the 1st to 5th gears, the transaxle is fixed in 5th gear. CAN Communication Shifting to only either 1st or 3rd gear is allowed. Knock Sensor Shifting between 1st to 4th gear is allowed. Solenoid Valve SL1, SL2, SL3 and SL4 The current to the failed solenoid valve is cut off and operating the other solenoid valves with normal operation performs shift control. (Shift controls in fail-safe mode are described in the table below. For details, refer to «FAIL-SAFE CONTROL CHART»(ref-396631-S26690302062011050900000) ). SOLENOID VALVE OPERATION WHEN NORMAL: Gear Position 1st 2nd 3rd 4th 5th 6th Solenoid SL1 ON ON ON ON OFF OFF SL2 OFF OFF OFF ON ON ON SL3 OFF ON OFF OFF OFF ON SL4 OFF OFF ON OFF ON OFF FAIL-SAFE CONTROL CHART Gear Position in Normal Operation 1st 2nd 3rd 4th 5th 6th SL1 ON Malfunction (without Fail-safe Control) *1 1st 2nd 3rd 4th 4th 4th OFF Malfunction (without Fail-safe Control) 1st to N 2nd to N 3rd to N 4th to N 5th 6th Fail-safe Control during OFF Malfunction Fixed in 3rd or 5th Fail-safe Control during OFF Malfunction (ATF Pressure Switches 1 and 2 Malfunctions) Fixed in 3rd or 5th SL2 ON Malfunction (without Fail-safe Control) *1 1st to 4th 2nd to 4th 3rd to 4th 4th 5th 6th OFF Malfunction (without Fail-safe Control) 1st 2nd 3rd 4th to 1st 5th to N 6th to N Fail-safe Control during OFF malfunction 1st 2nd 3rd 3rd 3rd 3rd Fail-safe Control during OFF Malfunction (ATF Pressure Switches 1 and 2 Malfunctions) Fixed in 2nd or 3rd SL3 ON Malfunction (without Fail-safe Control) *1 1st to 2nd 2nd 3rd 4th 5th 6th OFF Malfunction (without Fail-safe Control) 1st 2nd to 1st 3rd 4th 5th 6th to N Fail-safe Control during OFF malfunction 1st 3rd 3rd 4th 5th 5th Fail-safe Control during OFF Malfunction (ATF Pressure Switches 1 and 2 Malfunctions) Fixed in 3rd SL4 ON Malfunction (without Fail-safe Control) *1 3rd 3rd 3rd 4th 5th 5th OFF Malfunction (without Fail-safe Control) 1st 2nd 3rd to 1st 4th 5th to N 6th Fail-safe Control during OFF malfunction 1st *2 2nd *2 4th *2 4th *2 6th 6th Fail-safe Control during OFF Malfunction (ATF Pressure Switches 1 and 2 Malfunctions) Fixed in 2nd *1 : Fail-safe control is not actuated when the ON malfunction occurs. *2 : Shifting to 5th and 6th gears is prohibited.