Automatic Transaxle: Other Nissan Maxima A34

Alphabetical Index

Note. If DTC U1000 is displayed with other DTCs, first perform the trouble diagnosis for DTC U1000. Refer to DTC U1000 CAN COMMUNICATION LINE .

Scheme 559

Precautions for Supplemental Restraint System (SRS) "AIR BAG" and "SEAT BELT PRE-TENSIONER"

The Supplemental Restraint System such as "AIR BAG" and "SEAT BELT PRE-TENSIONER", used along with a front seat belt, helps to reduce the risk or severity of injury to the driver and front passenger for certain types of collision. This system includes seat belt switch inputs and dual stage front air bag modules. The SRS system uses the seat belt switches to determine the front air bag deployment, and may only deploy one front air bag, depending on the severity of a collision and whether the front occupants are belted or unbelted. Information necessary to service the system safely is included in SUPPLEMENTAL RESTRAINT SYSTEM and SEAT BELTS .

METHOD FOR TCM INITIALIZATION

1. Perform "CONSULT-II SETTING PROCEDURE". Refer to «CONSULT-II SETTING PROCEDURE»(ref-233658-S00109389242006052600000)
2. Set the vehicle following the items listed below. Ignition switch "ON". Selector lever "P" or "N" position. Engine not running. Vehicle speed is 0 km/h (0 MPH). Ignition voltage is more than 10.5 V. Malfunction was not detected.
3. Touch "WORK SUPPORT".
4. Touch "INITIALIZATION".
5. Initialize TCM following the direction in display.

Scheme 560

Scheme 561

Scheme 562

Scheme 563

1. Before connecting or disconnecting the TCM harness connector, turn ignition switch "OFF" and disconnect negative battery cable. Because battery voltage is applied to TCM even if ignition switch is turned "OFF".
2. When connecting or disconnecting pin connectors into or from TCM, take care not to damage pin terminals (bend or break). Make sure that there are not any bends or breaks on TCM pin terminal, when connecting pin connectors.
3. Before replacing TCM, perform TCM input/output signal inspection and make sure whether TCM functions properly or not. «TCM INSPECTION TABLE»(ref-233658-S35194038322006052600000) .
4. After performing each TROUBLE DIAGNOSIS, perform "DTC (Diagnostic Trouble Code) CONFIRMATION PROCEDURE". The DTC should not be displayed in the "DTC CONFIRMATION PROCEDURE" if the repair is completed.

1. Always use the specified brand of A/T fluid. Refer to «FLUIDS AND LUBRICANTS»(ref-233644-S09981660282006052600000) .
2. Use paper rags not cloth rags during work.
3. After replacing the A/T fluid, dispose of the waste oil using the methods prescribed by law, ordinance, etc.
4. Before proceeding with disassembly, thoroughly clean the outside of the transaxle. It is important to prevent the internal parts from becoming contaminated by dirt or other foreign matter.
5. Disassembly should be done in a clean work area.
6. Use lint-free cloth or towels for wiping parts clean. Common shop rags can leave fibers that could interfere with the operation of the transaxle.
7. Place disassembled parts in order for easier and proper assembly.
8. All parts should be carefully cleaned with a general purpose, non-flammable solvent before inspection or reassembly.
9. Gaskets, seals and O-rings should be replaced any time the transaxle is disassembled.
10. It is very important to perform functional tests whenever they are indicated.
11. The valve body contains precision parts and requires extreme care when parts are removed and serviced. Place disassembled valve body parts in order for easier and proper assembly. Care will also prevent springs and small parts from becoming scattered or lost.
12. Properly installed valves, sleeves, plugs, etc. will slide along bores in valve body under their own weight.
13. Before assembly, apply a coat of recommended ATF to all parts. Apply petroleum jelly to protect O-rings and seals, or hold bearings and washers in place during assembly. Do not use grease.
14. Extreme care should be taken to avoid damage to O-rings, seals and gaskets when assembling.
15. After overhaul, refill the transaxle with new ATF.
16. When the A/T drain plug is removed, only some of the fluid is drained. Old A/T fluid will remain in torque converter and ATF cooling system. Always follow the procedures under "Changing A/T Fluid" in AT when changing A/T fluid. Refer to «CHANGING A/T FLUID»(ref-233658-S18963652162006052600000) «CHECKING A/T FLUID»(ref-233658-S26753040232006052600000) .

ATF COOLER SERVICE

If A/T fluid contains frictional material (clutches, bands, etc.), or if an A/T is repaired, overhauled, or replaced, inspect and clean the A/T oil cooler mounted in the radiator or replace the radiator. Flush cooler lines using cleaning solvent and compressed air after repair. Check Service Bulletins for latest A/T oil cooler cleaning procedure. For radiator replacement, refer to RADIATOR .

Special Service Tools

The actual shapes of Kent-Moore tools may differ from those of special service tools illustrated here.

Scheme 564

Scheme 565

Scheme 566

Scheme 567

"N" position

Since both the forward clutch and the direct clutch are released, torque from the input shaft drive is not transmitted to the output shaft.

Scheme 568

1. The same as for the "N" position, both the forward clutch and the direct clutch are released, so torque from the input shaft drive is not transmitted to the output shaft.
2. The parking pole linked with the selector lever meshes with the parking gear and fastens the output shaft AT mechanically.

"D" position 1st gear

1. Input shaft rotates clockwise.
2. Forward clutch operates. (Connect input shaft to main rear internal gear.) 3. Main rear internal gear rotates clockwise.
3. Main rear planetary pinion gear rotates itself clockwise.
4. Main front large planetary pinion gear rotates itself clockwise for rear planetary pinion and one.
5. Main front small planetary pinion gear rotates itself counterclockwise.
6. Main front internal gear is going to rotates counterclockwise.
7. One-way clutch No. 2 operates. (Lock counterclockwise rotation of main front internal gear.) 9. Main planetary carrier revolves clockwise due to reaction force of front small planetary pinion gear.
8. Counter drive gear rotates clockwise for main planetary carrier and one.
9. Counter driven gear rotates counterclockwise.
10. U/D front internal gear rotates counterclockwise for counter driven gear and one.
11. U/D front planetary pinion gear rotates itself counterclockwise.
12. U/D sun gear rotates clockwise.
13. U/D rear planetary pinion gear rotates itself counterclockwise.
14. B5 brake operate. (Lock rotation of U/D rear planetary carrier.)
15. U/D rear internal gear rotates counterclockwise.
16. U/D front planetary carrier and output shaft rotates counterclockwise for U/D rear internal gear and one.
17. Final gear clockwise. During deceleration, main front internal gear clockwise due to rotation itself clockwise of main front small planetary pinion gear, but driving force loses due to free of one-way clutch No. 2. Therefore, engine brake does not operate.

Scheme 569

Scheme 570

1. Input shaft rotates clockwise.
2. Forward clutch operates. (Connect input shaft to main rear internal gear.)
3. Main rear internal gear rotates clockwise.
4. Main rear planetary pinion gear rotates itself clockwise.
5. Main front large planetary pinion gear rotates itself clockwise for rear planetary pinion gear and one.
6. Main front small planetary pinion gear rotates itself counterclockwise.
7. Main front internal gear is going to rotates counterclockwise.
8. 1st and reverse brake operates. (Lock rotation of main front internal gear.)
9. Main planetary carrier revolves clockwise due to reaction force of front small planetary pinion gear.
10. Counter drive gear rotates clockwise for main planetary carrier and one.
11. Counter driven gear rotates counterclockwise.
12. U/D front internal gear rotates counterclockwise for counter driven gear and one.
13. U/D front planetary pinion gear rotates itself counterclockwise.
14. U/D sun gear rotates clockwise.
15. U/D rear planetary pinion gear rotates itself counterclockwise.
16. B5 brake operate. (Lock rotation of U/D rear planetary carrier.)
17. U/D rear internal gear rotates counterclockwise.
18. U/D front planetary carrier and output shaft rotates counterclockwise for U/D rear internal gear and one.
19. Final gear clockwise. During deceleration, driving force is connected to input shaft directly without one-way clutch. Therefore, engine brake operates.

Scheme 571

1. Input shaft rotates clockwise.
2. Forward clutch operates. (Connect input shaft to main rear internal gear.)
3. Main rear internal gear rotates clockwise.
4. Main rear planetary pinion gear rotates itself clockwise.
5. Main front large planetary pinion gear rotates itself clockwise for rear planetary pinion and one.
6. 2nd brake and 2nd coast brake operates.
7. One-way clutch No. 1 operates. (Lock rotation of main sun gear.)
8. Main planetary carrier revolves clockwise due to reaction force of front large planetary pinion gear.
9. Counter drive gear rotates clockwise for main planetary carrier and one.
10. Counter driven gear rotates counterclockwise.
11. U/D front internal gear rotates counterclockwise for counter driven gear and one.
12. U/D front planetary pinion gear rotates itself counterclockwise.
13. U/D sun gear rotates clockwise.
14. U/D rear planetary pinion gear rotates itself counterclockwise.
15. B5 brake operate. (Lock rotation of U/D rear planetary carrier.)
16. U/D rear internal gear rotates counterclockwise.
17. U/D front planetary carrier and output shaft rotates counterclockwise for U/D rear internal gear and one.
18. Final gear clockwise. During deceleration, driving force is connected to input shaft directly without one-way clutch. Therefore, engine brake operates.

Scheme 572

1. Input shaft rotates clockwise.
2. Forward clutch operates. (Connect input shaft to main rear internal gear.)
3. Main rear internal gear rotates clockwise.
4. Main rear planetary pinion gear rotates itself clockwise.
5. Main front large planetary pinion gear rotates itself clockwise for rear planetary pinion and one.
6. 2nd brake and 2nd coast brake operates.
7. One-way clutch No. 1 operates. (Lock rotation of main sun gear.)
8. Main planetary carrier revolves clockwise due to reaction force of front large planetary pinion gear.
9. Counter drive gear rotates clockwise for main planetary carrier and one.
10. Counter driven gear rotates counterclockwise.
11. U/D front internal gear rotates counterclockwise for counter driven gear and one.
12. U/D front planetary pinion gear rotates itself counterclockwise.
13. U/D brake operate. (Lock rotation of U/D sun gear.)
14. U/D front planetary carrier revolves counterclockwise due to reaction force of U/D front planetary pinion gear.
15. U/D rear internal gear and output shaft rotates counterclockwise for U/D front planetary carrier and one.
16. Final gear clockwise. During deceleration, driving force is connected to input shaft directly without one-way clutch. Therefore, engine brake operates.

Scheme 573

1. Input shaft rotates clockwise.
2. Forward clutch operates. (Connect input shaft to main rear internal gear.)
3. Main rear internal gear rotates clockwise.
4. Main rear planetary pinion gear rotates itself clockwise.
5. Main front large planetary pinion gear rotates itself clockwise for rear planetary pinion and one.
6. 2nd brake and 2nd coast brake operates.
7. One-way clutch No. 1 operates. (Lock rotation of main sun gear.)
8. Main planetary carrier revolves clockwise due to reaction force of front large planetary pinion gear.
9. Counter drive gear rotates clockwise for main planetary carrier and one.
10. Counter driven gear rotates counterclockwise.
11. U/D front internal gear rotates counterclockwise for counter driven gear and one.
12. U/D clutch operate. (Connect U/D sun gear to U/D front planetary carrier.)
13. U/D front planetary pinion gear cannot rotate itself, and U/D unit rotates counterclockwise as one.
14. Output shaft rotates counterclockwise for U/D unit and one.
15. Final gear clockwise. During deceleration, driving force is connected to input shaft directly without one-way clutch. Therefore, engine brake operates.

Scheme 574

1. Input shaft rotates clockwise.
2. Forward clutch operates. (Connect input shaft to main rear internal gear.)
3. Direct clutch operates. (Connect input shaft to main sun gear.)
4. Main rear planetary pinion gear cannot rotate itself, and main rear planetary unit rotates clockwise as one.
5. Main front large planetary pinion gear cannot rotate itself for main rear planetary pinion gear and one, and main front planetary unit rotates clockwise as one.
6. Counter drive gear rotates clockwise for main front planetary unit and one.
7. Counter driven gear rotates counterclockwise.
8. U/D front internal gear rotates counterclockwise for counter driven gear and one.
9. U/D clutch operate. (Connect U/D sun gear to U/D front planetary carrier.)
10. U/D front planetary pinion gear cannot rotate itself, and U/D unit rotates counterclockwise as one.
11. Output shaft rotates counterclockwise for U/D unit and one.
12. Final gear clockwise. During deceleration, driving force is connected to input shaft directly without one-way clutch. Therefore, engine brake operates.

Scheme 575

1. Input shaft rotates clockwise.
2. Direct clutch operates. (Connect input shaft to main sun gear.)
3. Main sun gear rotates clockwise.
4. Main rear planetary pinion gear rotates itself clockwise.
5. Main front large planetary pinion gear rotates itself counterclockwise for rear planetary pinion gear and one.
6. Main front small planetary pinion gear rotates itself clockwise.
7. 1st and reverse brake operates. (Lock rotation of main front internal gear.)
8. Main planetary carrier revolves counterclockwise due to reaction force of front small planetary pinion gear.
9. Counter drive gear rotates counterclockwise for main planetary carrier and one.
10. Counter driven gear rotates clockwise.
11. U/D front internal gear rotates clockwise for counter driven gear and one.
12. U/D front planetary pinion gear rotates itself clockwise.
13. U/D sun gear rotates counterclockwise.
14. U/D rear planetary pinion gear rotates itself clockwise.
15. B5 brake operate. (Lock rotation of U/D rear planetary carrier.)
16. U/D rear internal gear rotates clockwise.
17. U/D front planetary carrier and output shaft rotates clockwise for U/D rear internal gear and one.
18. Final gear counterclockwise. During deceleration, driving force is connected to input shaft directly without one-way clutch. Therefore, engine brake operates.

TCM Function

The function of the TCM is to

1. Receive input signals sent from various switches and sensors.
2. Determine required line pressure, shifting point, lock-up operation, and engine brake operation.
3. Send required output signals to the respective solenoids.

CONTROL SYSTEM OUTLINE

The automatic transaxle senses vehicle operating conditions through various sensors or signals. It always controls the optimum shift position and reduces shifting and lock-up shocks.

Scheme 576

Scheme 577

Scheme 578

LINE PRESSURE CONTROL IS BASED ON THE TCM LINE PRESSURE CHARACTERISTIC PATTERN

In order to obtain the most appropriate line pressure characteristic to meet the current driving state, the TCM controls the pressure control solenoid valve A current and thus controls the line pressure.

Shift Control

The clutch pressure control solenoid is controlled by the signals from the switches and sensors. Thus, the clutch pressure is adjusted to be appropriate to the engine load state and vehicle driving state. It becomes possible to finely control the clutch hydraulic pressure with high precision and a smoother shift change characteristic is attained.

Scheme 579

Basically TCM programmed for economy mode, but TCM changes to several shift schedule automatically according to specified condition.

Upslope Mode

When TCM detects upslope from load of engine torque and decrease of acceleration, this mode changes shift points in high-speed side according to the upslope degree and avoids busy shift of A/T.

Downslope Mode

When TCM detects downslope from increase of acceleration with accelerator full close, this mode operates moderate engine brake by changing shift points in high-speed side.

Hot Mode Control

This control lowers ATF temperature by changing shift points when the temperature is extremely high.

MANUAL MODE

Driver oneself can select favorite gear and enjoy sports driving of manual transmission sense by shifting lever from D position to manual mode position and + (up shift) / - (down shift). But lock-up control is operated automatically. Shift control is operated again by shifting from manual gear position to D position. Following control is operated when manual mode.

Automated Up Shift Control

In order to avoid the over speed of the engine, up shift operate automatically, if it becomes over a constant vehicle speed.

Automated Down Shift Control

In order to avoid the stall of the engine, down shift operate automatically, if it becomes under a constant vehicle speed.

Up Shift Permission Control

In order to avoid the stall of the engine, up shift is done only at over a constant vehicle speed.

Down Shift Permission Control

In order to avoid the over speed of the engine, down shift is done only at under a constant vehicle speed.

UP/DOWN SHIFT LEARNING CONTROL

This control learns the pressure to each clutch or brake in order to reduce shifting shock at each shifting (Up, Down, Manual down, Coast down).

N-D SHIFT CONTROL

This control improves the N-D shift quality due to controlling line pressure solenoid valve according to forward clutch piston stroke learned in N-D shift learning control and applying best hydraulic pressure to forward clutch at N-D shift.

N-D SHIFT LEARNING CONTROL

This control learns the forward clutch hydraulic pressure due to monitoring a forward clutch engaging time and a rotation change rate.

N-R SHIFT CONTROL

This control improves the N-R shift quality due to controlling shift pressure solenoid valve according to direct clutch piston stroke learned in N-R shift learning control and applying best hydraulic pressure to direct clutch at N-R shift.

N-R SHIFT LEARNING CONTROL

This control learns the direct clutch hydraulic pressure due to monitoring a direct clutch engaging time and a rotation change rate.

Lock-up Released

1. In the lock-up released state, the torque converter clutch control valve is set into the unlocked state by the pressure control solenoid valve C and the lock-up apply pressure is drained.

In this way, the torque converter clutch piston is not coupled.

Lock-up Applied

1. In the lock-up applied state, the torque converter clutch control valve is set into the locked state by the pressure control solenoid valve C and lock-up apply pressure is generated. In this way, the torque converter clutch piston is pressed and coupled.

SMOOTH LOCK-UP CONTROL

When shifting from the lock-up released state to the lock-up applied state, the current output to the pressure control solenoid valve C is controlled with the TCM. In this way, when shifting to the lock-up applied state, the torque converter clutch is temporarily set to the half-clutched state to reduce the shock.

Half-Clutched State

1. The current output from the TCM to the pressure control solenoid valve C is varied to steadily increase the pressure control solenoid valve C pressure. In this way, the lock-up apply pressure gradually rises and while the torque converter clutch piston is put into half-clutched status, the torque converter clutch piston operating pressure is increased and the coupling is completed smoothly.

Slip Lock-up Control

1. In the slip region, the pressure control solenoid valve C current is controlled with the TCM to put it into the half-clutched state. This absorbs the engine torque fluctuation and lock-up operates from low speed. This raises the fuel efficiency for 4th and 5th gears at both low speed and when the accelerator has a low degree of opening.

OBD-II Function for A/T System

The ECM provides emission-related on board diagnostic (OBD-II) functions for the A/T system. One function is to receive a signal from the TCM used with OBD-related parts of the A/T system. The signal is sent to the ECM when a malfunction occurs in the corresponding OBD-related part. The other function is to indicate a diagnostic result by means of the MIL (malfunction indicator lamp) on the instrument panel. Sensors, switches and solenoid valves are used as sensing elements.

The MIL automatically illuminates in One or Two Trip Detection Logic when a malfunction is sensed in relation to A/T system parts.

ONE TRIP DETECTION LOGIC

If a malfunction is sensed during the first test drive, the MIL will illuminate and the malfunction will be stored in the ECM memory as a DTC. The TCM is not provided with such a memory function.

TWO TRIP DETECTION LOGIC

When a malfunction is sensed during the first test drive, it is stored in the ECM memory as a 1st trip DTC (diagnostic trouble code) or 1st trip freeze frame data. At this point, the MIL will not illuminate. - 1st Trip

If the same malfunction as that experienced during the first test drive is sensed during the second test drive, the MIL will illuminate. - 2nd Trip

The "trip" in the "One or Two Trip Detection Logic" means a driving mode in which self-diagnosis is performed during vehicle operation.

Freeze Frame Data and 1st Trip Freeze Frame Data

The ECM has a memory function, which stores the driving condition such as fuel system status, calculated load value, engine coolant temperature, short term fuel trim, long term fuel trim, engine speed and vehicle speed at the moment the ECM detects a malfunction.

Data which are stored in the ECM memory, along with the 1st trip DTC, are called 1st trip freeze frame data, and the data, stored together with the DTC data, are called freeze frame data and displayed on CONSULT-II or GST. The 1st trip freeze frame data can only be displayed on the CONSULT-II screen, not on the GST. For detail, refer to FREEZE FRAME DATA AND 1ST TRIP FREEZE FRAME DATA .

Only one set of freeze frame data (either 1st trip freeze frame data or freeze frame data) can be stored in the ECM. 1st trip freeze frame data is stored in the ECM memory along with the 1st trip DTC. There is no priority for 1st trip freeze frame data and it is updated each time a different 1st trip DTC is detected. However, once freeze frame data (2nd trip detection/MIL on) is stored in the ECM memory, 1st trip freeze frame data is no longer stored. Remember, only one set of freeze frame data can be stored in the ECM. The ECM has the following priorities to update the data.

Scheme 580

Both 1st trip freeze frame data and freeze frame data (along with the DTC) are cleared when the ECM memory is erased.

FAIL-SAFE FUNCTION

If any malfunction occurs in a sensor or solenoid, this function controls the A/T to make driving possible.

Note. Line pressure is set at the maximum in fail-safe mode. Although gear position differs depending on the type of fail-safe modes, CONSULT-II indicates "5th".

Scheme 581

Scheme 582

Scheme 583

Scheme 584

WORK FLOW

A good understanding of the malfunction conditions can make troubleshooting faster and more accurate. In general, each customer feels differently about a malfunction. It is important to fully understand the symptoms or conditions for a customer complaint.

Make good use of the two sheets provided, (Refer to INFORMATION FROM CUSTOMER ) and (Refer to DIAGNOSTIC WORKSHEET ), to perform the best troubleshooting possible.

Scheme 585

Information From Customer

KEY POINTS

Scheme 586

1. WHAT : Vehicle & A/T model
2. WHEN : Date, Frequencies
3. WHERE : Road conditions
4. HOW : Operating conditions, Symptoms

Scheme 587

Scheme 588

Scheme 589

Scheme 590

Scheme 591

Check Before Engine is Started

1. CHECK A/T CHECK INDICATOR LAMP Park vehicle on level surface. Move selector lever to "P" position. Turn ignition switch "OFF" and wait at least 10 seconds. Turn ignition switch "ON". (Do not start engine.) Does A/T CHECK indicator lamp light up for about 2 seconds? Yes : Turn ignition switch "OFF". Perform the self-diagnostics and record all NG items on the diagnostics worksheet. Refer to «CONSULT-II SETTING PROCEDURE»(ref-233658-S00109389242006052600000) and «ACTIVE TEST MODE»(ref-233658-S30509616752006052600000) . Go to «CHECK AT IDLE»(ref-233658-S11828376922006052600000) . No: Stop the road test and go to «A/T CHECK»(ref-233658-S28260854372006052600000) .

Check at Idle

1. CHECK STARTING THE ENGINE Park vehicle on level surface. Move selector lever to "P" position. Turn ignition switch "OFF". Turn ignition switch "START". Does the engine start? Yes: GO TO 2 . No: Stop the road test and go to «ENGINE CANNOT BE STARTED IN "P" OR "N" POSITION»(ref-233658-S40085679982006052600000) .
2. CHECK STARTING THE ENGINE Turn ignition switch "ACC". Move selector lever in "D" or "R" position. Turn ignition switch "START". Does the engine start in either position? Yes: Stop the road test and go to «ENGINE CANNOT BE STARTED IN "P" OR "N" POSITION»(ref-233658-S40085679982006052600000) . No: GO TO 3 .
3. CHECK "P" POSITION FUNCTIONS Move selector lever to "P" position. Turn ignition switch "OFF". Disengage the parking brake. Push the vehicle forward or backward. Engage the parking brake. When you push the vehicle with disengaging the parking brake, does it move? Yes: Enter a check mark at "Vehicle moves when pushed in "P" position" on the diagnostics worksheet, then continue the road test. No: GO TO 4 .
4. CHECK "N" POSITION FUNCTIONS Start the engine. Move selector lever to "N" position. Disengage the parking brake. Does vehicle move forward or backward? Yes: Enter a check mark at "Vehicle moves in "N" position" on the diagnostics worksheet, then continue the road test. No: GO TO 5 .
5. CHECK SHIFT SHOCK Engage the brake. Move selector lever to "D" position. When the transaxle is shifted from "N" to "D", is there an excessive shock? Yes: Enter a check mark at "Large shock when shifted from N to D" on the diagnostics worksheet, then continue the road test. No: GO TO 6 .
6. CHECK "R" POSITION FUNCTIONS Engage the brake. Move selector lever to "R" position. Disengage the brake for 4 to 5 seconds. Does the vehicle creep backward? Yes: GO TO 7 . No: Enter a check mark at "Vehicle does not creep backward in R position" on the diagnostics worksheet, then continue the road test.
7. CHECK "D" POSITION FUNCTIONS Inspect whether the vehicle moves forward when the transaxle is put into the "D" position. Does the vehicle move forward in the "D" positions? Yes: Go to «CRUISE TEST - PART»(ref-233658-S03113890602006052600000) and «CRUISE TEST - PART»(ref-233658-S23851303172006052600000) . No: Enter a check mark at "Vehicle does not move forward in D positions" on the diagnostics worksheet, then continue the road test.

CONSULT-II Function (TCM)

CONSULT-II can display each diagnostic item using the diagnostic test modes shown following.

TCM SPECIFICATION

After performing "SELF-DIAGNOSTIC PROCEDURE (WITH CONSULT-II) (Refer to CONSULT-II SETTING PROCEDURE ), place check marks for results on the DIAGNOSTIC WORKSHEET . Reference pages are provided following the items.

Note. The CONSULT-II electrically displays shift timing and lock-up timing (that is, operation timing of each solenoid). Check for time difference between actual shift timing and the CONSULT-II display. If the difference is noticeable, mechanical parts (except solenoids, sensors, etc.) may be malfunctioning. Check mechanical parts using applicable diagnostic procedures. Shift schedule (which implies gear position) displayed on CONSULT-II and that indicated in article may differ slightly. This occurs because of the following reasons: Actual shift schedule has more or less tolerance or allowance, Shift schedule indicated in article refers to the point where shifts start, and Gear position displayed on CONSULT-II indicates the point where shifts are completed. Display of solenoid valves on CONSULT-II changes at the start of shifting, while gear position is displayed upon completion of shifting (which is computed by TCM). Additional CONSULT-II information can be found in the Operation Manual supplied with the CONSULT-II unit.

CONSULT-II SETTING PROCEDURE

1. For details, refer to the separate "CONSULT-II Operations Manual".

Scheme 592

Scheme 593

Scheme 594

1. Turn ignition switch "OFF".
2. Connect CONSULT-II and CONSULT-II CONVERTER to data link connector, which is located in driver instrument panel (lower).
3. Turn ignition switch "ON". (Do not start engine.)
4. Touch "START (NISSAN BASED VHCL)".
5. Touch "A/T". If "A/T" is not indicated, go to «CONSULT-II DATA LINK CONNECTOR (DLC) CIRCUIT»(ref-233642-S33893762202006052600000) .
6. Perform each diagnostic test mode according to each service procedure.

Scheme 595

Scheme 596

1. Perform "CONSULT-II SETTING PROCEDURE". Refer to «CONSULT-II SETTING»(ref-233658-S00109389242006052600000) .
2. Touch "SELF-DIAG RESULTS". Display shows malfunction experienced since the last erasing operation. NOTE: The details for "TIME" are as follow: "CRNT": Error currently detected with TCM. "PAST": Error detected in the past and memorized with TCM. Touch "F.F.DATA" on "SELF-DIAG RESULTS" screen to display freeze frame data. Freeze frame data shows driving condition when malfunction is detected. For freeze frame data items, refer to «DISPLAY ITEM LIST»(ref-233658-S22362186842006052600000) .

Scheme 597

Scheme 598

Possible Cause

Harness or connectors

(CAN communication line is open or shorted.)

WITH GST

Follow the procedure "WITH CONSULT-II".

1. Harness or connectors (The signal circuit is open or shorted.)
2. Unified meter and A/C amp.
3. ABS actuator and electric unit (control unit)
4. Wheel sensor

TCM

1. Harness or connectors [The park/neutral position (PNP) switch and TCM circuit is open or shorted.]
2. Park/neutral position (PNP) switch

Follow the procedure "With CONSULT-II".

1. Harness or connectors (The sensor circuit is open or shorted.)
2. A/T fluid temperature sensor

Follow the procedure "With CONSULT-II".

1. Harness or connectors (The sensor circuit is open or shorted.)
2. A/T fluid temperature sensor

Follow the procedure "With CONSULT-II".

1. Harness or connectors (The sensor circuit is open or shorted.)
2. Turbine revolution sensor

Follow the procedure "With CONSULT-II".

1. Harness or connectors (The sensor circuit is open or shorted.)
2. Revolution sensor

Follow the procedure "With CONSULT-II".

1. Harness or connectors (The signal circuit is open or shorted.)
2. ECM

1. Shift solenoid valve A (Off stick.)
2. 2nd brake
3. 2nd coast brake
4. One-way clutch No.1
5. One-way clutch No.2
6. Hydraulic control circuit

Follow the procedure "With CONSULT-II".

1. Shift solenoid valve A (On stick.)
2. Shift solenoid valve B (On stick.)
3. Shift solenoid valve C (Off stick.)
4. Shift solenoid valve D (On stick.)
5. Pressure control solenoid valve A (On stick.)
6. Pressure control solenoid valve C (On stick.)
7. U/D brake
8. 2nd coast brake
9. 2nd brake
10. One-way clutch No. 1
11. One-way clutch No.2
12. B5 brake
13. Hydraulic control circuit

Follow the procedure "With CONSULT-II".

1. Shift solenoid valve A (On stick.)
2. Shift solenoid valve B (On stick.)
3. Shift solenoid valve C (Off stick.)
4. Shift solenoid valve D (Off stick.)
5. Pressure control solenoid valve A (On stick.)
6. B5 brake
7. U/D clutch
8. U/D brake
9. Hydraulic control circuit

Follow the procedure "With CONSULT-II".

1. Shift solenoid valve A (On stick.)
2. Shift solenoid valve B (On stick.)
3. Shift solenoid valve C (On stick.)
4. Pressure control solenoid valve A (On stick.)
5. Forward and direct clutch assembly
6. U/D clutch
7. U/D brake
8. 2nd coast brake
9. One-way clutch No.1
10. Hydraulic control circuit

Follow the procedure "With CONSULT-II".

1. Shift solenoid valve B (Off stick.)
2. Shift solenoid valve C (On stick.)
3. Shift solenoid valve E (On stick.)
4. Pressure control solenoid valve A (On stick.)
5. Pressure control solenoid valve B (On stick.)
6. Forward and direct clutch assembly
7. Direct clutch
8. 2no coast brake
9. One-way clutch No. 1
10. Hydraulic control circuit

Follow the procedure "With CONSULT-II".

1. Shift solenoid valve D (Off stick.)
2. Pressure control solenoid valve C (Off stick.)
3. Torque converter clutch
4. Hydraulic control circuit

Follow the procedure "With CONSULT-II".

1. Harness or connectors (The solenoid circuit is open or shorted.)
2. Pressure control solenoid valve A

Follow the procedure "With CONSULT-II".

1. Harness or connectors (The solenoid circuit is open or shorted.)
2. Shift solenoid valve A

Follow the procedure "With CONSULT-II".

1. Harness or connectors (The solenoid circuit is open or shorted.)
2. Shift solenoid valve B

Follow the procedure "With CONSULT-II".

1. Harness or connectors (The solenoid circuit is open or shorted.)
2. Shift solenoid valve C

Follow the procedure "With CONSULT-II".

1. Shift solenoid valve C (On stick.)
2. Hydraulic control circuit

Follow the procedure "With CONSULT-II".

1. Harness or connectors (The solenoid circuit is open or shorted.)
2. Shift solenoid valve D

Follow the procedure "With CONSULT-II".

1. Harness or connectors (The solenoid circuit is open or shorted.)
2. Shift solenoid valve E

Follow the procedure "With CONSULT-II".

1. Harness or connectors (The solenoid circuit is open or shorted.)
2. Pressure control solenoid valve B

Follow the procedure "With CONSULT-II".

1. Shift solenoid valve D (Off error.)
2. Shift solenoid valve E (Off error.)
3. Pressure control solenoid valve A (On/Off error.)
4. Pressure control solenoid valve B (On/Off error.)
5. Pressure control solenoid valve C (On/Off error.)
6. Hydraulic control circuit

Follow the procedure "With CONSULT-II".

1. Harness or connectors (The solenoid circuit is open or shorted.)
2. Pressure control solenoid valve C

Follow the procedure "With CONSULT-II.

1. Pressure control solenoid valve C (On stick.)
2. Hydraulic control circuit

Follow the procedure "With CONSULT-II".

1. Harness or connectors (These switches circuit is open or shorted.)
2. Manual mode switch (built into A/T device)

MANUAL MODE SWITCH

Check continuity between terminals.

Scheme 599

Scheme 600

Scheme 601

1. CHECK INPUT SIGNALS (WITH CONSULT-II) With CONSULT-II Start engine. Select "A/T" with "DATA MONITOR" mode in CONSULT-II and read out the value of "MANU GR POSI". Drive vehicle in the manual mode, and make sure that the actual gear position and the meter's indication of the position mutually coincide when the selector lever is shifted to the "+ (up)" or "- (down)" side (1st --> 5th gear). OK or NG OK: INSPECTION END NG: GO TO 2 .
2. CHECK DTC WITH TCM Perform self-diagnosis of TCM. Refer to «SELF-DIAG RESULT MODE»(ref-233658-S07196617572006052600000) . OK or NG OK: Check combination meter. Refer to «A/T INDICATOR»(ref-233665-S00653982572006052600000) . NG: Check the malfunctioning system.

1. Harness or connectors (Battery or ignition switch and TCM circuit is open or shorted.)
2. A/T PV IGN relay

A/T CHECK Indicator Lamp does not come on

SYMPTOM

A/T CHECK indicator lamp does not come on for about 2 seconds when turning ignition switch to "ON".

Scheme 602

Scheme 603

Scheme 604

Scheme 605

1. CHECK CAN COMMUNICATION LINE Perform the self-diagnosis. Is a malfunction in the CAN communication indicated in the results? YES or NO YES: Check the CAN communication line. Refer to «DTC U1000 CAN COMMUNICATION LINE»(ref-233658-S17861994372006052600000) NO: GO TO 2 .
2. CHECK TCM POWER SOURCE CIRCUIT Turn ignition switch "ON". (Do not start engine.) Check voltage between TCM connector terminals and ground. Refer to «WIRING DIAGRAM - AT - PWR/IN»(ref-233658-S17022313122006052600000) . Turn ignition switch "OFF". Check voltage between TCM connector terminals and ground. Refer to «WIRING DIAGRAM - AT - PWR/IN»(ref-233658-S17022313122006052600000) . OK or NG OK: GO TO 4 . NG: GO TO 3 .
3. DETECT MALFUNCTIONING ITEM Check the following: Harness for short or open between battery and TCM terminal 27 Harness for short or open between ignition switch and TCM terminals 1, 34, 38 and 39 10A fuse [No. 19, located in the fuse block (J/B) or No. 48, located in the IPDM E/R] Ignition switch. Refer to «POWER SUPPLY ROUTING CIRCUIT»(ref-233661-S18989168572006052600000) . A/T PV IGN relay. Refer to «COMPONENT INSPECTION»(ref-233658-S10908569292006052600000) . OK or NG OK: GO TO 4 . NG: Repair or replace damaged parts.
4. CHECK TCM GROUND CIRCUIT Turn ignition switch "OFF". Disconnect the TCM harness connector. Check continuity between TCM terminals 14 (B), 48 (B) and ground. Refer to «WIRING DIAGRAM - AT - PWR/IN»(ref-233658-S17022313122006052600000) . If OK, check harness for short-circuit to ground or the power source. OK or NG OK: GO TO 5 . NG: Repair open circuit or short to ground or short to power in harness or connectors.
5. CHECK A/T CHECK INDICATOR LAMP CIRCUIT Turn ignition switch "OFF". Check the combination meter. Refer to «COMBINATION METERS»(ref-233665-S16984020582006052600000) . OK or NG OK: GO TO 6 . NG: Replace the combination meter. Refer to «REMOVAL AND INSTALLATION OF COMBINATION METER»(ref-233665-S36601244132006052600000) .
6. SYMPTOM CHECK Check again. OK or NG OK: INSPECTION END NG: GO TO 7 .
7. CHECK TCM Check TCM input/output signal. Refer to «TCM INPUT/OUTPUT SIGNAL REFERENCE VALUES»(ref-233658-S42079046452006052600000) . If NG, recheck TCM pin terminals for damage or loose connection with harness connector. OK or NG OK: INSPECTION END NG: Repair or replace damaged parts.

Engine Cannot Be Started In "P" or "N" Position

SYMPTOM

1. Engine cannot be started with selector lever in "P" or "N" position.
2. Engine can be started with selector lever in "D" or "R" position.

In "P" Position, Vehicle Moves When Pushed

SYMPTOM

Even though the selector lever is set in the "P" position, the parking mechanism is not actuated, allowing the vehicle to be moved when it is pushed.

In "N" Position, Vehicle Moves

SYMPTOM

Vehicle moves forward or backward when selecting "N" position.

Large Shock ("N" to "D" Position)

SYMPTOM

A noticeable shock occurs when the selector lever is shifted from the "N" to "D" position.

Vehicle Does Not Creep Backward In "R" Position

SYMPTOM

The vehicle does not creep in the "R" position. Or an extreme lack of acceleration is observed.

Vehicle Does Not Creep Forward In "D" Position

SYMPTOM

Vehicle does not creep forward when selecting "D" position.

Vehicle Cannot Be Started From D 1

SYMPTOM

Vehicle cannot be started from D1 on cruise test - Part 1.

A/T Does Not Shift: D1 --> D2

SYMPTOM

The vehicle does not shift-up from the D1 to D2 gear at the specified speed.

A/T Does Not Shift: D2 --> D3

SYMPTOM

The vehicle does not shift-up from D2 to D3 gear at the specified speed.

A/T Does Not Shift: D3 --> D4

SYMPTOM

1. The vehicle does not shift-up from the D3 to D4 gear at the specified speed.

A/T Does Not Shift: D4 --> D5

SYMPTOM

1. The vehicle does not shift-up from the D4 to D5 gear at the specified speed.

A/T Does Not Perform Lock-up

SYMPTOM

A/T does not perform lock-up at the specified speed.

A/T Does Not Hold Lock-up Condition

SYMPTOM

The lock-up condition cannot be maintained for more than 30 seconds.

Lock-up Is Not Released

SYMPTOM

The lock-up condition cannot be cancelled even after releasing the accelerator pedal.

Cannot Be Changed to Manual Mode

SYMPTOM

Does not change to manual mode when manual shift gate is used.

A/T Does Not Shift: 5th gear --> 4th gear

SYMPTOM

When shifted from 5M to 4M position in manual mode, does not downshift from 5th to 4th gear.

A/T Does Not Shift: 4th gear --> 3rd gear

SYMPTOM

When shifted from 4M to 3M position in manual mode, does not downshift from 4th to 3rd gear.

A/T Does Not Shift: 3rd gear --> 2nd gear

SYMPTOM

When shifted from 3M to 2M position in manual mode, does not downshift from 3rd to 2nd gear.

A/T Does Not Shift: 2nd gear -> 1st gear

SYMPTOM

When shifted from 2M to 1M position in manual mode, does not downshift from 2nd to 1st gear.

Vehicle Does Not Decelerate By Engine Brake

SYMPTOM

No engine brake is applied when the gear is shifted from the 2nd to 1st gear.

SHIFT LOCK SOLENOID

1. Check operation by applying battery voltage to A/T device connector.

CONNECTOR TERMINAL SPECIFICATION

Scheme 606

DETENT SWITCH

For Key

Scheme 607

Scheme 608

1. Check continuity between terminals of the A/T device connector.

Key Lock

1. Check operation by applying battery voltage to key switch and key lock solenoid connector.

CONNECTOR TERMINAL SPECIFICATION

Scheme 609

Key Unlock

1. Check operation by applying battery voltage to key switch and key lock solenoid connector.

CONNECTOR TERMINAL SPECIFICATION

Scheme 610

Scheme 611

Scheme 612

1. Check continuity between terminals of the key switch and key lock solenoid connector.

Scheme 613

Scheme 614

1. Check continuity between terminals of the stop lamp switch connector. Check stop lamp switch after adjusting brake pedal. Refer to «Inspection and Adjustment»(ref-233670-S09872743752006052600000) .

Scheme 615

1. Remove intake air duct. Refer to «REMOVAL»(ref-233643-S23956234542006052600000) .
2. Disconnect electrical connector.
3. Remove revolution sensor from A/T.
4. Reinstall any part removed. NOTE: Do not reuse seal bolt.

Scheme 616

1. Remove battery and bracket. Refer to «REMOVAL»(ref-233654-S08818943502006052600000) .
2. Disconnect electrical connector.
3. Remove bolt, and turbine revolution sensor from A/T.
4. Reinstall any part removed. NOTE: Do not reuse seal bolt.

Scheme 617

Scheme 618

1. Remove battery and bracket. Refer to «REMOVAL»(ref-233654-S08818943502006052600000) .
2. Remove cable from range lever.
3. Set range lever in neutral position.
4. Remove range lever and install alignment tool (J-45404).
5. Loosen park/neutral position (PNP) switch bolts.
6. Adjust park/neutral position (PNP) switch so that alignment tool (J-45404) pointer aligns with neutral base line on park/neutral position (PNP) switch body.
7. Tighten park/neutral position (PNP) switch bolts.
8. Reinstall range lever and cable.
9. Adjust control cable. Refer to «CONTROL CABLE ADJUSTMENT»(ref-233658-S21229247062006052600000) .
10. Reinstall battery and bracket. Refer to «INSTALLATION»(ref-233654-S08818943502006052600000) .
11. Check continuity of park/neutral position (PNP) switch. Refer to «COMPONENT INSPECTION»(ref-233658-S21955780772006052600000) .

ATF Cooler Valve

Refer to the figure for ATF cooler valve and hoses removal and installation information.

Scheme 619

Scheme 620

Scheme 621

Scheme 622

1. Make sure that ATF cooler valve is fully opened at room temperature. Dimension "A": More than 72.0 mm (2.835 in) A: Distance between ATF cooler valve port end face and valve shaft end face.
2. Submerge ATF cooler valve in a water-filled container, and then heat it up with temperature of over 82°C (180°F) for 10 minutes more.
3. Make sure that ATF cooler valve is fully closed. Dimension "A": Less than 66.5 mm (2.618 in) A: Distance between ATF cooler valve port end face and valve shaft end face.

Stall Speed

STALL SPEED SPECIFICATIONS

Scheme 623

Time Lag

TIME LAG CHART

Scheme 624

Scheme 625

Scheme 626

Scheme 627

2ND COAST BRAKE

2ND COAST BRAKE CHART

Scheme 628

1ST AND REVERSE BRAKE

1ST AND REVERSE BRAKE CHART

Scheme 629

Scheme 630

DIFFERENTIAL SIDE BEARING ADJUSTING SHIMS

DIFFERENTIAL SIDE BEARING ADJUSTING SHIMS SPECIFICATION