Automatic Transmission (A960E) (Diagnostics - Introduction): Other Lexus IS III

PRECAUTION [04/2013 - ]

1. PRECAUTION FOR DISCONNECTING THE BATTERY CABLE NOTE: When disconnecting the cable from the negative (-) battery terminal, initialize the following system(s) after the cable is reconnected: System See Procedure Air Conditioning System Refer to «INITIALIZATION [04/2013 - ]»(ref-665529-S01115916402014102400000) Variable Gear Ratio Steering System
2. PROCEDURES NECESSARY WHEN ECU OR OTHER PARTS ARE REPLACED NOTE: Perform the RESET MEMORY (AT initialization) when replacing the automatic transmission assembly, engine assembly or ECM. Refer to «INITIALIZATION [04/2013 - ]»(ref-665558-S37342361582014102400000) HINT: RESET MEMORY cannot be completed by only disconnecting the battery cable. If either of the following conditions is met, perform ATF Thermal Degradation Estimate Reset. Refer to «INITIALIZATION [04/2013 - ]»(ref-665558-S37342361582014102400000) The ATF has been replaced. HINT: If 50000 or more is displayed for the Data List item "ATF Thermal Degradation Estimate", thermal degradation of the ATF is suspected. Perform ATF Thermal Degradation Estimate Reset after replacing the ATF. Approximately 50% or more of the ATF has been replaced during a repair of the transmission or a similar operation.
3. 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. 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. 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 [04/2013 - ]

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SYSTEM DIAGRAM [04/2013 - ]

The configuration of the electronic control system for the A960E automatic transmission is as shown in the following chart.

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CAUTION / NOTICE / HINT

HINT

1. The ECM is connected to the CAN communication system. Therefore, before starting troubleshooting, make sure to check that there are no malfunctions in the CAN communication systems.
2. *: Use the Techstream.

PROCEDURE

1. VEHICLE BROUGHT TO WORKSHOP Result Proceed to NEXT Result: 1 NEXT See step 2
2. CUSTOMER PROBLEM ANALYSIS Result Proceed to NEXT Result: 1 NEXT See step 3
3. INSPECT BATTERY VOLTAGE Standard Voltage 11 to 14 V If the voltage is below 11 V, recharge or replace the battery before proceeding. Result Proceed to NEXT Result: 1 NEXT See step 4
4. CONNECT TECHSTREAM TO DLC3* Result Proceed to NEXT Result: 1 NEXT See step 5
5. CHECK AND CLEAR DTCS AND FREEZE FRAME DATA* Refer to DTC Check / Clear. Refer to «DTC CHECK / CLEAR [04/2013 - ]»(ref-665558-S01330360592014102400000) Result Proceed to NEXT Result: 1 NEXT See step 6
6. VISUAL INSPECTION Result Proceed to NEXT Result: 1 NEXT See step 7
7. SELECT CHECK MODE DIAGNOSIS* Refer to Check Mode Procedure. Refer to «CHECK MODE PROCEDURE [04/2013 - ]»(ref-665558-S40082244432014102400000) Result Proceed to NEXT Result: 1 NEXT See step 8
8. PROBLEM SYMPTOM CONFIRMATION Refer to Road Test. Refer to «ROAD TEST [04/2013 - ]»(ref-665558-S24420217882014102400000) Result Result Proceed to Symptom does not occur A Symptom occurs B Result: 2 B See step 10 Result: 1 A See step 9
9. SYMPTOM SIMULATION Refer to Symptom Simulation. Refer to «HOW TO PROCEED WITH TROUBLESHOOTING [04/2013 - ]»(ref-665529-S21853141262014102400000) Result Proceed to NEXT Result: 1 NEXT See step 10
10. DTC CHECK* Refer to DTC Check / Clear. Refer to «DTC CHECK / CLEAR [04/2013 - ]»(ref-665558-S01330360592014102400000) Result Result Proceed to DTCs are not output A DTCs are output B Result: 2 B See step 20 Result: 1 A See step 11
11. BASIC INSPECTION Refer to Park/Neutral Position Switch Assembly. Refer to «ADJUSTMENT [04/2013 - ]»(ref-665750-S21219576662014102400000) Refer to Shift Lever Assembly. Refer to «ADJUSTMENT [04/2013 - ]»(ref-665750-S21219576662014102400000) Result Proceed to OK NG Result: 2 NG See step 18 Result: 1 OK See step 12
12. MECHANICAL SYSTEM TESTS Refer to Mechanical System Tests. Refer to «MECHANICAL SYSTEM TESTS [04/2013 - ]»(ref-665558-S36995489842014102400000) Result Proceed to OK NG Result: 2 NG See step 17 Result: 1 OK See step 13
13. HYDRAULIC TEST Refer to Hydraulic Test. Refer to «HYDRAULIC TEST [04/2013 - ]»(ref-665558-S07467578722014102400000) Result Proceed to OK NG Result: 2 NG See step 17 Result: 1 OK See step 14
14. MANUAL SHIFTING TEST Refer to Manual Shifting Test. Refer to «MANUAL SHIFTING TEST [04/2013 - ]»(ref-665558-S02876145722014102400000) Result Proceed to OK NG Result: 2 NG See step 16 Result: 1 OK See step 15
15. PROBLEM SYMPTOMS TABLE CHAPTER 1 Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE [04/2013 - ]»(ref-665558-S36198230962014102400000) Result Proceed to OK NG Result: 2 NG See step 21 Result: 1 OK See step 16
16. PROBLEM SYMPTOMS TABLE CHAPTER 2 Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE [04/2013 - ]»(ref-665558-S36198230962014102400000) Result Proceed to NEXT Result: 1 NEXT See step 17
17. COMPONENT INSPECTION Result Proceed to NEXT Result: 1 NEXT See step 18
18. REPAIR OR REPLACE Result Proceed to NEXT Result: 1 NEXT See step 19
19. CONFIRMATION TEST Result Proceed to NEXT Result: 1 NEXT END
20. DTC CHART Refer to Diagnostic Trouble Code Chart. Refer to «DIAGNOSTIC TROUBLE CODE CHART [04/2013 - ]»(ref-665558-S03698756042014102400000) Result Proceed to NEXT Result: 1 NEXT See step 21
21. CIRCUIT INSPECTION Result Proceed to NEXT Result: 1 NEXT See step 22
22. IDENTIFICATION INFORMATION Result Proceed to NEXT Result: 1 NEXT See step 18

MECHANICAL SYSTEM TESTS [04/2013 - ]

1. 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 the 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. STANDARD VALUE: Stall Speed 2550 rpm + 150 rpm - 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 assembly could be faulty. (b) Stall engine speed is high in D position Line pressure is too low No. 1 clutch (C1) slipping No. 3 one-way clutch (F3) not operating properly No. 4 one-way clutch (F4) 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 shock can be felt. This is used for checking the condition of the clutch, and 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 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 the Techstream to the DLC3. Allow the engine to idle with the air conditioning OFF. Fully apply the parking brake. Shift the lever from N to D position. Using a stop watch, measure the time from when the lever is shifted until 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 No. 1 clutch (C1) worn No. 3 one-way clutch (F3) not operating properly No. 4 one-way clutch (F4) not operating properly N --> R time lag is longer Line pressure is too low No. 3 clutch (C3) worn No. 4 brake (B4) worn No. 1 one-way clutch (F1) not operating properly

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1. PERFORM HYDRAULIC TEST Measure the line pressure. NOTE: Perform this test with the ATF (Automatic Transmission Fluid) at the normal operating 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 contacting with the exhaust pipe. This Check must be conducted after checking and adjusting engine. Perform this test with the 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 center of the right side transmission case 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. Depress the accelerator pedal all the way down. 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 450 kPa (3.6 to 4.6 kgf/cm 2 , 51 to 65 psi) 450 to 600 kPa (4.6 to 6.1 kgf/cm 2 , 65 to 87 psi) Stall test 1200 to 1350 kPa (12.2 to 13.8 kgf/cm 2 , 174 to 196 psi) 1600 to 1850 kPa (16.3 to 18.9 kgf/cm 2 , 232 to 268 psi) EVALUATION: Problem Possible cause If the measured values at all position are higher Shift solenoid valve (SLT) defective Regulator valve defective If the measured values at all position 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 No. 1 clutch (C1) defective If pressure is low in the R position only R position circuit fluid leak No. 3 clutch (C3) defective No. 4 brake (B4) defective

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1. 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 transmission wire connector. Drive with the transmission wire disconnected. Shifting the shift lever to the D position to check whether the shifting condition changes the table below. Shift Position Shifting Condition D No Shift (Not Change) HINT: When driving with the transmission wire disconnected, the gear position will be as follows: When the shift lever is in the D position, the gear is held in the 4th position. When the shift lever is in the R or the P position, the gear is also in the R or the P position respectively. Connect the transmission wire connector. Clear the DTC. Refer to «DTC CHECK / CLEAR [04/2013 - ]»(ref-665558-S01330360592014102400000)

INITIALIZATION [04/2013 - ]

1. RESET MEMORY NOTE: Perform the RESET MEMORY (AT 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 condition that the ECT controls the automatic transmission assembly and engine assembly according to those characteristics. 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). Turn the Techstream main switch on. Enter the following menu: Powertrain / Engine and ECT / Utility / Reset Memory. Powertrain > Engine > Utility Tester Display Reset Memory
2. ATF THERMAL DEGRADATION ESTIMATE RESET NOTE: If either of the following conditions is met, perform ATF Thermal Degradation Estimate Reset. The ATF has been replaced. HINT: If 50000 or more is displayed for the Data List item "ATF Thermal Degradation Estimate", thermal degradation of the ATF is suspected. Perform ATF Thermal Degradation Estimate Reset after replacing the ATF. Approximately 50% or more of the ATF has been replaced during a repair of the transmission or a similar operation. Turn the engine switch off. Connect the Techstream to the DLC3. With the shift lever in P, turn the engine switch on (IG). NOTE: Do not start the engine. Turn the Techstream main switch on. Enter the following menu: Powertrain / Engine and ECT / Utility / ATF Thermal Degradation Estimate Reset. Powertrain > Engine > Utility Tester Display ATF Thermal Degradation Estimate Reset Select "ATF Thermal Degradation Estimate Reset" to initialize the estimated thermal degradation value.

Scheme 38

1. MONITOR DRIVE PATTERN FOR ECT TEST Perform this drive pattern as one method to simulate ECT malfunction detection condition. (The DTCs may not be detected due the actual driving conditions. And 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 M position. While driving in the 6(M) 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 performs properly whenever down-shift takes place. Repeat the above driving pattern three times or more. NOTE: When using the Techstream, the monitor status can be checked in the Data List. Refer to «DATA LIST / ACTIVE TEST [04/2013 - ]»(ref-665558-S32922732522014102400000) 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: *: Drive at such a speed in the highest gear, to engage lock-up. The vehicle can be driven at a speed lower than that in the above diagram under lock-up. NOTE: It is necessary to drive the vehicle for approximately 30 minutes to detect DTC P0711 (ATF temperature sensor malfunction).

FAIL-SAFE CHART [04/2013 - ]

1. DESCRIPTION This function minimizes the loss of the ECT functions when any malfunction occurs in each sensor or solenoid.
2. FAIL-SAFE Fail-safe control list: Malfunction Part Function DTC P0717: Transmission revolution sensor (NT) During a transmission revolution sensor (NT) malfunction, shift control is effected through the transmission revolution sensor (SP2) signal. During a transmission revolution sensor (NT) malfunction, up-shift to the 5th and 6th, AI-SHIFT* and flex lock-up clutch control are prohibited. DTC P0722: Transmission revolution sensor (SP2) During a transmission revolution sensor (SP2) malfunction, shift control is effected through the transmission revolution sensor (NT) signal. During a transmission revolution sensor (SP2) malfunction, up-shift to the 5th and 6th, AI-SHIFT* and flex lock-up clutch control are prohibited. DTC 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. 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. () *: AI (Artificial Intelligence)-SHIFT control HINT: In addition to the switching of the shift pattern through the combination 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. As a result, a comfortable ride has been realized. 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 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 D5 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 D4 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 D3 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 D2 1st OFF ON ON OFF ON OFF ON 2nd (E/B) ON ON ON ON ON OFF OFF D1 1st (E/B) OFF ON ON OFF ON OFF OFF Shift Lever Position Shift Solenoid Valve S1 Electrical Malfunction (P0973, P0974) Gear* Shift solenoid (ECM output) S1 S2 S3 S4 SR SL1 SL2 D 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 D5 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 D4 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 D3 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 D2 1st X ON ON OFF ON OFF ON 2nd (E/B)-->4th X ON-->OFF ON-->OFF ON-->OFF ON OFF OFF-->ON D1 1st (E/B) X ON ON OFF ON OFF OFF HINT: *: 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* Shift solenoid (ECM output) S1 S2 S3 S4 SR SL1 SL2 D 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 D5 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 D4 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 D3 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 D2 3rd-->3rd (E/B) OFF-->ON X ON OFF ON OFF ON-->OFF 3rd (E/B) ON X ON ON-->OFF ON OFF OFF D1 3rd (E/B) OFF-->ON X ON OFF ON OFF OFF HINT: *: 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* Shift solenoid (ECM output) S1 S2 S3 S4 SR SL1 SL2 D 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 D5 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 D4 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 D3 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 D2 3rd OFF ON X OFF ON OFF ON 6th-->4th ON ON-->OFF X ON-->OFF ON OFF OFF-->ON D1 1st OFF ON X OFF ON OFF OFF HINT: *: 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* Shift solenoid (ECM output) S1 S2 S3 S4 SR SL1 SL2 D 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 D5 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 D4 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 D3 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 D2 1st OFF ON ON X ON OFF ON 2nd ON ON ON X ON OFF OFF D1 1st (E/B) OFF ON ON X ON OFF OFF HINT: *: 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* Shift solenoid (ECM output) S1 S2 S3 S4 SR SL1 SL2 D 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 D5 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 D4 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 D3 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 D2 1st OFF ON ON OFF X OFF ON 2nd (E/B) ON ON ON ON X OFF OFF D1 1st (E/B) OFF ON ON OFF X OFF OFF HINT: *: 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*1 - Normal 1st 2nd 3rd 4th 5th 6th P0751 Shift solenoid valve S1: Stuck OFF malfunction 1st*2 1st*2 3rd 3rd 3rd 3rd P0761 Shift solenoid S3: Stuck ON malfunction 1st 2nd 3rd 3rd 3rd 3rd P0766 Shift solenoid valve S4, Shift solenoid valve SL2 or Valve body (Brake control valve): Malfunction 1st 2nd 3rd 3rd 3rd 3rd P0781 Valve body (1-2 shift valve): Malfunction 1st*2 1st*2 3rd 3rd 3rd 3rd P0729 Valve body (Sequence valve): Malfunction 1st 2nd 3rd 3rd 3rd 3rd HINT: *1: Actual gear shift (gear position) under fail-safe operation *2: Under engine braking, downshifting to 1st or 2nd gear is prohibited.