PRECAUTION
- IGNITION SWITCH EXPRESSION HINT: The type of ignition switch used on this model differs depending on the specifications of the vehicle. The expressions listed in the table below are used in this section. Expression Ignition Switch (Position) Engine Switch (Condition) Ignition Switch off LOCK Off (Lock) Ignition Switch ACC ACC On (ACC) Ignition Switch ON ON On (IG) Engine Start START On (Start)
- PRECAUTION NOTE: Perform the RESET MEMORY procedures (A/T initialization) when replacing the automatic transaxle assembly, engine assembly or ECM.Refer to «INITIALIZATION»(ref-493476-S26536668762012081000000) . Perform the REGISTRATION (VIN registration) when replacing the ECM.Refer to «REGISTRATION»(ref-493460-S26481541872012081000000) . HINT: RESET MEMORY cannot be completed by only reconnecting the cable to the negative (-) battery terminal. WARNING: When using compressed air, always aim away from yourself to prevent Automatic Transmission Fluid (ATF) or kerosene from spraying on your face. NOTE: The automatic transaxle is composed of precision-made parts, necessitating careful inspection before reassembly because even a small nick could cause fluid leakage or affect performance. The procedures are organized so that you work on only one component group at a time. This will help avoid confusion with similar-looking parts 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 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. When disassembling a valve body, be sure to match each valve with its corresponding spring. New discs for the brakes and clutches that will be used for replacement must be soaked in ATF for at least 15 minutes before reassembly. All oil seal rings, clutch discs, clutch plates, rotating parts, and sliding surfaces should be coated with ATF prior to reassembly. All old gaskets and rubber O-rings must be replaced. Do not apply adhesive cement to gaskets and similar parts. Make sure that the ends of the snap rings are not aligned with any cutouts. Also make sure that snap rings are correctly installed into the grooves. If a worn bushing is to be replaced, the sub-assembly containing the bushing must also be replaced. Check the thrust bearings and races for wear or damage. Replace them if necessary. Use petroleum jelly to keep parts in place. When working with 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 along 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 | Diagnostic code. |
| Typical enabling condition | Preconditions that allow the ECM to detect malfunctions. With all preconditions satisfied, the ECM sets the DTC when the monitored value(s) exceeds the malfunction threshold(s). |
| Sequence of operation | The priority order that is applied to monitoring, if multiple sensors and components are used to detect the malfunction. While another sensor is being monitored, the next sensor or component will not be monitored. |
| Required sensor/Components | The sensors and components that are used by the ECM to detect malfunctions. |
| Frequency of operation | The number of times that the ECM checks for malfunctions per driving cycle. "Once per driving cycle" means that the ECM detects malfunction only 1 time during a single driving cycle. "Continuous" means that the ECM detects a malfunction every time the enabling condition is met. |
| Duration | The minimum time that the ECM must sense a continuous deviation in the monitored value(s) before setting a DTC. This timing begins after the "typical enabling conditions" are met. |
| Malfunction thresholds | Beyond this value, the ECM will conclude that there is a malfunction and set a DTC. |
| MIL operation | MIL illumination timing after a defect is detected. "Immediate" means that the ECM illuminates the MIL the instant the ECM determines that there is a malfunction. "2 driving cycle" means that the ECM illuminates the MIL if the same malfunction is detected again in the 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 1893
Scheme 1894
SYSTEM DIAGRAM
The configuration of the electronic control system in the U151E automatic transaxle is as shown in the following chart.
Scheme 1895
Scheme 1896
Scheme 1897
Scheme 1898
MECHANICAL SYSTEM TESTS
- STALL SPEED TEST HINT: This test is to check the overall performance of the engine and transaxle. NOTE: Do not perform the stall speed test for longer than 10 seconds. To ensure safety, perform this test in an open and level area that provides good traction. The stall speed test should always be performed with at least 2 people. One person should observe the condition of the wheels and wheel chocks while the other is performing the test. Connect Techstream to the DLC3. Run the vehicle until the transmission fluid temperature has reached 50 to 80°C (122 to 176°F). Allow the engine to idle with the air conditioning OFF. Chock all 4 wheels. Set the parking brake and keep the brake pedal depressed firmly with your left foot. Move the shift lever to the D position. Depress the accelerator pedal as much as possible with your right foot. Read the engine rpm (stall speed) and release the accelerator pedal immediately. Stall speed 2, 180 +/-150 rpm EVALUATION: Test Result Possible Cause Stall speed is lower than standard value Engine power output is insufficient Stator one-way clutch is not operating properly HINT: If the value is less than the specified value by 600 rpm or more, the torque converter could be faulty. Stall speed is higher than standard value Line pressure is too low Forward clutch is slipping U/D (underdrive) is brake slipping U/D (underdrive) one-way clutch is not operating properly No. 1 one-way clutch is not operating properly Improper fluid level NOTE: Perform the test with the ATF at the normal operating ATF temperature of 50 to 80°C (122 to 176°F).
- SHIFT TIME LAG TEST HINT: This test is to check the condition of the direct clutch, forward clutch, 1st brake and reverse brake. Connect Techstream to the DLC3. Run the vehicle until the transmission fluid temperature has reached 50 to 80°C (122 to 176°F). Allow the engine to idle with the air conditioning OFF. Set the parking brake and keep the brake pedal depressed firmly. Check the D range time lag. Move the shift lever to N and wait for 1 minute. Move the shift lever to D and measure the time until the shock is felt. Repeat the 2 procedures above 3 times, and calculate the average time of the 3 tests. Check the R range time lag. Move the shift lever to N and wait for 1 minute. Move the shift lever to R and measure the time until the shock is felt. Repeat the 2 procedures above 3 times, and calculate the average time of the 3 tests. Standard value D range time lag is less than 1.2 seconds R range time lag is less than 1.5 seconds EVALUATION: Test Result Possible Cause D range time lag exceeds standard value Line pressure is too low Forward clutch is worn No. 1 one-way clutch is not operating properly U/D (underdrive) one-way clutch is not operating U/D (underdrive) brake is worn R range time lag exceeds standard value Line pressure is too low Reverse clutch is worn 1st and reverse brake is worn U/D (underdrive) brake is worn
Scheme 1899
- PERFORM HYDRAULIC TEST Measure the line pressure. NOTE: Perform the test with the ATF at the normal operating ATF temperature: 50 to 80°C (122 to 176°F). The line pressure test should always be performed with at least 2 people. One person should observe the condition of the wheels or wheel chocks while the other is performing the test. Be careful to prevent SST's hose from interfering with the exhaust pipe. This test must be performed after checking and adjusting the engine. Perform the test with the A/C off. When conducting the stall test, do not continue for more than 10 seconds. Warm up the ATF (Automatic Transmission Fluid). Raise the vehicle. Remove the engine under cover. Connect Techstream to the DLC3. Remove test plug A on the front left side of the transaxle case and install SST. SST: 09992-00095 09992-00231 09992-00271 NOTE: The installation points for the D position and R position are different. Start the engine. Using Techstream, shift to the D position and hold 3rd gear using the active test, and then measure the line pressure when the engine is idling. SPECIFIED LINE PRESSURE: Condition D position kPa (kgf/cm 2 , psi) Idling 372 to 412 kPa (3.8 to 4.2 kgf/cm 2 , 54 to 60 psi) Turn the ignition switch off. Disconnect the connector of the transmission wire. HINT: Disconnect the connector only when performing the D position stall test. Start the engine. Firmly depress the brake pedal, shift to the D position, fully depress the accelerator pedal and check the line pressure while the stall test is performed. SPECIFIED LINE PRESSURE: Condition D position kPa (kgf/cm 2 , psi) Stall test 931 to 1, 031 kPa (9.5 to 10.5 kgf/cm 2 , 135 to 150 psi) Turn the ignition switch off. Remove SST and install test plug A. Remove test plug B, install SST and start the engine. SST: 09992-00095 09992-00231 09992-00271 Connect the transmission wire connector, depress the brake pedal firmly, shift to the R position and check the line pressure while the engine is idling and while performing a stall test. SPECIFIED LINE PRESSURE: Condition R position kPa (kgf/cm 2 , psi) Idling 672 to 742 kPa (6.9 to 7.6 kgf/cm 2 , 97 to 108 psi) Stall test 1, 768 to 1, 968 kPa (18.0 to 20.0 kgf/cm 2 , 256 to 285 psi) Remove SST and install test plug B. Clear the DTCs. EVALUATION: Problem Possible cause Measured values at all positions are higher than specified Shift solenoid valve SLT defective Regulator valve defective Measured values at all positions are lower than specified Shift solenoid valve SLT defective Regulator valve defective Oil pump defective U/D (underdrive) direct clutch defective Pressure is low when shift lever is on D only D position circuit fluid leak Forward clutch defective Pressure is low when shift lever is on R only R position circuit fluid leak Reverse clutch defective 1st and reverse brake defective
Scheme 1900
- 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 transaxle. If any abnormalities are found in the following test, the problem is in the transaxle 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 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 Shifting Condition L <----> 2 No Shift (No Change) 2 <----> 3 Down Shift <----> Up Shift 3 <----> 4 <----> D No Shift (No Change) HINT: While driving with the transmission wire disconnected: When the shift lever is in L or 2, the gear position is held in 3rd. When the shift lever is in 3, 4 or D, the gear position is held in 4th. When the shift lever is in R or P, the operation is normal. Connect the connector of the transmission wire. Clear the DTCs.Refer to «DTC CHECK / CLEAR»(ref-493476-S04213857672012081000000) .
INITIALIZATION
- RESET MEMORY NOTE: Perform the RESET MEMORY procedures (A/T initialization) when replacing the automatic transaxle assembly, engine assembly or ECM. RESET MEMORY can be performed only with Techstream. HINT: The ECM memorizes the vehicle conditions when the ECT controls the automatic transaxle assembly and engine assembly. Therefore, when the automatic transaxle assembly, engine assembly, or ECM has been replaced, it is necessary to reset the memory so that the ECM can memorize the new information. The reset procedures are as follows. Turn the ignition switch off. Connect Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Reset Memory. Then, press "NEXT". Perform the reset memory procedures from the main menu. WARNING: After performing the RESET MEMORY procedures, be sure to perform the ROAD TEST.Refer to «ROAD TEST»(ref-493476-S04666969572012081000000) as described earlier. HINT: The ECM learns through the ROAD TEST.
Scheme 1901
- TEST MONITOR DRIVE PATTERN FOR ECT WARNING: Perform this drive pattern on a level surface and strictly observe the posted speed limits and traffic laws while driving. HINT: Performing this drive pattern is one method to simulate the ECT's malfunction detection conditions. The DTCs may not be detected through ordinary, everyday driving. Also, DTCs may not be detected through this drive pattern. Preparation for driving Warm up the engine sufficiently (engine coolant temperature is 60°C (140°F) or higher). Drive the vehicle when the atmospheric temperature is -10°C (14°F) or higher. Malfunction is not detected when the atmospheric temperature is less than -10°C (14°F). Drive pattern Drive the vehicle through all the gears. Stop --> 1st --> 2nd --> 3rd --> 4th --> 5th --> 5th (lock-up ON). Repeat the above drive pattern 3 times or more. NOTE: When using Techstream, the monitor status can be found in "Powertrain / Engine and ECT / Data List". In the event that the drive pattern must be interrupted (due to traffic conditions or other factors), the drive pattern can be resumed and, in most cases, the monitor can be completed. WARNING: Perform this drive pattern on a level road as much as possible and strictly observe the posted speed limits and traffic laws while driving. HINT: *: Drive at such a speed in the uppermost gear to engage lock-up. The vehicle can be driven at a speed lower than the speed shown in the above diagram under the lock-up condition. NOTE: It is necessary to drive the vehicle for approximately 30 minutes to detect DTC P0711 (Transmission fluid temperature sensor "A" performance).
FAIL-SAFE CHART
- FAIL-SAFE CHART This function minimizes the loss of the ECT functions when a malfunction occurs in a sensor or solenoid. Automatic Transmission Fluid (ATF) temperature sensor: When the ATF temperature sensor has a malfunction, 5th up-shift is prohibited. Counter gear speed sensor NC (Speed sensor NC): When the counter gear speed sensor has a malfunction, 5th up-shift is prohibited. Turbine speed sensor NT (Speed sensor NT): When the turbine speed sensor has a malfunction, 5th up-shift is prohibited. Shift solenoid valve DSL: When the solenoid valve DSL has a malfunction, the current to the solenoid valve is stopped. This stops lock-up control, and fuel economy decreases. Shift solenoid valve SL1, SL2, SL3 and S4: If any of the shift solenoid valve circuits develops an open or short, the ECM turns the other shift solenoid "ON" and "OFF" in order to shift into the gear positions shown in the table below. Manual shifting as shown in the following table must be done. In case of a short circuit, the ECM stops sending the current to the short circuited solenoid. Even if starting the engine in the fail-safe mode, the gear position remains in the same position. HINT: FL: Flex Lock-up Normal Solenoid Valve SL1 ON OFF ON OFF OFF SL2 ON ON OFF FL FL SL3 OFF OFF OFF ON ON S4 OFF OFF OFF OFF ON Gear Position 1st 2nd 3rd 4th 5th SL1 Malfunction (During driving at 1st or 2nd) Solenoid Valve SL1 OFF SL2 ON ON OFF to ON FL to ON FL to ON SL3 OFF OFF OFF ON to OFF ON to OFF S4 OFF OFF OFF OFF ON to OFF Gear Position 1st to 2nd 2nd 3rd to 2nd 4th to 2nd 5th to 2nd SL1 Malfunction (During driving at 3rd) Solenoid Valve SL1 OFF SL2 ON to FL ON to FL OFF to FL FL FL SL3 OFF OFF OFF ON to OFF ON to OFF S4 OFF to ON OFF to ON OFF to ON OFF to ON ON Gear Position 1st to 4th 2nd to 4th 3rd to 4th 4th 5th to 4th SL1 Malfunction (During driving at 4th or 5th) Solenoid Valve SL1 OFF SL2 ON to FL ON to FL OFF to FL FL FL SL3 OFF to ON OFF to ON OFF to ON ON ON S4 OFF OFF OFF OFF ON Gear Position 1st to 4th 2nd to 4th 3rd to 4th 4th 5th SL2 Malfunction Solenoid Valve SL1 ON OFF to ON ON OFF to ON OFF to ON SL2 OFF SL3 OFF OFF OFF ON to OFF ON to OFF S4 OFF to ON OFF to ON OFF to ON OFF to ON ON Gear Position 1st to 4th 2nd to 4th 3rd to 4th 4th 5th to 4th SL3 Malfunction Solenoid Valve SL1 ON OFF ON OFF to ON OFF to ON SL2 ON ON OFF FL FL SL3 OFF S4 OFF OFF OFF OFF to ON ON Gear Position 1st 2nd 3rd 4th 5th to 4th S4 Malfunction Solenoid Valve SL1 ON OFF ON OFF OFF SL2 ON ON OFF FL FL SL3 OFF OFF OFF ON ON S4 OFF Gear Position 1st 2nd 3rd 4th 5th to 4th SL1, SL2, SL3, and S4 Malfunction Solenoid Valve SL1 OFF SL2 OFF SL3 OFF S4 OFF Gear Position 1st to 4th 2nd to 4th 3rd to 4th 4th 5th to 4th