Automatic Transmission (Diagnostics - Introduction): Other Scion FR-S I

PRECAUTION [07/2013 - 12/2013]

Note. Perform the RESET MEMORY (AT initialization) when replacing the automatic transmission assembly, engine assembly, transmission valve body assembly or TCM. Refer to INITIALIZATION [07/2013 - ] .

HINT

RESET MEMORY can not be completed by only disconnecting the battery cable.

1. REMOVAL AND INSTALLATION PROCEDURE PRECAUTIONS The automatic transmission is composed of highly precision-finished parts which need careful inspection before reassembly. Even a small nick could cause fluid leakage or affect the performance. The instructions here are organized so that you work on only one component group at a time. This will help avoid confusion caused by similar-looking parts of different sub-assemblies being on your workbench at the same time. The component groups are inspected and repaired from the converter housing side. Complete the inspection, repair and reassembly before proceeding to the next component group as much as possible. If a defect is found in a certain component group during reassembly, inspect and repair this group immediately. If a component group cannot be assembled because some parts are being ordered, be sure to keep all parts of the group in a separate container while proceeding with disassembly, inspection, repair and reassembly of other component groups. Recommended: Toyota Genuine ATF WS All disassembled parts should be washed clean and any fluid passages and holes should be blown through with compressed air. Dry all parts with compressed air. Never use a shop rag or a piece of cloth to dry them. When using compressed air, always aim away from yourself to prevent accidentally spraying ATF or kerosene in your face. Only recommended automatic transmission fluid or kerosene should be used for cleaning. After cleaning, the parts should be arranged in the correct order for efficient inspection, repair, and reassembly. When disassembling a valve body, be sure to match each valve together with the corresponding spring. New discs for the brakes and clutches that are to be used for replacement must be soaked in ATF for at least 15 minutes before reassembly. All oil seal rings, clutch discs, clutch plates, rotating parts, and sliding surfaces should be coated with ATF prior to reassembly. All gaskets and rubber O-rings should be replaced with new ones. Do not apply adhesive cements to gaskets and similar parts. Make sure that the ends of a snap ring are not aligned with one of the cutouts and are installed in the groove correctly. When replacing a worn bushing, the sub-assembly containing the bushing must also be replaced. Check thrust bearings and races for wear or damage. Replace them as necessary. When working with FIPG material, you must observe the following: Using a razor blade and a gasket scraper, remove all the old packing (FIPG) material from the gasket surface. Thoroughly clean all components to remove any loose material. Clean both sealing surfaces with a non-residue solvent. Parts must be reassembled within 10 minutes of application. Otherwise, the packing (FIPG) material must be removed and reapplied.

PRECAUTION [12/2013 - ]

Note. Perform the RESET MEMORY (AT initialization) when replacing the automatic transmission assembly, engine assembly, transmission valve body assembly or TCM. Refer to INITIALIZATION [07/2013 - ] .

HINT

RESET MEMORY can not be completed by only disconnecting the battery cable.

1. IGNITION SWITCH EXPRESSIONS The type of ignition switch used on this model differs according to the specifications of the vehicle. The expressions listed in the table below are used in this Service Information. Expression Ignition Switch (Position) Engine Switch (Condition) Ignition Switch off LOCK Off (Lock) Ignition Switch ACC ACC On (ACC) Ignition Switch ON ON On (IG) Engine Start START On (Start)
2. REMOVAL AND INSTALLATION PROCEDURE PRECAUTIONS The automatic transmission is composed of highly precision-finished parts which need careful inspection before reassembly. Even a small nick could cause fluid leakage or affect the performance. The instructions here are organized so that you work on only one component group at a time. This will help avoid confusion caused by similar-looking parts of different sub-assemblies being on your workbench at the same time. The component groups are inspected and repaired from the converter housing side. Complete the inspection, repair and reassembly before proceeding to the next component group as much as possible. If a defect is found in a certain component group during reassembly, inspect and repair this group immediately. If a component group cannot be assembled because some parts are being ordered, be sure to keep all parts of the group in a separate container while proceeding with disassembly, inspection, repair and reassembly of other component groups. Recommended: Toyota Genuine ATF WS All disassembled parts should be washed clean and any fluid passages and holes should be blown through with compressed air. Dry all parts with compressed air. Never use a piece of cloth to dry them. When using compressed air, always aim away from yourself to prevent accidentally spraying ATF or kerosene in your face. Only recommended automatic transmission fluid or kerosene should be used for cleaning. After cleaning, the parts should be arranged in the correct order for efficient inspection, repair, and reassembly. When disassembling a valve body, be sure to match each valve together with the corresponding spring. New discs for the brakes and clutches that are to be used for replacement must be soaked in ATF for at least 15 minutes before reassembly. All oil seal rings, clutch discs, clutch plates, rotating parts, and sliding surfaces should be coated with ATF prior to reassembly. All gaskets and rubber O-rings should be replaced with new ones. Do not apply adhesive cements to gaskets and similar parts. Make sure that the ends of a snap ring are not aligned with one of the cutouts and are installed in the groove correctly. When replacing a worn bushing, the sub-assembly containing the bushing must also be replaced. Check thrust bearings and races for wear or damage. Replace them as necessary. When working with FIPG material, you must observe the following: Using a razor blade and a gasket scraper, remove all the old packing (FIPG) material from the gasket surface. Thoroughly clean all components to remove any loose material. Clean both sealing surfaces with a non-residue solvent. Parts must be reassembled within 10 minutes of application. Otherwise, the packing (FIPG) material must be removed and reapplied.

DEFINITION OF TERMS [07/2013 - ]

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SYSTEM DIAGRAM [07/2013 - 12/2013]

The configuration of the electronic control system in the TX6A automatic transmission is as shown in the following chart.

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SYSTEM DIAGRAM [12/2013 - ]

The configuration of the electronic control system in the TX6A automatic transmission is as shown in the following chart.

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MECHANICAL SYSTEM TESTS [07/2013 - ]

1. PERFORM MECHANICAL SYSTEM TESTS Measure the stall speed. The object of this test is to check the overall performance of the transmission and engine by measuring the stall speeds in the D position. NOTE: Driving test should be done on a paved road (a nonskid road). Perform the test at the normal operating ATF (Automatic Transmission Fluid) temperature 60 to 90°C (140 to 194°F). Do not continuously run this test for longer than 5 seconds. To ensure safety, do this test in a wide, clear level area which provides good traction. The stall test should always be carried out in pairs. One technician should observe the conditions of wheels or wheel stoppers outside the vehicle while the other is doing the test. Be sure to perform a road teat after inspecting and adjusting the engine. Check the 4 wheels. Connect the Techstream to the DLC3. Fully apply the parking brake. Keep your left foot pressed firmly on the brake pedal. Start the engine. Shift into the D position. Press all the way down on the accelerator pedal with your right foot. Quickly read the stall speed at this time. Stall speed 2350 +- 250 rpm EVALUATION: Problem Possible cause (a) Stall engine speed is low in D position Engine power output may be insufficient Stator one-way clutch not operating properly HINT: If the value is less than the specified value by 600 rpm or more, the torque converter could be faulty. (b) Stall engine speed is high in D position Line pressure is too low Clutch No. 1 (C 1 ) slipping One-way clutch No. 3 (F 3 ) not operating properly One-way clutch No.4 (F 4 ) not operating properly Improper fluid level Measure the time lag. When the shift lever is shifted while the engine is idling, there will be a certain time lapse or lag before the shock can be felt. This is used for checking the condition of the clutch, and brake. NOTE: Be sure to perform a road teat after inspecting and adjusting the engine. Fully apply the parking brake and chock the 4 wheels. Perform the test at the normal operating ATF (Automatic Transmission Fluid) temperature: 60 to 90°C (140 to 194°F). Be sure to allow 1 minute interval between tests. Perform the test three times, and measure the time lags. Calculate the average value of the three time lags. Connect the Techstream to the DLC3. Fully apply the parking brake. Start and warm up the engine and check idle speed. Idle speed approx. 700 rpm (In N position and A/C OFF) Shift the lever from N to D position. Using a stop watch, measure the time from when the lever is shifted until the shock is felt. Time lag N --> D less than 1.2 seconds In the same way, measure the time lag for N --> R. Time lag N --> R less than 1.5 seconds EVALUATION (IF N --> D OR N --> R TIME LAG IS LONGER THAN THE SPECIFIED): Problem Possible cause N --> D time lag is longer Line pressure is too low Clutch No. 1 (C 1 ) worn One-way clutch No. 3 (F 3 ) not operating properly One-way clutch No. 4 (F 4 ) not operating properly N --> R time lag is longer Line pressure is too low Clutch No. 3 (C 3 ) worn Brake No. 4 (B 4 ) worn One-way clutch No. 1 (F 1 ) not operating properly

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1. PERFORM HYDRAULIC TEST Measure the line pressure. TEXT IN ILLUSTRATION *1 SST *2 Test Plug NOTE: Perform the test at the normal operating ATF (Automatic Transmission Fluid) temperature: 60 to 90°C (140 to 194°F) The line pressure test should always be carried out in pairs. One technician should observe the conditions of wheels or wheel stoppers outside the vehicle while the other is performing the test. Be careful to prevent SST hose from interfering with the exhaust pipe. This Check must be conducted after checking and adjusting engine. Perform under condition that A/C is OFF. When conducting stall test, do not continue more than 5 seconds. Warm up the ATF (Automatic Transmission Fluid). Lift the vehicle up. Remove the test plug on the transmission case center right side and connect SST. SST: 09992-00095 09992-00231 09992-00271 Lower the vehicle. Fully apply the parking brake and check the 4 wheels. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Enter the following menus: Powertrain / ECT / Data List / Engine Speed. Start the engine and check idling speed. Keep your left foot pressing firmly on the brake pedal and shift into D position. Measure the line pressure when the engine is idling. Depress the accelerator pedal all the way down. Quickly read the highest line pressure when engine speed reaches stall speed. In the same manner, do the test in R position. SPECIFIED LINE PRESSURE: Condition D position kPa (kgf / cm 2 , psi) R position kPa (kgf / cm 2 , psi) Idling 350 to 430 kPa (3.6 to 4.4 kgf/cm 2 , 51 to 62 psi) 760 to 950 kPa (7.7 to 9.7 kgf/cm 2 , 110 to 138 psi) Stall test 1200 to 1380 kPa (12.5 to 14.0 kgf/cm 2 , 174 to 200 psi) 1410 to 1630 kPa (14.4 to 16.6 kgf/cm 2 , 204 to 236 psi) EVALUATION: Problem Possible cause If the measured values at all position are higher Shift solenoid valve SLT defective Regulator valve defective If the measured values at all position are lower Shift solenoid valve SLT defective Regulator valve defective Oil pump defective If pressure is low in the D position only D position circuit fluid leak Clutch No. 1 (C 1 ) defective If pressure is low in the R position only R position circuit fluid leak Clutch No. 3 (C 3 ) defective Brake No. 4 (B 4 ) defective

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1. PERFORM MANUAL SHIFTING TEST HINT: With this test, it can be determined whether the trouble occurs in the electrical circuit or is a mechanical problem in the transmission. If any abnormalities are found in the following test, the problem is in the transmission itself. Disconnect the connector from the upper part of the transmission as shown in the illustration. Drive with the transmission wire disconnected. Shifting the shift lever to the D position to check whether the shifting condition changes the table below. Shift Position Shifting Condition D No Shift (Not Change) HINT: When driving with the transmission wire disconnected, the gear position will be as follows: When the shift lever is in the D position, the gear is held in the 4th position. When the shift lever is in the R or the P position, the gear is also in the R or the P position respectively. Connect the connector of the transmission wire. Clear the DTC. Refer to «DTC CHECK / CLEAR [07/2013 - ]»(ref-612247-S13160317612014042900000) .

INITIALIZATION [07/2013 - ]

1. RESET MEMORY NOTE: Perform the RESET MEMORY (AT initialization) when replacing the automatic transmission assembly, valve body, engine assembly or TCM. The RESET MEMORY can be performed only with the Techstream. HINT: The TCM memorizes the condition that the ECT controls the automatic transmission assembly and engine assembly according to those characteristics. Therefore, when the automatic transmission assembly, valve body, transmission wire, engine 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. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream main switch on. Enter the following menu: Powertrain / ECT / Utility / Reset Memory. Then, press "Next". Perform the reset memory procedure from the main menu. WARNING: After performing the RESET MEMORY, be sure to perform the ROAD TEST. Refer to «ROAD TEST [07/2013 - ]»(ref-612247-S35501465572014042900000) described earlier. HINT: The TCM is learned by performing the ROAD TEST.

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1. MONITOR DRIVE PATTERN FOR ECT TEST Perform this drive pattern as one method to simulate the detection conditions of the ECT malfunctions. (The DTCs may not be detected due the actual driving conditions. And some codes may not be detected through this drive pattern.) HINT: Preparation for driving Warm up the engine sufficiently. (Engine coolant temperature is 60°C (140°F) or higher) Notice in driving Drive the vehicle through all gears. Stop --> 1st --> 2nd --> 3rd --> 4th --> 5th --> 6th --> 6th (lock-up ON). Perform engine brake test in the M position. While driving in the 6(M) position and 6th gear lock-up, shift into the "-" position and down-shift from 6th to 5th, 5th to 4th, 4th to 3rd, 3rd to 2nd, 2nd to 1st. Check that the engine brake performs properly whenever down-shift takes place. Repeat the above driving pattern three times or more. NOTE: The monitor status can be checked using Techstream. When using Techstream, monitor status can be found in the "Powertrain / ECT / Data List". In the event that the drive pattern must be interrupted (possibly due to traffic conditions or other factors), the drive pattern can be resumed and, in most cases, the monitor can be completed. Perform this drive pattern on a level road as much as possible and strictly observe the posted speed limits and traffic laws while driving. HINT: *1: Drive at such a speed in the uppermost gear, to engage lock-up. The vehicle can be driven at a speed lower than that in the above diagram under the lock-up condition.

CHECK MODE PROCEDURE [07/2013 - ]

HINT

Check mode has a higher sensitivity to malfunctions and can detect malfunction 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.

1. DTC CHECK (CHECK MODE) HINT: Techstream only: Compared to the normal mode, the check mode is more sensitive for detecting malfunctions. Furthermore, the same diagnostic items which are detected in the normal mode can also be detected in the check mode. Procedure for Check Mode using the Techstream. Check the initial conditions. Battery positive voltage 11 V or more Throttle valve fully closed Transmission in the P or N position A/C switch is off Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch ON and turn the Techstream main switch on. Enter the following menus: Powertrain / ECT / Utility / Check Mode. NOTE: All DTCs and freeze frame data recorded will be erased if: 1) Techstream is used to change the ECM from normal mode to check mode or vice-versa; or 2) during check mode, the ignition switch is turned from the on to on (ACC) or turned OFF. Start the engine (the MIL goes off after the engine starts). Perform "MONITOR DRIVE PATTERN" for the ECT test. Refer to «MONITOR DRIVE PATTERN [07/2013 - ]»(ref-612247-S08581686432014042900000) , or simulate the conditions of the malfunction described by the customer. NOTE: Leave the ignition switch ON until you have checked the DTCs, etc. After simulating malfunction conditions, use the Techstream diagnosis selector to check the DTCs and freeze frame data, etc. When you use Techstream: Enter the following menus: Powertrain / ECT / Trouble Codes. After checking the DTC, inspect the applicable circuit. Refer to «DIAGNOSTIC TROUBLE CODE CHART [07/2013 - ]»(ref-612247-S09433322332014042900000) to confirm the details of the DTCs.
2. DTC CLEAR Connect the Techstream to the DLC3. Turn the ignition switch ON and turn the Techstream main switch on. When you use Techstream: Enter the following menus: Powertrain / ECT / Trouble Codes / Clear. HINT: When operating Techstream to erase the codes, the DTCs and freeze frame data will be erased. (See the Techstream instruction book for operating instructions.)

FAIL-SAFE CHART [07/2013 - ]

1. FAIL-SAFE CHART This function minimizes the loss of the ECT functions when any malfunction occurs in each sensor or solenoid. Malfunction Part Function DTC P0717: Transmission revolution sensor (NT) During a transmission revolution sensor (NT) malfunction, shift control is effected through the transmission revolution sensor (SP2) signal. During a transmission revolution sensor (NT) malfunction, up-shift to the 5th and 6th, AI-SHIFT *1 and flex lock-up clutch control are prohibited. DTC P0722: Transmission revolution sensor (SP2) During a transmission revolution sensor (SP2) malfunction, shift control is effected through the transmission revolution sensor (NT) signal. During a transmission revolution sensor (SP2) malfunction, up-shift to the 5th and 6th, AI-SHIFT *1 and flex lock-up clutch control are prohibited. DTC P0711, P0712, P0713: ATF Temperature Sensor During an ATF temperature sensor malfunction, up-shift to the 5th and 6th and flex lock-up clutch control are prohibited. Shift Solenoid Valve S1, S2, S3, S4 and SR The current to the failed solenoid valve is cut off and control is effected by operating the other solenoid valves. Shift control is effected depending on the failed solenoid as described in the table in the Service Information. DTC P0776, P0961, P0962, P0963, P0965, P0966, P0967: Shift Solenoid Valve SL1 and SL2 During a solenoid valve SL1 or SL2 malfunction, up-shift to the 5th and 6th and flex lock-up clutch control are prohibited. DTC P2757, P2758, P2762, P2763, P2764: Shift Solenoid Valve SLU During a solenoid valve SLU malfunction, the current to the solenoid valve is stopped. This stops lock-up control and flex lock-up control, fuel economy decreases. DTC P2714, P2719, P2720, P2721: Shift Solenoid Valve SLT During a solenoid valve SLT malfunction, the current to the solenoid valve is stopped. This stops line pressure optimal control, the shift shock increases. However, shifting is effected through normal clutch pressure control. *: AI (Artificial Intelligence) -SHIFT control In addition to the switching of the shift pattern through the pattern select switch, the AI-SHIFT control enables the ECM to estimate the road conditions and the driver's intention in order to automatically select the optimal shift pattern. As a result, a comfortable ride has been realized. Fail-safe operation for electronically malfunctioning shift solenoid valve (S1, S2, S3, S4 and SR): HINT: Fail-safe operation in the event of an electric system malfunction. Fail safe function: If either of the shift solenoid valve circuits has an open or short failure, the ECM turns the other shift solenoid "ON" and "OFF" in order to shift into the gear positions shown in the table below. In case of a short circuit, the ECM stops sending current to the short circuited solenoid. Even if staring the engine again in the fail-safe mode, the gear position remains in the same position. OPERATING CONDITION OF SHIFT SOLENOID VALVES Shift Lever Position or Shift Range Gear Position Shift Solenoid Valve S1 S2 S3 S4 SR SL1 SL2 SLU P Park Off On On On On Off On Off R* Reverse Off On On On On On On Off N Neutral Off On On On On On On Off D, M6 1st Off On On Off On Off On Off 2nd On On On On On Off Off On 3rd On Off On Off On Off Off On 4th* On Off Off Off On Off On On 5th* On Off Off On Off On Off On 6th* On On Off On Off On Off On M5 1st Off On On Off On Off On Off 2nd On On On On On Off Off On 3rd On Off On Off On Off Off On 4th* On Off Off Off On Off On On 5th* On Off Off On Off On Off On M4 1st Off On On Off On Off On Off 2nd On On On On On Off Off On 3rd On Off On Off On Off Off On 4th* On Off Off Off On Off On On M3 1st Off On On Off On Off On Off 2nd On On On On On Off Off Off 3rd* On Off On Off On Off Off Off M2 1st Off On On Off On Off On On 2nd* On On On On On Off Off Off M1 1st* Off On On Off On Off Off Off HINT: *: Engine braking occurs Fail-safe operation for mechanically malfunction: HINT: Fail-safe operation in the event of a mechanical system malfunction. Fail safe function: The ECM controls the gear position as shown in the table below when malfunctions occur. FAIL-SAFE CHART FOR MECHANICAL MALFUNCTION: DTC Condition Gear *1 - Normal 1st 2nd 3rd 4th 5th 6th P0751 Shift solenoid valve S1: Stuck OFF malfunction 1st *2 2nd ↑ 3rd 3rd 3rd P0762 Shift solenoid S3: Stuck ON malfunction 1st 2nd ↑ 3rd 3rd 3rd P0766 Shift solenoid valve S4, Shift solenoid valve SL2 or Valve body (Brake control valve): Malfunction 1st 2nd ↑ 3rd 3rd 3rd P0781 Valve body (1-2 shift valve): Malfunction 1st *2 2nd ↑ 3rd 3rd 3rd P0729 Valve body (Sequence valve): Malfunction 1st 2nd ↑ 4th 5th 5th HINT: *1: Actual gear shift (gear position) under fail-safe operation *2: Under engine braking, downshifting to 1st or 2nd gear is prohibited.