DESCRIPTION
The park/neutral position switch detects the shift lever position and sends signals to the ECM.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0705 | One of the following conditions (A), (B) or (C) is met | Open or short in park/neutral position switch circuit Park/neutral position switch Shift lock control unit assembly (Shift lock control ECU) ECM |
| Condition (A): Any 2 or more of the following signals are ON simultaneously (2-trip detection logic). One of the following conditions is met. P input signal is ON. N input signal is ON. NSW (STAR) input signal is ON. R input signal is ON. D input signal is ON. 2 input signal is ON. L input signal is ON. | ||
| Condition (B): All switches are OFF simultaneously (2-trip detection logic). P input signal is OFF. N input signal is OFF. NSW (STAR) input signal is OFF. R input signal is OFF. D input signal is OFF. 2 input signal is OFF. L input signal is OFF. | ||
| Condition (C): When any of following conditions is met, the 3 position input signal is ON for 2 seconds or more (2-trip detection logic). NSW (STAR) input signal is ON. P input signal is ON. R input signal is ON. N input signal is ON. 2 input signal is ON. L input signal is ON. |
MONITOR DESCRIPTION
This DTC indicates 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 safety, the park/neutral position switch detects the shift lever position so that the 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, D, 2 or L). The ECM determines that there is a problem with the switch or related parts if it receives 2 or more position signals simultaneously or it receives no position signal. The ECM 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 to the ECM.
The sensor resistance changes with the transmission fluid temperature. As the temperature rises, the sensor resistance decreases. The ECM applies a voltage to the temperature sensor through ECM terminal THO1, and the ECM calculates the fluid temperature based on the voltage signal.
HINT
- The ATF temperature is likely to increase under conditions such as towing, climbing hills and in heavy traffic.
- When the ATF temperature sensor is normal, the transmission locks up in 4th gear with the shift lever in the D position and in 3rd gear with the shift lever in the 3rd position.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0710* | Both (a) and (b) are detected momentarily within 0.5 seconds when neither P0712 nor P0713 is detected (1-trip detection logic). (a) ATF temperature sensor resistance is less than 79 ohms. (b) ATF temperature sensor resistance is more than 156 kohms. HINT: Within 0.5 seconds, malfunction switches from (a) to (b) or from (b) to (a). | Open or short in ATF temperature sensor circuit Transmission wire (ATF temperature sensor) ECM |
| P0712 | ATF temperature sensor resistance is less than 79 ohms for 0.5 seconds or more (1-trip detection logic). | Short in ATF temperature sensor circuit Transmission wire (ATF temperature sensor) ECM |
| P0713 | ATF temperature sensor resistance is more than 156 kohms for 0.5 seconds or more either of the following conditions is met (1-trip detection logic) | Open in ATF temperature sensor circuit ATF temperature sensor ECM |
| (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. | ||
| (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). |
- *: Only for Mexico models
The ATF temperature sensor converts the ATF temperature to an electrical resistance value. Based on the resistance, the ECM determines the ATF temperature and detects opens or shorts in the ATF temperature circuit. 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 turns on the MIL and stores 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.
The ATF (Automatic Transmission Fluid) temperature sensor converts the fluid temperature into a resistance value which is input to the ECM.
The sensor resistance changes with the transmission fluid temperature. As the temperature rises, the sensor resistance decreases. The ECM applies a voltage to the temperature sensor through ECM terminal THO1, and the ECM calculates the fluid temperature based on the voltage signal.
HINT
- The ATF temperature is likely to increase under conditions such as towing, climbing hills and in traffic.
- When the ATF temperature sensor is normal, the transmission locks up in 4th gear with the shift lever in the D position and in 3rd gear with the shift lever in the 3rd position.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0711 | One of the following conditions (A), (B), (C), (D) or (E) is met | ATF level Transmission wire (ATF temperature sensor) ECM |
| Condition (A): (except Mexico models) (a), (b), (c) and (d) are detected: (2-trip detection logic). (a) After normal driving for 10 minutes and 5 km (3.1 miles) or more. (b) Intake air and engine coolant temperature are 15 °C (59 °F) or more at 12 seconds after engine start. (c) Soak time is more than 5 hours. (d) ATF temperature is less than 10 °C (50 °F) | ||
| Condition (B): (a), (b) and (c) are detected: (2-trip detection logic). (a) After normal driving for 18 minutes and 20 seconds and 9 km (5.6 miles) or more. (b) Intake air and engine coolant temperature are -10 °C (14 °F) or more at 12 seconds after engine start. (c) ATF temperature is less than 10 °C (50 °F) | ||
| Condition (C): (a), (b) and (c) are detected: (2-trip detection logic). (a) After normal driving for 30 minutes and 15 km (9.3 miles) or more. (b) Intake air and engine coolant temperature are -15 °C (5 °F) or more at 12 seconds after engine start. (c) ATF temperature is less than 10 °C (50 °F) | ||
| Condition (D): Both (a) and (b) are detected: (2-trip detection logic). (a) After normal driving for 40 minutes and 20 km (12.4 miles) or more. (b) ATF temperature is less than 10 °C (50 °F) | ||
| Condition (E): Both (a) and (b) are detected: (2-trip detection logic). (a) Engine coolant temperature is less than 35 °C (95 °F) at 12 seconds after engine start. (b) ATF temperature is 100 °C (212 °F) or more. |
The ATF temperature sensor converts the ATF temperature to an electrical resistance value. Based on the resistance, the ECM determines the ATF temperature and detects opens or shorts in the ATF temperature circuit or a fault of the ATF temperature sensor.
After running the vehicle for a certain period, the ATF temperature should increase. If the ATF temperature is below 10 °C (50 °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 100 °C (212 °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.
This sensor detects the rotation speed of the input turbine. By comparing the input turbine speed signal (NT) with the speed sensor signal (SPD), the ECM detects the shift timing of the gears and appropriately controls the engine torque and hydraulic pressure in response to various conditions, thus performing smooth gear shifting.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0717 | All conditions below are detected for 5 seconds or more (1-trip detection logic). (a) Gear change is not being performed. (b) Gear position: 3rd or 4th. (c) T/M input shaft RPM: 300 RPM or less. (d) T/M output shaft RPM: 1000 RPM or more. (e) Park/neutral position switch (NSW, R and L) is OFF. (f) Shift solenoid valves, park/neutral position switch and vehicle speed sensor are in normal operation. | Open or short in transmission revolution sensor (Speed sensor (NT)) circuit Transmission revolution sensor Automatic transaxle (clutch, brake or gear etc.) ECM |
The ECM detects the revolving signal from the transmission revolution sensor (input RPM). The ECM outputs a gearshift signal by comparing the transmission revolution sensor signal with the speed sensor signal (SPD). While the vehicle is operating in the 3rd or 4th gear position 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 malfunction, 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 and speed sensor NT to detect the actual gear position (1st, 2nd, 3rd or 4th).
Then the ECM compares the actual gear with the shift schedule in the ECM memory to detect the mechanical problems of the shift solenoid valves, the valve body or automatic transaxle (clutch, brake or gear etc.).
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0751 | S1 stuck OFF malfunction*1: ECM determines there is malfunction when both of following conditions are met (2-trip detection logic). (a) When ECM directs gearshift to switch to 1st gear, actual gear is shifted to 4th. (b) When ECM directs gearshift to switch to 4th gear, actual gear is shifted to 4th. | Shift solenoid valve S1 remains closed Valve body is blocked Shift solenoid valve S1 Automatic transaxle (clutch, brake or gear etc.) ECM |
| S1 stuck ON malfunction*2: ECM determines that there is malfunction when both of following conditions are met (2-trip detection logic). (a) When ECM directs gearshift to switch from 3rd to 4th gear, actual gear is not shifted as above. (b) When ECM directs gearshift to switch to 4th gear, engine speed surges 1100 RPM or more. | Shift solenoid valve S1 remains open Valve body is blocked Shift solenoid valve S1 Automatic transaxle (clutch, brake or gear etc.) ECM |
HINT
Gear positions in the event of a solenoid valve mechanical problem
| Gearshift controlled by ECM | 1st | 2nd | 3rd | 4th |
|---|---|---|---|---|
| *1: Actual gear position under S1 stuck OFF malfunction | 4th | 3rd | 3rd | 4th |
| *2: Actual gear position under S1 stuck ON malfunction | 1st | 2nd | 2nd | 1st |
This DTC indicates "stuck ON malfunction" or "stuck OFF malfunction" of shift solenoid valve S1.
The ECM controls the gearshifts by turning the shift solenoid valves ON/OFF. When the gear position directed by the ECM and the actual gear position do not match, the ECM illuminates the MIL and stores the DTC.
The ECM uses signals from the vehicle speed sensor and speed sensor NT to detect the actual gear position (1st, 2nd, 3rd or 4th).
Then the ECM compares the actual gear with the shift schedule in the ECM memory to detect the mechanical problems of the shift solenoid valves, the valve body or automatic transaxle (clutch, brake or gear etc.).
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0756 | S2 stuck OFF malfunction*1: Shifting to 1st and 4th gears is impossible. ECM determines that there is malfunction when all of following conditions are met (2-trip detection logic). (a) When ECM directs gearshift to switch to 1st gear, actual gear is shifted to 2nd. (b) When ECM directs gearshift to switch to 3rd gear, actual gear is shifted to 3rd. (c) When ECM directs gearshift to switch to 4th gear, actual gear is shifted to 3rd. | Shift solenoid valve S2 remains closed Valve body is blocked Shift solenoid valve S2 Automatic transaxle (clutch, brake or gear etc.) ECM |
| S2 stuck ON malfunction*2: Shifting to 2nd gear and 3rd gear is impossible. ECM determines that there is malfunction when all of following conditions are met (2-trip detection logic). (a) When ECM directs gearshift to switch to 2nd gear, actual gear is shifted to 1st. (b) When ECM directs gearshift to switch to 3rd gear, actual gear is shifted to 4th. (c) When ECM directs gearshift to switch to 4th gear, actual gear is shifted to 4th. | Shift solenoid valve S2 remains open Valve body is blocked Shift solenoid valve S2 Automatic transaxle (clutch, brake or gear etc.) ECM |
HINT
Gear positions in the event of a solenoid valve mechanical problem
| Gearshift controlled by ECM | 1st | 2nd | 3rd | 4th |
|---|---|---|---|---|
| *1: Actual gear position under S2 stuck OFF malfunction | 2nd | 2nd | 3rd | 3rd |
| *2: Actual gear position under S2 stuck ON malfunction | 1st | 1st | 4th | 4th |
This DTC indicates "stuck ON malfunction" or "stuck OFF malfunction" of shift solenoid valve S2.
The ECM controls the gearshifts by turning the shift solenoid valves ON/OFF. When the gear position directed by the ECM and the actual gear position do not match, the ECM illuminates the MIL and stores the DTC.
Shift solenoid valve ST is switched OFF-ON-OFF in accordance with signals from the ECM when up-shifting and down-shifting between the 3rd and the 4th gears. This reduces the shock of gear shifting between these positions.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0787 | ECM detects short in solenoid valve ST circuit 4 times when solenoid valve ST is operated (1-trip detection logic). | Short in shift solenoid valve ST circuit Shift solenoid valve ST ECM |
| P0788 | ECM detects open in solenoid valve ST circuit 4 times when solenoid valve ST is not operated (1-trip detection logic). | Open in shift solenoid valve ST circuit Shift solenoid valve ST ECM |
When there is an open or short circuit in the shift solenoid valve circuit, the ECM detects the problem and the MIL comes on.
Shifting from 1st to 4th is performed in combination with the ON and OFF operations of shift solenoid valves S1 and S2 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 valve to allow the vehicle to be driven smoothly.
(If an open or short circuit occurs, the ECM stops sending currents to the affected circuit.)
Fail-safe function. Refer to FAIL-SAFE CHART .
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0973 | ECM detects short in solenoid valve S1 circuit 4 times when solenoid valve S1 is operated (1-trip detection logic). | Short in shift solenoid valve S1 circuit Shift solenoid valve S1 ECM |
| P0974 | ECM detects open in solenoid valve S1 circuit 4 times when solenoid valve S1 is not operated (1-trip detection logic). | Open in shift solenoid valve S1 circuit Shift solenoid valve S1 ECM |
The ECM commands gearshift by turning the shift solenoid valves ON/OFF. When there is an open or short circuit in the shift solenoid valve S1 circuit, the ECM detects the problem and the MIL comes on. Illuminating the MIL, the ECM performs the fail-safe and turns the other functioning shift solenoid valve ON/OFF.
(If an open or short circuit occurs, the ECM stops sending currents to the affected circuit.)
Shifting from 1st to 4th is performed in combination with the ON and OFF operations of shift solenoid valves S1 and S2 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 valve to allow the vehicle to be driven smoothly.
(If an open or short circuit occurs, the ECM stops sending currents to the affected circuit.)
Fail-safe function. Refer to FAIL-SAFE CHART .
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0976 | ECM detects short in solenoid valve S2 circuit 4 times when solenoid valve S2 is operated (1-trip detection logic). | Short in shift solenoid valve S2 circuit Shift solenoid valve S2 ECM |
| P0977 | ECM detects open in solenoid valve S2 circuit 4 times when solenoid valve S2 is not operated (1-trip detection logic). | Open in shift solenoid valve S2 circuit Shift solenoid valve S2 ECM |
The ECM commands gearshift by turning the shift solenoid valves ON/OFF. When there is an open or short circuit in the shift solenoid valve S2 circuit, the ECM detects the problem and the MIL comes on. Illuminating the MIL, the ECM performs the fail-safe and turns the other functioning shift solenoid valve ON/OFF.
(If an open or short circuit occurs, the ECM stops sending currents to the affected circuit.)
In any forward position, when the difference between the revolutions of the turbine and output shaft exceeds the specified value (varies with output speed) determined by the ECM, the ECM illuminates the MIL and stores the DTC. When shift solenoid valve SLT remains on, the oil pressure goes down and the clutch engagement force decreases.
The throttle pressure that is applied to the primary regulator valve (which modulates the line pressure) causes shift solenoid valve SLT, under electronic control, to precisely modulate and generate the line pressure according to the extent that the accelerator pedal is depressed or the engine power output.
This controls the line pressure and provides smooth shifting characteristics.
Upon receiving a throttle valve opening angle signal, the ECM controls the line pressure by sending a predetermined duty ratio* to the solenoid valve, modulating the line pressure and generating throttle pressure.
*: The duty ratio is the ratio of the current ON time (A) to the total of the current ON and OFF time (A + B).
Duty Ratio (%) = A / (A + B) x 100
| 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 turns on the MIL and stores the DTC.
Torque converter lock-up is controlled by the ECM based on the speed sensor (NT), engine RPM (NE), engine load, engine coolant temperature, vehicle speed, transmission fluid temperature, and gear selection. The ECM determines the lock-up status of the torque converter by comparing the engine RPM (NE) to the input turbine RPM (NT). The ECM calculates the actual transmission gear by comparing input turbine RPM (NT) to output shaft speed. When conditions are appropriate, the ECM requests lock-up by applying the control voltage to shift solenoid valve SLU. When SLU is turned on, it applies pressure to the lock-up relay valve and locks the torque converter clutch.
If the ECM detects no lock-up after lock-up has been requested or if it detects lock-up when it is not requested, the ECM interprets this as a fault in shift solenoid valve SLU or lock-up system performance. The ECM turns on the MIL and stores the DTC.
Example
When either of the following is met, the system judges it as a malfunction.
- There is a difference in the rotations of the input side (engine speed) and output side (input turbine speed) of the torque converter when the ECM commands lock-up. (Engine speed is at least 100 RPM greater than input turbine speed.)
- There is no difference in the rotations of the input side (engine speed) and output side (input turbine speed) of the torque converter when the ECM commands lock-up off. (The difference between engine speed and input turbine speed is less than 35 RPM.)
When an open or short in the linear solenoid valve (SLU) circuit is detected, the ECM interprets this as a fault. The ECM turns on the MIL and stores the DTC.