PRECAUTION
| 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 transmission 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 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 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, perform the following: Using a razor blade and gasket scraper, remove all old FIPG material from the gasket surface. Clean all components thoroughly to remove all foreign matter. Clean both sealing surfaces with a non-residue solvent. Apply FIPG material in a continuous line on the sealing surface. Reassemble parts within 10 minutes of applying FIPG material. Failing to do so will require the FIPG 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 | 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 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 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 the malfunction only one time during a single driving cycle. "Continuous" means that the ECM detects the malfunction every time the enabling condition is met. |
| Duration | The minimum time that the ECM must detect a continuous deviation in the monitored value(s) before storing 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 store 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 cycles" means that the ECM 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 if a sensor or solenoid is defective or not. |
Scheme 1153
Scheme 1154
SYSTEM DIAGRAM
The configuration of the electronic control system for the A343E automatic transmission is as shown in the following chart.
Scheme 1155
Scheme 1156
MECHANICAL SYSTEM TESTS
- STALL SPEED TEST HINT: This test is for checking the overall performance of the engine and transmission. WARNING: 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. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List. Run the vehicle until the transmission fluid temperature is between 50 and 80°C (122 and 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 speed (stall speed) and release the accelerator pedal immediately. Standard value 2000 +/-200 RPM EVALUATION Test Result Possible Cause Stall speed is less than standard value Stator one-way clutch is not operating properly Torque converter is faulty (stall speed is less than standard value by 600 RPM or more) Engine power may be insufficient Stall speed is more than standard value Line pressure is low O/D one-way clutch is not operating properly Forward clutch is slipping No. 2 one-way clutch is not operating properly Improper fluid level NOTE: Perform the test while the ATF temperature is between 50 and 80°C (122 and 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. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List. Run the vehicle until the transmission fluid 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 procedures 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 procedures 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 Test Result Possible Cause D position time lag exceeds standard value Line pressure is low Forward clutch is worn O/D one-way clutch is not operating properly R position time lag exceeds standard value Line pressure is low Direct clutch is worn 1st and reverse brake is worn O/D one-way clutch is not operating properly
Scheme 1157
- PERFORM HYDRAULIC TEST Measure the line pressure. WARNING: The line pressure 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: Perform the test while the ATF (Automatic Transmission Fluid) temperature is between 50 and 80°C (122 and 176°F). Be careful to prevent the hose of SST from interfering with the exhaust pipe. This check must be conducted 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 5 seconds. Warm up the ATF (Automatic Transmission Fluid). Turn the ignition switch off. Lift the vehicle up. Remove the test plug from the transmission case and connect SST. SST: 09992-00095 09992-00231 09992-00271 Lower the vehicle. Fully apply the parking brake and chock the 4 wheels. Start the engine and check the idling speed. Keep your left foot pressed firmly on the brake pedal and move the shift lever to D. Measure the line pressure when the engine is idling. Fully depress the accelerator pedal with your right foot. Quickly read the highest line pressure when the engine speed reaches the stall speed. In the same manner, perform the test with the shift lever in R. SPECIFIED LINE PRESSURE Condition D Position R Position Stall speed 1050 to 1200 kPa (10.7 to 12.2 kgf/cm 2 , 152 to 174 psi) 1300 to 1650 kPa (13.3 to 16.8 kgf/cm 2 , 189 to 239 psi) EVALUATION Problem Possible Cause Measured values at both positions are higher than specified pressure Shift solenoid valve SLT defective Regulator valve defective Measured values at both positions are below specified pressure Shift solenoid valve SLT defective Regulator valve defective Oil pump defective O/D direct clutch defective Pressure is low in D only D position circuit fluid leak Forward clutch defective Pressure is low in R only R position circuit fluid leak Direct clutch defective 1st and reverse brake defective
Scheme 1158
- MANUAL SHIFTING TEST HINT: Through this test, it can be determined whether the trouble occurs in an electrical circuit or if it is a mechanical problem in the transmission. If any abnormalities are found in the following test, the problem is in the transmission itself. Disconnect the connector of the transmission wire. HINT: It is possible to deactivate the electrical shift control by disconnecting the transmission wire. The gear positions can then be changed mechanically with the shift lever. Drive the vehicle with the transmission wire disconnected. Move the shift lever to each position to check whether the gear position changes as shown in the table below. Shift Lever Position Gear Position P P R R D 4th 3 4th 2 3rd L 1st Connect the connector of the transmission wire. Clear the DTCs. Refer to «DTC CHECK / CLEAR»(ref-422146-S33164626102011092600000) .
Scheme 1159
- 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. 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. 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 --> 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-422146-S11309240562011092600000) . 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.
FAIL-SAFE CHART
- Fail-safe This function minimizes the loss of ECT functions when a malfunction occurs in a sensor or solenoid.
- Fail-safe control list Malfunctioning Part Function DTC P0717: Input Speed Sensor NCO During an input speed sensor malfunction, shift control is performed using the output speed sensor signal (SP2). During an input speed sensor malfunction, AI-SHIFT*1 and flex lock-up clutch control are prohibited. DTC P0722: Output Speed Sensor SP2 During an output speed sensor malfunction, shift control is performed using the input speed sensor signal (NCO). During an output speed sensor malfunction, AI-SHIFT*1 and flex lock-up clutch control are prohibited. DTC P2742, P2743: No. 1 ATF Temperature Sensor During a No. 1 ATF temperature sensor malfunction, flex lock-up clutch control is prohibited. DTC P0973, P0974, P0976, P0977: Shift Solenoid Valve S1, S2 The current to the malfunctioning solenoid valve is cut off and control is performed by operating the other normal solenoid valve. Shift control is performed depending on the failed solenoid as described in the table below. DTC P2714, P2716: Shift Solenoid Valve SLT During a solenoid valve SLT malfunction, the current to the solenoid valve is stopped. This stops optimal line pressure control and shift shock increases. However, shifting is performed using normal clutch pressure control. DTC P2757, P2759: Shift Solenoid Valve SLU During a solenoid valve SLU malfunction, the current to the solenoid valve is stopped. This stops lock-up control and flex lock-up control, and fuel economy decreases. HINT: *: In addition to the switching of the shift pattern, Artificial Intelligence Shift (AI-SHIFT) control enables the ECM to estimate the road conditions and the driver's intention in order to automatically select the optimal shift pattern. SHIFT SOLENOID VALVE NORMAL OPERATION CHART Shift Lever Position Gear Shift Solenoid Valve S1 Shift Solenoid Valve S2 D 1st ON OFF 2nd ON ON 3rd OFF ON 4th OFF OFF 3 1st ON OFF 2nd ON ON 3rd OFF ON 2 1st ON OFF 2nd ON ON L 1st ON OFF Fail-safe operation for electronically malfunctioning shift solenoid valve (S1 and S2). Fail-safe function If either of the shift solenoid valve circuits has an open or short failure, the ECM turns the other shift solenoid valve ON and OFF in order to shift into the gear positions shown in the table below. Also, the ECM stops sending current to the open or short-circuited solenoid. Even if starting the engine again in fail-safe mode, the gear position remains in the same position. HINT: X: OFF (the ECM stops sending current to the malfunctioning solenoid valve). SHIFT SOLENOID VALVE ELECTRICAL MALFUNCTION Shift Lever Position Shift Solenoid Valve S1 Shift Solenoid Valve S2 Shift Solenoid Valve S1 and S2 Shift Solenoid Valve S1 Shift Solenoid Valve S2 Gear Shift Solenoid Valve S1 Shift Solenoid Valve S2 Gear Gear when Shift Lever is Manually Operated D X OFF 4th ON X 1st 4th X ON 3rd ON X 1st 4th X ON 3rd OFF X 4th 4th X OFF 4th OFF X 4th 4th 3 X OFF 4th ON X 1st 4th X ON 3rd ON X 1st 4th X ON 3rd OFF X 4th 4th 2 X ON 3rd ON X 1st 3rd X ON 3rd OFF X 3rd 3rd L X OFF 1st ON X 1st 1st