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, N or NSW input signal is ON R input signal is ON D input signal is ON (B) All switches are OFF simultaneously (2-trip detection logic) P input signal is OFF N input signal is OFF NSW input signal is OFF R input signal is OFF D input signal is OFF (C) When any of following conditions is met for 2.0 seconds or more in the S position (2-trip detection logic) P input signal is ON N input signal is ON NSW input signal is ON R input signal is ON | Open or short in park/neutral position switch circuit Park/neutral position switch ECM |
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 safety, the park/neutral position switch detects the shift lever position so that the engine can be started only when the shift lever is in 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 temperature based on the voltage signal.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0711 | One of the following conditions (A), (B), (C), (D) or (E) is met: (A) (a), (b) and (c) are detected: (2-trip detection logic) (a) Intake air and engine coolant temperatures are 15°C (59°F) or more at engine start (b) Soak time is 5 hours or more (c) After normal driving for over 10 minutes and 5 km (3.1 miles) or more, ATF temperature is less than 20°C (68°F) (B) Both (a) and (b) are detected: (2-trip detection logic) (a) Intake air and engine coolant temperatures are -10°C (14°F) or more at engine start (b) After normal driving for over 19 minutes and 7 km (4.3 miles) or more, ATF temperature is less than 20°C (68°F) (C) Both (a) and (b) are detected: (2-trip detection logic) (a) Intake air and engine coolant temperatures are -15°C (5°F) or more at engine start (b) After normal driving for over 30 minutes and 15 km (9.3 miles) or more, ATF temperature is less than 20°C (68°F) (D) After normal driving for over 40 minutes and 20 km (12.4 miles) or more, ATF temperature is less than 20°C (68°F) (2-trip detection logic) (E) Both (a) and (b) are detected: (2-trip detection logic) (a) Engine coolant temperature is less than 35°C (95°F) at engine start (b) ATF temperature is 100°C (212°F) or more when engine coolant temperature reaches 60°C (140°F) | Transmission wire (ATF temperature sensor) |
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 20°C (68°F) after running the vehicle for a certain period, the ECM interprets this as a fault, 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.
Refer to DTC P0711. Refer to DESCRIPTION .
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| 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 | ATF temperature sensor resistance is more than 156 kohms for 0.5 seconds or more and either of the following conditions is met (1-trip detection logic) (A) 10 minutes or more have elapsed after the engine start when engine coolant temperature or intake air temperature is -29.375°C (-20.875°F) or less. (B) 10 seconds or more have elapsed after the engine start when engine coolant temperature and intake air temperature are more than -29.375°C (-20.875°F). | Open in ATF temperature sensor circuit Transmission wire (ATF temperature sensor) ECM |
The ATF temperature sensor converts the 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 the Techstream display.
This sensor detects the rotation speed of the turbine, which shows the input revolution speed 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): (a) Output shaft speed: 1000 RPM or more (b) Park/Neutral position switch (R) is OFF (c) Speed sensor NT: Less than 300 RPM | Open or short in speed sensor NT circuit Speed sensor NT ECM |
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 speed). 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 2nd, 3rd, or 4th gear with the shift lever in D, if the input shaft revolution speed is less than 300 RPM*1 and the output shaft revolution speed is 1000 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 |
Torque converter lock-up is controlled by the ECM based on the speed sensor NT, speed sensor NC, engine speed, 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 speed (NE) to the input turbine speed (NT). The ECM calculates the actual transmission gear by comparing input turbine speed control voltage to counter gear speed (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 speed 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 speed 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.).
Scheme 506
| 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 Torque converter clutch Automatic transaxle (clutch, brake, gear, etc.) |
The ECM commands gear shifts by turning the shift solenoid valves ON/OFF. According to the input shaft revolution speed, intermediate (counter) shaft revolution speed, and output shaft revolution speed, 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 and stores the DTC.
Example
When either condition (a) or (b) is met, the ECM detects a malfunction.
(a) The ECM commands the 1st gear, but the actual gear is 2nd.
(b) The ECM commands the 2nd gear, but the actual gear is 1st.
Shifting from 1st to 4th is performed in combination with "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 either of the shift solenoid valves, the ECM controls the remaining normal shift solenoid valves to allow the vehicle to be operated smoothly (Fail safe function).
| 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 |
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. Refer to FAIL-SAFE CHART .
SYSTEM DESCRIPTION
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 Torque converter clutch Automatic transaxle (clutch, brake, gear, etc.) |
This DTC indicates a stuck OFF malfunction of the shift solenoid valve S4, stuck ON malfunction of the shift solenoid valve S4, 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 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 or gear etc.).
Scheme 507
| 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 Torque converter clutch Automatic transaxle (clutch, brake, gear, etc.) |
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 "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 either of the shift solenoid valves, the ECM controls the remaining normal shift solenoid valves to allow the vehicle to be operated smoothly (Fail safe function).
| 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 |
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. Refer to 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): (a) Vehicle speed: 25 km/h (16 mph) or more (b) Park/Neutral position switch (NSW) is OFF (c) Speed sensor NC: Less than 300 RPM | Open or short in speed sensor NC circuit Speed sensor NC ECM |
The NC terminal of the ECM detects revolution signals from speed sensor NC (counter gear speed). The ECM calculates gear shifts by comparing speed sensor NT with speed sensor NC.
While the vehicle is operating in 2nd, 3rd, or 4th gear with the shift lever in D, if the counter gear revolution speed is less than 300 RPM*1 and the output shaft revolution speed is more than 1000 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 25 km/h (16 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. Refer to 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 |
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. Refer to FAIL-SAFE CHART .
Shift solenoid valve SLT controls the transmission line pressure for smooth transmission operation based on signals from the throttle position sensor and vehicle speed sensor. The ECM adjusts the current to shift solenoid valve SLT to control the hydraulic line pressure coming from the primary regulator valve.
Appropriate line pressure assures smooth shifting with varying engine outputs.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2714 | ECM detects malfunction on SLT (ON side) according to difference in revolution speeds of turbine (input) and output shaft (2-trip detection logic) | Shift solenoid valve SLT remains open or closed Valve body is blocked Torque converter clutch Automatic transaxle (clutch, brake or gear etc.) |
In any forward position, when the difference between the revolution speeds of the turbine and output shaft exceeds the specified value (varies with output speed) determined by the ECM, the ECM illuminates the MIL and stores the DTC. When shift solenoid valve SLT remains on, the oil pressure goes down and the clutch engagement force decreases.
Refer to DTC P2714. Refer to DESCRIPTION .
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2716 | Condition (a) or (b) below is detected for 1 second or more (1-trip detection logic): (a) SLT - terminal: 0 V (b) SLT - terminal: 12 V | Open or short in shift solenoid valve SLT circuit Shift solenoid valve SLT ECM |
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 |
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 speed, 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 speed (NE) to the input speed (NT). The ECM calculates the actual transmission gear by comparing the input speed (NT) to the output speed (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.
After moving the shift lever to S using the transmission control switch, it is possible to change the shift range between "1" (1st range) and "4" (4th range).
Shifting to "+" once raises the shift range by one, and shifting to "-" lowers the shift range position by one.
