10479874

TROUBLESHOOTING (A/T)

ROAD TEST

Procedure	Conditions	Operation	Judgement value	Inspection item	Inspection procedure if there is an abnormality
1	Ignition switch : ON Engine stopped	Overdrive switch ● ON ● OFF	● OD ● OD-OFF	Overdrive switch	Overdrive switch system
2	Engine : Stopped	Starting test with lever in P or N range	Starting should be possible	Starting possible or impossible	Starting impossible (will not crank)
3	Warming up	Drive for 15 minutes or more so that the automatic transmission fluid temperature 70~110°C	Gradually rises to 70~110°C	Oil temperature sensor	Codes - P0712, P0713 Oil temperature sensor system
4	Engine : Idling Selector lever : N	Accelerator pedal ● Fully closed ● Depressed ● Fully open (for at least 2 seconds)	● 2~18% ● Gradually rises from (1) ● 80 ~ 100%	TPS	TPS system
		Selector lever operation ● N→D shift ● N→D shift	Should be no abnormal shifting shocks. Time lag should be within 2 seconds.	Malfunction when starting	Engine stalling during shifting
					Shocks when changing from N to D and long lag time
					Shocks when changing from N to R and long lag time
					Shocks when changing from N to D, N to R and long lag time
	Engine : Idling (Vehicle stopped) Selector lever position : D	Selector lever operation ● N→D ● N→R shift	Should be no abnormal shifting shocks. Time lag should be within 2 seconds.	Driving impossible	Does not move forward
		Selector lever operation ● N→D ● N→R shift		Driving impossible	Does not move (forward or reverse)
5	Engine : Idling (Vehicle stopped) Selector lever position : D	Accelerator pedal ● Fully closed ● Depressed [Driving at 5km/h (3.1 mph)]	● 75~90% ● 100%	Pressure control solenoid valve (PCSV) - A, B	Code P0745, P0775 - Pressure control solenoid valve system
		Accelerator pedal ● Fully closed ● Depressed	● C ● 1	Shift control solenoid valve A (SCSV-A)	Code P0750 - Shift control solenoid valve A system
					Code P0755 - Shift control solenoid valve B system
					Code P0760 - Shift control solenoid valve C system
6	Selector lever position : D Overdrive : OFF	Engine ● Idling (vehicle stopped) ● Driving at 10km/h ● Driving at constant speed of 50km/h (31mph) (20 seconds or more) ● Driving at constant speed of 40km/h (25mph) with selector lever in 2 range ● Driving at constant speed of 70km/h (43mph) with selector lever in D range	● C ● 1 ● 3 ● 2	Shift control solenoid valve A (SCSV-A)	Code P0750 - Shift control solenoid valve A system
				Shift control solenoid valve B (SCSV-B)	Code P0755 - Shift control solenoid valve B system
				Shift control solenoid valve C (SCSV-C)	Code P0760 - Shift control solenoid valve C system
			● OFF ● ON ● ON ● OFF	Kickdown servo switch	Code P1709 - Kickdown servo switch system
			● 0km/h ● 10km/h ● 50km/h ● 40km/h	Vehicle speed sensor	Vehicle speed sensor system
			(3) 1,500~2,000rpm	Pulse generator A (PG-A)	Code P0717 - Pulse generator A system
			(3) 1,500~2,000rpm	Pulse generator B (PG-B)	Code P0722 - Pulse generator B system
			(3) 100~300rpm (5) 0~10rpm	Torque converter clutch solenoid	Code P0743 - Torque converter clutch solenoid
			(5) TCCS Duty : 40~85	Torque converter clutch solenoid	Code P0743 - Torque converter clutch solenoid
			For (3) and (5), acceleration should be smooth with no abnormal vibration	Malfunction while driving	Poor acceleration
				Malfunction while driving	Vibration
7	Selector lever position : D Overdrive : ON	Engine (1) Driving at constant speed of 50km/h (31mph) (20 seconds or more)	(1) 3 speed gear (1) 1,500~2,000rpm	Shift control solenoid valve A (SCSV-A)	Code P0750 - Shift control solenoid valve A system
				Shift control solenoid valve B (SCSV-B)	Code P0755 - Shift control solenoid valve B system
				Shift control solenoid valve C (SCSV-C)	Code P0760 - Shift control solenoid valve C system
				Pulse generator A (PG-A)	Code P0717 - Pulse generator A system
				Pulse generator B (PG-B)	Code P0722 - Pulse generator B system
8	Selector lever position : D Overdrive : ON	● Accelerate to 4th gear at TPS output of 1.5V (opening angle 30%) ● Slowly decelerate to a standstill ● Accelerate to 4th gear at TPS output of 2.5V (opening angle 50%) ● At 50km/h (31mph) in 4th gear, turn overdrive OFF ● At 50km/h (31mph) in 3rd gear, move selector lever to 2 range ● At 20km/h (12mph) in 2 range, move selector lever to L range.	For (1), (2) and (3) should match the specified output shaft speed (vehicle speed0, and there should be no abnormal shocks. For (4), (5) and (6), down shifting should be made immediately after operation.	Malfunction when shifting	Shocks and flare shifts
				Displaced shifting points	All points
				Does not shift	No fail-safe codes
					Code P0717 - Pulse generator A system
					Code P0722 - Pulse generator B system
					Code P0750 - Shift contorl solenoid valve A system
					Code P0755 - Shift control solenoid valve B stystem
					Code P0760 - Shift contorl solenoid valve C system
					Code P0745, P0775 - Pressure control solenoid valve system
					Code P0731 - 1st gear incorrect ratio
					Code P0732 - 2nd gear incorrect ratio
					Code P0733 - 3rd gear incorrect ratio
					Code P0734 - 4th gear incorrect ratio

INSPECTION CHART FOR DIAGNOSTIC TROUBLE CODES

DTC NO	Diagnosis items	Trouble area (Remedy)	MIL
P0703	Brake switch	● Check the brake switch	X
P0712	Fluid temperature sensor -short circuit-	● Fluid temperature sensor connector inspection ● Fluid temperature sensor inspection ● Fluid temperature sensor wiring harness inspection	O
P0713	Fluid temperature sensor -open circuit-		O
P1709	Kickdown servo switch -open circuit-	● Check the kicdown servo switch connector ● Check the kicdown servo switch ● Check the kicdown servo switch wiring harness	X
P1709	Kickdown servo switch -short circuit-		X
P0717	Pulse generator A -open circuit-	● Check the pulse generator A and pulse generator B ● Check the vehicle speed reed switch (for chattering) ● Check the pulse generator A and B wiring harness	O
P0722	Pulse generator B -open circuit-		O
P0750	Shift control solenoid valve A	● Check the solenoid valve connector ● Check the shift control solenoid valve A ● Check the shift control solenoid valve A wiring harness	O
P0755	Shift control solenoid valve B	● Check the solenoid valve connector ● Check the shift control solenoid valve B ● Check the shift control solenoid valve A wiring harness	O
P0760	Shift control solenoid valve C	● Check the solenoid valve connector ● Check the shift control solenoid valve C ● Check the shift control solenoid valve A wiring harness	O
P0707	Transaxle range switch -No signal-	● Check the transaxle range switch connector and harness	O
P0708	Transaxle range switch -Multi signal-	● Check the transaxle range switch connector and harness	O
P0745	Pressure control solenoid - A valve open circuit	● Check the pressure control solenoid valve ● Check the pressure control solenoid valve wiring harness	O
P0775	Pressure control solenoid - B valve shor circuit		O
P0743	Damper clutch control solenoid	● Inspection of solenoid valve connector ● Individual inspection of damper clutch control solenoid valve ● Check the damper clutch control solenoid valve wiring harness ● Check the PCM ● Inspection of damper clutch hydraulic system	X
P0741	Damper clutch -Stuck OFF-
P0742	Damper clutch -Stuck ON-
P0731	First gear system -Malfunction-	● Check the pulse generator A and pulse generator B connector ● Check the one way clutch or rear clutch ● Check the pulse generator wiring harness	O
P0732	Second gear system -Malfunction-		O
P0733	Third gear system -Malfunction-	● Check the rear clutch or control system ● Check the pulse generator A and pulse generator B connector ● Check the front clutch slippage or control system ● Check the pulse generator wiring harness ● Check the rear clutch slippage or control system	O
P0734	Fourth gear system -Malfunction-	● Check the pulse generator A and pulse generator B connector ● Kickdown brake slippage ● Check the end clutch or control system ● Check the pulse generator wiring harness	O

FAIL-SAFE ITEM

DTC NO	Description	Fail-safe	Note (Relation to diagnostic trouble code)
P0717	Open-circuited pulse generator A	Locked in third (D) or second (2, L) gear	When code P0717 is generated fourth time
P0722	Open-circuited pulse generator B	Locked in third (D) or second (2,L) gear	When code P0722 is generated fourth time
P0750	Open-circuited or shorted shift control solenoid valve A	Lock in third gear	When code P0750 is generated fourth time
P0755	Open-circuited or shorted shift control solenoid valve B	Lock in third gear	When code P0755 is generated fourth time
P0760	Open-circuited or shorted shift control solenoid valve C	Lock in third gear	When code P0760 is generated fourth time
P0745 P0775	Open-circuited shorted pressure control solenoid valve	Lock in third (D) or second (2,L)	When codes P0745 or P0775 are generated fourth time
P0731 P0732 P0733 P0734	Gear shifting does not match the engine speed	Lock in third (D) or second (2,L)	When either codes P0731, P0732, P0733 or P0734 are generated fourth time

INSPECTION CHART FOR TROUBLE SYMPTOMS

Trouble symptom		Inspection procedure No.	Reference page
Communication with scan tool is not possible		1
Driving impossible	Starting impossible (will not crank)	2
	Does not move forward	3
	Does not back-up	4
	Does not move (forward or reverse)	5
Malfunction when starting	Engine stalling during shifting	6
	Shocks when shifting from N to D and long lag time	7
	Shocks when shifting from N to R and long lag time	8
	Shocks when shifting from N to D, N to R and long lag	9
Malfunction when shifting	Shocks when shifting from N to R and long lag time	10
Early, late shift points	Shocks when shifting from N to D, N to R and long lag	11
Early, late shift points	Shocks and flare shift	12
Does not shift	All points	13
Malfunction while driving	Some points (poor acceleration)	14
	Vibration	15
	Overdrive switch system	16

INSPECTION PROCEDURE 1

Communication with scan tool is not possible	Possible cause
If communiction with the scan tool is not possible, the cause may be a defective diagnosis line or PCM is not functioning	● Malfunction of diagnosis line ● Malfunction of PCM power ● Malfunction of PCM ground circuit ● Malfunction of PCM

CIRCUIT DIAGRAM

INSPECTION PROCEDURE 2

Starting Impossible (will not crank)	Possible cause
Starting is not possible when the selector lever is in P or N range. In such cases, the cause may be a defective engine system, torque converter or oil pump.	● Malfunction of the engine system ● Malfunction of the oil pump ● Malfunction of the torque converter

INSPECTION PROCEDURE 3

Does not move forward	Possible cause
When the engine is idling, the vehicle does not move forward even if the selector lever is shifted from N to D, 2 or L range. In such cases, the cause may be abnormal line pressure, or a defective rear clutch or one-way clutch.	● Abnormal line pressure ● Malfunction of rear clutch ● Malfunction of one-way clutch ● Malfunction of valve body

INSPECTION PROCEDURE 4

Does not move back-up	Possible cause
When the engine is idling, the vehicle does not back-up even if the selector lever is shifted from N to R range. In such cases, the cause may be abnormal pressure in the low reverse brake or front clutch, or a defective low reverse brake or front clutch.	● Abnormal low reverse brake pressure ● Abnormal front clutch pressure ● Malfunction of front clutch ● Malfunction of low reverse brake ● Malfunction of valve body

INSPECTION PROCEDURE 5

Does not move (forward or reverse)	Possible cause
When the engine is idling, the vehicle does not move forward or reverse even if the selector lever is shifted from N to D, 2, L or R range. In such cases, the cause may be abnormal reducing pressure, or a defective oil pump or power train.	● Abnormal reducing pressure ● Malfunction of power train ● Malfunctin of oil pump ● Malfunction of valve body

INSPECTION PROCEDURE 6

Engine stalling during shifting	Possible cause
When the engine is idling, the engine stalls when the selector lever is shifted from N to D, 2, L or R range. In such cases, the cause may be a defective engine system or damper clutch control solenoid valve.	● Malfunction of engine system ● Malfunction of torque converter clutch solenoid ● Malfunction of valve body ● Malfunction of torque converter

INSPECTION PROCEDURE 7

Shocks when shifting from N to D and long lag time	Possible cause
When the engine is idling, abnormal shocks or a lag time of 2 seconds or more occur when the selector lever is shifted from N to D range. In such case, the cause may be a defective rear clutch or valve body.	● Malfunction of rear clutch ● Malfunction of valve body ● Malfunction of closed throttle position switch

INSPECTION PROCEDURE 8

Shocks when shifting from N to R and long lag time	Possible cause
When the engine is idling, abnormal shocks or a lag time of 2 seconds or more occurs when the selector lever is shifted from N to R range. In such cases, the cause may be abnormal low reverse brake or front clutch pressure, or a defective low reverse brake or front clutch.	● Abnormal front clutch pressure ● Abnormal low reverse brake pressure ● Malfunction of front clutch ● Malfunction of low reverse brake ● Malfuntion of valve body

INSPECTION PROCEDURE 9

Shocks when shifting from N to D,N to R and long lag time	Possible cause
When the engine is idling, abnormal shocks or a lag time of 2 seconds or more occur when the selector lever is shifted from N to D range and from N to R range. In such cases, the cause may be abnormal reducing pressure or a defective oil pump.	● Abnormal reducing pressure ● Malfunction of oil pump ● Malfunction of valve body

INSPECTION PROCEDURE 10

Shocks and flare shifts	Probable cause
Shocks occur when driving due to upshifting or downshifting. In addition,the engine speed during shifting increases abnormally in comparison to normal shifting. In such cases, the cause is probably abnormal reducing pressure or a defective kickdown servo switch.	● Malfunction of kickdown servo switch ● Abnormal reducing pressure ● Malfunction of valve body ● Malfunction of closed throttle position switch ● Malfunction of pressure control solenoid valve ● Malfunction of clutches and brakes

INSPECTION PROCEDURE 11

All points (Early, late shifting points)	Possible cause
All shift points occurs early, late while driving. In such cases, the cause may be a defective pulse generator B (PG-B) or shift control solenoid valve A or B (SCSV-A, B).	● Malfunction of pulse generator B (PG-B) ● Malfunction of shift control solenoid valve A or B (SCSV-A, B) ● Malfunction of PCM ● Abnormal reducing pressure or kickdown servo brake application pressure ● Malfunction of clutches and brake

INSPECTION PROCEDURE 12

Some points (Early, late shifting points)	Possible cause
Some shift points occurs early, late while driving. In such cases, the causemay be a defective valve body, or it is phenomenon related to control and is not an abnormality.	● Malfunction of valve body

INSPECTION PROCEDURE 13

Does not shift	Possible cause
Shifting does not occur while driving, and no fail-safe codes are output.In such cases, the cause may be a defective overdrive switch or parking switch.	● Malfunction of overdrive switch ● Malfunction of parking position switch ● Malfunction of power supply circuit ● Malfunction of PCM

INSPECTION PROCEDURE 14

Poor acceleration	Possible cause
While driving, acceleration is poor even if downshifting is performed. In such cases, the cause may be a defective clutch or brake, or a defective engine system.	● Malfunction of clutch and brakes ● Malfunction of engine system

INSPECTION PROCEDURE 15

Vibration	Possible cause
Vibration occurs when driving at constant speed or when accelerating in top range. In such case, the cause may be abnormal torque converter clutch pressure or a defective torque converter.	● Abnormal torque converter clutch pressure ● Malfunction of engine system ● Malfunction of torque converter ● Malfunction of valve body

INSPECTION PROCEDURE 16

Overdrive switch system	Possible cause
In cases such as the above, the cause may be a defective overdrive switch circuit or defective ignition switch circuit.	● Malfunction of overdrive switch ● Malfunction of connector ● Malfunction of ignition switch ● Malfunction of PCM

OBTAINING DIAGNOSTIC TROUBLE CODES

[USING HI-SCAN PRO]

Turn the ignition switch OFF.

Connect the Hi-Scan Pro to the data link connector.

Turn the ignition switch ON.

Use the Hi-Scan Pro to check the diagnostic trouble code.

Repair the faulty part from the diagnosis chart.

Erase the diagnostic trouble code.

Disconnect the Hi-Scan Pro.

MALFUNCTION INDICATOR LIGHT (MIL)

An on-board diagnostic light comes on to notify the driver that there is problems in the vehicle. However, when an irregular state returns to normal, the malfunction indicator light will go out automatically after 3 driving cycles that have no same fault. Immediately after the ignition switch is turned on, the malfunction indicator light operates normally. (See FL-section)

THE FOLLOWING ITEMS WILL BE INDICATED BY THE MIL

●

Fluid temperature sensor

●

Pulse generator A (PG-A)

●

Pulse generator B (PG-B)

●

Shift control solenoid valve A (SCSV-A)

●

Shift control solenoid valve B (SCSV-B)

●

Shift control solenoid valve C (SCSV-C)

●

Pressure control solenoid valve (PCSV-A)

●

Pressure control solenoid valve B (PCSV-B)

●

Damper clutch solenoid valve (DCCSV)

●

Shift stage synchronize

●

Transaxle range switch

SERVICE DATA (WHEN A HI-SCAN PRO IS USED)

Diagnosis items	Checking procedures		Checking items (Remedy)
Diagnosis items	Check conditions	Normal value	Checking items (Remedy)
Throttle position sensor (TPS)	Accelerator pedal fully released	2 ~ 18 %	● TPS or circuit harness if no change occurs ● TPS or accelerator pedal cable if gradual change is not noted
	Press accelerator pedal slowly	Varies with accelerator opening
	Accelerator pedal pressed to floor	80 ~ 100%
Fluid temperature sensor	Cold engine (before starting)	Equivalent to outside air temperature	● Fluid temperature sensor or circuit harness
	While warming up engine	Gradual increase
	After warming up engine	70 ~ 110°C
Kickdown servo switch	L range : Idling	ON	● Kickdown servo misadjusted ● Kickdown servo switch or circuit harness ● Kickdown servo
	D range : First or third gear	ON
	D range : Second or fourth gear	OFF
Engine speed	P range : Idling Accelerator pedal : Fully closed	600 ~ 800rpm	● Ignition system ● Ignition signal pick-up circuit harness
Engine speed	P range : Idling Accelerator pedal : depressed	600 ~ 800rpm	● Ignition system ● Ignition signal pick-up circuit harness
Air conditioning relay signals	P range : Idle, air conditioning ON	ON	● Air conditioning power relay circuit harness
Air conditioning relay signals	P range : Idle, air conditioning OFF	OFF	● Air conditioning power relay circuit harness
Shift position	1st speed : 10km/h	First	● PCM ● Transaxle range switch system ● TPS system
	2nd speed : 30km/h	Second
	3rd speed : 50km/h	Third
	4th speed : 80km/h	Fourth
Pulse generator A	D range (OD OFF) : driving at 50 km/h (31 mph) in third gear	1,500 ~ 2,000rpm	● Pulse generator A or circuit harness ● Pulse generator A shielded wire ● Incoming noise from outside
Pulse generator A	D range (OD ON) : driving at 80 km/h (50 mph) in fourth gear	1,700 ~ 2,000rpm
Pulse generator B	D range (OD OFF) : driving at 50 km/h (31 mph) in third gear	1,500 ~ 2,000rpm	● Pulse generator B or circuit harness ● Pulse generator B shielded wire ● Incoming noise from outside
Pulse generator B	D range (OD ON) : driving at 80 km/h (50 mph) in fourth gear	1,500 ~ 2,000rpm
Overdrive switch	● Ignition switch : ON ● Engine : stopped ● Overdrive switch is turned ON	OD-ON	● Overdrive switch or circuit harness
Overdrive switch	● Ignition switch : ON ● Engine : stopped ● Overdrive switch is turned OFF	OD-OFF	● Overdrive switch or circuit harness
Transaxle range switch	Shift selector lever to P range	P	● Transaxle range switch misadjusted ● Transaxle range switch or circuit harness ● Manual control cable ● If selector lever is inoperative, check shift lock mechanism
	Shift selector lever to R range	R
	Shift selector lever to N range	N
	Shift selector lever to D range	D
	Shift selector lever to 2 range	2
	Shift selector lever to L range	L
Vehicle speed sensor	Keep vehicle stopped	0km/h	● Vehicle speed sensor if high speed signal is delivered while vehicle is stopping ● In other cases, vehicle speed sensor or circuit harness
	Driving at 40 km/h (25 mph) in 2 range	40km/h (25 mph)
	Driving at 50 km/h (31 mph) in D range, OD OFF	50km/h (31 mph)
PCSV-A duty	D range : Idling	75 ~ 90%	● When accelerator pedal is slightly pressed while idling in D range, duty should become 100% ● PCM ● TPS system
PCSV-A duty	D range : first gear	100%
PCSV-B duty	D range : Idling	0%	● PCM ● TPS system
PCSV-B duty	D range : first gear	0%	● PCM ● TPS system
Torque converter slip amount	D range : third gear, 70km/h, OD OFF	0~50rpm	● Torque converter ● Ignition signal wire or pulse generator A system ● Inappropriate transaxle fluid pressure ● Torque converter control solenoid valve
DCCSV duty	D range : third gear, 70km/h, OD OFF	40 ~ 85%	● PCM ● TPS system ● Pulse generator A system ● Torque converter control solenoid valve

ELEMENTS IN USE IN EACH GEAR

Select or lever position	Overdrive control switch	Shifting gear	Engine start	Parking Mechanism	Clutch				Brake
Select or lever position	Overdrive control switch	Shifting gear	Engine start	Parking Mechanism	C1	C2	C3	OWC	B1	B2
P	-	Neutral	Possible	O
R	-	Reverse			O					O
N	-	Neutral	Possible
D	ON	First				O		O
		Second				O			O
		Third			O	O	O
		Fourth					O		O
D	OFF	First				O		O
		Second				O			O
		Third			O	O	O
2	-	First				O		O
2	-	Second				O			O
L	-	First				O				O

C1 : Front clutch

C2 : Rear clutch

C3 : End clutch

OWC : One way clutch

B1 : Kickdown brake

B2 : Low＆reverse brake

ELECTRONIC CONTROLS LOCATION (1)

ELECTRONIC CONTROLS LOCATION (2)

INSPECTION OF ELECTRONIC CONTROL SYSTEM COMPONENTS

OIL PRESSURE TESTS

Completely warm up the transaxle.

Raise the front of the vehicle so that the front wheels can be rotated.

Connect an engine tachometer and place it in a position where it's easy to see.

Attach the special oil-pressure gauge (09452-21500) and the adapter (09452-21002) to each oil-pressure outlet port.

When the reverse pressure is to be tested, the 3,000 kpa (400 psi) type of gauge should be used.

Measure the oil pressure under various conditions. check to be sure that the measured results are within the standard value range shown in the "Standard oil pressure table" below. If the oil pressure is not within the specified range, check and repair as described in the section "Preliminary Steps if Oil Pressure Is Not Normal" on the next page.

STANDARD OIL PRESSURE TABLE

note

Must be 19.6 kPa (2.8 psi) or less.

PRELIMINARY STEPS IF OIL PRESSURE IS NOT NORMAL

Trouble symptom	Probable cause	Remedy
Line pressures are all low (or high). Line pressure refers to oil pressures 2, 3, 4, 5, 6, 7 and 8 in the "Standard oi; pressure table" on the previous page.	● Obstructed oil filter ● Improper adjustment of oil pressure (line pressure) regulator valve ● Sticking of regulator valve ● Looseness of valve body tightening part ● Improper oil pump discharge pressure	● Visually inspect the oil filter; replace the oil filter if it is restricted. ● Measure line pressure 2 (kickdown brake pressure); if the pressure is notthe standard value, readjust the line pressure, or if necessary, replace thevalve body assembly. ● Check the operation of the regulator valve; repair if necessary, or replacethe valve body assembly. ● Tighten the valve body tightening bolt and installation bolt. ● Check the side clearance of the oil pump gear; replace the oil pump assembly if necessary.
Improper reducing pressure	● Improper line pressure ● Clogging of the filter (L-shaped type) of the reducing-pressure circuit ● Improper adjustment of the reducing pressure ● Improper adjustment of the reducing pressure ● Sticking of the reducing valve ● Looseness of valve body tightening part	● Check the 2 kickdown brake pressure (line pressure); if the line pressure is not the standard value, check as described in item 1 above. ● Disassemble the valve body assembly and check the filter; replace the filter if it is restricted. ● Measure the 1 reducing pressure; if it is not the standard value, readjust, or replace the valve body assembly. ● Check the operation of the reducing valve; if necessary, repair it, or replace the valve body assembly. ● Tighten the valve body tightening bolt and installation bolt.
Improper kickdown brake pressure	● Malfunction of the D ring or seal ring or the sleeve or kickdown servo piston. ● Looseness of valve body tightening part. ● Functional malfunction of the valve body assembly.	● Disassemble the kickdown servo and check whether the seal ring or D-ring is damaged. If it is cut or has scratches, replace the seal ring or D-ring. ● Tighten the valve body tightening bolt and installation bolt. ● Replace the valve body assembly.
Improper front clutch pressure	● Malfunction of the D-ring of the sleeve or kickdown servo piston. ● Looseness of valve body tightening part ● Malfunction of the valve body assembly. ● Wear of the front clutch piston or retainer, or malfunction of the D-ring. (Refer to the figure on the next page.) ● Oil pump gasket or seal ring (2) damaged.	● Disassemble the kickdown servo and check whether the seal ring is damaged.If it is cut or has scratches, replace the seal ring or D-ring. ● Tighten the valve body tightening bolt and installation bolt. ● Replace the valve body assembly. ● Disassemble the transaxle itself and check whether or not there is wear of the front clutch piston and retainer inner circumference, or damage of the D-ring. If there is any wear or damage, replace the piston, retainer, D-ring and or seal ring.
Improper end clutch pressure	● Malfunction of a D-ring, seal ring of the end clutch or O-ring of the pipe (Refer to the figure on the next page.) ● Looseness of valve body tightening part. ● Malfunction of the valve body assembly	● Disassemble the end clutch and check the seal ring, D-ring of the piston, seal ring of the retainer, etc.; replace if there are cuts, scars, scratcher or damage. ● Tighten the valve body tightening bolt and installation bolt. ● Replace the valve body assembly.
Improper low-reverse brake pressure	● O-ring between valve body and transaxle damaged or missing ● Looseness of valve body tightening part ● Malfunction of the valve body assembly ● Malfunction of the O-ring of the low-reverse brake piston or the O-ring of the retainer (Refer to the figure on the next page.)	● Remove the valve body assembly and check to be sure that the O-ring at the upper surface of the upper valve body is not missing or damaged; install or replace the O-ring if necessary. ● Tighten the valve body tightening bolt and installation bolt. ● Replace the valve body assembly. ● Disassemble the transaxle itself and check the O-ring for damage; replace if there are cuts, scars, scratches or damage.
Improper torque converter pressure	● Sticking of the damper clutch control solenoid valve (DCCSV) ● Clogging or leaking of the oil cooler and/or lines. ● Damaged seal ring of the input shaft. ● Malfunction of the torque converter.	● Check the operation of the damper clutch system and the DCCSV. ● Repair or replace, as necessary, the cooler and/or lines. ● Disassemble the transaxle itself and check for damage of the seal ring; replace the seal ring if there is damage. ● Replace the torque converter.
Improper rear clutch pressure	● Malfunction of the D-ring or seal ring of the rear clutch. ● Looseness of valve body tightening part. ● Functional malfunction of the valve body assembly.	● Tighten the value body tightening bolt and installation bolt. ● Replace the valve body assembly.
Improper damper clutch release pressure.	Same as the probable cause of damper clutch release pressure	Same as the remedy of damper clutch release pressure.

CONVERTER STALL TEST

A stall test determines the maximum engine speed obtained at full throttle in "D" and "R" range. This test checks the torque converter stator overrunning clutch operation, and the holding ability of the transaxle clutches and the low-reverse brake.

warning

During this test, make sure that nobody stands in front of or behind the vehicle.

Check transaxle fluid level. Fluid should be at normal operating temperature [80~90°C (176~194°F)]. Engine coolant should also be at normal operating temperature [80~90°C (176~194°F)].

Apply chocks to both rear wheels.

Attach an engine tachometer.

Apply the parking and service brakes fully.

Start the engine.

With the selector lever in the "D" position, depress the accelerator pedal fully to read maximum engine rpm. Do not hold the throttle wide open any longer than is necessary to obtain maximum engine rpm reading, and never longer than 5 seconds at a time. If more than one stall test is required, operate the engine at approximately 1,000 rpm in neutral for 2 minutes to cool the transaxle fluid between tests.

Stall speed : 2,200~2,800rpm

Place the selector lever in the "R" position and perform the stall test by the same procedure as previously described.

STALL SPEED ABOVE SPECIFICATION IN "D"

If stall speed is higher than specification, the rear clutch or overrunning clutch of the transaxle is slipping. In this case, perform a hydraulic test to locate the cause of slippage.

STALL SPEED ABOVE SPECIFICATION IN "R"

If the stall speed is higher than specification, the front clutch of the transaxle or low-reverse brake is slipping. In this case, perform a hydraulic test to locate the cause of slippage.

STALL SPEED BELOW SPECIFICATION IN "D" AND "R"

If the stall speed is lower than specification, insufficient engine output or a faulty torque converter is suspected. Check for engine misfiring, improper ignition timing, or valve clearance etc. If these are good, the torque converter is faulty.

TRANSAXLE FLUID LEVEL INSPECTION

Drive the vehicle until the fluid reaches normal operating temperature [80~90°C (176~194°F)].

Place the vehicle on a level surface.

Move the selector lever through all gear position. This will fill the torque converter and hydraulic system with fluid, then place lever in "N" (Neutral) position.

Before removing the dipstick, wipe all contaminants from around the dipstick. Then take out the dipstick and check the condition of the fluid. The transaxle should be overhauled under the following conditions.

If there is a "burning" door.

If the fluid color has become noticeably blacker.

If there is a noticeably excessive amount of metal particles in the fluid.

Check to see if the fluid level is in the "HOT" range on dipstick. If fluid level is low, add automatic transaxle fluid until the level reaches the "HOT" range.

Transaxle fluid : GENUINE DIAMOND ATF SP-III

Low fluid level can cause a variety of abnormal conditions because it allows the pump to take in air along with fluid. Air trapped in the hydraulic system forms bubbles which are compressable. Therefore, pressures will be erratic, causing delayed shifting, sliping clutches and brakes, etc. Improper filling can also raise fluid level too high. When the transaxle has too much fluid, gears churn up foam and cause the same conditions which occur with low fluid level, resulting in accelerated deterioration of automatic transaxle fluid. In either case, air bubbles can cause overheating, and fluid oxidation, which can interfere with normal valve, clutch, and servo operation. Foaming can also result in fluid escaping from the transaxle vent where it may be mistaken for a leak.

Be sure to examine the fluid on the dipstick closely.

SELECTOR LEVER OPERATION CHECK

Shift the selector lever to each range and check to see that the lever moves smoothly and is controlled. Check to see that the position indicator is correct.

Check to be sure that the selector lever can be shifted to each position.

Start the engine and check to see if the vehicle moves forward when the selector lever is shifted from "N" to "D" and moves backward when shifted to "R".

When the shift lever malfunctions, adjust the control cable and the selector lever sleeve. Check for worn shift lever assembly sliding parts.

TRANSAXLE RANGE SWITCH ADJUSTMENT

Place selector lever in "N" (Neutral) position.

Loosen the manual control lever lock nut to seperate the cable and lever.

Place the manual control lever in the "N" (Neutral) position.

Turn the transaxle range switch body until the 12 mm (0.47 in.) wide end of the manual control lever aligns with the switch body flange [12 mm (0.472 in.) wide portion].

Tighten the attaching bolts (2 pcs.) to the specified torque.

Transaxle Range Switch Attaching Bolt :

10~12 Nm (100~120 kg·cm, 7~9 lb·ft)

note

When setting up the switch body, be careful that the O-ring does not drop from the switch body. Tighten the attaching bolts carefully.

Make sure that the selector lever is in the "N" (Neutral) position.

Adjust the flange nut so that there is no slack in the control cable and make sure that the selector lever operates smoothly.

Run the vehicle and confirm that the transaxle is set in each range when the selector lever is shifted to each position.

KICKDOWN SERVO ADJUSTMENT

Completely remove all dirt and other contaminating materials adhered around the kickdown adjust screw.

Loosen the lock nut.

Loosen and tighten the adjust screw two times by torque of 5 Nm (3.6 lb·ft)

Tighten adjust screw by torque of 5 Nm and then, loosen the adjust screw 3 to 3-1/3 turns.

Tighten the lock nut to the specified torque.

Lock nut : 15~22 Nm (150~220 kg·cm, 11~16 lb·ft)

note

Before assembling, apply sealant (DC780) to the center portion of the adjust screw.

LINE PRESSURE ADJUSTMENT

Drain out the automatic transaxle fluid.

Remove the oil pan.

Remove the oil filter.

Remove the oil-temperature sensor.

Press the tab of the solenoid valve harness grommet and push in.

Remove the valve body assembly. The manual valve can come out, so be careful not to drop it.

Turn the adjustment screw of the regulator valve and adjust so that the line pressure (kickdown brake pressure) reaches the standard value. When the adjustment screw is turned clockwise, the line pressure becomes lower; when it is turned counter-clockwise, it becomes higher.

Standard value :

860~900 kPa (122~129 psi, 8.77~9.18 kg/cm²)

Oil pressure change for each turn of adjustment screw :

38 kPa (5.4 psi, 0.39 kg/cm²)

Check to be sure that the O-ring is installed on the upper surface of the valve body at the place.

Replace the O-ring of the solenoid valve connector with a new one.

10.

Install the valve body assembly to the case and then insert the solenoid valve connector into the case. Be sure, at this time, that the notched part of the connector faces as shown in the figure. Also be careful that the lead wiring isn't caught.

11.

Tighten the valve body assembly mounting bolts to 10-12 Nm (100-120 kg·cm, 7-9 lb·ft).

12.

Install the oil filter.

13.

Install a new oil pan gasket with the oil pan.

14.

Pour in the specified amount of automatic transaxle fluid.

15.

Perform the oil pressure test. Readjust if necessary.

REDUCING PRESSURE ADJUSTMENT

If the Scan Tool is not abailable

Remove parts up to the oil filter in the same way as for adjustment of the line pressure. The valve body need not be removed.

Turn the adjustment screw of the lower valve body and adjust so that the reducing pressure is the standard value. When the adjustment screw is turned clockwise, the reducing pressure becomes lower; when it is turned counter clockwise, it becomes higher.

note

When adjusting the reducing pressure, aim for the center value (425 kPa, 60 psi) of the standard value allowance.

Standard value :

420 kPa (60 psi, 4.2±0.2 kg·cm)

Oil pressure change for each turn of the adjustment screw :

22 kPa (4.3 psi, 0.22 kg·cm²)

Install the oil filter and oil pan in the same way as for adjustment of the line pressure.

Peform the oil pressure test. Readjust if necessary.

If the Scan Tool is used

Adjust the pressure control solenoid so that the kickdown brake pressure is the standard value when activated to 50% duty by the Scan Tool.

Standard value :

320±30 kPa (39±1 psi, 3.2±0.3 kg·cm²)

Oil pressure change for each turn of the adjustment screw :

30 kPa (3 psi, 0.3 kg·cm²)

Check to be sure that the reducing pressure (after the adjustment is completed) is within the range of 370~490 kPa (53~70 psi, 3.8~5.0 kg·cm²).

caution

This adjustment should be made with an oil temperature of 80-90°C (176-194°F). If the adjustment is made at a temperature that is too high, the line pressure will drop during idling, with the result that it might not be possible to make the correct adjustment.

THROTTLE POSITION SENSOR INSPECTION

Refer to GROUP FUEL SYSTEM.

DRIVE SHAFT OIL SEALS REPLACEMENT

Disconnect the drive shaft from the transaxle. (Refer to DRIVE SHAFT＆FRONT AXLE)

Using a flat-tip (-) screwdriver, remove the oil seal.

Using the special tool (09431-21200), tap the drive shaft oil seal into the transaxle.

Apply a coating of the transaxle fluid to the lip of the oil seal.

PCM REPLACEMENT

PCM (Power Control Module) is located at the dash panel of the upper side of brake pedal in the driver side.