DESCRIPTION
The park/neutral position switch detects the shift lever position and sends signals to the ECM.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0705 | One of the following conditions (A), (B), (C) or (D) is met | Open or short in park/neutral position switch circuit Park/neutral position switch Transmission control switch ECM |
| Condition (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. 2 input signal is ON. L input signal is ON. | ||
| Condition (B): Any 2 or more of the following signals are ON simultaneously (2-trip detection logic). NSW (STAR) input signal is ON. R input signal is ON. D input signal is ON. 2 input signal is ON. L input signal is ON. | ||
| Condition (C): All signals are OFF simultaneously (2-trip detection logic). NSW (STAR) input signal is OFF. P input signal is OFF. R input signal is OFF. N input signal is OFF. D input signal is OFF. 2 input signal is OFF. L input signal is OFF. | ||
| Condition (D): Conditions 1 and 2 are both met (2-trip detection logic). One of the following conditions is met. NSW (STAR) input signal is ON. P input signal is ON. R input signal is ON. N input signal is ON. One of the following conditions is met. 3 input signal is ON. L input signal is ON. |
MONITOR DESCRIPTION
The park/neutral position switch detects the gearshift position and sends a signal to the ECM.
For security, the park/neutral position switch detects the gearshift position so that engine can be started only when the vehicle is in the P or N shift position.
When the park/neutral position switch sends more than one signal at a time from switch positions P, R, N, D, 2 or L, the ECM interprets this as a fault in the switch. The ECM will turn on the MIL and store the DTC.
The ATF (Automatic Transmission Fluid) temperature sensor converts the fluid temperature into a resistance value which is input into the ECM.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0711 | One of the following conditions (A), (B), (C), (D) or (E) is met | Transmission wire (ATF temperature sensor) |
| Condition (A): (a), (b), (c) and (d) are detected: (2-trip detection logic). (a) After normal driving for 10 minutes and 5 km (3.1 miles) or more. (b) Intake air and engine coolant temperature are 15°C (59°F) or more at 12 seconds after engine start. (c) Soak time is more than 5 hours. (d) ATF temperature is less than 20°C (68°F) | ||
| Condition (B): (a), (b) and (c) are detected: (2-trip detection logic). (a) After normal driving for 18 minutes and 20 seconds and 9 km (5.6 miles) or more. (b) Intake air and engine coolant temperature are -10°C (14°F) or more at 12 seconds after engine start. (c) ATF temperature is less than 20°C (68°F) | ||
| Condition (C): (a), (b) and (c) are detected: (2-trip detection logic). (a) After normal driving for 30 minutes and 15 km (9.3 miles) or more. (b) Intake air and engine coolant temperature are -15°C (5°F) or more at 12 seconds after engine start. (c) ATF temperature is less than 20°C (68°F) | ||
| Condition (D): Both (a) and (b) are detected: (2-trip detection logic). (a) After normal driving for 40 minutes and 20 km (12.4 miles) or more. (b) ATF temperature is less than 20°C (68°F) | ||
| Condition (E): Both (a) and (b) are detected: (2-trip detection logic). (a) Engine coolant temperature is less than 35°C (95°F) at 12 seconds after engine start. (b) ATF temperature is 100°C (212°F) or more. |
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 opens or shorts in the ATF temperature circuit.
After driving the vehicle for a certain period, the ATF temperature should increase. When the ATF temperature is below 20°C (68°F), 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 engine cold start, the ECM also determines this as a fault, turns on the MIL, and stores the DTC.
The ATF (Automatic Transmission Fluid) temperature sensor converts the fluid temperature into a resistance value which is input into the ECM.
The ECM applies a voltage to the temperature sensor through ECM terminal THO1 (THO).
The sensor resistance changes with the transmission fluid temperature. As the temperature becomes higher, the sensor resistance decreases.
One terminal of the sensor is grounded so that the sensor resistance decreases and the voltage goes down as the temperature becomes higher.
The ECM calculates the fluid temperature based on the voltage signal.
| 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 one of the following conditions is met (1-trip detection logic) | Open in ATF temperature sensor circuit Transmission wire (ATF temperature sensor) ECM |
| Condition (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. | ||
| Condition (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). | ||
| Condition (C): The condition of "Typical Enabling Conditions" for DTC P0711 is met. |
These DTCs indicate an open or short in the automatic transmission fluid (ATF) temperature sensor (TFT sensor) circuit. The automatic transmission fluid (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 opens or shorts 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 turn on the MIL and store the DTC.
*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.
HINT
The ATF temperature can be checked on a Techstream display.
This sensor detects the rotation speed of the input turbine. By comparing the input turbine speed signal (NT) with the output shaft speed, the ECM detects the shift timing of the gears and appropriately controls the engine torque and hydraulic pressure according to various conditions, thus providing smooth gear shift.
| 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 (NSW (STAR), R and L) is OFF (c) Speed sensor NT: less than 300 RPM | Open or short in speed sensor NT circuit Speed sensor NT ECM Automatic transaxle assembly |
The input speed sensor detects the transmission input shaft speed. The ECM determines the gear shift timing based on a comparison of the input speed sensor (input shaft speed) with the output speed sensor (output shaft speed).
When the output shaft speed is higher than the expected value and the input shaft speed is less than 300 RPM while running with the shift lever in the D position, the ECM will conclude that there is malfunction of the input turbine speed sensor (NT). The ECM will illuminate the MIL and store the DTC.
The ECM uses signals from the vehicle speed sensor and speed sensor NT 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 the mechanical problems of the shift solenoid valves, the valve body or automatic transaxle (clutch, brake or gear etc.).
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0751 | The gear required by the ECM does not match the actual gear when driving (2-trip detection logic). | Shift solenoid valve S1 remains open or closed Valve body is blocked Shift solenoid valve S1 Automatic transaxle (clutch, brake or gear etc.) |
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 same, the ECM illuminates the MIL and stores the DTC.
The ECM uses signals from the vehicle speed sensor and speed sensor NT 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 the mechanical problems of the shift solenoid valves, the valve body or automatic transaxle (clutch, brake or gear etc.).
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0756 | The gear required by the ECM does not match the actual gear when driving (2-trip detection logic). | Shift solenoid valve S2 remains open or closed Valve body is blocked Shift solenoid valve S2 Automatic transaxle (clutch, brake or gear etc.) |
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 same, the ECM illuminates the MIL and stores the DTC.
Shift solenoid valve ST is switched ON-OFF by a signal from ECM so that let in or out timing of the 2nd brake is adjusted by operating the orifice control valve. Therefore, shift solenoid valve ST operates when letting in or out the reverse clutch.
If the shift solenoid valve ST is broken, the shift shock becomes big.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0787 | ECM detects short in solenoid valve ST circuit 2 times when solenoid valve ST is operated (1-trip detection logic). | Short in shift solenoid valve ST circuit Shift solenoid valve ST ECM |
| P0788 | ECM detects open in solenoid valve ST circuit 2 times when solenoid valve ST is not operated (1-trip detection logic). | Open in shift solenoid valve ST circuit Shift solenoid valve ST ECM |
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. Illuminating the MIL, the ECM performs the fail-safe and turns the other shift solenoid valves in good condition "ON/OFF" (In case of an open or short circuit, the ECM stops sending current to the circuit.).
Shifting from 1st to 4th is performed in combination with "ON" and "OFF" of the shift solenoid valves S1 and S2 controlled by ECM. If an open or short circuit occurs in either of the solenoid valves, the ECM controls the remaining normal solenoid valve to allow the vehicle to be operated smoothly (Fail safe function).
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0973 | ECM detects short in solenoid valve S1 circuit 2 times when solenoid valve S1 is operated (1-trip detection logic). | Short in shift solenoid valve S1 circuit Shift solenoid valve S1 ECM |
| P0974 | ECM detects open in solenoid valve S1 circuit 2 times when solenoid valve S1 is not operated (1-trip detection logic). | Open in shift solenoid valve S1 circuit Shift solenoid valve S1 ECM |
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. Then the ECM performs the fail-safe function and turns the other shift solenoid valves in good condition "ON/OFF" (In case of an open or short circuit, the ECM stops sending current to the circuit.). Refer to FAIL-SAFE CHART .
Shifting from 1st to 4th is performed in combination with "ON" and "OFF" of the shift solenoid valves S1 and S2 controlled by ECM. If an open or short circuit occurs in either of the solenoid valves, the ECM controls the remaining normal solenoid valve to allow the vehicle to be operated smoothly (Fail safe function).
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0976 | ECM detects short in solenoid valve S2 circuit 2 times when solenoid valve S2 is operated (1-trip detection logic). | Short in shift solenoid valve S2 circuit Shift solenoid valve S2 ECM |
| P0977 | ECM detects open in solenoid valve S2 circuit 2 times when solenoid valve S2 is not operated (1-trip detection logic). | Open in shift solenoid valve S2 circuit Shift solenoid valve S2 ECM |
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. Then the ECM performs the fail-safe function and turns the other shift solenoid valves in good condition "ON/OFF" (In case of an open or short circuit, the ECM stops sending current to the circuit.). Refer to FAIL-SAFE CHART .
The shift solenoid valve SLT controls the transmission line pressure for smooth transmission operation based on signals from the throttle position sensor and the vehicle speed sensor. The ECM adjusts the duty ratio (*) of the shift solenoid valve SLT to control hydraulic line pressure coming from the primary regulator valve. Appropriate line pressure assures smooth shifting with varying engine outputs.
(*): Duty Ratio
The duty ratio is the ratio of the period of continuity in one cycle. For example, if A is the period of continuity in one cycle, and B is the period of non-continuity, then
Duty Ratio = A/(A + B) x 100 (%)
Scheme 399
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2714 | ECM detects malfunction on SLT (ON side) according to difference in revolutions of turbine (input) and output shaft (2-trip detection logic). | Shift solenoid valve SLT remains closed Valve body is blocked Torque converter clutch Automatic transaxle (clutch, brake or gear, etc.) |
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 stores the DTC.
When shift solenoid valve SLT remains on, the oil pressure goes down and the clutch engagement force decreases.
Note. If you continue driving under these conditions, the clutch will burn out and the vehicle will no longer be drivable.
The shift solenoid valve SLT controls the transmission line pressure for smooth transmission operation based on signals from the throttle position sensor and the vehicle speed sensor. The ECM adjusts the duty ratio (*) of the shift solenoid valve SLT to control hydraulic line pressure coming from the primary regulator valve. Appropriate line pressure assures smooth shifting with varying engine outputs.
(*): Duty Ratio
The duty ratio is the ratio of the period of continuity in one cycle.
For example, if A is the period of continuity in one cycle, and B is the period of non-continuity, then
Duty Ratio = A/(A + B) x 100 (%)
Scheme 400
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2716 | Open or short is detected in shift solenoid valve SLT circuit for 1 second or more while driving (1-trip detection logic). | 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 turn on the MIL and store the DTC.
Torque converter lock-up is controlled by the ECM based on the speed sensor (NT), engine RPM (NE), engine load, engine coolant temperature, vehicle speed, transmission fluid 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 (NT) to output shaft speed. When conditions are appropriate, the ECM requests lock-up by applying the control voltage to shift solenoid valve SLU. When SLU 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 shift solenoid valve SLU or lock-up system performance. The ECM turns on the MIL and stores the DTC.
Example
When either of the following is met, the system judges it as a malfunction.
- There is a difference in the rotations of 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 the rotations of 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.)
When an open or short in the linear solenoid valve (SLU) circuit is detected, the ECM interprets this as a fault. The ECM turns on the MIL and stores the DTC.