PRECAUTION
Note. When the negative (-) battery cable is disconnected, initialize the following systems after the cable is reconnected. System Name See procedure Intuitive Parking Assist System Refer to INITIALIZATION Theft Deterrent System Variable Gear Ratio Steering System Perform the RESET MEMORY (A/T initialization) when replacing the automatic transmission assembly, engine assembly or ECM . Refer to INITIALIZATION . Perform the REGISTRATION (VIN registration) when replacing the ECM Refer to REGISTRATION .
HINT
RESET MEMORY cannot be completed by only disconnecting the battery cable.
- REMOVAL AND INSTALLATION PROCEDURE PRECAUTIONS The automatic transmission is composed of highly precision-finished parts which need careful inspection before reassembly. Even a small nick could cause fluid leakage or affect the 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 the inspection, repair and reassembly before proceeding to the next component group as much as possible. 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. Use of Toyota Genuine ATF WS is recommended. 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 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. New discs for the brakes and clutches that are to be used for replacement 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 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 are 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. Replace them as necessary. 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 ECM monitors and how it detects malfunctions (monitoring purpose and its details). |
| Related DTCs | Group of diagnostic trouble codes that are output by ECM based on same malfunction detection logic. |
| Typical enabling condition | Preconditions that allow the ECM to detect malfunctions. With all preconditions satisfied, the ECM sets the DTC when the monitored value(s) exceeds the malfunction threshold(s). |
| Sequence of operation | The priority order that is applied to monitoring, if multiple sensors and components are used to detect the 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 ECM to detect malfunctions. |
| Frequency of operation | The number of times that the ECM checks for malfunctions per driving cycle. "Once per driving cycle" means that the ECM detects malfunction only one time during a single driving cycle. "Continuous" means that the ECM detects malfunction every time when enabling condition is met. |
| Duration | The minimum time that the ECM must sense a continuous deviation in the monitored value(s) before setting a DTC. This timing begins after the "typical enabling conditions" are met. |
| Malfunction thresholds | Beyond this value, the ECM will conclude that there is a malfunction and set a DTC. |
| MIL operation | MIL illumination timing after a defect is detected. "Immediately" means that the ECM illuminates MIL the instant the ECM determines that there is a malfunction. "2 driving cycle" means that the ECM illuminates MIL if the same malfunction is detected again in the 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 or not. |
Scheme 735
Scheme 736
SYSTEM DIAGRAM
The configuration of the electronic control system in the A760E automatic transmission is as shown in the following chart.
Scheme 737
Scheme 738
Scheme 739
Scheme 740
MECHANICAL SYSTEM TESTS
- PERFORM MECHANICAL SYSTEM TESTS Measure the stall speed. The object of this test is to check the overall performance of the transmission and engine by measuring the stall speeds in the D position. NOTE: Driving test should be done on a paved road (a nonskid 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, do this test in a wide, clear level area which provides good traction. The stall test should always be carried out in pairs. One technician should observe the conditions of wheels or wheel stoppers 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. Shift into the D position. Press all the way down on the accelerator pedal with your right foot. Quickly read the stall speed at this time. Stall speed 2490 +-150 rpm Evaluation: Problem Possible cause (a) Stall engine speed is low in D position Engine power output may be insufficient Stator one-way clutch not operating properly HINT: If the value is less than the specified value by 600 rpm or more, the torque converter could be faulty. (b) Stall engine speed is high in D position Line pressure is too low Clutch No. 1 (C 1 ) slipping One-way clutch No. 3 (F 3 ) not operating properly One-way clutch No. 4 (F 4 ) 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 direct clutch, forward clutch, and 1st and reverse brake. NOTE: Perform the test at the normal operating ATF (Automatic Transmission Fluid) temperature: 50 to 80°C (122 to 176°F). Be sure to have 1 minute intervals 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. 700 rpm (In N position and A/C OFF) Shift the lever from 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 --> D less than 1.2 seconds In the same way, measure the time lag for N --> R. Time lag N --> R less than 1.5 seconds Evaluation (If N --> D or N --> R time lag is longer than the specified): Problem Possible cause N --> D time lag is longer Line pressure is too low Clutch No. 1 (C 1 ) worn One-way clutch No. 3 (F 3 ) not operating properly One-way clutch No. 4 (F 4 ) not operating properly N --> R time lag is longer Line pressure is too low Clutch No. 3 (C 3 ) worn Brake No. 4 (B 4 ) worn One-way clutch No. 1 (F 1 ) not operating properly
Scheme 741
- PERFORM HYDRAULIC TEST Measure the line pressure. NOTE: Perform the test at the normal operating ATF (Automatic Transmission Fluid) temperature: 50 to 80°C (122 to 176°F) The line pressure test should always be carried out in pairs. One technician should observe the conditions of wheels or wheel stoppers outside the vehicle while the other is performing the test. Be careful to prevent SST hose from interfering with the exhaust pipe. This check must be conducted after checking and adjusting engine. Perform with A/C OFF. When conducting stall test, do not continue more than 5 seconds. Warm up the ATF (Automatic Transmission Fluid). Lift the vehicle up. Remove the test plug on the transmission case center right side and connect SST. SST: 09992-00095 (09992-00231 ,09992-00271) Lower the vehicle. Fully apply the parking brake and chock the 4 wheels. Start the engine and check idling speed. Keep your left foot pressing firmly on the brake pedal and shift into D position. Measure the line pressure when the engine is idling. Fully depress the accelerator pedal with your right foot. Quickly read the highest line pressure when engine speed reaches stall speed. In the same manner, do the test in R position. Specified line pressure: Condition D position kPa (kgf / cm 2 , psi) R position kPa (kgf / cm 2 , psi) Idling 350 to 430 kPa (3.6 to 4.4 kgf/cm 2 , 51 to 62 psi) 490 to 600 kPa (5.0 to 6.1 kgf/cm 2 , 71 to 87 psi) Stall test 1290 to 1410 kPa (13.2 to 14.4 kgf/cm 2 , 187 to 205 psi) 1460 to 1670 kPa (14.9 to 17.0 kgf/cm 2 , 212 to 242 psi) Evaluation: Problem Possible cause If the measured values at all positions are higher Shift solenoid valve (SLT) defective Regulator valve defective If the measured values at all positions are lower Shift solenoid valve (SLT) defective Regulator valve defective Oil pump defective If pressure is low in the D position only D position circuit fluid leak Clutch No. 1 (C 1 ) defective If pressure is low in the R position only R position circuit fluid leak Clutch No. 3 (C 3 ) defective Brake No. 4 (B 4 ) defective
Scheme 742
- PERFORM MANUAL SHIFTING TEST HINT: With this test, it can be determined whether the trouble occurs in the electrical circuit or is a mechanical problem in the transmission. If any abnormalities are found in the following test, the problem is in the transmission itself. Disconnect the connector of the transmission wire. Drive with the transmission wire disconnected. Move the shift lever to each position to check whether the gear position changes as shown in the table below. Shift Position Shifting Condition P P R R D 4th Connect the connector of the transmission wire. Clear the DTC . Refer to «DTC CHECK / CLEAR»(ref-382733-S07354485122011012800000) .
INITIALIZATION
- RESET MEMORY NOTE: Perform the RESET MEMORY (A/T initialization) when replacing the automatic transmission assembly, engine assembly or ECM. The RESET MEMORY can be performed only with the Techstream. HINT: The ECM memorizes the vehicle conditions when the ECT controls the automatic transmission assembly and engine assembly. Therefore, when the automatic transmission assembly, engine assembly, or ECM has been replaced, it is necessary to reset the memory so that the ECM can memorize the new information. Reset procedure is as follows. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG) and push the Techstream main switch on. Select the item "Powertrain / Engine and ECT / Utility / Reset Memory. Then, press "Next". Perform the reset memory procedure from the main menu. WARNING: After performing the RESET MEMORY, be sure to perform the ROAD TEST . Refer to «ROAD TEST»(ref-382733-S38384565812011012800000) described earlier. HINT: The ECM learns through the ROAD TEST.
Scheme 743
- 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 the actual driving conditions. Also, some codes may not be detected through this drive pattern.) HINT: Preparation for driving Warm up the engine sufficiently. (Engine coolant temperature is 60°C (140°F) or higher) Drive the vehicle when the atmospheric temperature is -10°C (14°F) or higher. (Malfunction is not detected when the atmospheric temperature is less than -10°C (14°F)) Notice in driving Drive the vehicle through all gears. Stop --> 1st --> 2nd --> 3rd --> 4th --> 5th --> 6th --> 6th (lock-up ON). Perform engine brake test in the S position. While driving in the 6(S) position and 6th gear lock-up, shift into the "-" position and down-shift from 6th to 5th, 5th to 4th, 4th to 3rd, 3rd to 2nd, 2nd to 1st. Check that the engine brake operates properly whenever down-shift takes place. Repeat the above driving pattern three times or more. NOTE: The monitor status can be checked using the Techstream. When using the Techstream, monitor status can be found in the "Powertrain / Engine and 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 level road as much as possible and strictly observe the posted speed limits and traffic laws while driving. HINT: *1: Drive at such a speed in the uppermost gear, to engage lock-up. 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 CHART This function minimizes the loss of the ECT functions when any malfunction occurs in each sensor or solenoid. Malfunction Part Function DTC P0717: Input Speed Sensor (NT) During an input speed sensor malfunction, shift control is effected through the output speed sensor signal (SP2). During an input speed sensor malfunction, up-shift to the 5th and 6th, AI-SHIFT *1 and flex lock-up clutch control are prohibited. DTC P0500: Output Speed Sensor (SP2) During an output speed sensor malfunction, shift control is effected through the input speed sensor signal (NT). During an output speed sensor malfunction, up-shift to the 5th and 6th, AI-SHIFT *1 and flex lock-up clutch control are prohibited. DTC P0710, P0712, P0713: ATF Temperature Sensor During an ATF temperature sensor malfunction, up-shift to the 5th and 6th and flex lock-up clutch control are prohibited. Shift Solenoid Valve S1, S2, S3, S4 and SR The current to the failed solenoid valve is cut off and control is effected by operating the other solenoid valves. Shift control is effected depending on the failed solenoid as described in the table on the next procedure(s) . DTC P0748, P0778: Shift Solenoid Valve SL1 and SL2 During a solenoid valve SL1 or SL2 malfunction, up-shift to the 5th and 6th and flex lock-up clutch control are prohibited. DTC P2757, P2759: Shift Solenoid Valve SLU During a solenoid valve SLU malfunction, the current to the solenoid valve is stopped. This stops lock-up control and flex lock-up control, fuel economy decreases. DTC P02714, P2716: Shift Solenoid Valve SLT During a solenoid valve SLT malfunction, the current to the solenoid valve is stopped. This stops line pressure optimal control, the shift shock increases. However, shifting is effected through normal clutch pressure control. *1: AI (Artificial Intelligence) -SHIFT control In addition to the switching of the shift pattern through the pattern select switch, the AI-SHIFT control enables the ECM to estimate the road conditions and the driver's intention in order to automatically select the optimal shift pattern. Fail-safe operation for electronically malfunctioning shift solenoid valve (S1, S2, S3, S4 and SR): HINT: Fail-safe operation in the event of an electric system malfunction. Fail safe function: If either of the shift solenoid valve circuits has an open or short failure, the ECM turns the other shift solenoid "ON" and "OFF" in order to shift into the gear positions shown in the table below. In case of a short circuit, the ECM stops sending current to the short circuited solenoid. Even if staring the engine again in the fail-safe mode, the gear position remains in the same position. Fail-safe chart for electrical malfunction: Shift Lever Position Normal Gear Shift solenoid (ECM output) S1 S2 S3 S4 SR SL1 SL2 D, S6 1st OFF ON ON OFF ON OFF ON 2nd ON ON ON OFF ON OFF ON 3rd ON OFF ON OFF ON OFF ON 4th ON OFF OFF OFF ON OFF ON 5th ON OFF OFF ON OFF ON OFF 6th ON ON OFF ON OFF ON OFF S5 1st OFF ON ON OFF ON OFF ON 2nd ON ON ON OFF ON OFF ON 3rd ON OFF ON OFF ON OFF ON 4th ON OFF OFF OFF ON OFF ON 5th ON OFF OFF ON OFF ON OFF S4 1st OFF ON ON OFF ON OFF ON 2nd ON ON ON OFF ON OFF ON 3rd ON OFF ON OFF ON OFF ON 4th ON OFF OFF OFF ON OFF ON S3 1st OFF ON ON OFF ON OFF ON 2nd ON ON ON OFF ON OFF ON 3rd (E/B) ON OFF ON OFF ON OFF OFF S2 1st OFF ON ON OFF ON OFF ON 2nd (E/B) ON ON ON ON ON OFF OFF S1 1st (E/B) OFF ON ON OFF ON OFF OFF Shift Lever Position Shift Solenoid Valve S1 Electrical Malfunction (P0973, P0974) Gear *2 Shift solenoid (ECM output) S1 S2 S3 S4 SR SL1 SL2 D,S6 1st X ON ON OFF ON OFF ON 1st-->4th X ON-->OFF ON-->OFF OFF ON OFF ON 3rd-->4th X OFF ON-->OFF OFF ON OFF ON 4th X OFF OFF OFF ON OFF ON 5th X OFF OFF ON OFF ON OFF N-->5th X ON-->OFF OFF ON OFF ON OFF S5 1st X ON ON OFF ON OFF ON 1st-->4th X ON-->OFF ON-->OFF OFF ON OFF ON 3rd-->4th X OFF ON-->OFF OFF ON OFF ON 4th X OFF OFF OFF ON OFF ON 5th X OFF OFF ON OFF ON OFF S4 1st X ON ON OFF ON OFF ON 1st-->4th X ON-->OFF ON-->OFF OFF ON OFF ON 3rd-->4th X OFF ON-->OFF OFF ON OFF ON 4th X OFF OFF OFF ON OFF ON S3 1st X ON ON OFF ON OFF ON 1st-->4th X ON-->OFF ON-->OFF OFF ON OFF ON 3rd (E/B)-->4th X OFF ON-->OFF OFF ON OFF OFF-->ON S2 1st X ON ON OFF ON OFF ON 2nd (E/B)-->4th X ON-->OFF ON-->OFF ON-->OFF ON OFF OFF-->ON S1 1st (E/B) X ON ON OFF ON OFF OFF HINT: *2: Actual gear shift (gear position) under fail-safe operation. X: OFF (the ECM stops sending current to a malfunctioning solenoid valve) -->: Condition in the electrical malfunction is shown on the left of "-->". Condition in the fail-safe mode is shown on the right of "-->". (E/B): Engine brake Shift Lever Position Shift solenoid Valve S2 Electrical Malfunction (P0976, P0977) Gear *2 Shift solenoid (ECM output) S1 S2 S3 S4 SR SL1 SL2 D,S6 3rd OFF-->ON X ON OFF ON OFF ON 3rd ON X ON OFF ON OFF ON 3rd ON X ON OFF ON OFF ON 4th ON X OFF OFF ON OFF ON 5th ON X OFF ON OFF ON OFF 5th ON X OFF ON OFF ON OFF S5 3rd OFF-->ON X ON OFF ON OFF ON 3rd ON X ON OFF ON OFF ON 3rd ON X ON OFF ON OFF ON 4th ON X OFF OFF ON OFF ON 5th ON X OFF ON OFF ON OFF S4 3rd OFF-->ON X ON OFF ON OFF ON 3rd ON X ON OFF ON OFF ON 3rd ON X ON OFF ON OFF ON 4th ON X OFF OFF ON OFF ON S3 3rd-->3rd (E/B) OFF-->ON X ON OFF ON OFF ON-->OFF 3rd-->3rd (E/B) ON X ON OFF ON OFF ON-->OFF 3rd (E/B) ON X ON OFF ON OFF OFF S2 3rd-->3rd (E/B) OFF-->ON X ON OFF ON OFF ON-->OFF 3rd (E/B) ON X ON ON-->OFF ON OFF OFF S1 3rd (E/B) OFF-->ON X ON OFF ON OFF OFF HINT: *2: Actual gear shift (gear position) under fail-safe operation. X: OFF (the ECM stops sending current to a malfunctioning solenoid valve) -->: Condition in the electrical malfunction is shown on the left of "-->". Condition in the fail-safe mode is shown on the right of "-->". (E/B): Engine brake Shift Lever Position Shift solenoid Valve S3 Electrical Malfunction (P0979, P0980) Gear *2 Shift solenoid (ECM output) S1 S2 S3 S4 SR SL1 SL2 D,S6 3rd OFF ON X OFF ON OFF ON 4th ON ON-->OFF X OFF ON OFF ON 4th ON OFF X OFF ON OFF ON 4th ON OFF X OFF ON OFF ON 5th ON OFF X ON OFF ON OFF 6th ON ON X ON OFF ON OFF S5 3rd OFF ON X OFF ON OFF ON 4th ON ON-->OFF X OFF ON OFF ON 4th ON OFF X OFF ON OFF ON 4th ON OFF X OFF ON OFF ON 5th ON OFF X ON OFF ON OFF S4 3rd OFF ON X OFF ON OFF ON 4th ON ON-->OFF X OFF ON OFF ON 4th ON OFF X OFF ON OFF ON 4th ON OFF X OFF ON OFF ON S3 3rd OFF ON X OFF ON OFF ON 4th ON ON-->OFF X OFF ON OFF ON 4th ON OFF X OFF ON OFF OFF-->ON S2 3rd OFF ON X OFF ON OFF ON 6th-->4th ON ON-->OFF X ON-->OFF ON OFF OFF-->ON S1 1st OFF ON X OFF ON OFF OFF HINT: *2: Actual gear shift (gear position) under fail-safe operation. X: OFF (the ECM stops sending current to a malfunctioning solenoid valve) -->: Condition in the electrical malfunction is shown on the left of "-->". Condition in the fail-safe mode is shown on the right of "-->". (E/B): Engine brake Shift Lever Position Shift Solenoid Valve S4 Electrical Malfunction (P0982, P0983) Gear *2 Shift solenoid (ECM output) S1 S2 S3 S4 SR SL1 SL2 D,S6 1st OFF ON ON X ON OFF ON 2nd ON ON ON X ON OFF ON 3rd ON OFF ON X ON OFF ON 4th ON OFF OFF X ON OFF ON 4th ON OFF OFF X OFF-->ON ON-->OFF OFF-->ON 4th ON ON-->OFF OFF X OFF-->ON ON-->OFF OFF-->ON S5 1st OFF ON ON X ON OFF ON 2nd ON ON ON X ON OFF ON 3rd ON OFF ON X ON OFF ON 4th ON OFF OFF X ON OFF ON 4th ON OFF OFF X OFF-->ON ON-->OFF OFF-->ON S4 1st OFF ON ON X ON OFF ON 2nd ON ON ON X ON OFF ON 3rd ON OFF ON X ON OFF ON 4th ON OFF OFF X ON OFF ON S3 1st OFF ON ON X ON OFF ON 2nd ON ON ON X ON OFF ON 3rd (E/B) ON OFF ON X ON OFF OFF S2 1st OFF ON ON X ON OFF ON 2nd ON ON ON X ON OFF OFF S1 1st (E/B) OFF ON ON X ON OFF OFF HINT: *2: Actual gear shift (gear position) under fail-safe operation. X: OFF (the ECM stops sending current to a malfunctioning solenoid valve) -->: Condition in the electrical malfunction is shown on the left of "-->". Condition in the fail-safe mode is shown on the right of "-->". (E/B): Engine brake Shift Lever Position Shift Solenoid Valve SR Electrical Malfunction (P0985, P0986) Gear *2 Shift solenoid (ECM output) S1 S2 S3 S4 SR SL1 SL2 D,S6 1st OFF ON ON OFF X OFF ON 2nd ON ON ON OFF X OFF ON 3rd ON OFF ON OFF X OFF ON 4th ON OFF OFF OFF X OFF ON 5th ON OFF OFF ON X ON OFF 6th ON ON OFF ON X ON OFF S5 1st OFF ON ON OFF X OFF ON 2nd ON ON ON OFF X OFF ON 3rd ON OFF ON OFF X OFF ON 4th ON OFF OFF OFF X OFF ON 5th ON OFF OFF ON X ON OFF S4 1st OFF ON ON OFF X OFF ON 2nd ON ON ON OFF X OFF ON 3rd ON OFF ON OFF X OFF ON 4th ON OFF OFF OFF X OFF ON S3 1st OFF ON ON OFF X OFF ON 2nd ON ON ON OFF X OFF ON 3rd (E/B) ON OFF ON OFF X OFF OFF S2 1st OFF ON ON OFF X OFF ON 2nd (E/B) ON ON ON ON X OFF OFF S1 1st (E/B) OFF ON ON OFF X OFF OFF HINT: *2: Actual gear shift (gear position) under fail-safe operation. X: OFF (the ECM stops sending current to a malfunctioning solenoid valve) -->: Condition in the electrical malfunction is shown on the left of "-->". Condition in the fail-safe mode is shown on the right of "-->". (E/B): Engine brake Fail-safe operation for mechanically malfunction: HINT: Fail-safe operation in the event of a mechanical system malfunction. Fail safe function: The ECM controls the gear position as shown in the table below when malfunctions occur. Fail-safe chart for mechanical malfunction: DTC Condition Gear *2 - Normal 1st 2nd 3rd 4th 5th 6th P0751 Shift solenoid valve S1: Stuck OFF malfunction 1st *3 1st *3 ↑ 3rd 3rd 3rd P0761 Shift solenoid S3: Stuck ON malfunction 1st 2nd ↑ 3rd 3rd 3rd P0766 Shift solenoid valve S4, Shift solenoid valve SL2 or Valve body (Brake control valve): Malfunction 1st 2nd ↑ 3rd 3rd 3rd P0781 Valve body (1-2 shift valve): Malfunction 1st *3 1st *3 ↑ 3rd 3rd 3rd P0729 Valve body (Sequence valve): Malfunction 1st 2nd ↑ 3rd 3rd 3rd HINT: *2: Actual gear shift (gear position) under fail-safe operation *3: Under engine braking, downshifting to 1st or 2nd gear is prohibited.