SYSTEM DESCRIPTION
- SYSTEM DESCRIPTION The Electronic Controlled Automatic Transaxle (ECT) is an automatic transaxle that electronically controls shift timing using the Engine Control Module (ECM). The ECM detects electrical signals that indicate engine and driving conditions, and controls the shift point based on driver habits and road conditions. As a result, fuel efficiency and power transaxle performance are improved. Shift shock is reduced by controlling the engine and transaxle simultaneously. In addition, the ECT has the following features: Diagnostic function. Fail-safe function when a malfunction occurs.
DESCRIPTION
The Park/Neutral Position (PNP) switch detects the shift lever position and sends signals to the ECM.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0705 | When one of following conditions is met: (A) Any 2 or more of the following signals are ON simultaneously (2 trip detection logic) P input signal is ON N input signal is ON R input signal is ON D input signal is ON (B) Any 2 or more of the following signals are ON simultaneously (2 trip detection logic) NSW input signal is ON R input signal is ON D input signal is ON (C) When any of following conditions is met for 2.0 seconds or more in the S position (2 trip detection logic) NSW input signal is ON P input signal is ON N input signal is ON R input signal is ON (D) All switches are OFF simultaneously (2 trip detection logic) NSW input signal is OFF P input signal is OFF N input signal is OFF R input signal is OFF D input signal is OFF | Open or short in park/neutral position switch circuit Park/neutral position switch ECM |
DTC DETECTION CONDITION CHART
MONITOR DESCRIPTION
These DTCs indicate a problem with the park/neutral position switch and the wire harness in the park/neutral position switch circuit.
The park/neutral position switch detects the shift lever position and sends a signal to the ECM.
For security, the park/neutral position switch detects the shift lever position so that the engine can be started only when the shift lever is on P or N.
The park/neutral position switch sends a signal to the ECM according to the shift lever position (P, R, N, D or S).
The ECM determines that there is a problem with the switch or related parts if it receives more than 1 position signal simultaneously. The ECM will illuminate the MIL and store the DTC.
The Automatic Transmission Fluid (ATF) temperature sensor converts the ATF temperature into a resistance value which is input into the ECM.
The ECM applies a voltage to the temperature sensor through ECM terminal THO1.
The sensor resistance changes with the ATF temperature.
One terminal of the sensor is grounded so that the sensor resistance and voltage decrease as the temperature becomes higher.
The ECM calculates the ATF based on the voltage signal.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0710 | ATF temperature sensor resistance changes from (a) to (b) or from (b) to (a) in less than 0.5 seconds, and P0712 and P0713 are not detected (1 trip detection logic): ATF temperature sensor resistance is less than 79 ohms ATF temperature sensor resistance is more than 156 kohms | Open or short in ATF temperature sensor circuit Transmission wire (ATF temperature sensor) ECM |
| P0712 | ATF temperature sensor resistance is less than 79 ohms for 0.5 seconds or more (1 trip detection logic) | Short in ATF temperature sensor circuit Transmission wire (ATF temperature sensor) ECM |
| P0713 | 15 minutes or more after the engine start, ATF temperature sensor resistance is more than 156 kohms for 0.5 seconds or more (1 trip detection logic) | Open in ATF temperature sensor circuit Transmission wire (ATF temperature sensor) ECM |
DTC DETECTION CONDITION CHART
ATF temperature sensor converts ATF temperature to an electrical resistance value. Based on the resistance, the ECM determines the ATF temperature, and the ECM detects an open or short in the ATF temperature circuit. If the resistance value of the ATF temperature is less than 79 ohms*1 or more than 156 kohms*2, the ECM interprets this as a fault in the ATF sensor or wiring. The ECM will illuminate the MIL and store the DTC.
HINT
- *1: 150°C (302°F) or more is indicated regardless of the actual ATF temperature.
- *2: -40°C (-40°F) is indicated regardless of the actual ATF temperature.
- The ATF temperature can be checked on an intelligent tester or Techstream display.
Refer to DTC P0710.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0711 | Either of the following (A) or (B) is met: Both (a) and (b) are detected: (2-trip detection logic) Intake air and engine coolant temperatures are more than -10°C (14°F) at engine start After normal driving for over 19 minutes, and 7 km (4.4 miles) or more, ATF temperature is less than 10°C (50°F) Both (a) and (b) are detected: (2-trip detection logic) Engine coolant temperature is less than 35°C (95°F) at engine start ATF temperature 100°C (212°F) or more when engine coolant temperature reaches 60°C (140°F) | Transmission wire (ATF temperature sensor) |
DTC DETECTION CONDITION CHART
The ATF temperature sensor converts the ATF temperature to an electrical resistance value. Based on the resistance, the ECM determines the ATF temperature and detects an open or short in the ATF temperature circuit or a fault in the ATF temperature sensor.
After running the vehicle for a certain period, the ATF temperature should increase. If the ATF temperature is less than 10°C (50°F) after running the vehicle for a certain period, the ECM interprets this as a fault, and turns on the, MIL and stores the DTC.
When the ATF temperature is 100°C (212°F) or more and engine coolant temperature reaches 60°C (140°F) after cold start, the ECM also determines this as a fault, turns on the MIL, and stores the DTC.
This sensor detects the rotation speed of the turbine, which shows the input revolution of the transaxle. By comparing the input speed signal (NT) with the counter gear speed sensor signal (NC), the ECM detects the shift timing of the gears and controls the engine torque and hydraulic pressure according to various conditions. As a result, smooth gear shifting is achieved.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0717 | ECM detects conditions (a), (b) and (c) continuously for 5 seconds or more (1 trip detection logic): Vehicle speed: 50 km/h (31 mph) or more Park/Neutral position switch (NSW and R) is OFF Speed sensor NT: Less than 300 rpm | Open or short in speed sensor NT circuit Speed sensor NT ECM |
DTC DETECTION CONDITION CHART
This DTC indicates that a pulse is not output from the speed sensor NT (input speed sensor) or is output only a little. The NT terminal of the ECM detects the revolving signal from the speed sensor NT (input RPM). The ECM outputs a gear shift signal comparing the input speed sensor (NT) with the output speed sensor (NC).
While the vehicle is operating in the 2nd, 3rd or 4th gear position with the shift lever on D, if the input shaft revolution is less than 300 rpm*1 and the output shaft revolution is 1,000 rpm or more*2, the ECM detects the trouble, illuminates the MIL and stores the DTC.
HINT
*1: Pulse is not output or is irregularly output.
*2: The vehicle speed is approximately 50 km/h (31 mph) or more.
The ECM uses the signals from the throttle position sensor, mass air-flow meter, turbine (input) speed sensor, intermediate (counter) shaft speed sensor and crankshaft position sensor to monitor the engagement condition of the lock-up clutch.
Then the ECM compares the engagement conditions of the lock-up clutch with the lock-up schedule in the ECM memory to detect mechanical problems of the shift solenoid valve DSL, valve body and torque converter clutch.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0741 | Lock-up does not occur when driving in lock-up range Lock-up remains ON in lock-up OFF range (2 trip detection logic) | Shift solenoid valve DSL remains open or closed Valve body is blocked Shift solenoid valve DSL Torque converter clutch Automatic transaxle (clutch, brake, gear, etc.) Line pressure is too low |
DTC DETECTION CONDITION CHART
Torque converter lock-up is controlled by the ECM based on the speed sensor NT, speed sensor NC, engine rpm, engine load, engine temperature, vehicle speed, transmission temperature and gear selection.
The ECM determines the lock-up status of the torque converter by comparing the engine rpm (NE) to the input turbine rpm (NT). The ECM calculates the actual transmission gear by comparing input turbine rpm control voltage to counter gear rpm (NC). When conditions are appropriate, the ECM requests "lock-up" by applying control voltage to the shift solenoid valve DSL. When the DSL is turned on, it applies pressure to the lock-up relay valve and locks the torque converter clutch.
If the ECM detects no lock-up after lock-up has been requested or if it detects lock-up when it is not requested, the ECM interprets this as a fault in the shift solenoid valve DSL or lock-up system performance.
The ECM will illuminate the MIL and store the DTC.
Example
When any of the following is met, the system judges it as a malfunction.
- There is a difference in rotation between the input side (engine speed) and output side (input turbine speed) of the torque converter when the ECM commands lock-up. (Engine speed is at least 100 rpm greater than input turbine speed.)
- There is no difference in rotation between the input side (engine speed) and output side (input turbine speed) of the torque converter when the ECM commands lock-up OFF. (The difference between engine speed and input turbine speed is less than 35 rpm.)
The ECM uses signals from the vehicle speed sensor to detect the actual gear position (1st, 2nd, 3rd or 4th gear).
Then the ECM compares the actual gear with the shift schedule in the ECM memory to detect mechanical problems of the shift solenoid valves, valve body or automatic transaxle (clutch, brake, gear, etc.).
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0746 | Gear required by the ECM does not match the actual gear when driving (2 trip detection logic) | Shift solenoid valve SL1 remains open or closed Valve body is blocked Shift solenoid valve SL1 Automatic transaxle (clutch, brake, gear, etc.) |
DTC DETECTION CONDITION CHART
The ECM commands gear shifts by turning the shift solenoid valves ON/OFF. According to the input shaft revolution, intermediate (counter) shaft revolution and output shaft revolution, the ECM detects the actual gear position (1st, 2nd, 3rd or 4th gear position). When the gear position commanded by the ECM and the actual gear position are not the same, the ECM illuminates the MIL.
Example
When either condition (a) or (b) is met, the ECM detects a malfunction.
- The ECM commands the 1st gear, but the actual gear is 2nd.
- The ECM commands the 2nd gear, but the actual gear is 1st.
Shifting from 1st to 4th is performed in combination with the ON and OFF operation of the shift solenoid valves SL1, SL2 and S4, which are controlled by the ECM. If an open or short circuit occurs in any of the shift solenoid valves, the ECM controls the remaining normal shift solenoid valves to allow the vehicle to be operated safely (See FAIL-SAFE CHART ).
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0748 | Duty cycle to shift solenoid valve SL1 is 100% (1 trip detection logic) | Open or short in shift solenoid valve SL1 circuit Shift solenoid valve SL1 ECM |
DTC DETECTION CONDITION CHART
This DTC indicates an open or short in the shift solenoid valve SL1 circuit. The ECM commands gear shifts by turning the shift solenoid valves ON/OFF. When there is an open or short circuit in any shift solenoid valve circuit, the ECM detects the problem, illuminates the MIL and stores the DTC. Also, the ECM performs the fail-safe function and turns the other normal shift solenoid valves ON/OFF. In case of an open or short circuit, the ECM stops sending current to the circuit (See FAIL-SAFE CHART ).
The ECM uses signals from the output shaft speed sensor and input speed sensor to detect the actual gear position (1st, 2nd, 3rd or 4th gear).
Then the ECM compares the actual gear with the shift schedule in the ECM memory to detect mechanical problems of the shift solenoid valves, valve body or automatic transaxle (clutch, brake, gear, etc.).
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0766 | Gear required by the ECM does not match the actual gear when driving (2 trip detection logic) | Shift solenoid valve S4 remains open or closed Valve body is blocked Shift solenoid valve S4 Automatic transaxle (clutch, brake, gear, etc.) |
DTC DETECTION CONDITION CHART
This DTC indicates a stuck OFF malfunction of the shift solenoid valve S4, stuck ON malfunction of the shift solenoid valve SL2, or brake control valve malfunction. The ECM commands gear shifts by turning the shift solenoid valves ON/OFF. When the gear position commanded by the ECM and the actual gear position are not the same, the ECM illuminates the MIL and stores the DTC.
The ECM uses signals from the output shaft speed sensor and input speed sensor to detect the actual gear position (1st, 2nd, 3rd or 4th gear).
Then the ECM compares the actual gear with the shift schedule in the ECM memory to detect mechanical problems of the shift solenoid valves, valve body or automatic transaxle (clutch, brake, gear, etc.).
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0776 | Gear required by the ECM does not match the actual gear when driving (2 trip detection logic) | Shift solenoid valve SL2 remains open or closed Valve body is blocked Shift solenoid valve SL2 Automatic transaxle (clutch, brake, gear, etc.) |
DTC DETECTION CONDITION CHART
This DTC indicates a stuck ON malfunction or stuck OFF malfunction of the shift solenoid valve SL2. The ECM commands gear shifts by turning the shift solenoid valves ON/OFF. When the gear position commanded by the ECM and the actual gear position are not the same, the ECM illuminates the MIL and stores the DTC.
Shifting from 1st to 4th is performed in combination with the ON and OFF operation of the shift solenoid valves SL1, SL2 and S4, which are controlled by the ECM. if an open or short circuit occurs in any of the shift solenoid valves, the ECM controls the remaining normal shift solenoid valves to allow the vehicle to be operated safely (See FAIL-SAFE CHART ).
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0778 | Duty cycle to shift solenoid valve SL2 is 100% (1 trip detection logic) | Open or short in shift solenoid valve SL2 circuit Shift solenoid valve SL2 ECM |
DTC DETECTION CONDITION CHART
This DTC indicates an open or short in the shift solenoid valve SL2 circuit. The ECM commands gear shifts by turning the shift solenoid valves ON/OFF. When there is an open or short circuit in any shift solenoid valve circuit, the ECM detects the problem, illuminates the MIL and stores the DTC. Also, the ECM performs the fail-safe function and turns the other normal shift solenoid valves ON/OFF. In case of an open or short circuit, the ECM stops sending current to the circuit (See FAIL-SAFE CHART ).
This sensor detects the rotation speed of the counter gear. By comparing the counter gear speed signal NC with the direct clutch speed sensor signal (NT), the ECM detects the shift timing of the gears and approximately controls the engine torque and hydraulic pressure according to various conditions. Thus smooth gear shifting is performed.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0793 | ECM detects conditions (a), (b) and (c) continuously for 2 seconds or more (1 trip detection logic): Vehicle speed: 50 km/h (31 mph) or more Park/Neutral position switch (NSW) is OFF Speed sensor NC: Less than 300 rpm | Open or short in speed sensor NC circuit Speed sensor NC ECM |
DTC DETECTION CONDITION CHART
The NC terminal of the ECM detects revolution signals from speed sensor NC (counter gear rpm). The ECM calculates gear shifts by comparing speed sensor NT with speed sensor NC.
While the vehicle is operating in the 2nd, 3rd or 4th gear position with the shift lever on D, if the counter gear revolution is less than 300 rpm*1 and the output shaft revolution is more than 1,000 rpm*2, the ECM detects the trouble, illuminates the MIL and stores the DTC.
*1: Pulse is not output or is irregularly output.
*2: The vehicle speed is 50 km/h (31 mph) or more.
Shifting from 1st to 4th is performed in combination with the ON and OFF operation of the shift solenoid valves SL1, SL2 and S4, which are controlled by the ECM. If an open or short circuit occurs in any of the shift solenoid valves, the ECM controls the remaining normal shift solenoid valves to allow the vehicle to be operated safely (See FAIL-SAFE CHART ).
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0982 | ECM detects short in solenoid valve S4 circuit 2 times when solenoid valve S4 is operated (1 trip detection logic) | Short in shift solenoid valve S4 circuit Shift solenoid valve S4 ECM |
| P0983 | ECM detects open in solenoid valve S4 circuit 2 times when solenoid valve S4 is not operated (1 trip detection logic) | Open in shift solenoid valve S4 circuit Shift solenoid valve S4 ECM |
DTC DETECTION CONDITION CHART
This DTC indicates an open or short in the shift solenoid valve S4 circuit. The ECM commands gear shifts by turning the shift solenoid valves ON/OFF. When there is an open or short circuit in any shift solenoid valve circuit, the ECM detects the problem, illuminates the MIL and stores the DTC. Also, the ECM performs the fail-safe function and turns the other normal shift solenoid valves ON/OFF. In case of an open or short circuit, the ECM stops sending current to the circuit (see FAIL-SAFE CHART ).
In any forward position, when the difference between the revolutions of the turbine and output shaft exceeds the specified value (varies with output speed) determined by the ECM, the ECM illuminates the MIL and outputs the DTC. When shift solenoid valve SLT remains on, the oil pressure goes down and the clutch engagement force decreases.
Refer to DTC P2714.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2716 | Condition (a) and (b) below is detected for 1 second or more (1 trip detection logic): SLT - terminal: 0 V SLT-terminal: 12 V | Open or short in shift solenoid valve SLT circuit Shift solenoid valve SLT ECM |
DTC DETECTION CONDITION CHART
When an open or short in the shift solenoid valve SLT circuit is detected, the ECM interprets this as a fault. The ECM will illuminate the MIL and store the DTC.
The shift solenoid valve DSL is turned ON and OFF by signals from the ECM to control the hydraulic pressure acting on the lock-up relay valve, which then controls operation of the lock-up clutch.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2769 | ECM detects short in shift solenoid valve DSL circuit when shift solenoid valve DSL is operated (2 trip detection logic) | Short in shift solenoid valve DSL circuit Shift solenoid valve DSL ECM |
| P2770 | ECM detects open in shift solenoid valve DSL circuit when shift solenoid valve DSL is not operated (2 trip detection logic) | Open in shift solenoid valve DSL circuit Shift solenoid valve DSL ECM |
DTC DETECTION CONDITION CHART
Fail-safe function
If the ECM detects a malfunction, it turns the shift solenoid valve DSL OFF.
Torque converter lock-up is controlled by the ECM based on engine rpm, engine load, engine temperature, vehicle speed, transmission temperature, and shift position selection. The ECM determines the lock-up status of the torque converter by comparing the engine rpm (NE) to the input rpm (NT). The ECM calculates the actual transmission gear by comparing the input rpm (NT) to the output rpm (SPD). When conditions are appropriate, the ECM requests "lock-up" by applying control voltage to the shift solenoid valve DSL. When the shift solenoid valve DSL is opened, the shift solenoid valve DSL applies pressure to the lock-up relay valve and locks the torque converter clutch. If the ECM detects an open or short in the shift solenoid valve DSL circuit, the ECM interprets this as a fault in the shift solenoid valve DSL or its circuit. The ECM will illuminate the MIL and store a DTC.
When moving the shift lever into the S position using the transmission control switch, it is possible to switch the shift range position between "1" (1st range) and "4" (4th range).
Shifting to "+" once raises the shift range position by one, and shifting to "-" lowers the shift range position by one.
Scheme 1
Scheme 2
Scheme 3
Scheme 4
- INSPECT TRANSMISSION CONTROL SWITCH Disconnect the C33 transmission control switch connector. Measure the resistance according to the value(s) in the table below. Standard resistance TESTER CONNECTION SPECIFIED CONDITION CHART Tester Connection Condition Specified Condition 6 (IG) - 13 (S) Shift lever position on S, "+" and "-" Below 1 ohms 5 (SFTU) - 11 (E) Shift lever position continuously shifted to "+" (Up-shift) Below 1 ohms 4 (SFTD) - 11 (E) Shift lever position continuously shifted to "-" (Down-shift) Below 1 ohms 6 (IG) - 13 (S) Shift lever position not on S, "+" and "-" 10 kohms or higher 5 (SFTU) - 11 (E) Shift lever position on S 10 kohms or higher 4 (SFTD) - 11 (E) Shift lever position on S 10 kohms or higher NG: REPLACE SHIFT LOCK CONTROL UNIT ASSEMBLY (TRANSMISSION CONTROL SWITCH) (See «REMOVAL»(ref-289742-S34377829572008070700000) ) OK: Go to next step
- CHECK HARNESS AND CONNECTOR (TRANSMISSION CONTROL SWITCH - BATTERY, BODY GROUND) Disconnect the C33 transmission control switch connector. Turn the ignition switch to ON. Measure the voltage according to the value(s) in the table below. Standard voltage TESTER CONNECTION SPECIFIED CONDITION VOLTAGE CHART Tester Connection Switch Condition Specified Condition C33-6 (IG) - Body ground Ignition switch ON 11 to 14 V C33-6 (IG) - Body ground Ignition switch OFF Below 1 V Turn the ignition switch to OFF. Measure the resistance according to the value(s) in the table below. Standard resistance TESTER CONNECTION SPECIFIED CONDITION RESISTANCE CHART Tester Connection Condition Specified Condition C33-11 (E) - Body ground Always Below 1 ohms NG : REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
- CHECK HARNESS AND CONNECTOR (TRANSMISSION CONTROL SWITCH - ECM) Disconnect the A36 and B33 ECM connector. Turn the ignition switch to ON. Measure the voltage according to the value(s) in the table below. Standard voltage TESTER CONNECTION SPECIFIED CONDITION VOLTAGE CHART Tester Connection Switch Condition Specified Condition B33-74 (S) - Body ground Ignition switch ON Shift lever position on S, "+" and "-" 11 to 14 V B33-74 (S) - Body ground Ignition switch ON Shift lever position not on S, "+" and "-" Below 1 V Turn the ignition switch to OFF. Measure the resistance according to the value(s) in the table below. Standard resistance TESTER CONNECTION SPECIFIED CONDITION RESISTANCE CHART Tester Connection Condition Specified Condition A36-16 (SFTU) - Body ground Shift lever position continuously shifted to "+" (Up-shift) Below 1 ohms A36-51 (SFTD) - Body ground Shift lever position continuously shifted to "-" (Down-shift) Below 1 ohms A36-16 (SFTU) - Body ground Shift lever position on S 10 kohms or higher A36-51 (SFTD) - Body ground Shift lever position on S 10 kohms or higher NG: REPAIR OR REPLACE HARNESS OR CONNECTOR OK: PROCEED TO NEXT CIRCUIT INSPECTION SHOWN IN «PROBLEM SYMPTOMS TABLE»(ref-289742-S11971828832008070700000).
Scheme 5
- INSPECT AUTOMATIC TRANSAXLE FLUID HINT: Drive the vehicle until the engine and transaxle are at normal operating temperature. Fluid temperature: 70 to 80°C (158 to 176°F) Park the vehicle on a level surface and engage the parking brake. With the engine idling and the brake pedal depressed, shift the shift lever into all positions from P to L, and then return it to the P position. Pull out the oil level gauge and wipe it clean. Push it fully back into the pipe. Pull it out and check that the fluid level is within the HOT range. If there is any leakage, repair or replace O-rings, FIPG, oil seals, plugs or other parts.
Scheme 6
Scheme 7
Scheme 8
Scheme 9
- REMOVE BATTERY (See «REMOVAL»(ref-289752-S03883011382008070700000) )
- REMOVE NO. 2 BATTERY CARRIER (See «REMOVAL»(ref-289742-S31259398672008070700000) )
- REMOVE AIR CLEANER CAP SUB-ASSEMBLY (See «REMOVAL»(/scion/xb/ii-2007-2010/remont/testing-diagnostics/#2az-fe-engine-control-system) )
- REMOVE AIR CLEANER FILTER ELEMENT SUB-ASSEMBLY (See «REMOVAL»(ref-289742-S31259398672008070700000) )
- REMOVE AIR CLEANER CASE SUB-ASSEMBLY (See «REMOVAL»(ref-289742-S31259398672008070700000) )
- REMOVE SPEED SENSOR NT Disconnect the speed sensor NT connector. Remove the bolt and remove the speed sensor NT. Remove the O-ring from the speed sensor NT.
- REMOVE SPEED SENSOR NC Disconnect the speed sensor NC connector. Remove the bolt and remove the speed sensor NC. Remove the O-ring from the speed sensor NC.
Scheme 10
Scheme 11
- INSPECT SPEED SENSOR NT Measure the resistance. Standard resistance TESTER CONNECTION SPECIFIED CONDITION CHART Tester Connection Condition Specified Condition 1-2 20°C (68°F) 560 to 680 ohms If the resistance value is not as specified, replace the speed sensor NT.
- INSPECT SPEED SENSOR NC Measure the resistance. Standard resistance TESTER CONNECTION SPECIFIED CONDITION CHART Tester Connection Condition Specified Condition 1-2 20°C (68°F) 560 to 680 ohms If the resistance value is not as specified, replace the speed sensor NC.
See also:
• DIAGNOSTIC TROUBLE CODE CHART
• REMOVAL
• REMOVAL
• REMOVAL