Continuosly Variable Transaxle (Diagnostics - Introduction) (K313): Diagnosis Toyota Corolla XI

ROAD TEST [08/2013 - ]

1. PROBLEM SYMPTOM CONFIRMATION Try to reproduce symptoms based on the result of the customer problem analysis. If the problem is that the transaxle does not change gear ratios or changes ratios at the wrong engine speed, conduct the following road test while referring to the speed variation chart and attempt to duplicate the problem symptoms.
2. ROAD TEST WARNING: Strictly observe posted speed limits, traffic laws and road conditions when performing the road test. NOTE: This test must be conducted after checking and confirming that the engine is operating normally. Perform this test while the CVT fluid temperature is between 50 and 100°C (122 and 212°F). Perform this test with the A/C off. HINT: Lock-up control will not operate when the CVT fluid temperature is 40°C (104°F) or less and the vehicle speed is 60 km/h (37 mph) or less, or when the CVT fluid temperature is 5°C (41°F) or less. Lock-up control will not operate when the engine coolant temperature is 30°C (86°F) or less. The lock-up off vehicle speed may vary depending on electrical load, and air conditioning and brake operation. Keep a constant accelerator pedal angle to maintain the specified vehicle speed. When fully depressing the accelerator pedal, read the engine speed immediately after the pedal is fully depressed. SPEED VARIATION CHART (W/ SPORT SEQUENTIAL SHIFTMATIC) Engine Shift Lever Position Accelerator Pedal Position (Vehicle Speed) Fully Depressed (80 km/h (50 mph)) *1 Fully Depressed (100 km/h (62 mph)) *2 Constant Position (100 km/h (62 mph)) *3 Constant Position (40 km/h (25 mph)) *4 Constant Position (70 km/h (43 mph)) *5 Fully Depressed (Accelerating from 70 km/h (43 mph)) *6 2ZR-FE D 6000 to 6600 RPM 6200 to 6600 RPM 1500 to 2000 RPM 1000 to 1400 RPM 1100 to 1600 RPM 3000 RPM or more D (Sport Mode) 6000 to 6600 RPM 6200 to 6600 RPM 2200 to 2700 RPM 1300 to 1700 RPM 1800 to 2200 RPM 3000 RPM or more SPEED VARIATION CHART (W/O SPORT SEQUENTIAL SHIFTMATIC) Engine Shift Lever Position Accelerator Pedal Position (Vehicle Speed) Fully Depressed (80 km/h (50 mph)) *1 Fully Depressed (100 km/h (62 mph)) *2 Constant Position (100 km/h (62 mph)) *3 Constant Position (40 km/h (25 mph)) *4 Constant Position (70 km/h (43 mph)) *5 Fully Depressed (Accelerating from 70 km/h (43 mph)) *6 2ZR-FE D 6000 to 6600 RPM 6200 to 6600 RPM 1500 to 2000 RPM 1000 to 1400 RPM 1100 to 1600 RPM 3000 RPM or more SD 6000 to 6600 RPM 6200 to 6600 RPM 2600 to 3200 RPM 1700 to 2200 RPM 2200 to 2700 RPM 3000 RPM or more B 6000 to 6600 RPM 6200 to 6600 RPM 4700 to 5300 RPM 2800 to 3300 RPM 4000 to 4500 RPM 3000 RPM or more SPEED VARIATION CHART Engine Shift Lever Position Accelerator Pedal Position (Vehicle Speed) Fully Depressed (80 km/h (50 mph)) *1 Fully Depressed (100 km/h (62 mph)) *2 Constant Position (100 km/h (62 mph)) *3 Constant Position (40 km/h (25 mph)) *4 Constant Position (70 km/h (43 mph)) *5 Fully Depressed (Accelerating from 70 km/h (43 mph)) *6 2ZR-FAE D 6000 to 6600 RPM 6200 to 6600 RPM 1400 to 1900 RPM 1000 to 1400 RPM 1000 to 1500 RPM 3000 RPM or more SD 6000 to 6600 RPM 6200 to 6600 RPM 2600 to 3200 RPM 1700 to 2200 RPM 2200 to 2700 RPM 3000 RPM or more B 6000 to 6600 RPM 6200 to 6600 RPM 4700 to 5300 RPM 2800 to 3300 RPM 4000 to 4500 RPM 3000 RPM or more HINT: When checking the engine speed at 80 km/h (50 mph) and 100 km/h (62 mph), check the engine speed directly before the transaxle up-shifts. LOCK-UP SCHEDULE Shift Lever Position Lock-up Condition (Accelerator Pedal Opening Angle) Lock-up On (10%) Lock-up Off (0%) D 5 to 30 km/h (3 to 19 mph) 10 to 30 km/h (6 to 19 mph) HINT: Lock-up OFF by lock-up control can be confirmed when the lock-up ON conditions change to lock-up OFF conditions as shown in the following table. The flex lock-up control condition cannot be checked by reading the Data List item "Lock up". Confirm the lock-up condition by checking the operation of the shift solenoid valve SC and shift solenoid valve SL. Lock-up ON Condition: Lock-up OFF Condition: Shift solenoid valve SC: OFF Shift solenoid valve SC: ON Shift solenoid valve SL: ON Shift solenoid valve SL: ON (No change) D position test Move the shift lever to D and check the following: Check if the gear ratio changes during normal driving (average urban driving). With the vehicle stopped, fully depress the accelerator pedal and check the engine speed when the vehicle reaches the vehicle speeds listed in *1 and *2 in the speed variation chart. With the vehicle stopped, depress the accelerator pedal to a constant intermediate position and check the engine speed when the vehicle reaches the vehicle speed listed in *3 in the speed variation chart. Release the accelerator pedal and check the engine speed when the vehicle decelerates to the vehicle speed listed in *4 in the speed variation chart. Depress the accelerator pedal to a constant intermediate position again and check the engine speed when the vehicle reaches the vehicle speed listed in *5 in the speed variation chart. Fully depress the accelerator pedal and check the engine speed as the vehicle accelerates from the vehicle speed listed in *6 in the speed variation chart. Check for abnormal noises and vibration. HINT: The check for the cause of abnormal noise and vibration must be done thoroughly as it could also be due to loss of balance in the differential, torque converter clutch, etc. Check for abnormal shock and slippage at kick-down. Check the lock-up mechanism. M position test Move the shift lever to M and check the following: Check the shift operation. When driving with M7 selected (vehicle speed approximately 90 to 100 km/h (56 to 62 mph)), check the engine braking effect in M6 when the shift lever is moved to "-" or the "-" shift paddle is operated. When driving with M6 selected (vehicle speed approximately 70 to 80 km/h (43 to 50 mph)), check the engine braking effect in M5 when the shift lever is moved to "-" or the "-" shift paddle is operated. When driving with M5 selected (vehicle speed approximately 50 to 60 km/h (31 to 37 mph)), check the engine braking effect in M4 when the shift lever is moved to "-" or the "-" shift paddle is operated. When driving with M4 selected (vehicle speed approximately 40 to 50 km/h (25 to 31 mph)), check the engine braking effect in M3 when the shift lever is moved to "-" or the "-" shift paddle is operated. When driving with M3 selected (vehicle speed approximately 30 to 40 km/h (19 to 25 mph)), check the engine braking effect in M2 when the shift lever is moved to "-" or the "-" shift paddle is operated. When driving with M2 selected (vehicle speed approximately 20 to 30 km/h (12 to 19 mph)), check the engine braking effect in M1 when the shift lever is moved to "-" or the "-" shift paddle is operated. R position test Move the shift lever to R and lightly depress the accelerator pedal. Check that the vehicle moves backward without any abnormal noise or vibration. WARNING: Before conducting this test, make sure that the test area is free from people and obstructions. P position test Stop the vehicle on an incline (more than 5°). Then move the shift lever to P and release the parking brake. Check that the parking lock pawl holds the vehicle in place.

HYDRAULIC TEST [08/2013 - ]

1. PERFORM HYDRAULIC TEST Measure the secondary oil pressure. WARNING: The secondary oil pressure test should always be carried out 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: This test must be conducted after checking and confirming that the engine is operating normally. Perform this test while the CVT fluid temperature is between 50 and 100°C (122 and 212°F). Perform this test with the A/C off. Do not perform the stall speed test for more than 5 seconds. Fully apply the parking brake and chock all 4 wheels. Connect the Techstream to the DLC3. Start the engine. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Active Test / Connect the TC and TE1. HINT: Observe the value of A/T Oil Pressure in the Data List on the screen while performing the Active Test. Powertrain > Engine and ECT > Active Test Tester Display Connect the TC and TE1 Keep your left foot firmly on the brake pedal and move the shift lever to D. Depress the accelerator pedal as much as possible with your right foot. Quickly read the highest secondary oil pressure reading when the engine speed reaches stall speed and release the accelerator pedal immediately. Keep your left foot firmly on the brake pedal and move the shift lever to R. Depress the accelerator pedal as much as possible with your right foot. Quickly read the highest secondary oil pressure reading when the engine speed reaches stall speed and release the accelerator pedal immediately. SPECIFIED SECONDARY OIL PRESSURE Engine Shift Lever Position Secondary Oil Pressure 2ZR-FE D 3.5 to 4.8 MPa (35.7 to 48.9 kgf/cm 2 , 508 to 696 psi) R 3.6 to 4.8 MPa (36.7 to 48.9 kgf/cm 2 , 522 to 696 psi) 2ZR-FAE D 3.6 to 4.8 MPa (36.7 to 48.9 kgf/cm 2 , 522 to 696 psi) R 3.7 to 4.8 MPa (37.7 to 48.9 kgf/cm 2 , 537 to 696 psi) HINT: If the secondary oil pressure exceeds the maximum value or drops below the minimum value, a solenoid valve, regulator valve or modulator valve may be malfunctioning.

PROBLEM SYMPTOMS TABLE [08/2013 - ]

HINT

1. Use the table below to help determine the cause of problem symptoms. If multiple suspected areas are listed, the potential causes of the symptoms are listed in order of probability in the "Suspected Area" column of the table. Check each symptom by checking the suspected areas in the order they are listed. Replace parts as necessary.
2. Inspect the fuses and relays related to this system before inspecting the suspected areas below.

CONTINUOUSLY VARIABLE TRANSAXLE SYSTEM

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1. ECM HINT: The standard voltage and resistance of each ECM terminal is shown in the table below. In the table, first follow the information under "Condition". Look under "Terminal No. (Symbol)" for the terminals to be inspected. The standard voltage or resistance between the terminals is shown under "Specified Condition". Use the illustration above as a reference for the ECM terminals. Terminal No. (Symbol) Wiring Color Terminal Description Condition Specified Condition A40-1 (BATT) - B33-16 (E1) B - BR Battery (for measuring battery voltage and for ECM memory) Always 11 to 14 V A40-2 (+B) - B33-16 (E1) B - BR Power source of ECM Ignition switch ON 11 to 14 V A40-3 (+B2) - B33-16 (E1) B - BR Power source of ECM Ignition switch ON 11 to 14 V A40-9 (STP) - B33-16 (E1) L - BR Stop light switch assembly signal Brake pedal depressed 7.5 to 14 V Brake pedal released Below 1.5 V A40-13 (CANH) - B33-16 (E1) B - BR CAN communication line Ignition switch ON Pulse generation A40-26 (CANL) - B33-16 (E1) W - BR CAN communication line Ignition switch ON Pulse generation A40-41 (S) - B33-16 (E1) *1 L - BR M position switch signal Ignition switch ON and shift lever in M 11 to 14 V Ignition switch ON and shift lever not in M Below 1 V A40-43 (SFTD) - B33-16 (E1) *1 R - BR Down-shift position switch signal Ignition switch ON and shift lever in M 11 to 14 V Ignition switch ON and shift lever in "-" Ignition switch ON and "-" shift paddle switch operated Below 1 V A40-46 (MREL) - B33-16 (E1) L - BR EFI MAIN relay Ignition switch ON 11 to 14 V A40-57 (PWMS) - B33-16 (E1) *1 G - BR Pattern select switch (SPORT) signal Ignition switch ON and pattern select switch (SPORT) off 11 to 14 V Ignition switch ON and pattern select switch (SPORT) on Below 1.5 V A40-58 (SDSW) - B33-16 (E1) *2 P - BR S or B position switch signal Ignition switch ON and shift lever in S or B 11 to 14 V Ignition switch ON and shift lever not in S and B Below 1 V A40-59 (SFTU) - B33-16 (E1) *1 W - BR Up-shift position switch signal Ignition switch ON and shift lever in M 11 to 14 V Ignition switch ON and shift lever in "+" Ignition switch ON and "+" shift paddle switch operated Below 1 V B33-16 (E1) - Body ground BR - Body ground Ground Always Below 1 ohms B33-29 (+BM) - B33-16 (E1) B - BR Power source of ECM Always 11 to 14 V B33-48 (SLU+) - B33-47 (SLU-) P - W Shift solenoid valve SLU signal Lock-up turned from OFF to ON Pulse generation B33-67 (SLP+) - B33-66 (SLP-) LG - V Shift solenoid valve SLP signal Engine idling Pulse generation B33-73 (SLS+) - B33-72 (SLS-) B - L Shift solenoid valve SLS signal Engine idling Pulse generation B33-76 (NSW) - B33-16 (E1) W - BR Park/Neutral position switch signal Ignition switch ON and shift lever in P or N Below 1 V Ignition switch ON and shift lever not in P or N 11 to 14 V B33-69 (SL) - B33-16 (E1) G - BR Shift solenoid valve SL signal Lock-up operating Pulse generation B33-70 (SC) - B33-16 (E1) SP - BR Shift solenoid valve SC signal For 1 second after moving shift lever from P to D or R, or N to D or R Lock-up ON to OFF Pulse generation B33-79 (R) - B33-16 (E1) R - BR R position switch signal Ignition switch ON and shift lever in R 11 to 14 V Ignition switch ON and shift lever not in R Below 1 V B33-81 (D) - B33-16 (E1) GR - BR D position switch signal Ignition switch ON and shift lever in D 11 to 14 V Ignition switch ON and shift lever not in D Below 1 V B33-89 (PTO) - B33-121 (EPTO) G - V Oil pressure sensor signal Engine idle speed and shift lever in P 0.8 to 1.2 V B33-95 (THO1) - B33-96 (ETHO) Y - GR CVT fluid temperature sensor signal CVT fluid temperature: 60 to 120°C (140 to 248°F) 0.2 to 1.0 V B33-97 (N) - B33-16 (E1) G - BR N position switch signal Ignition switch ON and shift lever in N 11 to 14 V Ignition switch ON and shift lever not in N Below 1 V B33-98 (B) - B33-16 (E1) *2 LG - BR B position switch signal Ignition switch ON and shift lever in B 11 to 14 V Ignition switch ON and shift lever not in B Below 1 V B33-99 (P) - B33-16 (E1) V - BR P position switch signal Ignition switch ON and shift lever in P 11 to 14 V Ignition switch ON and shift lever not in P Below 1 V B33-120 (VCPT) - B33-121 (EPTO) R - V Power supply for oil pressure sensor Ignition switch ON 4.5 to 5.5 V B33-125 (NTO) - B33-16 (E1) GR - BR Transmission revolution sensor (NT) signal When driving with shift lever in D Pulse generation B33-126 (NTB) - B33-16 (E1) P - BR Power supply for transmission revolution sensor (NT) Ignition switch ON 4.75 to 5.25 V B33-127 (NIN+) - B33-128 (NIN-) P - L Transmission revolution sensor (NIN) signal When driving with shift lever in D Pulse generation B33-129 (NOTO) - B33-16 (E1) G - BR Transmission revolution sensor (NOUT) signal When driving with shift lever in D Pulse generation B33-130 (NOTB) - B33-16 (E1) R - BR Power supply for transmission revolution sensor (NOUT) Ignition switch ON 4.75 to 5.25 V *1: w/ Sport Sequential Shiftmatic *2: w/o Sport Sequential Shiftmatic

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1. DESCRIPTION When troubleshooting OBD II (On-Board Diagnostics) vehicles, an OBD II scan tool (complying with SAE J1987) must be connected to the DLC3 (Data Link Connector 3) of the vehicle. Various data in the vehicle ECM (Engine Control Module) can be then read. OBD II regulations require that the vehicle on-board computer illuminate the MIL (Malfunction Indicator Lamp) on the instrument panel when the computer detects a malfunction in: The emission control system components. The powertrain control components (which affect vehicle emissions). The computer itself. In addition, the applicable DTCs prescribed by SAE J2012 are recorded in the ECM memory. If the malfunction does not recur in 3 consecutive trips, the MIL turns off automatically but the DTCs remain recorded in the ECM memory. To check for DTCs, connect the Techstream to the DLC3. The Techstream displays DTCs, freeze frame data, and a variety of engine data. The DTCs and freeze frame data can be cleared with the Techstream. In order to enhance OBD function on vehicles and develop the off-board diagnosis system, Controller Area Network (CAN) communication is used in this system. CAN is a network which uses a pair of data transmission lines spanning multiple computers and sensors. It allows for high speed communications between the systems and simplification of the wire harness connections. Refer to «DTC CHECK / CLEAR [08/2013 - ]»(ref-635452-S09179021232014070300000)
2. NORMAL MODE AND CHECK MODE The diagnosis system operates in normal mode during normal vehicle use. In normal mode, 2 trip detection logic is used to ensure accurate detection of malfunctions. Check mode is also available as an option for technicians. In check mode, 1 trip detection logic is used for duplicating malfunction symptoms and increasing the system's ability to detect malfunctions, including intermittent problems (the Techstream only).
3. 2-TRIP DETECTION LOGIC When a malfunction is first detected, the malfunction is temporarily stored in the ECM memory (1st trip). If the same malfunction is detected during the subsequent driving cycle, the MIL is illuminated (2nd trip).
4. FREEZE FRAME DATA The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was moving or stationary, whether the engine was warmed up or not and whether the air-fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction. The Techstream displays freeze frame data recorded at five different points: 1) 3 times before the DTC is stored, 2) once when the DTC is stored, and 3) once after the DTC is stored. The data can be used to reproduce the vehicle condition around the time of the malfunction. The data may be helpful in determining the cause of a malfunction. It may also be helpful in determining whether a DTC is being caused by a temporary malfunction.
5. LIST OF FREEZE FRAME DATA Powertrain > Engine and ECT Tester Display Vehicle Speed Engine Speed MAF Coolant Temp Throttle Motor DUTY Neutral Control N Range Status Starter Signal Starter Control Neutral Position SW Signal Stop Light Switch A/C Signal Closed Throttle Position SW TC and TE1 SPD (NT) Shift SW Status (P Range) Pattern Switch (PWR/M) Shift SW Status (R Range) Shift SW Status (N Range) Shift SW Status (N, P Range) Supported Shift SW Status (N, P Range) Sports Shift Up SW Sports Shift Down SW Sports Mode Selection SW Shift SW Status (D Range) A/T Oil Temperature 1 NT Sensor Voltage Shift SW Status (B Range) SD Switch SPD (NIN) SPD (NOUT) NOUT Sensor Voltage A/T Oil Pressure G Sensor Lock Up Shift Status Solenoid (SLS) SLU Solenoid Status SL Solenoid Status Solenoid(SC) Solenoid(SLP) G Sensor Calibration G Sensor Learning Value CVT Oil Press Calibration
6. CHECK DATA LINK CONNECTOR 3 (DLC3) Check the DLC3. Refer to «GENERAL INFORMATION [08/2013 - ]»(ref-635429-S24386271762014070300000)
7. CHECK BATTERY VOLTAGE Standard Voltage 11 to 14 V If voltage is below 11 V, replace or recharge the battery before proceeding to the next step.
8. MIL (Malfunction Indicator Lamp) Check that the MIL illuminates when the ignition switch is turned to ON. If the MIL does not illuminate, there is a problem in the MIL circuit. for 2ZR-FE: Refer to «MIL Circuit [08/2013 - ]»(ref-635617-S21432875312014070300000) for 2ZR-FAE: Refer to «MIL Circuit [08/2013 - ]»(ref-635598-S24527197072014070300000) When the engine is started, the MIL goes off.

DTC CHECK / CLEAR [08/2013 - ]

Note. When the diagnosis system is changed from normal mode to check mode or vice versa, all DTCs and freeze frame data recorded in normal mode are cleared. Before changing modes, always check and make a note of DTCs and freeze frame data.

HINT

1. DTCs which are stored in the ECM can be displayed on the Techstream. The Techstream can display current, pending and permanent DTCs.
2. If a malfunction is detected during the current driving cycle, current and permanent DTCs are stored.
3. Some DTCs are not stored if the ECM does not detect the same malfunction again during a second consecutive driving cycle. However, such malfunctions, detected on only one occasion, are stored as pending DTCs.
4. Current and pending DTCs can be cleared by using the Techstream or by disconnecting the cable from the negative battery terminal. However, permanent DTCs cannot be cleared using either of these two methods.
5. After clearing current DTCs using the Techstream (or by disconnecting the cable from the negative battery terminal), permanent DTCs can be cleared when the system is determined to be normal for the relevant DTCs and then the universal trip is performed.

2 TRIP DETECTION EXAMPLES

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1. CHECK DTC (Using Techstream) DTCs which are stored in the ECM can be output to the Techstream. The Techstream can display pending DTCs and current DTCs. Some DTCs are not stored unless a malfunction is detected in consecutive driving cycles. When a malfunction is detected in only one driving cycle, it is stored as a pending DTC. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Powertrain > Engine and ECT > Trouble Codes Confirm the DTCs and freeze frame data, and then write them down. Confirm the details of the DTCs. Refer to «DIAGNOSTIC TROUBLE CODE CHART [08/2013 - ]»(ref-635452-S08136261832014070300000) NOTE: When simulating a symptom with the Techstream to check for DTCs, use normal mode. For codes on the Diagnostic Trouble Code Chart subject to "2 trip detection logic", perform the following actions: Turn the ignition switch off after the symptom is simulated once. Then repeat the simulation process. When the symptom has been simulated twice, the MIL illuminates and the DTCs are stored in the ECM.
2. CLEAR DTC (Pending and Current DTC) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Powertrain > Engine and ECT > Clear DTCs Clear the DTCs.
3. CLEAR PERMANENT DTC HINT: Even if the following procedure is not performed, permanent DTCs are cleared if no malfunctions are detected during 3 consecutive driving cycles. *a 5 seconds or more *b Moving shift lever P to N *c 30 seconds or more *d Moving shift lever N to D *e 5 seconds or more *f 3 seconds or more *g Total of 3 minutes or more *h 15 seconds or more Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Powertrain > Engine and ECT > Trouble Codes Check if permanent DTCs are stored. HINT: If permanent DTCs are not output, it is not necessary to continue this procedure. Clear the DTCs. Powertrain > Engine and ECT > Clear DTCs Perform the universal trip. Start the engine, wait for 5 seconds or more, then move the shift lever from P to N. Wait for 30 seconds or more. Move the shift lever to D and wait for 5 seconds or more. With the brake pedal firmly depressed, slowly depress the accelerator pedal to increase the engine speed to between 1000 and 1500 RPM and hold it for 3 seconds or more. (Test A) Release the brake pedal to begin driving the vehicle. Drive the vehicle at a constant speed of 60 km/h (37 mph) or more for 3 minutes or more. HINT: It is possible to complete the drive pattern even if the vehicle decelerates to less than 60 km/h (37 mph) during the driving cycle provided that the vehicle is driven at 60 km/h (37 mph) or more for a total of 3 minutes. When accelerating through the gears, make sure the vehicle is driven so all gears are used in order and no gears are skipped.* *: w/ Sport Sequential Shiftmatic While driving at 60 km/h (37 mph), gradually decelerate over a period of 15 seconds or more and stop the vehicle. Turn the ignition switch off. Wait for 3 minutes or more. Turn the ignition switch to ON. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Powertrain > Engine and ECT > Trouble Codes Check that the permanent DTCs have been cleared. HINT: If permanent DTCs have not been cleared, perform the universal trip again. Permanent DTCs are cleared when the universal trip is completed.

Scheme 21

1. DESCRIPTION Check mode has a higher sensitivity to malfunctions and can detect malfunctions that cannot be detected in normal mode. Check mode can also detect all the malfunctions that can be detected in normal mode. In check mode, DTCs are stored with 1 trip detection logic.
2. CHECK MODE PROCEDURE Make sure that the following conditions are met: Battery voltage is 11 V or higher. The throttle valve is fully closed. The shift lever is in P or N. The A/C is turned off. 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 / Check Mode. Powertrain > Engine and ECT > Utility Tester Display Check Mode Check that the MIL flashes as shown in the illustration. NOTE: All DTCs and freeze frame data will be cleared if: 1) the Techstream is used to change the ECM from normal mode to check mode or vice versa; or 2) during check mode, the ignition switch is turned from ON to ACC or off. Before changing to check mode, make notes of the DTCs and freeze frame data. Start the engine. The MIL should turn off after the engine starts. Simulate the conditions of the malfunction described by the customer. After simulating the malfunction conditions, use the Techstream to check the DTC and freeze frame data.

DATA LIST / ACTIVE TEST [08/2013 - ]

1. DATA LIST HINT: Using the Techstream to read the Data List allows the values or states of switches, sensors, actuators and other items to be read without removing any parts. This non-intrusive inspection can be very useful because intermittent conditions or signals may be discovered before parts or wiring is disturbed. Reading the Data List information early in troubleshooting is one way to save diagnostic time. NOTE: In the table below, the values listed under "Normal Condition" are reference values. Do not depend solely on these reference values when deciding whether a part is faulty or not. Warm up the engine. Turn the ignition switch off. 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. HINT: To display the list box, press the pull down menu button next to Primary. Then select a measurement group. When selecting a measurement group, the ECM data belonging to that group is displayed. Measurement Group List / Description All Data / All data Primary / - Engine Control / Engine control system related data Check Mode / Check mode related data AT / Automatic transaxle system related data Vehicle Information / Vehicle information According to the display on the Techstream, read the Data List. Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Diagnostic Note Vehicle Speed Vehicle speed Min.: 0 km/h (0 mph) Max.: 255 km/h (158 mph) Actual vehicle speed This is the current vehicle speed. The vehicle speed is detected using the wheel speed sensors. Vehicle speed data is delayed when it is displayed. Therefore, even if the vehicle speed listed in the freeze frame data is 0 km/h (0 mph), this does not always mean that the malfunction occurred when the vehicle was stopped. Engine Speed Engine speed min.: 0 RPM max.: 16383 RPM 700 to 800 RPM: Idling When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 RPM or varies greatly from the actual engine speed. MAF Airflow rate from mass air flow meter sub-assembly Min.: 0 gm/sec. Max.: 655.35 gm/sec. for 2ZR-FAE: 1.0 to 3.0 gm/sec: Idling 3.0 to 8.0 gm/sec: 3000 RPM (without load) for 2ZR-FE: 1.0 to 3.0 gm/sec: Idling 5.0 to 10.0 gm/sec: 3000 RPM (without load) This is the intake air amount from the mass air flow meter sub-assembly. Coolant Temp Coolant temperature min.: -40°C (-40°F) max.: 140°C (284°F) 75 to 100°C (167 to 212°F): After warming up After warming up the engine, the engine coolant temperature is 75 to 100°C (167 to 212°F). After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal. Check if the engine is overheating if the value indicates 140°C (284°F). Throttle Motor DUTY Throttle actuator Min.: 0% Max.: 100% 10 to 22%: Idling This is the output duty ratio of the throttle actuator drive circuit. Neutral Control Neutral control status OFF or ON - - N Range Status Judgment for shift lever N position OFF or ON OFF: Shift lever not in P or N ON: Shift lever in P or N - Starter Signal Starter signal OFF or ON ON: Starter operating OFF: Starter not operating - Starter Control Starter control signal OFF or ON - - Neutral Position SW Signal Park/Neutral position switch status OFF or ON OFF: Shift lever not in P or N ON: Shift lever in P or N When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch or shift cable may be incorrect. HINT: If malfunction still occurs even after adjusting these parts, refer to DTC P0705*1. Stop Light Switch Stop light switch status OFF or ON OFF: Brake pedal released ON: Brake pedal depressed - A/C Signal A/C switch status OFF or ON ON: A/C on - Closed Throttle Position SW Closed throttle position switch OFF or ON ON: Throttle fully closed OFF: Throttle open - TC and TE1 TC and CG (TE1) terminals of DLC3 OFF or ON - - SPD (NT) Input turbine speed min.: 0 RPM max.: 12750 RPM Input turbine speed (NT) equal to engine speed (NE): Lock-up ON (After warming up engine) Input turbine speed (NT) nearly equal to engine speed (NE): Lock-up OFF (Idling with shift lever in P or N) 0 RPM: Vehicle stopped with shift lever in R Data is displayed in increments of 50 RPM. Shift SW Status (P Range) Park/Neutral position switch status OFF or ON OFF: Shift lever not in P ON: Shift lever in P When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch or shift cable may be incorrect. HINT: If malfunction still occurs even after adjusting these parts, refer to DTC P0705*1. Pattern Switch (PWR/M) Pattern select switch (SPORT) status OFF or ON OFF: Sport mode off ON: Sport mode on - Shift SW Status (R Range) Park/Neutral position switch status OFF or ON OFF: Shift lever not in R ON: Shift lever in R When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch or shift cable may be incorrect. HINT: If malfunction still occurs even after adjusting these parts, refer to DTC P0705*1. Shift SW Status (N Range) Park/Neutral position switch status OFF or ON OFF: Shift lever not in N ON: Shift lever in N When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch or shift cable may be incorrect. HINT: If malfunction still occurs even after adjusting these parts, refer to DTC P0705*1. Shift SW Status (N, P Range) Supported Shift lever position P or N support status Supp or Unsupp Supp: Normal - Shift SW Status (N, P Range) Park/Neutral position switch status OFF or ON OFF: Shift lever not in P or N ON: Shift lever in P or N - Sports Shift Up SW Sport shift up switch status OFF or ON ON: Shift lever held in "+" or "+" shift paddle switch pulled OFF: Shift lever not held in "+" or "+" shift paddle switch released - Sports Shift Down SW Sport shift down switch status OFF or ON ON: Shift lever held in "-" or "-" shift paddle switch pulled OFF: Shift lever not held in "-" or "-" shift paddle switch released - Sports Mode Selection SW Sport mode select switch status OFF or ON ON: Shift lever in M, "+" or "-" OFF: Shift lever not in M, "+" or "-" - Shift SW Status (D Range) Park/Neutral position switch status OFF or ON OFF: Shift lever not in D ON: Shift lever in D When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch or shift cable may be incorrect. HINT: If malfunction still occurs even after adjusting these parts, refer to DTC P0705*1. A/T Oil Temperature 1 CVT fluid temperature sensor value min.: -40°C (-40°F) max.: 215°C (419°F) After stall speed test: approximately 100°C (212°F) Equal to ambient temperature when cold soak If the value is -40°C (-40°F) or 150°C (302°F) or more, the CVT fluid temperature sensor circuit is open or shorted. NT Sensor Voltage Input turbine speed (NT) sensor output voltage min.: 0.000 V max.: 4.999 V 0.1 to 1.9 V: Engine idling (Vehicle stopped with shift lever in P or N) - Shift SW Status (B Range) Park/Neutral position switch status OFF or ON OFF: Shift lever not in B ON: Shift lever in B When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch or shift cable may be incorrect. HINT: If malfunction still occurs even after adjusting these parts, refer to DTC P0705*1. SD Switch Transmission control switch status OFF or ON OFF: Shift lever not in S ON: Shift lever in S - SPD (NIN) Primary pulley speed (NIN) min.: 0 RPM max.: 12750 RPM 0 RPM: Vehicle stopped Primary pulley speed (NIN) equal to engine speed (NE): Lock-up ON (After warming up engine) Data is displayed in increments of 50 RPM. SPD (NOUT) Secondary pulley speed (NOUT) min.: 0 RPM max.: 12750 RPM 0 RPM: Vehicle stopped Approximately 2500 RPM: Vehicle cruising at approximately 60 km/h (37 mph) Data is displayed in increments of 50 RPM. NOUT Sensor Voltage Secondary pulley speed (NOUT) sensor output voltage min.: 0.000 V max.: 4.999 V 0.1 to 1.9 V: Engine idling (Vehicle stopped with shift lever in P or N) - A/T Oil Pressure Secondary oil pressure value min.: -64 MPa max.: 63.998 MPa Secondary oil pressure inspection (for 2ZR-FE): 3.5 to 4.8 MPa (35.7 to 48.9 kgf/cm 2 , 508 to 696 psi): D position stall test 3.6 to 4.8 MPa (36.7 to 48.9 kgf/cm 2 , 522 to 696 psi): R position stall test Secondary oil pressure inspection (for 2ZR-FAE): 3.6 to 4.8 MPa (36.7 to 48.9 kgf/cm 2 , 522 to 696 psi): D position stall test 3.7 to 4.8 MPa (37.7 to 48.9 kgf/cm 2 , 537 to 696 psi): R position stall test - G Sensor Converted output voltage of G sensor min.: 0 V max.: 79.998 V Displays converted voltage of G sensor 2.31 V to 2.69 V: Vehicle on level ground 1.88 V to 2.5 V: Decelerating 2.5 V to 3.11 V: Accelerating Set to 1.87 V: G sensor malfunction Set to 1.87 V: Communication malfunction - Lock Up Lock-up OFF or ON ON: Lock-up operating OFF: Lock-up not operating - Shift Status ECM gearshift command 1st, 2nd, 3rd, 4th or 5th Same as actual shift position *2 Solenoid (SLS) Shift solenoid valve SLS status OFF or ON ON: After engine start OFF: Ignition switch ON - SLU Solenoid Status Shift solenoid valve SLU status OFF or ON ON: Lock-up operating OFF: Lock-up not operating - SL Solenoid Status Shift solenoid valve SL status OFF or ON ON: Lock-up operating OFF: Lock-up not operating - Solenoid(SC) Shift solenoid valve SC status OFF or ON ON: For 1 second after moving shift lever from P to D or R, or N to D or R ON: Lock-up ON to OFF OFF: Engine idling - Solenoid(SLP) Shift solenoid valve SLP status OFF or ON ON: After engine start OFF: Ignition switch ON - G Sensor Calibration G sensor calibration status Incomplete or Complete Complete - G Sensor Learning Value G sensor learned value voltage min.: 0 V max.: 79.998 V 2.31 to 2.69 V: G sensor calibration complete - CVT Oil Press Calibration CVT oil pressure calibration status Incompl or Compl Compl - HINT: *1: Refer to DTC P0705. Refer to «DTC P0705: Transmission Range Sensor Circuit Malfunction (PRNDL Input) [08/2013 - ]»(ref-635606-S10565419202014070300000) *2:"Shift Status" is a signal divided into 5 gear positions for Active Test. It does not express gear ratios for normal driving and gear positions for 7-speed sport sequential shiftmatic mode.
2. ACTIVE TEST HINT: Using the Techstream to perform Active Tests allows relays, VSVs, actuators and other items to be operated without removing any parts. This non-intrusive functional inspection can be very useful because intermittent operation may be discovered before parts or wiring is disturbed. Performing Active Tests early in troubleshooting is one way to save diagnostic time. Data List information can be displayed while performing Active Tests. Warm up the engine. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Active Test. According to the display on the Techstream, perform the Active Test. Powertrain > Engine and ECT > Active Test Tester Display Measurement Item Control Range Diagnostic Note Connect the TC and TE1 Turn on and off TC and TE1 connection ON or OFF ON: TC and TE1 are connected. OFF: TC and TE1 are disconnected. (Vehicle Condition)Perform with the ignition switch ON, the engine stopped and the shift lever in P. Activate the Solenoid (SLU) Operate shift solenoid valve SLU ON or OFF (Vehicle Condition) Perform with the ignition switch ON, the engine stopped and the shift lever in P or N. Activate the Lock Up Operate the Lock-up ON or OFF Possible to check lock-up operation. Perform "Activate the Lock Up" while monitoring the engine speed (ESPD) and turbine speed (NT). (Vehicle Condition) Perform at a vehicle of speed 60 km/h (37 mph) or more. Activate the Solenoid (SL) Operate shift solenoid valve SL ON or OFF (Vehicle Condition) Perform with the ignition switch ON, the engine stopped and the shift lever in P or N. Control the Shift Position Operates the shift solenoid valves to allow the gear position to be manually selected (1st - 2nd - 3rd - 4th - 5th) Reference gear ratios: 1st (2.48 gear ratio max.) - 2nd(1.46) - 3rd (1.0) - 4th (0.7) - 5th (0.4 gear ratio min.) Press "-->" button: Shift up Press "<--" button: Shift down Used to check the operation of the shift solenoid valves. NOTE: Performing this test at speeds other than those specified in "Vehicle Condition" will damage the transaxle. HINT: Perform "Control the Shift Position" while monitoring "Shift Status" to confirm actual gear position. (Vehicle Condition) Perform at a vehicle of 20 km/h (12 mph) or more and 45km/h (28 mph) or less. Control the SLS Pressure Operate shift solenoid valve SLS High or Low (Vehicle Condition) Perform with the ignition switch ON and the engine running. Activate the Solenoid (SLS) Operate shift solenoid valve SLS ON or OFF (Vehicle Condition) Perform with the ignition switch ON, the engine stopped and the shift lever in P or N. Activate the Solenoid(SC) Operate shift solenoid valve SC ON or OFF (Vehicle Condition) Perform with the ignition switch ON, the engine stopped and the shift lever in P or N. Activate the Solenoid(SLP) Operate shift solenoid valve SLP ON or OFF (Vehicle Condition) Perform with the ignition switch ON, the engine stopped and the shift lever in P or N.

DIAGNOSTIC TROUBLE CODE CHART [08/2013 - ]

CONTINUOUSLY VARIABLE TRANSAXLE SYSTEM