PRECAUTION
- IGNITION SWITCH EXPRESSION HINT: 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 section. Expression Ignition Switch (position) Engine Switch (condition) Ignition Switch off Off Off Ignition Switch ON ON On (IG) Ignition Switch ACC ACC On (ACC) Engine Start START Start
- PRECAUTION NOTE: If automatic transaxle parts are replaced, perform the following as necessary referring to the table below. PARTS REPLACEMENT COMPENSATION TABLE Replaced Part Transaxle Compensation Code Reset Memory (Learned Values)* Road Test Automatic Transaxle Assembly Input Reset Necessary Valve Body Assembly Initialize Reset Necessary Shift Solenoid Valve SL1 and/or SL2 - - Necessary Shift Solenoid Valve SL3 and/or SL4 Initialize Reset Necessary TCM (If possible, read the transaxle compensation code from the previous TCM) Possible Input (Into the new TCM) Reset Necessary Impossible Initialize Reset Necessary Registration of the transaxle compensation code. Refer to «REGISTRATION»(ref-451062-S02689250582012020700000) . Initialization of the transaxle compensation code. Refer to «INITIALIZATION»(ref-451062-S12152571452012020700000) . Reset Memory (learned values)*. Refer to «INITIALIZATION»(ref-451062-S12152571452012020700000) . Road test. Refer to «INITIALIZATION»(ref-451062-S12152571452012020700000) . HINT: *: Reset Memory cannot be completed by only disconnecting and reconnecting the cable to the negative (-) battery terminal. WARNING: When using compressed air, always aim away from yourself to prevent Automatic Transaxle Fluid (ATF) or kerosene from spraying on your face. 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 and rubber O-rings must be replaced. Do not apply adhesive cement to gaskets or 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
| Term | Definition |
|---|---|
| Monitor description | Description of what the TCM monitors and how it detects malfunctions (monitoring purpose and its details). |
| Related DTCs | Group of diagnostic trouble codes that are output by the TCM based on the same malfunction detection logic. |
| Typical enabling condition | Preconditions that allow the TCM to detect malfunctions. With all preconditions satisfied, the TCM stores the DTC when the monitored value(s) exceeds the malfunction threshold(s). |
| Sequence of operation | The priority order that is applied to monitoring if multiple sensors and components are used to detect the malfunction. While a sensor is being monitored, the next sensor or component will not be monitored until the previous monitoring has concluded. |
| Required sensor/components | The sensors and components that are used by the TCM to detect malfunctions. |
| Frequency of operation | The number of times that the TCM checks for malfunctions per driving cycle. "Once per driving cycle" means that the TCM detects the malfunction only one time during a single driving cycle. "Continuous" means that the TCM detects the malfunction every time the enabling condition is met. |
| Duration | The minimum time that the TCM must detect a continuous deviation in the monitored value(s) before storing a DTC. This begins after the "typical enabling conditions" are met. |
| Malfunction thresholds | Beyond this value, the TCM will conclude that there is a malfunction and store a DTC. |
| MIL operation | MIL illumination timing after a defect is detected. "Immediate" means that the TCM illuminates the MIL the instant the TCM determines that there is a malfunction. "2 driving cycles" means that the TCM illuminates the MIL if the same malfunction is detected again in the 2nd driving cycle. |
| Component operating range | Normal operation range of sensors and solenoids under normal driving conditions. Use these ranges as a reference. They cannot be used to judge whether a sensor or solenoid is defective or not. |
Scheme 12
Scheme 13
Scheme 14
SYSTEM DIAGRAM
The configuration of the electronic control system for the U760E automatic transaxle is as shown in the following chart.
Scheme 15
Scheme 16
MECHANICAL SYSTEM TESTS
- STALL SPEED TEST HINT: This test is to check the overall performance of the engine and transaxle. WARNING: Driving tests 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 more than 5 seconds. Connect the Techstream to the DLC3. Run the vehicle until the ATF temperature is between 50 and 80°C (122 and 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 speed (stall speed) and release the accelerator pedal immediately. Standard Value Stall Speed Acceptable Deviation 2730 rpm + 200 rpm - 400 rpm EVALUATION Test Result Possible Cause Stall speed is lower than standard value Engine power output is 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 (C1) is slipping One-way clutch (F1) is not operating properly Improper fluid level
- 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 clutches and brakes. Connect the Techstream to the DLC3. Run the vehicle until the ATF temperature is between 50 and 80°C (122 and 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 then 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 then 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 MORE THAN THE SPECIFIED TIME) Test Result Possible Cause D position time lag exceeds standard value Line pressure is too low Clutch No. 1 (C1) is worn One-way clutch (F1) is not operating properly R position time lag exceeds standard value Line pressure is too low Brake No. 2 (B2) is worn Brake No. 3 (B3) is worn
Scheme 17
- 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 the wheels and wheel chocks while the other is performing the test. NOTE: Perform the test while the ATF temperature is 50 to 80°C (122 to 176°F). Be careful to prevent the hose of SST 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 more than 5 seconds. Warm up the ATF. Turn the ignition switch off. Lift the vehicle up. Remove the test plug from the transaxle case and connect 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 the Active Test. Measure the line pressure while the engine is idling. SPECIFIED LINE PRESSURE Condition Shift Lever in D Idling 360 to 430 kPa (3.7 to 4.4 kgf/cm 2 , 52 to 62 psi) Turn the ignition 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 Shift Lever in D Stall test 1160 to 1350 kPa (11.8 to 13.8 kgf/cm 2 , 168 to 196 psi) Turn the ignition switch off. Connect the TCM connector, depress the brake pedal firmly, move the shift lever to R and check the line pressure while the engine is idling and during the stall test. SPECIFIED LINE PRESSURE Condition Shift Lever in R Idling 670 to 820 kPa (6.8 to 8.4 kgf/cm 2 , 97 to 119 psi) Stall test 1650 to 1910 kPa (16.8 to 19.5 kgf/cm 2 , 239 to 277 psi) Remove SST and 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 (C1) defective Pressure is low in R only R position circuit fluid leak Brake No. 2 (B2) defective Brake No. 3 (B3) defective
REGISTRATION
Note. When the automatic transaxle is replaced, the transaxle compensation code must be input into the TCM (proceed to 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 installing the automatic transaxle, record the transaxle compensation codes or input them into the Techstream. When the TCM is replaced, the existing transaxle compensation codes must be input into the new TCM (proceed to Procedure 2).
Scheme 18
- INPUT TRANSAXLE COMPENSATION CODE INTO TCM (Procedure 1) NOTE: Transaxle compensation codes are unique, 60-digit alphanumeric values printed on the 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 ignition switch to ON. 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 "Next". 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 in the TCM. HINT: If the registration process fails, the compensation code may be incorrect. Check the compensation code again. If the 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".
- TRANSFER TRANSAXLE COMPENSATION CODE (Procedure 2) NOTE: Transaxle compensation codes are 60-digit alphanumeric values imprinted on the 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 the Techstream. Move the shift lever to N or P. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. NOTE: Do not start the engine. 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: When there is existing code data, 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 ignition switch off. Replace the TCM. Set the transaxle compensation code. Turn the ignition switch to ON. 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
- 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 initialized with the Techstream. HINT: The TCM memorizes the vehicle conditions when the ECT controls the automatic transaxle assembly. 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. The reset procedure is as follows: Move the shift lever to N or P. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / ECT / Utility / A/T Code Reset. Press "Next" 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".
- RESET MEMORY NOTE: Reset Memory can only be performed with the Techstream. HINT: The TCM memorizes the vehicle conditions when the ECT controls the automatic transaxle 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. The 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 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.
- 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 ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / ECT / Data List / Throttle Position from EFI. From a standstill, achieve the highest possible speed with the accelerator pedal depressed 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 the highest possible speed with the accelerator pedal depressed 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.
Scheme 19
- 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 malfunction detection conditions of the ECT. 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. Malfunctions are not detected when the atmospheric temperature is below -10°C (14°F). Drive pattern Drive the vehicle through all the gears. Stop --> 1st --> 2nd --> 2nd (lock-up on) --> 3rd --> 3rd (lock-up on) --> 4th --> 4th (lock-up on) --> 5th --> 5th (lock-up on) --> 6th --> 6th (lock-up on). Perform the engine brake test with the shift lever in S. While driving in 6th gear lock-up, operate the "-" shift paddle switch and down-shift from 6th --> 5th, 5th --> 4th, 4th --> 3rd, 3rd --> 2nd and 2nd --> 1st. Check that the engine brake operates properly when each down-shift takes place. Repeat the above drive pattern 3 times or more. NOTE: When using the Techstream, the monitor status can be checked in the Data List. Refer to «DATA LIST / ACTIVE TEST»(ref-451062-S13382308302012020700000) . In the event that the drive pattern must be interrupted (due to traffic conditions or other factors), the drive pattern can be resumed and, in most cases, the monitor can be completed. HINT: *: Drive at such a speed in the uppermost gear so as to engage lock-up. The vehicle can be driven at a speed lower than the speed shown in the above diagram in lock-up. NOTE: It is necessary to drive the vehicle for approximately 30 minutes to detect DTC P0711 (transmission fluid temperature sensor "A" performance).
FAIL-SAFE CHART
- Fail-safe This function minimizes the loss of operation when any abnormality occurs in a sensor or solenoid. FAIL-SAFE CONTROL LIST Malfunctioning Part Behavior Input turbine speed sensor (speed sensor NT) Shifting to only either 1st or 3rd gear is allowed. Counter gear speed sensor (speed sensor NC) The counter gear speed is determined based on the signals from the skid control ECU (speed sensor signals). Shifting from 1st to 4th gear is allowed. ATF temperature sensor Shifting from 1st to 4th gear is allowed. TCM 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 the gears from 1st to 5th, the transaxle is fixed in 5th gear. CAN communication Shifting to only either 1st or 3rd gear is allowed. Knock sensor Shifting from 1st to 4th gear is allowed. Shift solenoid valve SL1, SL2, SL3 and SL4 The current to the malfunctioning shift solenoid valve is cut off and control is performed by operating the other normal shift solenoid valves. (Shift control in fail-safe mode is described in the table. For details, refer to Fail-safe Control Chart.) SHIFT SOLENOID VALVE OPERATION WHEN NORMAL Gear Position 1st 2nd 3rd 4th 5th 6th Shift Solenoid Valve SL1 ON ON ON ON OFF OFF Shift Solenoid Valve SL2 OFF OFF OFF ON ON ON Shift Solenoid Valve SL3 OFF ON OFF OFF OFF ON Shift Solenoid Valve SL4 OFF OFF ON OFF ON OFF FAIL-SAFE CONTROL CHART Gear position under normal conditions 1st 2nd 3rd 4th 5th 6th Shift Solenoid Valve SL1 ON Malfunction (without Fail-safe Control)* 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 Shift Solenoid Valve SL2 ON Malfunction (without Fail-safe Control)* 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 Fixed in 2nd or 3rd Shift Solenoid Valve SL3 ON Malfunction (without Fail-safe Control)* 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 Fixed in 3rd Shift Solenoid Valve SL4 ON Malfunction (without Fail-safe Control)* 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 Fixed in 2nd HINT: *: Fail-safe control is not activated when an ON malfunction occurs.