PRECAUTION
Note. Perform the Reset Memory procedures (A/T initialization) after replacing the automatic transmission assembly, valve body assembly or any of the shift solenoid valves. Refer to INITIALIZATION .
HINT
Reset Memory cannot be completed by only reconnecting the cable to the negative (-) battery terminal.
| WARNING | When using compressed air, always aim away from yourself to prevent Automatic Transmission Fluid (ATF) or kerosene from spraying on your face. |
Note. The automatic transmission is composed of precision-made parts, necessitating careful inspection before reassembly because even a small nick could cause fluid leakage or affect performance. The procedures are organized so that you work on only one component group at a time. This will help avoid confusion with 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. Whenever possible, complete the inspection, repair and reassembly 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 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 compressed air should be blown through any fluid passages and holes. Dry all parts with compressed air. Never use cloth. The recommended ATF or kerosene should be used for cleaning. After cleaning, the parts should be arranged in the order they were removed for efficient inspection, repairs, and reassembly. New discs for the brakes and clutches that will 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 old gaskets and rubber O-rings must be replaced. Do not apply adhesive cement to gaskets and similar parts. Make sure that the ends of the snap rings are not aligned with any cutouts. Also make sure that snap rings are correctly installed into the grooves. If a worn bushing is to be replaced, the sub-assembly containing the bushing must also be replaced. Check the thrust bearings and races for wear or damage. Replace them if necessary. Use petroleum jelly to keep parts in place. When working with FIPG material, perform the following: Using a razor blade and gasket scraper, remove all old FIPG material from the gasket surface. Clean all components thoroughly to remove all foreign matter. Clean both sealing surfaces with non-residue solvent. Apply FIPG material in a continuous line approximately 1 mm (0.0394 in.) in diameter on the sealing surface. Reassemble parts within 10 minutes of applying FIPG material. Failing to do so will require the FIPG material to 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 the ECM based on same malfunction detection logic. |
| Typical enabling condition | Preconditions that allow the ECM to detect malfunctions. With all preconditions satisfied, the ECM stores 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 a 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 the malfunction only one time during a single driving cycle. "Continuous" means that the ECM detects the malfunction every time the enabling condition is met. |
| Duration | The minimum time that the ECM must sense a continuous deviation in the monitored value(s) before storing 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 store a DTC. |
| MIL operation | MIL illumination timing after a defect is detected. "Immediately" means that the ECM illuminates the MIL the instant the ECM determines that there is a malfunction. "2 driving cycles" means that the ECM illuminates the 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 402
Scheme 403
SYSTEM DIAGRAM
The configuration of the electronic control system in the AB60F automatic transmission is as shown in the following chart.
Scheme 404
Scheme 405
MECHANICAL SYSTEM TESTS
- STALL SPEED TEST HINT: This test is to check the overall performance of the engine and transmission. WARNING: To ensure safety, perform this test in an open and level area that provides good traction. The stall speed test should always be performed with at least 2 people. One person should observe the condition of the wheels and wheel chocks while the other is performing the test. NOTE: Do not perform the stall speed test for more than 5 seconds. Connect the Techstream to the DLC3. Run the vehicle until the transmission fluid temperature has reached 50 to 80°C (122 to 176°F). Allow the engine to idle with the A/C off. Chock all 4 wheels. Set the parking brake and keep the brake pedal depressed firmly with your left foot. Move the shift lever to D. Depress the accelerator pedal as much as possible with your right foot. Read the engine speed (stall speed) and release the accelerator pedal immediately. Standard value 2390 +/-200 rpm EVALUATION Test Result Possible Cause Stall speed is less than standard value Stator one-way clutch is not operating properly Torque converter is faulty (stall speed is less than standard value by 600 rpm or more) Engine power may be insufficient Stall speed is more than standard value Line pressure is low C1 clutch slipping F3 one-way clutch is not operating properly F4 one-way clutch is not operating properly NOTE: Perform the test at the normal operating ATF temperature of 50 to 80°C (122 to 176°F).
- SHIFT TIME LAG TEST HINT: This test is to check the condition of the direct clutch, forward clutch, 1st brake and reverse brake. Connect the Techstream to the DLC3. Run the vehicle until the transmission fluid temperature has reached 50 to 80°C (122 to 176°F). Allow the engine to idle with the A/C off. Set the parking brake and keep the brake pedal depressed firmly. Check the D position time lag. Move the shift lever to N and wait for 1 minute. Move the shift lever to D and measure the time until the shock is felt. Repeat the 2 procedures above 3 times, and calculate the average time of the 3 tests. Check the R position time lag. Move the shift lever to N and wait for 1 minute. Move the shift lever to R and measure the time until the shock is felt. Repeat the 2 procedures above 3 times, and calculate the average time of the 3 tests. Standard value D position time lag is less than 1.2 seconds R position time lag is less than 1.5 seconds EVALUATION Test Result Possible Cause D position time lag exceeds standard value Line pressure is low C1 clutch is worn F3 one-way clutch is not operating properly F4 one-way clutch is not operating properly R position time lag exceeds standard value Line pressure is low C3 clutch is worn B4 brake is worn F1 one-way clutch is not operating properly
Scheme 406
- PERFORM HYDRAULIC TEST Measure the line pressure. WARNING: The line pressure test should always be carried out in pairs. One technician should observe the conditions of the wheels and wheel chocks from outside the vehicle while the other is performing the test. NOTE: Perform the test at the normal operating ATF (Automatic Transmission Fluid) temperature: 50 to 80°C (122 to 176°F). Be careful to prevent SST hose from interfering with the exhaust pipe. This check must be conducted after checking and adjusting the engine. Perform the test with the A/C turned off. When conducting the stall test, do not continue for more than 5 seconds. Warm up the ATF (Automatic Transmission Fluid). Turn the engine switch off. 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 the idling speed. Keep your left foot pressed firmly on the brake pedal and move the shift lever to D. 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 the engine speed reaches the stall speed. In the same manner, perform the test with the shift lever in R. 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) 540 to 650 kPa (5.5 to 6.6 kgf/cm 2 , 78 to 94 psi) Stall speed 1370 to 1530 kPa (14.0 to 15.6 kgf/cm 2 , 199 to 222 psi) 1540 to 1750 kPa (15.7 to 17.8 kgf/cm 2 , 223 to 254 psi) EVALUATION Problem Possible Cause Measured values at D and R positions are higher than specified pressure Shift solenoid valve SLT defective Regulator valve defective Measured values at D and R positions are below specified pressure Shift solenoid valve SLT defective Regulator valve defective Oil pump defective Pressure is low in D position only D position circuit fluid leak Clutch No. 1 (C1) defective Pressure is low in R position only R position circuit fluid leak Clutch No. 3 (C3) defective Brake No. 4 (B4) defective
Scheme 407
- MANUAL SHIFTING TEST HINT: Through this test, it can be determined whether the trouble occurs in an electrical circuit or if it 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 No. 1 transmission wire and/or No. 2 transmission wire. HINT: It is possible to deactivate the electrical shift control by disconnecting the transmission wires. The gear positions can then be changed mechanically with the shift lever. Drive the vehicle with the transmission wires disconnected. Move the shift lever to each position to check whether the gear position changes as shown in the table below. Shift Lever Position Gear Position P P R R D 4th*1 1st to 6th*2 HINT: *1: When disconnecting only the No. 1 transmission wire or the No. 1 and No. 2 transmission wires. *2: When disconnecting only the No. 2 transmission wire. Connect the connector of the No. 1 transmission wire and/or No. 2 transmission wire. Clear the DTC. Refer to «DTC CHECK / CLEAR»(ref-385197-S07537012942011021400000) .
INITIALIZATION
- RESET MEMORY NOTE: Perform the Reset Memory (AT initialization) when replacing the automatic transmission assembly, valve body assembly or any of the shift solenoid valves. The Reset Memory can only be performed with the Techstream. HINT: The ECM memorizes the control conditions of the automatic transmission assembly and engine assembly. Therefore, when the automatic transmission assembly, valve body assembly or any of the shift solenoid valves has been replaced, it is necessary to reset the memory so that the ECM can memorize the new information. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Reset Memory. NOTE: After performing the Reset Memory, be sure to perform the Road Test. Refer to «ROAD TEST»(ref-385197-S19901816282011021400000) described earlier. HINT: The ECM learns through the Road Test.
Scheme 408
- AUTOMATIC TRANSMISSION MONITOR DRIVE PATTERN WARNING: Perform this drive pattern on a level surface and strictly observe the posted speed limits and traffic laws while driving. HINT: Performing this drive pattern is one method to simulate the automatic transmission malfunction detection conditions. The DTCs may not be stored through ordinary, everyday driving. Also, DTCs may not be stored through this drive pattern. 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. Malfunctions are not detected when the atmospheric temperature is below -10°C (14°F). Drive pattern Drive the vehicle through all the gears. Stop --> 1st --> 2nd --> 3rd --> 4th --> 5th --> 5th (lock-up ON) --> 6th --> 6th (lock-up ON). Repeat the above drive pattern 3 times or more. NOTE: When using the Techstream, the monitor status can be checked in the Data List. Refer to «DATA LIST / ACTIVE TEST»(ref-385197-S00256750132011021400000) . In the event that the drive pattern must be interrupted (due to traffic conditions or other factors), the drive pattern can be resumed and, in most cases, the monitor can be completed. HINT: *: Drive at such a speed in the uppermost gear to engage lock-up. The vehicle can be driven at a speed less than the speed shown in the above diagram under the lock-up condition. NOTE: It is necessary to drive the vehicle for approximately 30 minutes to store DTC P0711 (No. 1 ATF temperature sensor malfunction).
FAIL-SAFE CHART
- Fail-safe This function minimizes the loss of the ECT functions when a malfunction occurs in each sensor or shift solenoid valve.
- Fail-safe Control List Malfunctioning Part Function DTC P0717: Input Speed Sensor NT During an input speed sensor malfunction, shift control is performed through the output speed sensor SP2 signal. During an input speed sensor malfunction, up-shift to 5th and 6th, AI-SHIFT* and flex lock-up clutch control are prohibited. DTC P0722: Output Speed Sensor SP2 During an output speed sensor malfunction, shift control is performed through the input speed sensor NT signal. During an output speed sensor malfunction, up-shift to 5th and 6th, AI-SHIFT* and flex lock-up clutch control are prohibited. DTC P0710, P0712, P0713: ATF Temperature Sensor During an ATF temperature sensor malfunction, up-shift to 5th and 6th and flex lock-up clutch control are prohibited. Shift Solenoid Valve S1, S2, S3, S4 and SR The current to the malfunctioning shift solenoid valve is cut off and control is performed by operating the other shift solenoid valves. Shift control is performed depending on the malfunctioning shift solenoid valve as described in the table below. DTC P0748, P0778: Shift Solenoid Valve SL1 and SL2 During a shift solenoid valve SL1 or SL2 malfunction, up-shift to 5th and 6th and flex lock-up clutch control are prohibited. DTC P2714, P2716: Shift Solenoid Valve SLT During a shift solenoid valve SLT malfunction, the current to the shift solenoid valve is stopped. This stops line pressure optimal control, and shift shock increases. However, shifting is performed through normal clutch pressure control. DTC P2757, P2759: Shift Solenoid Valve SLU During a shift solenoid valve SLU malfunction, the current to the shift solenoid valve is stopped. This stops lock-up control and flex lock-up control, and fuel economy decreases. HINT: *: In addition to the switching of the shift pattern through the pattern select switch, Artificial Intelligence Shift (AI-SHIFT) control enables the ECM to estimate the road conditions and the driver intention in order to automatically select the optimal shift pattern. SHIFT SOLENOID VALVE NORMAL OPERATION CHART Shift Lever Position Gear* Shift Solenoid Valve S1 Shift Solenoid Valve S2 Shift Solenoid Valve S3 Shift Solenoid Valve S4 Shift Solenoid Valve SR Shift Solenoid Valve SL1 Shift Solenoid Valve 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 Fail-safe operation for electronically malfunctioning shift solenoid valve (S1, S2, S3, S4 and SR). Fail-safe function If any of the shift solenoid valve circuits has an open or short failure, the ECM turns the other shift solenoid valves "ON" and "OFF" in order to shift into the gear positions shown in the table below. Also, the ECM stops sending current to the open or short circuited solenoid. Even if starting the engine again in the fail-safe mode, the gear position remains in the same position. HINT: *: Actual gear shift (gear position) under fail-safe operation. X: OFF (the ECM stops sending current to the malfunctioning shift solenoid valve). Electrical malfunction: Condition is shown to the left of the "-->". Fail-safe mode: Condition is shown to the right of the "-->". E/B: Engine brake SHIFT SOLENOID VALVE S1 ELECTRICAL MALFUNCTION (P0973, P0974) Shift Lever Position Gear* Shift Solenoid Valve S1 Shift Solenoid Valve S2 Shift Solenoid Valve S3 Shift Solenoid Valve S4 Shift Solenoid Valve SR Shift Solenoid Valve SL1 Shift Solenoid Valve 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 SHIFT SOLENOID VALVE S2 ELECTRICAL MALFUNCTION (P0976, P0977) Shift Lever Position Gear* Shift Solenoid Valve S1 Shift Solenoid Valve S2 Shift Solenoid Valve S3 Shift Solenoid Valve S4 Shift Solenoid Valve SR Shift Solenoid Valve SL1 Shift Solenoid Valve 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 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 SHIFT SOLENOID VALVE S3 ELECTRICAL MALFUNCTION (P0979, P0980) Shift Lever Position Gear* Shift Solenoid Valve S1 Shift Solenoid Valve S2 Shift Solenoid Valve S3 Shift Solenoid Valve S4 Shift Solenoid Valve SR Shift Solenoid Valve SL1 Shift Solenoid Valve SL2 D, S6 3rd --> 4th 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 SHIFT SOLENOID VALVE S4 ELECTRICAL MALFUNCTION (P0982, P0983) Shift Lever Position Gear* Shift Solenoid Valve S1 Shift Solenoid Valve S2 Shift Solenoid Valve S3 Shift Solenoid Valve S4 Shift Solenoid Valve SR Shift Solenoid Valve SL1 Shift Solenoid Valve 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 (E/B) ON ON ON X ON OFF OFF S1 1st (E/B) OFF ON ON X ON OFF OFF SHIFT SOLENOID VALVE SR ELECTRICAL MALFUNCTION (P0985, P0986) Shift Lever Position Gear* Shift Solenoid Valve S1 Shift Solenoid Valve S2 Shift Solenoid Valve S3 Shift Solenoid Valve S4 Shift Solenoid Valve SR Shift Solenoid Valve SL1 Shift Solenoid Valve 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 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. DTC Code 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 valve S3: Stuck ON malfunction 1st 2nd 3rd 3rd 3rd 3rd P0766 P0776 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.