PDF- -FOREWORD - Camry U250E Automatic Transaxle Repair Manual

Description

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

AUTOMATIC TRANSAXLE SYSTEM PRECAUTION NOTICE: • Perform the RESET MEMORY (AT initialization) when replacing the automatic transaxle assembly,

engine assembly or ECM (See page AX-16)

• Perform the REGISTRATION (VIN registration) when replacing the ECM (See page ES-16)

HINT: RESET MEMORY can not be completed by only disconnecting the battery cable

EXPRESSION OF IGNITION SWITCH The type of ignition switch used on this model differs according to the specifications of the vehicle

The expressions listed in the table below are used in this section

Switch Type Ignition Switch (Position)

Engine Switch (Condition)

Ignition switch off

Ignition switch on (IG)

On (IG)

Ignition switch on (ACC)

On (ACC)

Engine start

Expression

E116900E03

The automatic transaxle is composed of highly precision-finished parts which need careful inspection before reassembly

Even a small nick could cause fluid leakage or affect the performance

The instructions here are organized so that you work on only one component group at a time

This will help avoid confusion caused by 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

Complete the inspection,

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

reassembly before proceeding to the next component group as much as possible

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 some parts are being ordered,

be sure to keep all parts of the group in a separate container while proceeding with disassembly,

repair and reassembly of other component groups

Recommended: ATF WS All disassembled parts should be washed clean and any fluid passages and holes should be blown through with compressed air

Dry all parts with compressed air

Never use a shop rag or a piece of cloth to dry them

When using compressed air,

always aim away from yourself to prevent accidentally spraying ATF or kerosene in your face

Only recommended automatic transaxle fluid or kerosene should be used for cleaning

After cleaning,

the parts should be arranged in the correct order for efficient inspection,

When disassembling a valve body,

be sure to match each valve together with the corresponding spring

New discs for the brakes and clutches that are to be used for replacement must be soaked in ATF for at least 15 minutes before reassembly

All oil seal rings,

and sliding surfaces should be coated with ATF prior to reassembly

All gaskets and rubber O-rings should be replaced with new ones

Do not apply adhesive cements to gaskets and similar parts

Make sure that the ends of a snap ring are not aligned with one of the cutouts and are installed in the groove correctly

When replacing a worn bushing,

the sub-assembly containing the bushing must also be replaced

Check thrust bearings and races for wear or damage

Replace them as necessary

When working with FIPG material,

you must observe the following: • Using a razor blade and a gasket scraper,

remove all the old packing (FIPG) material from the gasket surface

• Thoroughly clean all components to remove any loose material

• Clean both sealing surfaces with a non-residue solvent

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

• Parts must be reassembled within 10 minutes of application

Otherwise,

the packing (FIPG) material must be removed and reapplied

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

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 until the previous monitoring has concluded

Required sensor/components

The sensors and components that are used by the ECM to detect malfunctions

Frequency of operation

The number of times that the ECM checks for malfunctions per driving cycle

"Once per driving cycle" means that the ECM detects malfunction only one time during a single driving cycle

"Continuous" means that the ECM detects malfunction every time when 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

"Immediately" means that the ECM illuminates MIL the instant the ECM determines that there is a malfunction

"2 driving cycle" means that the ECM illuminates 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

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

PARTS LOCATION COMBINATION METER

TRANSMISSION CONTROL SWITCH

STOP LIGHT SWITCH ASSEMBLY

DLC3 (DATA LINK CONNECTOR 3)

SPEED SENSOR (NC) SPEED SENSOR (NT) SHIFT SOLENOID VALVE SLT ECM SHIFT SOLENOID VALVE SL3

SHIFT SOLENOID VALVE SL1

SHIFT SOLENOID VALVE SR

TRANSMISSION WIRE PARK / NEUTRAL POSITION SWITCH

(ATF TEMPERATURE SENSOR) SHIFT SOLENOID VALVE DSL

SHIFT SOLENOID VALVE S4

SHIFT SOLENOID VALVE SL2 C136787E01

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

SYSTEM DIAGRAM The configuration of the electronic control system in the U250E automatic transaxles is as shown in the following chart

Crankshaft Position Sensor

Shift Solenoid Valve SL1

Engine Coolant Temperature THW

Throttle Position Sensor Transmission Control Switch (D ←→ 4 and 2 ←→ L'Position)

Park/Neutral Position Switch

Shift Solenoid Valve SL2

Shift Solenoid Valve SL3

Shift Solenoid Valve SLT

Shift Solenoid Valve S4

Shift Solenoid Valve DSL

Shift Solenoid Valve SR

2 VC 4,

Speed Sensor

Skid Control ECU

Combination Meter

Speed Sensor NC

Speed Sensor NT

Stop Light Switch Assembly ATF (Automatic Transmission Fluid)

MIL (Malfunction Indicator Light)

DLC3 (Data Link Connector 3)

CAN C136788E01

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

SYSTEM DESCRIPTION 1

SYSTEM DESCRIPTION (a) The ECT (Electronic controlled automatic transmission/transaxle) is an automatic transmission/transaxle that electronically controls shift timing using the ECM

The ECM detects electrical signals that indicate engine and driving conditions,

based on driver habits and road conditions

As a result,

fuel efficiency and power transmission performance are improved

Shift shock has been reduced by controlling the engine and transmission simultaneously

In addition,

the ECT has features such as follows: • Diagnostic function

• Fail-safe function when a malfunction occurs

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

HOW TO PROCEED WITH TROUBLESHOOTING HINT: • The ECM of this system is connected to the CAN and multiplex communication system

Therefore,

before starting troubleshooting,

make sure to check that there is no trouble in the CAN and multiplex communication systems

• The intelligent tester can be used at steps 3,

Vehicle Brought to Workshop

Customer Problem Analysis

Connect the OBD II scan tool or intelligent tester to DLC3

Check and Clear DTCs and Freeze Frame Data HINT: (See page AX-28)

Visual Inspection

Setting the Check Mode Diagnosis HINT: (See page AX-29)

Problem Symptom Confirmation HINT: (See page AX-9)

Symptom does not occur: Go to step 8

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

Symptom occurs: Go to step 9

Symptom Simulation HINT: (See page IN-45)

DTC Check HINT: (See page AX-28)

DTC is not output: Go to step 10 DTC is output: Go to step 17

Basic Inspection HINT: (See page AX-123,

AX-129 and AX-182)

Go to step 19

Mechanical System Test HINT: (See page AX-12)

Go to step 16

Hydraulic Test HINT: (See page AX-14)

Go to step 16

Manual Shifting Test HINT: (See page AX-15)

Go to step 15

AX–10

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

Problem Symptoms Table Chapter 1 HINT: (See page AX-19)

Go to step 18

Problem Symptoms Table Chapter 2 HINT: (See page AX-19)

Part Inspection Go to step 19

DTC Chart HINT: (See page AX-35)

Circuit Inspection

Repair or Replace

Confirmation Test

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

AX–11

ROAD TEST 1

PROBLEM SYMPTOM CONFIRMATION (a) Based on the result of the customer problem analysis,

If the problem is that the transaxle does not shift up,

or the shift point is too high or too low,

conduct the following road test referring to the automatic shift schedule and simulate the problem symptoms

ROAD TEST NOTICE: Perform the test at the ATF (Automatic Transmission Fluid) temperature 50 to 80°C (122 to 176°F) in the normal operation

(a) D'position test: Shift into the D'position and fully depress the accelerator pedal and check the following points

Check that 1 → 2,

2 → 3,

and that the shift points conform to the automatic shift schedule (See page SS-40)

HINT: 5th Gear Up-shift Prohibition Control • Engine coolant temperature is 55°C (131°F) or less and vehicle speed is at 70 km/h (43 mph) or less

• Accelerator pedal is released

• Engine coolant temperature is 60°C (140°F) or less

(2) Check for shift shock and slip

Check for shock and slip at the 1 → 2,

2 → 3,

(3) Check for abnormal noise and vibration

Check for abnormal noise and vibration when up-shifting from 1 → 2,

2 → 3,

3 → 4,

and 4 → 5 while driving with the shift lever in the D'position,

and also check while driving in the lock-up condition

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,

Check vehicle speeds when the 2nd to 1st,

and 5th to 4th kick-downs take place while driving with the shift lever in the D'position

Confirm that each speed is within the applicable vehicle speed range indicated in the automatic shift schedule (See page SS-40)

AX–12

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

(6) Check the lock-up mechanism

• Drive in D'position (5th gear),

at a steady speed (lock-up ON)

• Lightly depress the accelerator pedal and check that the engine speed does not change abruptly

HINT: • There is no lock-up in the 1st and 2nd gear

• 4th lock-up operates while uphill-downhill is active in the D'position

• If there is a big jump in engine speed,

(b) 4 (O/D OFF) position test: Shift into the 4 position and fully depress the accelerator pedal and check the following points

Check that the 1 → 2,

HINT: There is no 5th up-shift in the 4 position

While driving in the 4 position and 4th gear,

release the accelerator pedal and check the engine braking effect

(3) Check for abnormal noise during acceleration and deceleration,

and for shock at up-shift and down-shift

(c) 3 position test: Shift into the 3 position and fully depress the accelerator pedal and check the following points

Check that the 1 → 2 and 2 → 3 up-shift take place and that the shift point conforms to the automatic shift schedule (See page SS-40)

HINT: There is no 4th up-shift and lock-up in the 3 position

While running in the 3 position and 3rd gear,

release the accelerator pedal and check the engine braking effect

(3) Check for abnormal noise during acceleration and deceleration,

and for shock at up-shift and down-shift

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

AX–13

(d) 2 position test: Shift into the 2 position and fully depress the accelerator pedal and check the following points

Check that the 1 →2 up-shift takes place and that the shift point conforms to the automatic shift schedule (See page SS-40)

HINT: There is no 3rd up-shift and lock-up in the 2 position

While running in the 2 position and 2nd gear,

release the accelerator pedal and check the engine braking effect

(3) Check for abnormal noise during acceleration and deceleration,

and for shock at up-shift and down-shift

(e) L'position test: Shift into the L'position and fully depress the accelerator pedal and check the following points

While running in the L'position,

check that there is no up-shift to 2nd gear

HINT: There is no lock-up in the L'position

While running in the L'position,

release the accelerator pedal and check the engine braking effect

(3) Check for abnormal noise during acceleration and deceleration

(f) R position test: Shift into the R position,

lightly depress the accelerator pedal,

and check that the vehicle moves backward without any abnormal noise or vibration

CAUTION: Before conducting this test ensure that the test area is free from people and obstruction

(g) P position test: Stop the vehicle on the grade (more than 5°) and after shifting into the P position,

check that the parking lock pawl holds the vehicle in place

(h) Uphill/downhill control function test: (1) Check that the gear does not up-shift to the 4th or 5th gear while the vehicle is driving uphill

(2) Check that the gear automatically down-shifts from 5th to 4th or from the 4th to 3rd gear when brake is applied while the vehicle is driving downhill

AX–14

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

MECHANICAL SYSTEM TESTS 1

PERFORM MECHANICAL SYSTEM TESTS (a) Measure the stall speed

The object of this test is to check the overall performance of the transaxle and engine by measuring the stall speeds in the D'position

NOTICE: • Driving test should be done on a paved road (a nonskid road)

• Perform the test at the normal operating ATF (Automatic Transmission Fluid) temperature 50 to 80°C (122 to 176°F)

• Do not continuously run this test for longer than 10 seconds

clear level area which provides good traction

• The stall test should always be carried out in pairs

One technician should observe the conditions of wheels or wheel stoppers outside the vehicle while the other is doing the test

(2) Connect the intelligent tester to the DLC3

(3) Fully apply the parking brake

(4) Keep your left foot pressed firmly on the brake pedal

Press all the way down on the accelerator pedal with your right foot

(7) Quickly read the stall speed at this time

Stall speed: 2,310 +- 150 rpm

Evaluation: Problem

Possible cause

(a) Stall engine speed is low in D'position

• Engine power output may be insufficient • Stator one-way clutch not operating properly HINT: If the value is less than the specified value by 600 rpm or more,

the torque converter could be faulty

(b) Stall engine speed is high in D'position

Line pressure is too low Forward clutch slipping U/D (Underdrive) brake slipping U/D (Underdrive) one-way clutch is not operating properly No

(1) When the shift lever is shifted while the engine is idling,

there will be a certain time lapse or lag before the shock can be felt

This is used for checking the condition of the clutch and brake

NOTICE: • Perform the test at the normal operating ATF (Automatic Transmission Fluid) temperature: 50 to 80°C (122 to 176°F)

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

AX–15

• Be sure to allow 1 minute interval between tests

• Perform the test three times,

Calculate the average value of the three time lags

(2) Connect the intelligent tester to the DLC3

(3) Fully apply the parking brake

(4) Start and warm up the engine and check idle speed

Idle speed: approx

Using a stop watch,

measure the time from when the lever is shifted until the shock is felt

Time lag: N → D'less than 1

measure the time lag for N → R

Time lag: N → R less than 1

Possible cause

N → D'time lag is longer

Line pressure is too low Forward clutch worn No

N → R time lag is longer

Line pressure is too low Reverse clutch worn 1st and reverse brake worn U/D (Underdrive) brake worn

AX–16

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

HYDRAULIC TEST 1

Test Plug A:

Test Plug B:

D Position (CO)

R Position (C2)

SST C109078E01

PERFORM HYDRAULIC TEST (a) Measure the line pressure

NOTICE: • Perform the test at the normal operating ATF (Automatic Transmission Fluid) temperature: 50 to 80°C (122 to 176°F)

• The line pressure test should always be carried out in pairs

One technician should observe the conditions of wheels or wheel stoppers outside the vehicle while the other is performing the test

• Be careful to prevent SST hose from interfering with the exhaust pipe

• This Check must be conducted after checking and adjusting engine

• Perform under condition that A/C is OFF

• When conducting stall test,

do not continue more than 10 seconds

(1) Warm up the ATF (Automatic Transmission Fluid)

(3) Remove the engine under cover

(4) Connect intelligent tester to DLC3

(5) Remove the test plug A on the transaxle case front left side and install the SST

SST 09992-00095 (09992-00231,

shift to D'position and hold 3rd gear by active test,

and measure the line pressure in idling

Specified line pressure: Condition Idling

D position kPa (kgf / cm2,

2 kgf/cm2,

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

AX–17

HINT: Disconnect the connector only when performing the D'position stall test

(11)Firmly depress the brake pedal,

depress the accelerator pedal all the way down and check the line pressure while the stall test is performed

Specified line pressure: Condition Stall test

Transmission Wire C109079E01

D position kPa (kgf / cm2,

5 to 10

5 kgf/cm2,

install the SST and start engine

SST 09992-00095 (09992-00231,

depress the brake pedal firmly,

shift to the R position and check that the line pressure while the engine is idling and during the stall test

Specified line pressure: Condition Idling Stall test

R position kPa (kgf / cm2,

6 kgf/cm2,

0 to 20

1 kgf/cm2,

Evaluation: Problem

Possible cause

Measured values are higher than specified in all positions

Shift solenoid valve (SLT) defective Regulator valve defective

Measured values are lower than specified in all positions

Shift solenoid valve (SLT) defective Regulator valve defective Oil pump defective U/D (Underdrive) direct clutch defective

Pressure is low in the D'position only

D position circuit fluid leak Forward clutch defective

Pressure is low in the R position only

R position circuit fluid leak Reverse clutch defective 1st and reverse brake defective

AX–18

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

MANUAL SHIFTING TEST 1

PERFORM MANUAL SHIFTING TEST HINT: • With this test,

it can be determined whether the trouble occurs in the electrical circuit or is a mechanical problem in the transaxle

• If any abnormalities are found in the following test,

the problem is in the transaxle itself

(a) Disconnect the connector of the transmission wire

(b) Drive with the transmission wire disconnected

Shifting the shift lever in the order of L,

Shift Position

Shifting Condition

L ←→ 2

No Shift (Not Change)

2 ←→ 3

Down Shift ←→ Up Shift

No Shift (Not Change)

HINT: When driving with the transmission wire disconnected,

the shift lever position is in L'or 2,

the gear position is held in 3rd and the shift lever position is in 3,

4 or D,

the gear position is held in 4th

However,

when the shift position is in R or P,

the operation is same as usual

(c) Connect the connector of the transmission wire

Transmission Wire C109079E01

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

AX–19

INITIALIZATION 1

RESET MEMORY NOTICE: • Perform the RESET MEMORY (AT initialization) when replacing the automatic transaxle assembly,

• The RESET MEMORY can be performed only with the Intelligent tester

HINT: The ECM memorizes the condition that the ECT controls the automatic transaxle assembly and engine assembly according to those characteristics

Therefore,

when the automatic transaxle assembly,

it is necessary to reset the memory so that the ECM can memorize the new information

Reset procedure is as follows

(a) Turn the ignition switch off

(b) Connect the intelligent tester to the DLC3

(c) Turn the ignition switch on (IG) position and push the intelligent tester main switch on

(d) Select the item "DIAGNOSIS / ENHANCED OBD II"

(e) Perform the reset memory procedure from the ENGINE menu

CAUTION: After performing the RESET MEMORY,

be sure to perform the ROAD TEST (See page AX-9) described earlier

HINT: The ECM is learned by performing the ROAD TEST

AX–20

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

G023367

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

AX–21

MONITOR DRIVE PATTERN 1

MONITOR DRIVE PATTERN FOR ECT TEST (a) Perform this drive pattern as one method to simulate the detection conditions of the ECT malfunctions

(The DTCs may not be detected due the actual driving conditions

And some codes may not be detected through this drive pattern

) HINT: 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

(Malfunction is not detected when the atmospheric temperature is less than

Stop → 1st → 2nd → 3rd → 4th → 5th → 5th (lock-up ON)

• Repeat the above driving pattern three times or more

NOTICE: • The monitor status can be checked using the OBD II scan tool or intelligent tester

When using the intelligent tester,

monitor status can be found in the "ENHANCED OBD II / DATA LIST" or under "CARB OBD II"

• In the event that the drive pattern must be interrupted (possibly due to traffic conditions or other factors),

the drive pattern can be resumed and,

• Perform this drive pattern on a level road as much as possible and strictly observe the posted speed limits and traffic laws while driving

AX–22

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

Vehicle Speed Maintain a constant speed or gradual acceleration (with the throttie open) for 3 minutes or more

*1 Approx

Lock-up ON Vehicle Speed

Stop (Idling) Normal acceleration through all the gears from 1st to 5th

G031593E12

HINT: *1: Drive at such a speed in the uppermost gear,

The vehicle can be driven at a speed lower than that in the above diagram under the lock-up condition

NOTICE: If necessary to drive the vehicle for approximately 30 minutes to detect DTC P0711 (ATF temperature sensor malfunction)

AX–23

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

PROBLEM SYMPTOMS TABLE HINT: • If a normal code is displayed during the diagnostic trouble code check although the trouble still occurs,

check the electrical circuits for each symptom in the order given in the charts on the following pages and proceed to the page given for troubleshooting

• The Matrix Chart is divided into 2 chapters

• When the circuit on which mark *1 is attached is a malfunction,

DTC could be output

Chapter 1: Refer to the table below when the trouble cause is considered to be electrical the instruction "Proceed to next circuit inspection shown on matrix chart" is given in the flow chart of each circuit,

proceed to the circuit with the next highest number in the table to continue the check

If the trouble still occurs even though there are no abnormalities in any of the other circuits,

Chapter 1: Electronic Circuit Matrix Chart Symptom No down-shift (A particular gear,

Suspected area

See page

Transmission control switch (4 D'position) circuit *1

Shift solenoid valve (S4) circuit *1

No up-shift (A particular gear,

Transmission control switch (4 D'position) circuit *1

No up-shift (4th

-> 5th)

Shift solenoid valve (S4) circuit *1

Stop light switch circuit *1

Engine coolant temp

Throttle position sensor circuit *1

Transmission control switch (4 D'position) circuit *1

Engine coolant temp

Transmission control switch (2 L'position) circuit *1

Shift solenoid valve (SL1) circuit *1

No down-shift (5th

-> 4th)

No lock-up

No lock-up off Shift point too high or too low

Up-shift to 5th from 4th while shift lever is in 4 position

Up-shift to 5th from 4th while engine is cold

Up-shift to 2nd from 1st while shift lever is in L'position

Harsh engagement (N

Harsh engagement (Lock-up)

Harsh engagement (Any driving position)

Poor acceleration

No kick-down

Engine stalls when starting off or stopping

Park/neutral position switch circuit *1

Malfunction in shifting

AX–24

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

Chapter 2: On-Vehicle Repair and Off-Vehicle Repair Symptom Vehicle does not move in any forward position and in reverse positions

See page

Valve body assembly

U/D brake (B3)

Torque converter clutch

Valve body assembly

Reverse clutch (C2)

Valve body assembly

Valve body assembly

Direct and O/D clutch (C0)

Valve body assembly

Shift solenoid valve (S4)

Valve body assembly

U/D clutch (C3)

Shift solenoid (S4)

Valve body assembly

Valve body assembly

No down-shift (3rd

-> 2nd)

Valve body assembly

No down-shift (2nd

-> 1st)

Valve body assembly

Shift solenoid valve (DSL)

Valve body assembly

Torque converter clutch

Shift solenoid valve (SL1)

Valve body assembly

C1 accumulator

Forward clutch (C1)

One-way clutch No

U/D one-way clutch (F2)

Shift solenoid valve (SL2)

Valve body assembly

Torque converter clutch

Valve body assembly

C2 accumulator

Reverse clutch (C2)

Shift solenoid valve (SLT)

Valve body assembly

Valve body assembly

Valve body assembly

C0 accumulator

Direct and O/D clutch (C0)

Valve body assembly

Vehicle does not move in R position

No up-shift (1st

-> 2nd)

No up-shift (2nd

-> 3rd)

No up-shift (3rd

-> 4th)

No up-shift (4th

-> 5th)

No down-shift (5th

-> 3rd)

No lock-up or No lock-up off

Harsh engagement (N

Harsh engagement (Lock-up)

Harsh engagement (N

Harsh engagement (1st

-> 5th)

Harsh engagement (1st

-> 2nd)

Harsh engagement (2nd

-> 3rd)

Harsh engagement (3rd

-> 4th)

Suspected area

Harsh engagement (4th

-> 5th)

Valve body assembly

C3 accumulator

U/D clutch (B3)

AX–25

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM Symptom

Suspected area

See page

Valve body assembly

B3 accumulator

Valve body assembly

Oil strainer

Direct and O/D clutch (C0)

Forward clutch (C1)

U/D clutch (C3)

U/D brake (B3)

One-way clutch No

U/D one-way clutch (F2)

Torque converter clutch

Torque converter clutch

Reverse clutch (C2)

Forward clutch (C1)

One-way clutch No

U/D one-way clutch (F2)

Slip or shudder (2nd)

Slip or shudder (3rd)

Direct and O/D clutch (C0)

Slip or shudder (4th)

Slip or shudder (5th)

U/D clutch (C3)

Shift position too high or too low

Shift solenoid valve (SLT)

No engine braking (1st +- 4th: D'position)

U/D brake (B3)

Harsh engagement (5th

-> 4th)

Slip or shudder (Forward and reverse: After warm-up)

Slip or shudder (Particular position: Just after engine starts) Slip or shudder (R position)

Slip or shudder (1st)

No engine braking (1st: L'(1) position)

Valve body assembly

Valve body assembly

No engine braking (3rd: 3 position)

U/D brake (B3)

No kick-down

Valve body assembly

No engine braking (2nd: 2 position)

Poor acceleration (All positions)

Poor acceleration (5th)

Engine stalls when starting off or stopping

Shift solenoid valve (SLT)

Torque converter clutch

U/D clutch (C3)

U/D planetary gear unit

Shift solenoid valve (DSL)

Torque converter clutch

AX–26

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

TERMINALS OF ECM 1

                

                

                

                

                

A107881E12

HINT: Each ECM terminal's standard voltage is shown in the table below

In the table,

first follow the information under "Condition"

Look under "Symbols (Terminal No

)" for the terminals to inspected

The standard voltage between the terminals is shown under "Specific Condition"

Use the illustration above as a reference for the ECM terminals

Symbols (Terminals No

D (C24-56)

R (C24-53)

Terminal Description

D shift position switch signal

R shift position switch signal

SPD (A24-8)

Speed signal

STP (A24-36)

Stop light switch signal

4 (A24-25)

3 (A24-26)

Wiring Color

2 (C24-55)

Condition

Specified Condition

Ignition switch on (IG) and shift lever D'and 4 position

10 to 14 V

Ignition switch on (IG) and shift lever except D'and 4 position

Below 1 V

Ignition switch on (IG) and shift lever R position

10 to 14 V

Ignition switch on (IG) and shift lever except R position

Below 1 V

Vehicle speed 20 km/h (12mph)

Pulse generation (See waveform 8)

Brake pedal is depressed

5 to 14 V

Brake pedal is released

Below 1

Ignition switch on (IG) and shift lever 4 position

10 to 14 V

Ignition switch on (IG) and shift lever except 4 position

Below 1 V

Ignition switch on (IG) and shift lever 3 position

10 to 14 V

Ignition switch on (IG) and shift lever except 3 position

Below 1 V

Ignition switch on (IG) and shift lever 2 and L'position

10 to 14 V

Ignition switch on (IG) and shift lever except 2 and L'position

Below 1 V

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM Symbols (Terminals No

L (C24-74)

P (C24-73)

Wiring Color

Terminal Description

L shift position switch signal

N (C24-54)

NSW (C24-52)

Park position switch signal

Neutral position switch signal

Park neutral switch signal

DSL (C24-79)

DSL solenoid signal

SR (C24-80)

SR solenoid signal

S4 (C24-78)

S4 solenoid signal

Condition

Specified Condition

Ignition switch on (IG) and shift lever L'position

10 to 14 V

Ignition switch on (IG) and shift lever except L'position

Below 1 V

Ignition switch on (IG) and shift lever P position

10 to 14 V

Ignition switch on (IG) and shift lever except P position

Below 1 V

Ignition switch on (IG) and shift lever N position

10 to 14 V

Ignition switch on (IG) and shift lever except N position

Below 1 V

Ignition switch on (IG) and shift lever P and N position

Below 2 V

Ignition switch on (IG) and shift lever except P and N position

10 to 14 V

Vehicle speed 65 km/h (40mph),

Pulse generation (See waveform 2)

Ignition switch on (IG)

Below 1 V

10 to 14 V

Below 1 V

Ignition switch on (IG)

Below 1 V

5th gear

10 to 14 V

Except 5th gear

Below 1 V

SL3+ (C24-60)

SL3 solenoid signal

Engine idle speed

Pulse generation (See waveform 3)

SL2+ (C24-58)

SL2 solenoid signal

Engine idle speed

Pulse generation (See waveform 4)

SL1+ (C24-57)

SL1 solenoid signal

Engine idle speed

Pulse generation (See waveform 5)

NC+ (C24-101)

Speed sensor (NC) signal

Vehicle speed 30 km/h (19mph): (3rd gear) Engine speed 1,400 rpm

Pulse generation (See waveform 6)

NT+ (C24-125)

Speed sensor (NT) signal

Vehicle speed 20 km/h (12mph)

Pulse generation (See waveform 7)

SLT+ (C24-76)

SLT solenoid signal

Engine idle speed

Pulse generation (See waveform 1)

THO1 (C24-72)

ATF temperature sensor signal

ATF temperature: 115°C (239°F) or more

Below 1

5 V/DIV

AX–27

(a) Waveform 1 Reference: Terminal

Tool setting

5 V/DIV,

1ms/DIV

Vehicle condition

Engine idle speed

GND 1 ms/DIV G023426E01

AX–28

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

10 V/DIV

(b) Waveform 2 Reference: Terminal

Tool setting

10 V/DIV,

100ms/DIV

Vehicle condition

Vehicle speed 65 km/h (40 mph),

5 V/DIV

(c) Waveform 3 Reference: Terminal

Tool setting

5 V/DIV,

1ms/DIV

Vehicle condition

Engine idle speed

GND 1 ms/DIV G023426E01

5 V/DIV

(d) Waveform 4 Reference: Terminal

Tool setting

5 V/DIV,

1ms/DIV

Vehicle condition

Engine idle speed

GND 1 ms/DIV G023426E01

5 V/DIV

(e) Waveform 5 Reference: Terminal

Tool setting

5 V/DIV,

1ms/DIV

Vehicle condition

Engine idle speed

GND 1 ms/DIV G023426E07

AX 1 ms/DIV C093866E08

Waveform 6 Reference:

Terminal

Tool setting

1 V/DIV,

1ms/DIV

Vehicle condition

Vehicle speed 30 km/h (19 mph): (3rd gear) Engine speed 1

400 rpm

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

5 V/DIV

AX–29

(g) Waveform 7 Reference: Terminal

Tool setting

5 V/DIV,

5ms/DIV

Vehicle condition

Vehicle speed 20 km/h (12 mph)

5 V/DIV

(h) Waveform 8 Reference: Terminal

GND 20 ms/DIV C053421E08

Tool setting

5 V/DIV,

20ms/DIV

Vehicle condition

Vehicle speed 20 km/h (12 mph)

HINT: Depending on the vehicle,

influenced by optionally installed systems,

AX–30

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

DIAGNOSIS SYSTEM 1

FI00534

Intelligent Tester

DLC3 CAN VIM C131977E05

DESCRIPTION (a) When troubleshooting OBD II vehicles,

the only difference from the usual troubleshooting procedure is to connect an OBD II scan tool complying with SAE J1987 or a intelligent tester to the vehicle,

and read off various data output from the vehicle's ECM

(b) OBD II regulations require that the vehicle's onboard computer illuminate the Malfunction Indicator Lamp (MIL) on the instrument panel when the computer detects a malfunction in the computer itself or in the drive system components which affect the vehicle emissions

In addition to illuminating the MIL when a malfunction is detected,

the applicable DTCs prescribed by SAE J2012 are recorded in the ECM memory (See page AX-35)

If the malfunction does not occur in 3 consecutive trips,

the MIL goes off but the DTCs remain in the ECM memory

connect the OBD II scan tool or intelligent tester to the DLC3 of the vehicle

The OBD II scan tool or intelligent tester also enables you to erase the DTCs and check freeze frame data and various forms of engine data (For operating instructions,

(d) The DTCs include SAE controlled codes and Manufacturer controlled codes

SAE controlled codes must be set as prescribed by the SAE,

while Manufacturer controlled codes can be set freely by a manufacturer within the prescribed limits (See page AX-35)

(e) The diagnosis system operates in "normal mode" during the normal vehicle use

In normal mode,

"Check mode" is also available to technicians as an option

In check mode,

including intermittent malfunction

(f) *2 trip detection logic: When a malfunction is first detected,

the malfunction is temporarily stored in the ECM memory (1st trip)

IF the ignition switch is turned off and then turned on (IG) again,

and same malfunction is detected again,

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

AX–31

(g) 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 running or stopped,

whether the engine was warmed up or not,

whether the air/fuel ratio was lean or rich,

as well as other data recorded at the time of a malfunction

(h) The intelligent tester displays freeze frame data recorded at five different points: 1) 3 times before the DTC is set,

and 3) once after the DTC is set

The data can be used to simulate the vehicle's 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

DTC set point

Freeze frame data recorded point A092901E15

INSPECT THE DLC3 (a) The vehicle's ECM uses ISO 15765-4for communication

The terminal arrangement of the DLC3 complies with SAE J1962 and matches the ISO 15765-4format

A082779E62

Terminals of DLC 3 Symbol

Terminal No

Reference Terminal

Condition

Bus "+" line

Pulse generation

During transmission

Chassis ground

Body ground

Below 1 Ω

Signal ground

Body ground

Below 1 Ω

Battery positive

Body ground

11 to 14 V

CAN bus line

IG switch OFF*

HIGH-level CAN bus line

Battery positive

IG switch OFF*

HIGH-level CAN bus lineCG

IG switch OFF*

LOW-level CAN bus line

Battery positive

IG switch OFF*

LOW-level CAN bus line

IG switch OFF*

CAUTION: *: Before measuring the resistance,

leave the vehicle as is for at least 1 minute and do not operate the ignition switch,

any other switches or the doors

AX–32

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

If the result is not as specified,

the DLC3 may have a malfunction

Repair or replace the harness and connector

HINT: The DLC3 is the interface prepared for reading various data from the vehicle's ECM

After connecting the cable of the intelligent tester to the CAN VIM,

turn the ignition switch ON and turn the tester ON

If a communication failure message is displayed on the tester screen (on the tester: UNABLE TO CONNECT TO VEHICLE),

a problem exists in either the vehicle or tester

In order to identify the location of the problem,

connect the tester to another vehicle

• If the communication is normal when the tool is connected to another vehicle,

inspect the DLC3 on the original vehicle

• If the communication is still impossible when the tool is connected to another vehicle,

the problem is probably in the tool itself,

so consult the Service Department listed in the tool's instruction manual

CHECK BATTERY VOLTAGE (a) Measure the battery voltage

Battery voltage: 11 to 14 V If voltage is below 11 V,

replace the battery before proceeding

CHECK MIL (a) Check that the MIL illuminates when turning the ignition switch on (IG)

HINT: If the MIL does not light up,

troubleshoot the combination meter

(b) When the engine is started,

If the lamp remains on,

it means that the diagnosis system has detected a malfunction or abnormality in the system

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

AX–33

DTC CHECK / CLEAR 1

Intelligent Tester

DLC3 CAN VIM C131977E05

DTC CHECK (NORMAL MODE) NOTICE: When the diagnostic system is switched from the normal mode to the check mode,

all the DTCs and freeze frame data recorded in the normal mode will be erased

So before switching modes,

always check the DTCs and freeze frame data,

DTCs which are stored in the ECM can be displayed with the intelligent tester or generic OBD II scan tool

These scan tools can display pending DTCs and current DTCs

Some DTC aren't stored if the ECM doesn't detect a malfunction during consecutive driving

However,

the detected malfunction during once driving is stored as pending DTC

(a) Checking DTCs using the OBD II scan tool or intelligent tester

(1) Connect the intelligent tester to the Controller Area Network Vehicle Interface Module (CAN VIM)

Then connect the CAN VIM to the Data Link Connector 3 (DLC3)

(2) Turn the ignition switch on (IG)

(3) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES (or PENDING CODE)

(4) Use the OBD II scan tool or intelligent tester to check the DTCs and freeze frame data and note them down (For operating instructions,

see the OBD II scan tool's instruction book)

NOTICE: When simulating symptoms with an OBD II scan tool (excluding intelligent tester) to check the DTCs,

For codes on the DTCs chart which are subject to "2 trip detection logic",

Turn the engine switch off after the symptom is simulated once

Then repeat the simulation process again

When the problem has been simulated twice,

the MIL illuminates and the DTCs are recorded in the ECM

DTC CLEAR (a) Connect the intelligent tester to the CAN VIM

Then connect the CAN VIM to the DLC3

(b) Turn the ignition switch on (IG)

(c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CLEAR CODES and press YES

AX–34

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

CHECK MODE PROCEDURE HINT: Check mode has a higher sensitivity to malfunctions and can detect malfunction that normal mode cannot detect

Check mode can also detect all the malfunctions that normal mode can detect

In check mode,

DTCs are detected with 1-trip detection logic

DTC CHECK (CHECK MODE) HINT: Intelligent tester only: Compared to the normal mode,

the check mode is more sensitive for detecting malfunctions

Furthermore,

the same diagnostic items which are detected in the normal mode can also be detected in the check mode

(a) Procedure for Check Mode using the intelligent tester

(1) Check the initial conditions

• Battery positive voltage 11 V or more • Throttle valve fully closed • Transaxle in the P or N position • A/C switch is off (2) Turn the ignition switch off

(3) Connect the intelligent tester together with the Controller Area Network Vehicle Interface Module (CAN VIM) to the DLC3

Intelligent Tester

DLC3 CAN VIM C131977E05

OFF BR03904E17

(5) Select the item "DIAGNOSIS/ENHANCED OBD II/CHECK MODE" (Check that the MIL flashes)

NOTICE: All DTCs and freeze frame data recorded will be erased if: 1) the intelligent tester is used to change the ECM from normal mode to check mode or vice-versa

the ignition switch is turned from the on (IG) to ACC position or turned OFF

(6) Start the engine (the MIL goes off after the engine starts)

(7) Perform "MONITOR DRIVE PATTERN" for the ECT test (See page AX-17)

simulate the conditions of the malfunction described by the customer)

NOTICE: Leave the ignition switch on (IG) until you have checked the DTCs,

(8) After simulating malfunction conditions,

use the intelligent tester diagnosis selector to check the DTCs and freeze frame data,

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

AX–35

inspect the applicable circuit

(11)(See page AX-35) to confirm the details of the DTCs

DTC CLEAR (a) Connect the intelligent tester to the CAN VIM

Then connect the CAN VIM to the DLC3

(b) Turn the ignition switch on (IG)

(c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CLEAR CODES and press YES

AX–36

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

FAIL-SAFE CHART 1

Solenoid Valve

Gear Position SL1 Malfunction (During driving at 1st or 2nd)

Solenoid Valve

OFF to ON

FL to ON

FL to ON

ON to OFF

ON to OFF

S4 Gear Position

SL1 Malfunction (During driving at 3rd)

Solenoid Valve

Solenoid Valve

ON to OFF

3rd to 2nd

4th to 2nd

5th to 2nd

ON to FL

OFF to FL

ON to FL

ON to FL

ON to FL

OFF to ON

OFF to ON

OFF to ON

OFF to ON

1st to 4th

2nd to 4th

3rd to 4th

5th to 4th

ON to FL

ON to FL

OFF to FL

OFF to ON

OFF to ON

OFF to ON

S4 Gear Position

OFF 1st to 2nd

Gear Position SL1 Malfunction (During driving at 4th or 5th)

FAIL-SAFE This function minimizes the loss of the ECT functions when any malfunction occurs in a sensor or solenoid

(a) ATF (Automatic Transmission Fluid) temperature sensor: When the ATF temperature sensor has a malfunction,

(b) Counter gear speed sensor NC (Speed sensor NC): When the counter gear speed sensor has a malfunction,

(c) 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,

SL3 and S4: Fail safe function: If either 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

1st to 4th

2nd to 4th

3rd to 4th

5th to 4th

AX–37

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

SL2 Malfunction

Solenoid Valve

OFF to ON

OFF to ON

OFF to ON

1st to 4th

2nd to 4th

3rd to 4th

5th to 4th

OFF to ON

OFF to ON

Gear Position SL1 SL3 Malfunction

Solenoid Valve

S4 Malfunction

Solenoid Valve

ON to OFF

ON to OFF

OFF to ON

OFF to ON

OFF to ON

5th to 4th

OFF 2nd

5th to 4th

2nd to 4th

3rd to 4th

5th to 4th

1st SL1

S4 Gear Position

Gear Position

OFF to ON

Gear Position

Solenoid Valve

OFF to ON

OFF 1st to 4th

AX–38

U250E AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE SYSTEM

DATA LIST / ACTIVE TEST 1

Measurement Item/ Range (display)

STOP LIGHT SW

Stop light switch Status/ ON or OFF

DATA LIST HINT: According to the DATA LIST displayed by the intelligent tester,

you can read the value of the switch,

actuator and so on without parts removal

Reading the DATA LIST as the first step of troubleshooting is one method to shorten labor time

NOTICE: In the table below,