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 | (A) Any 2 or more signals of the following 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. (B) Any 2 or more signals of the following are ON simultaneously (2-trip detection logic) NSW (STAR) input signal is ON. R input signal is ON. D input signal is ON. (C) All switches are OFF simultaneously for NSW (STAR), P, R, N, D, positions (2-trip detection logic). (D) When any of following conditions for 2 sec. or more in the S position (2-trip detection logic) NSW (STAR) input signal is ON. P input signal is ON. N 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 security, the park/neutral position switch detects the shift lever position so that engine can be started only when the shift lever is in the P or N position.
The park/neutral position switch sends a signal to the ECM according to the shift position (P, R, N or D). The ECM determines that there is a problem with the switch or related parts if in receives more than 1 position signal simultaneously. 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) or (C) 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 min. and 5 km (3 mile) 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 18 min. and 20 sec. and 9 km (6 mile) or more, ATF temperature is less than 20°C (68°F) (C) 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 110°C (230°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 below 20°C (68°F) after running the vehicle for a certain period, the ECM interprets this as a fault, and turns on the MIL, and stores the DTC.
When the ATF temperature is 110°C (230°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.
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.
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.
Scheme 1490
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0712 | ATF temperature sensor resistance is less than 79 ohms for 0.5 sec. 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. Either 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). |
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 an 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 the Techstream display.
This sensor detects the rotation speed of the input turbine. By comparing the input turbine speed signal (NT) with the counter gear speed sensor signal (NC), 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 sec. or more: (1-trip detection logic) (a) Vehicle speed: 50 km/h (31 mph) or more (b) Park/neutral position switch (R) is OFF (c) Speed sensor (NT): less than 300 RPM | Open or short in transmission revolution sensor NT (speed sensor NT) circuit Transmission revolution sensor NT (speed sensor NT) ECM Automatic transaxle assembly |
Reference (Using an oscilloscope)
Check the waveform between terminals NT+ and NT- of the ECM connector.
Scheme 1491
| Terminal | NT+ - NT |
|---|---|
| Tool setting | 5 V/DIV, 0.5 ms/DIV |
| Vehicle condition | Vehicle speed 20 km/h (12 mph) |
STANDARD: REFER TO THE ILLUSTRATION.
The NT terminal of the ECM detects a revolution signal from the speed sensor (NT) (input RPM). The ECM calculates a gearshift comparing the speed sensor (NT) with the speed sensor (NC).
While the vehicle is operating in 2nd, 3rd, 4th or 5th gear in the shift position of D, if the input shaft revolution is less than 300 RPM *1 although the output shaft revolution 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 50 km/h (31 mph) or more.
The purpose of this circuit is to prevent the engine from stalling while driving in lock-up condition when brakes are suddenly applied.
When the brake pedal is depressed, this switch sends a signals to the ECM. Then the ECM cancels the operation of the lock-up clutch while braking is in progress.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0724 | The stop light switch remains ON even when the vehicle is driven in a STOP (less than 3 km/h (2 mph) and GO (30 km/h (19 mph) or more) fashion 5 times. (2-trip detection logic). | Short in stop light switch circuit Stop light switch ECM |
This DTC indicates that the stop light switch remains on. When the stop light switch remains ON during "stop and go" driving, the ECM interprets this as a fault in the stop light switch and the MIL comes on and the ECM stores the DTC. The vehicle must stop (less than 3 km/h (2 mph) and go (30 km/h (19 mph) or more) 5 times for two driving cycles in order to detect a malfunction.
SYSTEM DESCRIPTION
The ECM uses the signals from the throttle position sensor, 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 condition of the lock-up clutch with the lock-up schedule in the ECM memory to detect a 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 the lock-up range (normal driving at 80 km/h [50 mph]), or lock up remains ON in the lock-up OFF range. (2-trip detection logic) | Shift solenoid valve DSL remains open or closed Valve body is blocked Torque converter clutch Automatic transaxle (clutch, brake or 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 RPM, 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 RPM (NE) to the input turbine RPM (NT). The ECM calculates the actual transmission gear by comparing input turbine RPM (NT) to counter gear RPM (NC). When conditions are appropriate, the ECM requests "lock-up" by applying control voltage to the shift solenoid DSL. When the shift solenoid 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 turn on the MIL and store the DTC.
HINT
Example
When any of the following is met, the system judges it as a malfunction.
- There is a difference in rotation 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 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, 4th or 5th 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.).
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0746 | The 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 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, 4th or 5th 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.
HINT
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 5th is performed in combination with "ON" and "OFF" operation of the shift solenoid valves SL1, SL2, SL3, S4 and SR 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 | The ECM checks for an open or short in the shift solenoid valve SL1 circuit while driving and shift gears. (1-trip detection logic) | Open or short in shift solenoid valve SL1 circuit Shift solenoid valve SL1 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 and illuminates the MIL and stores the DTC. And 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 .
The ECM uses signals from the vehicle speed sensor to detect the actual gear position (1st, 2nd, 3rd, 4th or 5th 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.).
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0766 | The 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 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, 4th or 5th 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.
The ECM uses signals from the vehicle speed sensor to detect the actual gear position (1st, 2nd, 3rd, 4th or 5th 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.).
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0771 | The gear required by the ECM does not match the actual gear when driving (2-trip detection logic) | Shift solenoid valve SR remains open or closed Valve body is blocked 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, 4th or 5th 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.
The ECM uses signals from the vehicle speed sensor to detect the actual gear position (1st, 2nd, 3rd, 4th or 5th 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.).
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0776 | The 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 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, 4th or 5th 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.
Shifting from 1st to 5th is performed in combination with "ON" and "OFF" operation of the shift solenoid valves SL1, SL2, SL3, S4 and SR 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 | ECM checks for an open or short circuit in shift solenoid valves SL2 (1-trip detection logic) Hybrid IC for solenoid indicates fail. | Open or short in shift solenoid valve SL2 circuit Shift solenoid valve SL2 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 and illuminates the MIL, and stores the DTC. And 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 appropriately 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 5 sec. or more: (1-trip detection logic) (a) Vehicle speed: 50 km/h (31 mph) or more (b) Park/neutral position switch (NSW (STAR) is OFF (c) Speed sensor (NC): less than 300 RPM | Open or short in transmission revolution sensor NC (speed sensor NC) circuit Transmission revolution sensor NC (speed sensor NC) ECM |
Reference (Using an oscilloscope)
Check the waveform between terminals NC+ and NC- of the ECM connector.
Scheme 1492
| Terminal | NC+ - NC |
|---|---|
| Tool setting | 1 V/DIV, 1ms/DIV |
| Vehicle condition | Vehicle speed 30 km/h (19 mph): (3rd gear) Engine speed 1400 RPM |
STANDARD: REFER TO THE ILLUSTRATION.
The NC terminal of the ECM detects a revolution signal from the speed sensor (NC) (counter gear RPM). The ECM calculates a gearshift comparing the speed sensor (NT) with the speed sensor (NC).
While the vehicle is operating in 2nd, 3rd, 4th or 5th gear in the shift position of D, if the counter gear revolution is less than 300 RPM *1 although the output shaft revolution is more than 1,000 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 50 km/h (31 mph) or more.
The ECM uses signals from the vehicle speed sensor to detect the actual gear position (1st, 2nd, 3rd, 4th or 5th gear).
Then the ECM compares the actual gear with the shift schedule in the ECM memory to detect mechanical troubles of the shift solenoid valves and valve body.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0796 | The gear required by the ECM does not match the actual gear when driving (2-trip detection logic) | Shift solenoid valve SL3 remains open or closed Valve body is blocked 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, 4th or 5th 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.
Shifting from 1st to 5th is performed in combination with "ON" and "OFF" operation of the shift solenoid valves SL1, SL2, SL3, S4 and SR 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 |
|---|---|---|
| P0798 | The ECM checks for an open or short in the shift solenoid valve SL3 circuit while driving and shifting gears. (1-trip detection logic) | Open or short in shift solenoid valve SL3 circuit Shift solenoid valve SL3 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 and illuminates the MIL, and stores the DTC. And 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 .
Shifting from 1st to 5th is performed in combination with "ON" and "OFF" operation of the shift solenoid valves SL1, SL2, SL3, S4 and SR 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 |
|---|---|---|
| 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 |
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 and illuminates the MIL, and stores the DTC. And 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 .
Shifting from 1st to 5th is performed in combination with "ON" and "OFF" operation of the shift solenoid valves SL1, SL2, SL3, S4 and SR 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 |
|---|---|---|
| P0985 | ECM detects short in solenoid valve SR circuit 2 times when solenoid valve SR is operated (1-trip detection logic) | Short in shift solenoid valve SR circuit Shift solenoid valve SR ECM |
| P0986 | ECM detects open in solenoid valve SR circuit 2 times when solenoid valve SR is not operated (1-trip detection logic) | Open in shift solenoid valve SR circuit Shift solenoid valve SR 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 and illuminates the MIL and stores the DTC. And 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 .
The linear 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 SLT solenoid valve to control 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 a malfunction on SLT (ON side) according to the revolution difference of the turbine, intermediate and the output shaft, and also by the oil pressure. (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, Intermediate and output shaft exceeds the specified value (varies with Intermediate, 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 linear 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 cycle of the SLT solenoid valve to control 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 |
|---|---|---|
| P2716 | Open or short is detected in shift solenoid valve SLT circuit for 1 second or more while driving (1-trip detecting logic). | Open or short in shift solenoid valve SLT circuit Shift solenoid valve SLT ECM |
When an open or short in the linear solenoid valve (SLT) circuit is detected, the ECM interprets this as a fault. The ECM will turn on the MIL and store the DTC.
The shift solenoid valve DSL is turned "ON" and "OFF" by signals from the ECM in order to control the hydraulic pressure operation, 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 solenoid valve DSL circuit (0.1 sec.) when 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 solenoid valve DSL circuit (0.1 sec.) when solenoid valve DSL is not operated (2-trip detection logic) | Open in shift solenoid valve DSL circuit Shift solenoid valve DSL ECM |
Torque converter lock-up is controlled by the ECM based on engine RPM, engine load, engine temperature, vehicle speed, transmission temperature, and shift range 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 counter gear RPM (NC). When conditions are appropriate, the ECM requests "lock-up" by applying control voltage to the shift solenoid DSL. When the DSL is opened, it applies pressure to the lock-up relay valve and locks the torque converter clutch. If the ECM detects an open or short in the DSL solenoid circuit, the ECM interprets this as a fault in the DSL solenoid or circuit. The ECM will turn on the MIL and store the DTC.
When moving the shift lever into the S position using the transmission control switch, it is possible to switch the shift range position between "1" (first range) and "5" (fifth range).
Shifting up "+" once raises one shift range position, and shifting down "-" lowers one shift range position.
Scheme 1493
Scheme 1494
Scheme 1495
Scheme 1496
- CHECK HARNESS AND CONNECTOR (BATTERY - SHIFT LOCK CONTROL UNIT ASSEMBLY) Disconnect the transmission control switch connector of shift lock control unit assembly. Turn the ignition switch on (IG), and measure the voltage according to the value(s) in the table below. Standard voltage Tester Connection Switch Condition Specified Condition D28-3 (IG) - Body ground Ignition switch on (IG) 11 to 14 V ↑ Ignition switch off Below 1 V NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
- CHECK HARNESS AND CONNECTOR (SHIFT LOCK CONTROL UNIT ASSEMBLY - BODY GROUND) Measure the resistance according to the value(s) in the table below. Standard resistance Tester Connection Condition Specified Condition D28-5 (E) - Body ground Always Below 1 ohms NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
- INSPECT SHIFT LOCK CONTROL UNIT ASSEMBLY Measure the resistance between each terminal of shift lock control unit assembly when the shift lever is moved to each position. Standard resistance (Check for short) Tester Connection Shift Position Specified Condition 3 - 7 S, "+" and "-" Below 1 ohms ↑ Except S, "+" and "-" 10 kohms or higher 2 - 5 Press continuously "+" (Up shift) Below 1 ohms ↑ S 10 kohms or higher 1 - 5 Press continuously "-" (Down shift) Below 1 ohms ↑ S 10 kohms or higher NG --> See step 5 OK: Go to next step
- CHECK HARNESS AND CONNECTOR (SHIFT LOCK CONTROL UNIT ASSEMBLY - ECM) Connect the transmission control switch connector of shift lock control unit assembly. Disconnect the ECM connector. Measure the voltage according to the value(s) in the table below when the shift lever is moved to each position. Standard voltage Tester Connection Shift Position Specified Condition D60-24 (S) - Body ground S, "+" and "-" 11 to 14 V ↑ Except S, "+" and "-" Below 1 V Turn the ignition switch off. Measure the resistance according to the value(s) in the table below when the shift lever is moved to each position. Standard resistance Tester Connection Shift Position Specified Condition D60-16 (SFTU) - Body ground Press continuously "+" (Up shift) Below 1 ohms ↑ S 10 kohms or higher D60-22 (SFTD) - Body ground Press continuously "-" (Down shift) Below 1 ohms ↑ S 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> PROCEED TO NEXT CIRCUIT INSPECTION SHOWN IN PROBLEM SYMPTOMS TABLE
- REPLACE SHIFT LOCK CONTROL UNIT ASSEMBLY. Refer to «REMOVAL»(ref-422434-S40755483362011092600000)
ECT SNOW is the system that operates the throttle motor to control engine output to reduce skidding of the driving wheels, guarantee takeoff acceleration, driving straightness and turning stability.
Scheme 1497
Scheme 1498
Scheme 1499
Scheme 1500
- DRIVING TEST Start the engine. Turn the ECT SNOW switch "OFF" (Normal drive mode). Confirm vehicle response by driving from a parked position to fully depressing the accelerator pedal (*1). Turn the ECT SNOW switch "ON" and perform the same check as (*1). Confirm that there is a difference between ECT SNOW switch "ON" and "OFF". HINT: Driving test should be done on a paved road (a nonskid road). Make sure not to use the VSC system when testing a vehicle equipped with one. Standard There is a difference in acceleration between "ON" and "OFF". NG --> See step 2 OK --> PROCEED TO NEXT CIRCUIT INSPECTION SHOWN IN PROBLEM SYMPTOMS TABLE
- CHECK HARNESS AND CONNECTOR (NO. 1 PATTERN SELECT SWITCH ASSEMBLY - BODY GROUND) Disconnect the No. 1 pattern select switch (ECT SNOW switch) connector. Measure the resistance according to the value(s) in the table below. HINT: The No. 1 pattern select switch connector has no terminals in locations of 1, 2, 7 and 8. Standard resistance Tester Connection Condition Specified Condition 3 - Body ground Always Below 1 ohms NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
- INSPECT NO. 1 PATTERN SELECT SWITCH ASSEMBLY Measure the resistance according to the value(s) in the table below. HINT: The No. 1 pattern select switch connector has no terminals in locations of 1, 2, 7 and 8. Standard resistance Tester Connection Switch Condition Specified Condition 3 - 6 Press continuously Pattern select switch Below 1 ohms Release Pattern select switch 10 kohms or higher NG --> REPLACE NO. 1 PATTERN SELECT SWITCH ASSEMBLY OK: Go to next step
- CHECK HARNESS AND CONNECTOR (NO. 1 PATTERN SELECT SWITCH ASSEMBLY - ECM) Connect the No. 1 pattern select switch (ECT SNOW switch) connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below when the shift lever is moved to each position. Standard resistance Tester Connection Switch Condition Specified Condition D61-21 (SNWI) - Body ground Press continuously Pattern select switch Below 1 ohms Release Pattern select switch 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> PROCEED TO NEXT CIRCUIT INSPECTION SHOWN IN PROBLEM SYMPTOMS TABLE