PRECAUTION
Note. Perform the Reset Memory procedures (A/T initialization) when replacing the automatic transaxle assembly, engine assembly or ECM. Refer to INITIALIZATION .
HINT
Reset Memory cannot be completed by only reconnecting the cable to the negative (-) battery terminal.
| WARNING | When using compressed air, always aim away from yourself to prevent Automatic Transmission 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 from 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 a 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 and 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 seal packing material, perform the following: Using a razor blade and gasket scraper, remove all old seal packing material from the gasket surface. Clean all components thoroughly to remove all foreign matter. Clean both sealing surfaces with a non-residue solvent. Apply seal packing material in a continuous line approximately 1 mm (0.04 in.) in diameter on the sealing surface. Reassemble parts within 10 minutes of applying seal packing material. Failing to do so will require the seal packing material to be removed and reapplied.
DEFINITION OF TERMS
| Term | Definition |
|---|---|
| Monitor description | Description of what the ECM monitors and how it detects malfunctions (monitoring purpose and its details). |
| Related DTCs | A group of diagnostic trouble codes that are output by the ECM based on the same malfunction detection logic. |
| Typical enabling condition | Preconditions that allow the ECM to detect malfunctions. With all preconditions satisfied, the ECM sets 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 another sensor is being monitored, the next sensor or component will not be monitored. |
| Required sensor/Components | The sensors and components that are used by the ECM to detect malfunctions. |
| Frequency of operation | The number of times that the ECM checks for malfunctions per driving cycle. "Once per driving cycle" means that the ECM detects malfunctions only once during a single driving cycle. "Continuous" means that the ECM detects a malfunction every time the enabling condition is met. |
| Duration | The minimum time that the ECM must sense a continuous deviation in the monitored value(s) before setting a DTC. This timing begins after the "typical enabling conditions" are met. |
| Malfunction thresholds | Beyond this value, the ECM will conclude that there is a malfunction and set a DTC. |
| MIL operation | MIL illumination timing after a defect is detected. "Immediate" means that the ECM illuminates the MIL the instant the ECM determines that there is a malfunction. "2 driving cycle" means that the ECM illuminates the MIL if the same malfunction is detected again in the next 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 if a sensor or solenoid is defective or not. |
Scheme 497
Scheme 498
SYSTEM DIAGRAM
The configuration of the electronic control system in the U241E automatic transaxle is as shown in the following chart.
Scheme 499
Scheme 500
Scheme 501
Scheme 502
MECHANICAL SYSTEM TESTS
- STALL SPEED TEST HINT: This test is to check the overall performance of the engine and transaxle. NOTE: Do not perform the stall speed test for longer than 5 seconds. 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. Connect the Techstream to the DLC3. Run the vehicle until the transmission fluid temperature has reached 50 to 80°C (122 to 176°F). Allow the engine to idle with the air conditioning 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 RPM (stall speed) and release the accelerator pedal immediately. Stall speed 2320 to 2920 RPM EVALUATION Test Result Possible Cause Stall speed is lower than standard value Engine power may be 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 low C1 clutch slipping F1 one-way clutch is not operating properly F2 one-way clutch is not operating properly NOTE: Perform the test at the normal operating ATF temperature of 50 to 80°C (122 to 176°F).
- SHIFT TIME LAG TEST HINT: This test is to check the condition of the direct clutch, forward clutch, 1st brake and reverse brake. Connect the Techstream to the DLC3. Run the vehicle until the transmission fluid temperature has reached 50 to 80°C (122 to 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 procedures above 3 times, and 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 procedures above 3 times, and 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: Test Result Possible Cause D position time lag exceeds standard value Line pressure is low C1 clutch is worn F1 one-way clutch is not operating properly F2 one-way clutch is not operating properly R position time lag exceeds standard value Line pressure is low C2 clutch is worn B2 brake is worn B3 brake is worn
Scheme 503
- MEASURE LINE PRESSURE NOTE: Perform the test at the normal operating ATF temperature: 50 to 80°C (122 to 176°F). The line pressure test should always be performed with at least 2 people. One person should observe the condition of the wheels or wheel chocks while the other is performing the test. Be careful to prevent SST's hose from interfering with the exhaust pipe. This test must be performed after checking and adjusting the engine. Perform the test with the A/C OFF. When conducting the stall test, do not continue for more than 10 seconds. Warm up the ATF. Remove the test plug on the transaxle case center right side and connect SST. SST: 09992-00095 09992-00231 09992-00271 Fully apply the parking brake and chock the 4 wheels. Start the engine and check the idling speed. Keep your left foot firmly on the brake pedal and move the shift lever to D. Measure the line pressure when the engine is idling. Depress the accelerator pedal as much as possible with your right foot. Quickly read the highest line pressure reading when the engine speed reaches stall speed. Perform the line pressure test again with the shift lever in R. Specified Line Pressure Condition D Position kPa (kgf/cm 2 , psi) R Position kPa (kgf/cm 2 , psi) Idling 372 to 412 kPa (3.8 to 4.2 kgf/cm 2 , 54 to 60 psi) 672 to 742 kPa (6.9 to 7.6 kgf/cm 2 , 97 to 108 psi) Stall 931 to 1031 kPa (9.5 to 10.5 kgf/cm 2 , 135 to 150 psi) 1768 to 1968 kPa (18.0 to 20.0 kgf/cm 2 , 256 to 285 psi) EVALUATION Problem Possible Cause Measured values at all positions are higher than specified Shift solenoid valve SLT defective Regulator valve defective Measured values at all positions are lower than specified Shift solenoid valve SLT defective Regulator valve defective Oil pump defective U/D (underdrive) direct clutch defective Pressure is low when shift lever is in D only D position circuit fluid leak Forward clutch defective Pressure is low when shift lever is in R only R position circuit fluid leak Direct clutch defective 1st and reverse brake defective
Scheme 504
- 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 transaxle. If any abnormalities are found in the following test, the problem is in the transaxle itself. Disconnect the transmission wire connector. Drive with the transmission wire disconnected. Move the shift lever to D to check whether the shifting condition changes according to the table below. Shift Position Shifting Condition D No Shift (Does Not Change) P P R R HINT: When driving with the transmission wire disconnected and the shift lever in D, the gear position is held in 3rd. However, when the shift lever is in R or P, the operation is the same as usual. Connect the connector of the transmission wire. Clear the DTC.
INITIALIZATION
- RESET MEMORY NOTE: Perform Reset Memory (AT initialization) when replacing the automatic transaxle assembly, engine assembly or ECM. Reset Memory can be performed only with the Techstream. HINT: The ECM stores the control conditions of the automatic transaxle assembly and engine assembly. Therefore, when the automatic transaxle assembly, engine assembly, or ECM has been replaced, it is necessary to reset the memory so that the ECM can store the new information. The reset procedure is as follows. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Reset Memory. NOTE: After performing Reset Memory, be sure to perform the Road Test. Refer to «ROAD TEST»(ref-511386-S01518391072012102600000) described earlier. HINT: The ECM learns through the Road Test.
Scheme 505
- 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 ECT malfunction detection conditions. The 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. Malfunction is not detected when the atmospheric temperature is less than -10°C (14°F). Drive pattern Drive the vehicle through all the gears. Stop --> 1st --> 2nd --> 3rd --> 4th --> 4th (lock-up ON). 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-511386-S33392442152012102600000) . 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. WARNING: 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: *: Drive at such a speed in the uppermost gear to engage lock-up. The vehicle can be driven at a speed lower than the speed shown in the above diagram under the lock-up condition. 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 CHART This function minimizes the loss of the ECT functions when a malfunction occurs in a sensor or solenoid. Automatic Transmission Fluid (ATF) temperature sensor: When the ATF temperature sensor has a malfunction, 4 up-shift is prohibited. Counter gear speed sensor NC (Speed sensor NC): When the counter gear speed sensor has a malfunction, 4 up-shift is prohibited. Shift solenoid valve DSL: When the solenoid valve DSL has a malfunction, the current to the solenoid valve is stopped. This stops lock-up control, and then fuel economy decreases. Shift solenoid valve SL1, SL2 and S4: If any of the shift solenoid valve circuits develops an open or short, the ECM turns the other shift solenoid "ON" and "OFF" in order to shift into the gear positions shown in the table below. Manual shifting as shown in the following table must be done. In case of a short circuit, the ECM stops sending the current to the short circuited solenoid. Even if starting the engine in the fail-safe mode, the gear position remains in the same position. Normal Shift Solenoid Valve SL1 Shift Solenoid Valve SL2 Shift Solenoid Valve S4 Gear Solenoid Valve Gear Solenoid Valve Gear Solenoid Valve Gear Solenoid Valve SL1 SL2 S4 SL1 SL2 S4 SL1 SL2 S4 SL1 SL2 S4 1st ON ON OFF 2nd X ON OFF 3rd ON ↓ OFF X OFF 1st ON ON X 2nd OFF ON OFF 2nd X ON OFF 3rd OFF X OFF 2nd OFF ON X 3rd OFF OFF OFF 3rd X OFF ↓ ON OFF ↓ ON 3rd OFF X OFF 3rd OFF OFF X 4th OFF OFF ON 3rd X OFF ↓ ON ON 4th OFF X ON 3rd OFF OFF X Shift Solenoid Valve SL1 and SL2 Shift Solenoid Valve SL1 and S4 Shift Solenoid Valve SL2 and S4 Shift Solenoid Valve SL1, SL2 and S4 Gear Solenoid Valve Gear Solenoid Valve Gear Solenoid Valve Gear Solenoid Valve SL1 SL2 S4 SL1 SL2 S4 SL1 SL2 S4 SL1 SL2 S4 3rd X X OFF 2nd X ON X 3rd ON ↓ OFF X X 3rd X X X 3rd X X OFF 2nd X ON X 3rd OFF X X 3rd X X X 3rd X X OFF 2nd X OFF ↓ ON X 3rd OFF X X 3rd X X X 4th X X ON 2nd X OFF ↓ ON X 3rd OFF X X 3rd X X X HINT: ↓: Condition in the normal operation is shown above the "↓". ↓: Condition in the fail-safe mode is shown beneath the "↓". E/B: Engine brake.