Automatic Transmission (U660F) (Diagnostics - Introduction): Other Lexus RX III

PRECAUTION

Note. When disconnecting the cable from the negative (-) battery terminal, initialize the following systems after the cable is reconnected. System Name See Procedure Parking Assist Monitor System Refer to INITIALIZATION Side Monitor System (w/ Parking Assist System) Back Door Closer System Power Back Door System 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.

Note. The automatic transaxle 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 rubber O-rings must be replaced. Do not apply adhesive cement to gaskets 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, the following must be observed: 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.

Note. When disconnecting the cable from the negative (-) battery terminal, initialize the following systems after the cable is reconnected. System Name See Procedure Parking Assist Monitor System Refer to INITIALIZATION Side Monitor System (w/ Parking Assist System) Back Door Closer System Power Back Door System 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.

Note. The automatic transaxle 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 rubber O-rings must be replaced. Do not apply adhesive cement to gaskets 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, the following must be observed: 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

Scheme 805

Scheme 806

Scheme 807

SYSTEM DIAGRAM

The configuration of the electronic control system in the U660F automatic transaxle is as shown in the following chart.

Scheme 808

Scheme 809

Scheme 810

MECHANICAL SYSTEM TESTS

1. STALL SPEED TEST HINT: This test is to check the overall performance of the engine and transaxle. WARNING: Driving test should be done on a paved surface (a surface that is not slippery). 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 longer 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 air conditioning and headlights 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 rpm (stall speed) and release the accelerator pedal immediately. Standard value Stall Speed 2720 rpm + 200 rpm - 490 rpm EVALUATION Test Result Possible Cause Stall speed is lower than standard value 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. Stall speed is higher than standard value Line pressure is too low Clutch No. 1 (C 1 ) is slipping One-way clutch (F 1 ) is not operating properly Improper fluid level
2. SHIFT TIME LAG TEST HINT: When the shift lever is moved 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 clutch, and 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 air conditioning 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 steps 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 steps 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 (IF N TO D OR N TO R TIME LAG IS LONGER THAN THE SPECIFIED TIME) Test Result Possible Cause D position time lag exceeds standard value Line pressure is too low Clutch No. 1 (C 1 ) is worn One-way clutch (F 1 ) is not operating properly R position time lag exceeds standard value Line pressure is too low Brake No. 2 (B 2 ) is worn Brake No. 3 (B 3 ) is worn

Scheme 811

Scheme 812

1. 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 the 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 1 Procedure 1). 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 the Techstream. When the TCM is replaced, the existing transaxle compensation codes must be input into the new TCM (proceed to 2 Procedure 2).

Scheme 813

1. INPUT TRANSAXLE COMPENSATION CODE INTO TCM (Procedure 1) NOTE: Transaxle compensation codes are unique, 60-digit alphanumeric values printed on a QR label on the transaxle. 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. Move the shift lever to N or P. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. NOTE: Do not start the engine. Enter the following menus: 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".
2. TRANSFER TRANSAXLE COMPENSATION CODE (Procedure 2) NOTE: Transaxle compensation codes are 60-digit alphanumeric values imprinted on a QR label on the transaxle. 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. Move the shift lever to N or P. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream 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 following menus: 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 transaxle compensation code cannot be read using the 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 Techstream on. Enter the following menus: Powertrain / ECT / Utility / A/T Code Registration. Select "Set Compensation Code". Press "Open". Press "Open" again to proceed. Press "Exit".

INITIALIZATION

1. 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".
2. PERFORM ROAD TEST TO ALLOW TCM TO LEARN NOTE: Perform the following procedure while strictly observing all traffic laws and speed limits. Warm up the engine. 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 / Data List / Throttle Position from EFI. 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. HINT: "Throttle Position from EFI": 15% or less Repeat the previous step until shift shock no longer occurs. From a standstill, achieve highest possible speed with the accelerator pedal opened 25% to 35%. Keep the accelerator pedal angle steady while driving the vehicle. HINT: "Throttle Position from EFI": 25% to 35% Repeat the previous step until shift shock no longer occurs.
3. RESET MEMORY NOTE: Reset Memory can be performed only with the 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 the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: "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 814

1. TEST MONITOR DRIVE PATTERN FOR ECT 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 TCM (ECT) malfunction detection conditions. Some DTCs may not be detected through ordinary, everyday driving. Also, DTCs may not be detected 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. Some malfunctions are not detected when the atmospheric temperature is less than -10°C (14°F). Drive pattern Drive the vehicle through all the gears. Stop --> 1st --> 2nd --> 3rd --> 4th --> 5th --> 6th --> 6th (lock-up ON). Confirm engine braking using the S position. While driving with S6 range selected and 6th gear operating with lock-up on, move the shift lever toward "-" to downshift from 6 to 5, 5 to 4, 4 to 3, 3 to 2, 2 to 1. Repeat the above drive 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»(ref-400824-S02654433052011051800000) . 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: *1: Drive the vehicle at a speed in top gear that will cause 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).

MONITOR DRIVE PATTERN

1. TEST MONITOR DRIVE PATTERN FOR ECT 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 TCM (ECT) malfunction detection conditions. Some DTCs may not be detected through ordinary, everyday driving. Also, DTCs may not be detected 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. Some malfunctions are not detected when the atmospheric temperature is less than -10°C (14°F). Drive pattern Drive the vehicle through all the gears. Stop --> 1st --> 2nd --> 3rd --> 4th --> 5th --> 6th --> 6th (lock-up ON). Confirm engine braking using the S position. While driving with S6 range selected and 6th gear operating with lock-up on, move the shift lever toward "-" to downshift from 6 to 5, 5 to 4, 4 to 3, 3 to 2, 2 to 1. Repeat the above drive 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»(ref-400824-S17197226662011051800000) . 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: *1: Drive the vehicle at a speed in top gear that will cause 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).

CHECK MODE PROCEDURE

1. DESCRIPTION Check mode has a higher sensitivity to malfunctions and can detect malfunctions that normal mode cannot detect. Check mode can also detect all the malfunctions that normal mode can detect. In check mode, DTCs are detected with 1 trip detection logic.
2. CHECK MODE PROCEDURE Make sure that the following conditions are met: Battery positive voltage 11 V or more. Throttle valve fully closed. Shift lever in P or N. A/C off. 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 / Check Mode. Change the TCM to check mode. Make sure the MIL flashes as shown in the illustration. NOTE: All DTCs and freeze frame data will be cleared if: 1) the Techstream is used to change the TCM from normal mode to check mode or vice versa; or 2) during check mode, the engine switch is turned from on (IG) to on (ACC) or off. Before entering check mode, make notes of the DTCs and freeze frame data. Start the engine. The MIL should turn off after the engine starts. Perform Monitor Drive Pattern for the ECT test. Refer to «MONITOR DRIVE PATTERN»(ref-400824-S02205340472011051800000) . (Or, simulate the conditions of the malfunction described by the customer.) After simulating the malfunction conditions, use the Techstream to check the DTC and freeze frame data.

FAIL-SAFE CHART

1. 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 1st or 3rd gears 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. ECT ECU 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 1st to 5th gears, the transaxle is fixed in 5th gear. CAN communication Shifting to only either 1st or 3rd gears is allowed. Knock Sensor Shifting between 1st to 4th gears 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) SOLENOID VALVE OPERATION WHEN NORMAL Gear 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 in Normal Conditions 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 an ON malfunction occurs. *2 : Shifting to 5th and 6th gears is prohibited.