TRANSAXLE & TRANSMISSION

Transcription

1 TRASMISSI & DRIVELIE SECTI TM A TRASAXLE & TRASMISSI B C TM CTETS E BASIC ISECTI... 6 DIAGSIS AD REAIR WRKFLW... 6 ow to erform Trouble Diagnosis For Quick and Accurate Repair...6 Diagnostic Work Sheet...7 FUCTI DIAGSIS... 9 A/T CTRL SYSTEM... 9 Cross-Sectional View...9 Shift Mechanism...10 TCM Function...22 CA Communication...24 Input/utput Signal of TCM...25 Line ressure Control...25 Shift Control...27 Lock-up Control...28 Engine Brake Control...29 Control Valve...29 A/T Electrical arts Location...31 A/T SIFT LCK SYSTEM...32 System Description (With Manual Mode)...32 Shift Lock System Electrical arts Location (With Manual Mode)...32 System Description (Without Manual Mode)...32 Shift Lock System Electrical arts Location (Without Manual Mode)...33 BARD DIAGSTIC (BD) SYSTEM...34 Introduction...34 BD-II Function for A/T System...34 ne or Two Trip Detection Logic of BD-II...34 BD-II Diagnostic Trouble Code (DTC)...34 Malfunction Indicator Lamp (MIL)...35 DIAGSIS SYSTEM (TCM)...36 CSULT-III Function (TRASMISSI)...36 Diagnosis rocedure without CSULT-III...43 CMET DIAGSIS...46 DTC U1000 CA CMMUICATI LIE...46 Description...46 n Board Diagnosis Logic...46 ossible Cause...46 DTC Confirmation rocedure...46 Diagnosis rocedure...46 DTC 0615 START SIGAL CIRCUIT...47 Description...47 CSULT-III Reference Value in Data Monitor Mode...47 n Board Diagnosis Logic...47 ossible Cause...47 DTC Confirmation rocedure...47 Diagnosis rocedure...47 DTC 0700 TCM...50 Description...50 n Board Diagnosis Logic...50 ossible Cause...50 DTC Confirmation rocedure...50 Diagnosis rocedure...50 DTC 0705 ARK/EUTRAL SITI SWITC...51 Description...51 CSULT-III Reference Value in Data Monitor Mode...51 n Board Diagnosis Logic...51 ossible Cause...51 DTC Confirmation rocedure...51 Diagnosis rocedure...51 DTC 0717 TURBIE REVLUTI SE- SR...53 Description...53 CSULT-III Reference Value in Data Monitor Mode...53 n Board Diagnosis Logic...53 ossible Cause...53 DTC Confirmation rocedure...53 F G I J K L M TM-1

2 Diagnosis rocedure DTC 0720 VEICLE SEED SESR A/T (REVLUTI SESR) Description CSULT-III Reference Value in Data Monitor Mode n Board Diagnosis Logic ossible Cause DTC Confirmation rocedure Diagnosis rocedure DTC 0725 EGIE SEED SIGAL Description CSULT-III Reference Value in Data Monitor Mode n Board Diagnosis Logic ossible Cause DTC Confirmation rocedure Diagnosis rocedure DTC 0731 A/T 1ST GEAR FUCTI Description n Board Diagnosis Logic ossible Cause DTC Confirmation rocedure Diagnosis rocedure DTC 0732 A/T 2D GEAR FUCTI Description n Board Diagnosis Logic ossible Cause DTC Confirmation rocedure Diagnosis rocedure DTC 0733 A/T 3RD GEAR FUCTI Description n Board Diagnosis Logic ossible Cause DTC Confirmation rocedure Diagnosis rocedure DTC 0734 A/T 4T GEAR FUCTI Description n Board Diagnosis Logic ossible Cause DTC Confirmation rocedure Diagnosis rocedure DTC 0735 A/T 5T GEAR FUCTI Description n Board Diagnosis Logic ossible Cause DTC Confirmation rocedure Diagnosis rocedure DTC 0740 TRQUE CVERTER CLUTC SLEID VALVE Description CSULT-III Reference Value in Data Monitor Mode TM-2 n Board Diagnosis Logic ossible Cause DTC Confirmation rocedure Diagnosis rocedure DTC 0744 A/T TCC S/V FUCTI (LCK- U) Description CSULT-III Reference Value in Data Monitor Mode n Board Diagnosis Logic ossible Cause DTC Confirmation rocedure Diagnosis rocedure DTC 0745 LIE RESSURE SLEID VALVE Description CSULT-III Reference Value in Data Monitor Mode n Board Diagnosis Logic ossible Cause DTC Confirmation rocedure Diagnosis rocedure DTC 1705 TRTTLE SITI SESR Description CSULT-III Reference Value in Data Monitor Mode n Board Diagnosis Logic ossible Cause DTC Confirmation rocedure Diagnosis rocedure DTC 1710 A/T FLUID TEMERATURE SE- SR CIRCUIT Description CSULT-III Reference Value in Data Monitor Mode n Board Diagnosis Logic ossible Cause DTC Confirmation rocedure Diagnosis rocedure Component Inspection DTC 1721 VEICLE SEED SESR MTR Description CSULT-III Reference Value in Data Monitor Mode n Board Diagnosis Logic ossible Cause DTC Confirmation rocedure Diagnosis rocedure DTC 1730 A/T ITERLCK Description n Board Diagnosis Logic ossible Cause DTC Confirmation rocedure Judgement of A/T Interlock... 83

3 Diagnosis rocedure...84 DTC 1731 A/T 1ST EGIE BRAKIG...85 Description...85 CSULT-III Reference Value in Data Monitor Mode...85 n Board Diagnosis Logic...85 ossible Cause...85 DTC Confirmation rocedure...85 Diagnosis rocedure...85 DTC 1752 IUT CLUTC SLEID VALVE...87 Description...87 CSULT-III Reference Value in Data Monitor Mode...87 n Board Diagnosis Logic...87 ossible Cause...87 DTC Confirmation rocedure...87 Diagnosis rocedure...87 DTC 1757 FRT BRAKE SLEID VALVE...89 Description...89 CSULT-III Reference Value in Data Monitor Mode...89 n Board Diagnosis Logic...89 ossible Cause...89 DTC Confirmation rocedure...89 Diagnosis rocedure...89 DTC 1762 DIRECT CLUTC SLEID VALVE...91 Description...91 CSULT-III Reference Value in Data Monitor Mode...91 n Board Diagnosis Logic...91 ossible Cause...91 DTC Confirmation rocedure...91 Diagnosis rocedure...91 DTC 1767 IG AD LW REVERSE CLUTC SLEID VALVE...93 Description...93 CSULT-III Reference Value in Data Monitor Mode...93 n Board Diagnosis Logic...93 ossible Cause...93 DTC Confirmation rocedure...93 Diagnosis rocedure...93 DTC 1772 LW CAST BRAKE SLEID VALVE...95 Description...95 CSULT-III Reference Value in Data Monitor Mode...95 n Board Diagnosis Logic...95 ossible Cause...95 DTC Confirmation rocedure...95 Diagnosis rocedure...95 TM-3 DTC 1774 LW CAST BRAKE SLEID VALVE FUCTI...97 Description...97 CSULT-III Reference Value in Data Monitor Mode...97 n Board Diagnosis Logic...97 ossible Cause...97 DTC Confirmation rocedure...97 Diagnosis rocedure...98 DTC 1815 MAUAL MDE SWITC...99 Description...99 CSULT-III Reference Value in Data Monitor Mode...99 n Board Diagnosis Logic...99 ossible Cause...99 DTC Confirmation rocedure...99 Diagnosis rocedure...99 Component Inspection MAI WER SULY AD GRUD CIR- CUIT Diagnosis rocedure CLSED TRTTLE SITI AD WIDE E TRTTLE SITI CIRCUIT CSULT-III Reference Value in Data Monitor Mode Diagnosis rocedure BRAKE SIGAL CIRCUIT CSULT-III Reference Value in Data Monitor Mode Diagnosis rocedure A/T SIFT LCK SYSTEM Terminals And Reference Values Wiring Diagram - A/T - SIFT Diagnosis rocedure VERDRIVE CTRL SWITC CSULT-III Reference Value in Data Monitor Mode Diagnosis rocedure ECU DIAGSIS TCM TCM Terminals and Reference Values Wiring Diagram A/T Control System Fail-Safe DTC Inspection riority Chart DTC o. Index Alphabetical Index SYMTM DIAGSIS SYSTEM SYMTM A/T Check Indicator Lamp Does ot Come n (With Manual Mode) A B C TM E F G I J K L M

4 /D FF Indicator Lamp Does ot Come n (Without Manual Mode) Engine Cannot Be Started in "" or "" osition..128 In "" osition, Vehicle Moves When ushed In "" osition, Vehicle Moves Large Shock ("" to "D" osition) Vehicle Does ot Creep Backward in "R" osition..131 Vehicle Does ot Creep Forward in "D" osition..133 Vehicle Cannot Be Started from D A/T Does ot Shift: D1 D A/T Does ot Shift: D2 D A/T Does ot Shift: D3 D A/T Does ot Shift: D4 D A/T Does ot erform Lock-up A/T Does ot old Lock-up Condition Lock-up Is ot Released Engine Speed Does ot Return to Idle A/T Does ot Shift: 5th gear 4th gear A/T Does ot Shift: 4th gear 3rd gear A/T Does ot Shift: 3rd gear 2nd gear A/T Does ot Shift: 2nd gear 1st gear Vehicle Does ot Decelerate By Engine Brake Cannot Be Changed to Manual Mode Symptom Chart RECAUTI RECAUTIS recaution for Supplemental Restraint System (SRS) "AIR BAG" and "SEAT BELT RE-TE- SIER" recaution for n Board Diagnosis (BD) System of A/T and Engine recaution Service otice or recaution REARATI REARATI Special Service Tool Commercial Service Tool VEICLE MAITEACE A/T FLUID Checking the A/T Fluid (ATF) Changing the A/T Fluid (ATF) A/T Fluid Cooler Cleaning ISECTIS BEFRE TRUBLE DIAG- SIS Fluid Condition Check Stall Test Line ressure Test RAD TEST Check Before Engine Is Started Check at Idle Cruise Test - art Cruise Test - art Cruise Test - art VEICLE REAIR SIFT CTRL SYSTEM Exploded view Removal and Installation Inspection and Adjustment IL A Removal and Installation CTRL VALVE WIT TCM Control Valve with TCM and A/T Fluid Temperature Sensor Exploded view Removal and Installation REAR IL SEAL Removal and Installation KEY ITERLCK CABLE Component Removal and Installation AIR BREATER SE WD WD : Removal and Installation WD WD : Removal and Installation A/T FLUID CLER Removal and Installation REMVAL AD ISTALLATI TRASMISSI ASSEMBLY WD WD : Exploded View WD : Removal and Installation WD WD : Exploded View WD : Removal and Installation DISASSEMBLY AD ASSEMBLY VERAUL Exploded View il Channel Location of Adjusting Shims, eedle Bearings, Thrust Washers and Snap Rings DISASSEMBLY Disassembly IL UM Exploded View Disassembly and Assembly TM-4

5 FRT SU GEAR, 3RD E-WAY CLUTC Exploded View Disassembly and Assembly FRT CARRIER, IUT CLUTC, REAR ITERAL GEAR Exploded View Disassembly and Assembly MID SU GEAR, REAR SU GEAR, IG AD LW REVERSE CLUTC UB Exploded View Disassembly and Assembly IG AD LW REVERSE CLUTC Exploded View Disassembly and Assembly DIRECT CLUTC Exploded View Disassembly and Assembly ASSEMBLY Assembly (1) Adjustment Assembly (2) SERVICE DATA AD SECIFICATIS (SDS) SERVICE DATA AD SECIFICATIS (SDS) General Specification Vehicle Speed at Which Gear Shifting ccurs Vehicle Speed at Which Lock-up ccurs/releases Stall Speed Line ressure A/T Fluid Temperature Sensor Turbine Revolution Sensor Vehicle Speed Sensor A/T (Revolution Sensor) Reverse brake Total End lay A B C TM E F G I J K L M TM-5

6 < BASIC ISECTI > DIAGSIS AD REAIR WRKFLW BASIC ISECTI DIAGSIS AD REAIR WRKFLW ow to erform Trouble Diagnosis For Quick and Accurate Repair ITRDUCTI The TCM receives a signal from the vehicle speed sensor, accelerator pedal position sensor (throttle position sensor) or switch. Then provides shift control or lock-up control via A/T solenoid valves. The TCM also communicates with the ECM by means of a signal sent from sensing elements used with the BD-related parts of the A/T system for malfunction-diagnostic purposes. The TCM is capable of diagnosing malfunctioning parts while the ECM can store malfunctions in its memory. Input and output signals must always be correct and stable in the operation of the A/T system. The A/T system must be in good operating condition and be free of valve seizure, solenoid valve malfunction, etc. IFID: SAT631IB It is much more difficult to diagnose an error that occurs intermittently rather than continuously. Most intermittent errors are caused by poor electric connections or improper wiring. In this case, careful checking of suspected circuits may help prevent the replacement of good parts. A visual check only may not find the cause of the errors. A road test with CSULT-III (or GST) or a circuit tester connected should be performed. Follow the DETAILED FLW. SAT632I Before undertaking actual checks, take a few minutes to talk with a customer who approaches with a driveability complaint. The customer can supply good information about such errors, especially intermittent ones. Find out what symptoms are present and under what conditions they occur. A Diagnostic work sheet as shown on the example (Refer to TM-7) should be used. Start your diagnosis by looking for conventional errors first. This will help troubleshoot driveability errors on an electronically controlled engine vehicle. Also check related Service bulletins. DETAILED FLW 1.CLLECT TE IFRMATI FRM TE CUSTMER Get the detailed information from the customer about the symptom (the condition and the environment when the incident/malfunction occurred) using diagnosis worksheet. Refer to TM-7, "Diagnostic Work Sheet". >> G T 2. 2.CECK SYMTM 1 Check the following items based on the information obtained from the customer. Fail-safe. Refer to TM-122, "Fail-Safe". A/T fluid inspection. Refer to TM-181, "Checking the A/T Fluid (ATF)". Stall test. Refer to TM-187, "Stall Test". Line pressure test. Refer to TM-188, "Line ressure Test". TM-6 SEF234G

7 < BASIC ISECTI > DIAGSIS AD REAIR WRKFLW >> G T 3. 3.CECK DTC 1. Check DTC. 2. erform the following procedure if DTC is detected. Record DTC. Erase DTC. Refer to TM-34, "BD-II Diagnostic Trouble Code (DTC)". Is any DTC detected? YES >> G T 4. >> G T 6. 4.ERFRM DIAGSTIC RCEDURE erform Diagnosis rocedure for the displayed DTC. >> G T 5. 5.ERFRM DTC CFIRMATI RCEDURE erform DTC CFIRMATI RCEDURE. Is DTC detected? YES >> G T 4. >> G T 6. 6.CECK SYMTM 2 Try to confirm the symptom described by the customer. Is any malfunction present? YES >> G T 7. >> ISECTI ED 7.RAD TEST erform RAD TEST. Refer to TM-191, "Check Before Engine Is Started". A B C TM E F G I J >> G T 8. 8.CECK SYMTM 3 Try to confirm the symptom described by the customer. Is any malfunction present? YES >> G T 2. >> ISECTI ED Diagnostic Work Sheet IFRMATI FRM CUSTMER KEY ITS WAT... Vehicle and A/T model WE... Date, Frequencies WERE... Road conditions W... perating conditions, Symptoms Customer name MR/MS Model and Year VI Trans. Model Engine Mileage Malfunction Date Manuf. Date In Service Date Frequency o Continuous o Intermittent ( times a day) IFID: K L M TM-7

8 < BASIC ISECTI > DIAGSIS AD REAIR WRKFLW Symptoms o Vehicle does not move. (o Any position o articular position) o o up-shift (o 1st 2nd o 2nd 3rd o 3rd 4th o 4th 5th) o o down-shift (o 5th 4th o 4th 3rd o 3rd 2nd o 2nd 1st) o Lock-up malfunction o Shift point too high or too low. o Shift shock or slip (o D o R o Lock-up o Any drive position) o oise or vibration o o kick down o o pattern select o Cannot be changed to manual mode o thers ( ) AT CECK Malfunction indicator lamp (MIL) o Continuously lit o ot lit Malfunction indicator lamp (MIL) o Continuously lit o ot lit DIAGSTIC WRK SEET 1 o Read the item on cautions concerning fail-safe and understand the customer's complaint. TM o A/T fluid inspection, stall test and line pressure test o A/T fluid inspection o Leak (Repair leak location.) o State o Amount o Stall test o Torque converter one-way clutch o Front brake o igh and low reverse clutch o Low coast brake o Forward brake o Reverse brake o Forward one-way clutch o Line pressure test - Suspected part: o 1st one-way clutch o 3rd one-way clutch o Engine o Line pressure low o Except for input clutch and direct clutch, clutches and brakes K TM-181 TM-187 TM o erform self-diagnosis. Check detected items to repair or replace malfunctioning part. TM-36 5 o erform road test. 5-1 o Check before engine is started TM o Check at idle TM Cruise test o art 1 o art 2 o art 3 TM-192 TM-194 TM-195 o Check malfunction phenomena to repair or replace malfunctioning part after completing all road test. Refer to TM-153, "Symptom Chart". 5 o Drive vehicle to check that the malfunction phenomenon has been resolved. 6 o Erase the results of the self-diagnosis from the TCM and the ECM. TM-34 TM-8

9 < FUCTI DIAGSIS > FUCTI DIAGSIS A/T CTRL SYSTEM Cross-Sectional View A/T CTRL SYSTEM 2WD models IFID: A B C TM E F G I SCIA5267E J 1. Front planetary gear 2. Mid planetary gear 3. Rear planetary gear 4. Direct clutch 5. igh and low reverse clutch 6. Reverse brake 7. Drum support 8. Forward brake 9. Low coast brake 10. Input shaft 11. Torque converter 12. il pump 13. Front brake 14. 3rd one-way clutch 15. Input clutch 16. 1st one-way clutch 17. Control valve with TCM 18. Forward one-way clutch 19. Rear extension 20. utput shaft K L M TM-9

10 < FUCTI DIAGSIS > A/T CTRL SYSTEM 4WD models SCIA5268E 1. Front planetary gear 2. Mid planetary gear 3. Rear planetary gear 4. Direct clutch 5. igh and low reverse clutch 6. Reverse brake 7. Drum support 8. Forward brake 9. Low coast brake 10. Input shaft 11. Torque converter 12. il pump 13. Front brake 14. 3rd one-way clutch 15. Input clutch 16. 1st one-way clutch 17. Control valve with TCM 18. Forward one-way clutch 19. Adapter case 20. utput shaft Shift Mechanism IFID: The automatic transmission uses compact triple planetary gear systems to improve power-transmission efficiency, simplify construction and reduce weight. It also employs an optimum shift control and super wide gear ratios. They improve starting performance and acceleration during medium and high-speed operation. CSTRUCTI TM-10

11 < FUCTI DIAGSIS > A/T CTRL SYSTEM A B C TM E 1. Front brake 2. Input clutch 3. Direct clutch 4. igh and low reverse clutch 5. Reverse brake 6. Forward brake 7. Low coast brake 8. 1st one-way clutch 9. Forward one-way clutch 10. 3rd one-way clutch 11. Front sun gear 12. Input shaft 13. Mid internal gear 14. Front internal gear 15. Rear carrier 16. Rear sun gear 17. Mid sun gear 18. Front carrier 19. Mid carrier 20. Rear internal gear 21. utput shaft 22. arking gear 23. arking pawl FUCTI F CLUTC AD BRAKE ame of the art Abbreviation Function Front brake (1) FR/B Fastens the front sun gear (11). CIA0002J Input clutch (2) I/C Connects the input shaft (12), the front internal gear (14) and the mid internal gear (13). Direct clutch (3) D/C Connects the rear carrier (15) and the rear sun gear (16). igh and low reverse clutch (4) LR/C Connects the mid sun gear (17) and the rear sun gear (16). Reverse brake (5) R/B Fastens the rear carrier (15). Forward brake (6) Fwd/B Fastens the mid sun gear (17). Low coast brake (7) LC/B Fastens the mid sun gear (17). 1st one-way clutch (8) Forward one-way clutch (9) 3rd one-way clutch (10) 1st WC Fwd WC 3rd WC Allows the rear sun gear (16) to turn freely forward relative to the mid sun gear (17) but fastens it for reverse rotation. Allows the mid sun gear (17) to turn freely in the forward direction but fastens it for reverse rotation. Allows the front sun gear (11) to turn freely in the forward direction but fastens it for reverse rotation. F G I J K L M CLUTC AD BAD CART (Without Manual Mode) Shift position I/C LR/C D/C R/B FR/B LC/B Fwd/B 1st WC Fwd WC 3rd WC Remarks ARK SITI R REVERSE SI- TI TM-11

12 < FUCTI DIAGSIS > A/T CTRL SYSTEM Shift position I/C LR/C D/C R/B FR/B LC/B Fwd/B 1st WC Fwd WC 3rd WC Remarks EUTRAL SI- TI 1st D* nd 3rd 4th 5th 1st 2nd 3rd 4th 1st 2nd 3rd 4th 1st 2nd 3rd 4th Automatic shift Automatic shift Automatic shift Locks (held stationary in 1st gear) perates perates during progressive acceleration. perates and effects power transmission while coasting. Line pressure is applied but does not affect power transmission. perates under conditions shown in LR/C perating Condition perates under conditions shown in LC/B perating Condition. Delay control is applied during D (4,3,2,1) shift. *1: A/T will not shift to 5th when overdrive control switch is set in FF position. SCIA5642E CLUTC AD BAD CART (With Manual Mode) Shift position I/C LR/C D/C R/B FR/B LC/B Fwd/B 1st WC Fwd WC 3rd WC Remarks ARK SITI R REVERSE - SITI TM-12

13 < FUCTI DIAGSIS > A/T CTRL SYSTEM Shift position I/C LR/C D/C R/B FR/B LC/B Fwd/B 1st WC Fwd WC 3rd WC Remarks A 1st EUTRAL SI- TI B 2nd D 3rd 4th Automatic shift C 5th TM 1st 4 2nd 3rd Automatic shift E 4th 1st F 3 2nd 3rd Automatic shift G 4th 1st 2 2nd 3rd Automatic shift I 4th 1 1st 2nd 3rd 4th Locks (held stationary in 1st gear) J K perates perates during progressive acceleration. perates and effects power transmission while coasting. Line pressure is applied but does not affect power transmission. perates under conditions shown in LR/C perating Condition perates under conditions shown in LC/B perating Condition. Delay control is applied during D (4,3,2,1) shift. L M WER TRASMISSI osition SCIA5642E TM-13

14 < FUCTI DIAGSIS > A/T CTRL SYSTEM Since both the forward brake and the reverse brake are released, torque from the input shaft drive is not transmitted to the output shaft. osition The same as for the position, both the forward brake and the reverse brake are released, so torque from the input shaft drive is not transmitted to the output shaft. The parking pawl linked with the select lever meshes with the parking gear and fastens the output shaft mechanically. CIA0003J 1. Front brake 2. Input clutch 3. Direct clutch 4. igh and low reverse clutch 5. Reverse brake 6. Forward brake 7. Low coast brake 8. 1st one-way clutch 9. Forward one-way clutch 10. 3rd one-way clutch 11. Front sun gear 12. Input shaft 13. Mid internal gear 14. Front internal gear 15. Rear carrier 16. Rear sun gear 17. Mid sun gear 18. Front carrier 19. Mid carrier 20. Rear internal gear 21. utput shaft 22. arking gear 23. arking pawl D1 osition (With Manual Mode) / "D1", 31" and 21 ositions (Without Manual Mode) The forward brake and the forward one-way clutch regulate reverse rotation of the mid sun gear. The 1st one-way clutch regulates reverse rotation of the rear sun gear. The 3rd one-way clutch regulates reverse rotation of the front sun gear. During deceleration, the mid sun gear turns forward, so the forward one-way clutch idles and the engine brake is not activated. TM-14

15 < FUCTI DIAGSIS > A/T CTRL SYSTEM A B C TM E F G 1. Front brake 2. Input clutch 3. Direct clutch 4. igh and low reverse clutch 5. Reverse brake 6. Forward brake 7. Low coast brake 8. 1st one-way clutch 9. Forward one-way clutch 10. 3rd one-way clutch 11. Front sun gear 12. Input shaft 13. Mid internal gear 14. Front internal gear 15. Rear carrier 16. Rear sun gear 17. Mid sun gear 18. Front carrier 19. Mid carrier 20. Rear internal gear 21. utput shaft 22. arking gear 23. arking pawl SCIA1512E M1 osition (With Manual Mode) / "11" osition (Without Manual Mode) The front brake fastens the front sun gear. The forward brake and the forward one-way clutch regulate reverse rotation of the mid sun gear. igh and low reverse clutch connects the rear sun gear and the mid sun gear. The low coast brake fastens the mid sun gear. During deceleration, the low coast brake regulates forward rotation of the mid sun gear and the engine brake functions. I J K L M TM-15

16 < FUCTI DIAGSIS > A/T CTRL SYSTEM SCIA1513E 1. Front brake 2. Input clutch 3. Direct clutch 4. igh and low reverse clutch 5. Reverse brake 6. Forward brake 7. Low coast brake 8. 1st one-way clutch 9. Forward one-way clutch 10. 3rd one-way clutch 11. Front sun gear 12. Input shaft 13. Mid internal gear 14. Front internal gear 15. Rear carrier 16. Rear sun gear 17. Mid sun gear 18. Front carrier 19. Mid carrier 20. Rear internal gear 21. utput shaft 22. arking gear 23. arking pawl D2 osition (with Manual Mode) / "D2" and 32 ositions (Without Manual Mode) The forward brake and the forward one-way clutch regulate reverse rotation of the mid sun gear. The 3rd one-way clutch regulates reverse rotation of the front sun gear. The direct clutch is coupled and the rear carrier and rear sun gear are connected. During deceleration, the mid sun gear turns forward, so the forward one-way clutch idles and engine brake is not activated. TM-16

17 < FUCTI DIAGSIS > A/T CTRL SYSTEM A B C TM E F G 1. Front brake 2. Input clutch 3. Direct clutch 4. igh and low reverse clutch 5. Reverse brake 6. Forward brake 7. Low coast brake 8. 1st one-way clutch 9. Forward one-way clutch 10. 3rd one-way clutch 11. Front sun gear 12. Input shaft 13. Mid internal gear 14. Front internal gear 15. Rear carrier 16. Rear sun gear 17. Mid sun gear 18. Front carrier 19. Mid carrier 20. Rear internal gear 21. utput shaft 22. arking gear 23. arking pawl SCIA1514E M2 osition (With Manual Mode) / "22" and 12 ositions (Without Manual Mode) The front brake fastens the front sun gear. The forward brake and the forward one-way clutch regulate reverse rotation of the mid sun gear. The direct clutch is coupled, and the rear carrier and rear sun gear are connected. The low coast brake fastens the mid sun gear. During deceleration, the low coast brake regulates forward rotation of the mid sun gear and the engine brake functions. I J K L M TM-17

18 < FUCTI DIAGSIS > A/T CTRL SYSTEM SCIA1515E 1. Front brake 2. Input clutch 3. Direct clutch 4. igh and low reverse clutch 5. Reverse brake 6. Forward brake 7. Low coast brake 8. 1st one-way clutch 9. Forward one-way clutch 10. 3rd one-way clutch 11. Front sun gear 12. Input shaft 13. Mid internal gear 14. Front internal gear 15. Rear carrier 16. Rear sun gear 17. Mid sun gear 18. Front carrier 19. Mid carrier 20. Rear internal gear 21. utput shaft 22. arking gear 23. arking pawl D3 osition (With Manual Mode) / "D3" and 33 ositions (Without Manual Mode) The front brake fastens the front sun gear. The direct clutch is coupled, and the rear carrier and rear sun gear are connected. The high and low reverse clutch is coupled and the mid sun gear and rear sun gear are connected. TM-18

19 < FUCTI DIAGSIS > A/T CTRL SYSTEM A B C TM E F G 1. Front brake 2. Input clutch 3. Direct clutch 4. igh and low reverse clutch 5. Reverse brake 6. Forward brake 7. Low coast brake 8. 1st one-way clutch 9. Forward one-way clutch 10. 3rd one-way clutch 11. Front sun gear 12. Input shaft 13. Mid internal gear 14. Front internal gear 15. Rear carrier 16. Rear sun gear 17. Mid sun gear 18. Front carrier 19. Mid carrier 20. Rear internal gear 21. utput shaft 22. arking gear 23. arking pawl SCIA1516E D4 and M4 ositions (With Manual Mode) / "D4" osition (Without Manual Mode) The direct clutch is coupled, and the rear carrier and rear sun gear are connected. The high and low reverse clutch is coupled and the mid sun gear and rear sun gear are connected. The input clutch is coupled and the front internal gear and mid internal gear are connected. The drive power is conveyed to the front internal gear, mid internal gear, and rear carrier and the three planetary gears rotate forward as one unit. I J K L M TM-19

20 < FUCTI DIAGSIS > A/T CTRL SYSTEM SCIA1517E 1. Front brake 2. Input clutch 3. Direct clutch 4. igh and low reverse clutch 5. Reverse brake 6. Forward brake 7. Low coast brake 8. 1st one-way clutch 9. Forward one-way clutch 10. 3rd one-way clutch 11. Front sun gear 12. Input shaft 13. Mid internal gear 14. Front internal gear 15. Rear carrier 16. Rear sun gear 17. Mid sun gear 18. Front carrier 19. Mid carrier 20. Rear internal gear 21. utput shaft 22. arking gear 23. arking pawl D5 and "M5" ositions (With Manual Mode) / "D5" osition (Without Manual Mode) The front brake fastens the front sun gear. The input clutch is coupled and the front internal gear and mid internal gear are connected. The high and low reverse clutch is coupled and the mid sun gear and rear sun gear are connected. TM-20

21 < FUCTI DIAGSIS > A/T CTRL SYSTEM A B C TM E F G 1. Front brake 2. Input clutch 3. Direct clutch 4. igh and low reverse clutch 5. Reverse brake 6. Forward brake 7. Low coast brake 8. 1st one-way clutch 9. Forward one-way clutch 10. 3rd one-way clutch 11. Front sun gear 12. Input shaft 13. Mid internal gear 14. Front internal gear 15. Rear carrier 16. Rear sun gear 17. Mid sun gear 18. Front carrier 19. Mid carrier 20. Rear internal gear 21. utput shaft 22. arking gear 23. arking pawl SCIA4984E R osition The front brake fastens the front sun gear. The high and low reverse clutch is coupled, and the mid sun gear and rear sun gear are connected. The reverse brake fastens the rear carrier. I J K L M TM-21

22 < FUCTI DIAGSIS > A/T CTRL SYSTEM SCIA1519E 1. Front brake 2. Input clutch 3. Direct clutch 4. igh and low reverse clutch 5. Reverse brake 6. Forward brake 7. Low coast brake 8. 1st one-way clutch 9. Forward one-way clutch 10. 3rd one-way clutch 11. Front sun gear 12. Input shaft 13. Mid internal gear 14. Front internal gear 15. Rear carrier 16. Rear sun gear 17. Mid sun gear 18. Front carrier 19. Mid carrier 20. Rear internal gear 21. utput shaft 22. arking gear 23. arking pawl TCM Function IFID: The function of the TCM is to: Receive input signals sent from various switches and sensors. Determine required line pressure, shifting point, lock-up operation, and engine brake operation. Send required output signals to the respective solenoids. CTRL SYSTEM UTLIE (WITUT MAUAL MDE) The A/T senses vehicle operating conditions through various sensors or signals. It always controls the optimum shift position and reduces shifting and lock-up shocks. TM-22

23 < FUCTI DIAGSIS > A/T CTRL SYSTEM SESRS (or SIGALS) switch Accelerator pedal position sensor Closed throttle position signal Wide open throttle position signal Engine speed signal A/T fluid temperature sensor Revolution sensor Vehicle speed signal Stop lamp switch signal Turbine revolution sensor 1st position switch signal verdrive control switch signal ATF pressure switch signal TCM Shift control Line pressure control Lock-up control Engine brake control Timing control Fail-safe control Self-diagnosis CSULT-III communication line Duet-EA control CA system ACTUATRS Input clutch solenoid valve Direct clutch solenoid valve Front brake solenoid valve igh and low reverse clutch solenoid valve Low coast brake solenoid valve Torque converter clutch solenoid valve Line pressure solenoid valve /D FF indicator lamp Starter relay Back-up lamp relay A B C TM CTRL SYSTEM DIAGRAM E F G I J K L CTRL SYSTEM UTLIE (WIT MAUAL MDE) The A/T senses vehicle operating conditions through various sensors or signals. It always controls the optimum shift position and reduces shifting and lock-up shocks. SESRS (or SIGALS) switch Accelerator pedal position sensor Closed throttle position signal Wide open throttle position signal Engine speed signal A/T fluid temperature sensor Revolution sensor Vehicle speed signal Manual mode switch signal Stop lamp switch signal Turbine revolution sensor ATF pressure switch signal TCM Shift control Line pressure control Lock-up control Engine brake control Timing control Fail-safe control Self-diagnosis CSULT-III communication line Duet-EA control CA system AWDIA0073GB ACTUATRS Input clutch solenoid valve Direct clutch solenoid valve Front brake solenoid valve igh and low reverse clutch solenoid valve Low coast brake solenoid valve Torque converter clutch solenoid valve Line pressure solenoid valve A/T CECK indicator lamp Starter relay Back-up lamp relay M TM-23

24 < FUCTI DIAGSIS > CTRL SYSTEM DIAGRAM A/T CTRL SYSTEM CA Communication AWDIA0074GB IFID: SYSTEM DESCRITI CA (Controller Area etwork) is a serial communication line for real time application. It is an on-vehicle multiplex communication line with high data communication speed and excellent error detection ability. Many electronic control units are equipped onto a vehicle, and each control unit shares information and links with other control units during operation (not independent). In CA communication, control units are connected with 2 communication lines (CA line, CA L line) allowing a high rate of information transmission with less wiring. Each control unit transmits/receives data but selectively reads required data only. For details, refer to LA-56, "CA System Specification Chart". TM-24

25 < FUCTI DIAGSIS > Input/utput Signal of TCM A/T CTRL SYSTEM IFID: A Input utput Control item *1: Spare for vehicle speed sensor A/T (revolution sensor) *2: Spare for accelerator pedal position signal *3: If these input and output signals are different, the TCM triggers the fail-safe function. *4: Used as a condition for starting self-diagnosis; if self-diagnosis are not started, it is judged that there is some kind of error *5: Input by CA communications *6: utput by CA communications Line ressure Control Line pressure control Vehicle speed control Shift control Lock-up control Engine brake control Fail-safe function (*3) Self-diagnostics function Accelerator pedal position signal (*5) X X X X X X X Vehicle speed sensor A/T (revolution sensor) X X X X X X X Vehicle speed sensor MTR (*1) (*5) X Closed throttle position signal (*5) X (*2) X X X X (*4) Wide open throttle position signal (*5) X X (*4) Turbine revolution sensor 1 X X X X X Turbine revolution sensor 2 (for 4th speed only) X X X X X Engine speed signals (*5) X X X X X X X Stop lamp switch signal (*5) X X X X (*4) A/T fluid temperature sensors 1, 2 X X X X X X ASCD peration signal (*4) X X X verdrive cancel signal X Direct clutch solenoid X X X X Input clutch solenoid X X X X igh and low reverse clutch solenoid X X X X Front brake solenoid X X X X Low coast brake solenoid (ATF pressure switch 2) X X X X X Line pressure solenoid X X X X X X X TCC solenoid X X X Self-diagnosis table (*6) X Starter relay X X IFID: When an input torque signal equivalent to the engine drive force is sent from the ECM to the TCM, the TCM controls the line pressure solenoid. B C TM E F G I J K L M TM-25

26 < FUCTI DIAGSIS > A/T CTRL SYSTEM This line pressure solenoid controls the pressure regulator valve as the signal pressure and adjusts the pressure of the operating oil discharged from the oil pump to the line pressure most appropriate to the driving state. LIE RESSURE CTRL IS BASED TE TCM LIE RESSURE CARACTERISTIC AT- TER The TCM has stored in memory a number of patterns for the optimum line pressure characteristic for the driving state. In order to obtain the most appropriate line pressure characteristic to meet the current driving state, the TCM controls the line pressure solenoid current value and thus controls the line pressure. ormal Control Each clutch is adjusted to the necessary pressure to match the engine drive force. CIA0007E Back-up Control (Engine Brake) When the select operation is performed during driving and the transmission is shifted down, the line pressure is set according to the vehicle speed. CIA0008E During Shift Change CIA0009E TM-26

27 < FUCTI DIAGSIS > A/T CTRL SYSTEM The necessary and adequate line pressure for shift change is set. For this reason, line pressure pattern setting corresponds to input torque and gearshift selection. Also, line pressure characteristic is set according to engine speed, during engine brake operation. A B C TM E F CIA0010E G At Low Fluid Temperature When the A/T fluid temperature drops below the prescribed temperature, in order to speed up the action of each friction element, the line pressure is set higher than the normal line pressure characteristic. I J Shift Control CIA0011E IFID: K The clutch pressure control solenoid is controlled by the signals from the switches and sensors. Thus, the clutch pressure is adjusted to be appropriate to the engine load state and vehicle driving state. It becomes possible to finely control the clutch hydraulic pressure with high precision and a smoother shift change characteristic is attained. L M CIA0012E SIFT CAGE The clutch is controlled with the optimum timing and oil pressure by the engine speed, engine torque information, etc. Shift Change System Diagram TM-27

28 < FUCTI DIAGSIS > A/T CTRL SYSTEM CIA0013E *1: Full phase real-time feedback control monitors movement of gear ratio at gear change, and controls oil pressure at real-time to achieve the best gear ratio. Lock-up Control IFID: The torque converter clutch piston in the torque converter is engaged to eliminate torque converter slip to increase power transmission efficiency. The torque converter clutch control valve operation is controlled by the torque converter clutch solenoid valve, which is controlled by a signal from TCM, and the torque converter clutch control valve engages or releases the torque converter clutch piston. Lock-up peration Condition Table (Without Manual Mode) Select lever D position 3 position 2 position Gear position Lock-up Slip lock-up Lock-up peration Condition Table (With Manual Mode) Select lever D position M position Gear position Lock-up Slip lock-up TRQUE CVERTER CLUTC CTRL VALVE CTRL Lock-up Control System Diagram Lock-up Released In the lock-up released state, the torque converter clutch control valve is set into the unlocked state by the torque converter clutch solenoid and the lock-up apply pressure is drained. In this way, the torque converter clutch piston is not coupled. TM-28 CIA0014E

29 < FUCTI DIAGSIS > A/T CTRL SYSTEM Lock-up Applied In the lock-up applied state, the torque converter clutch control valve is set into the locked state by the torque converter clutch solenoid and lock-up apply pressure is generated. In this way, the torque converter clutch piston is pressed and coupled. SMT LCK-U CTRL When shifting from the lock-up released state to the lock-up applied state, the current output to the torque converter clutch solenoid is controlled with the TCM. In this way, when shifting to the lock-up applied state, the torque converter clutch is temporarily set to the half-clutched state to reduce the shock. alf-clutched State The current output from the TCM to the torque converter clutch solenoid is varied to gradually increase the torque converter clutch solenoid pressure. In this way, the lock-up apply pressure gradually rises and while the torque converter clutch piston is put into half-clutched status, the torque converter clutch piston operating pressure is increased and the coupling is completed smoothly. Slip Lock-up Control In the slip region, the torque converter clutch solenoid current is controlled with the TCM to put it into the half-clutched state. This absorbs the engine torque fluctuation and lock-up operates from low speed. This raises the fuel efficiency for 4th and 5th gears at both low speed and when the accelerator has a low degree of opening. Engine Brake Control IFID: The forward one-way clutch transmits the drive force from the engine to the rear wheels. But the reverse drive from the rear wheels is not transmitted to the engine because the one-way clutch is idling. Therefore, the low coast brake solenoid is operated to prevent the forward one-way clutch from idling and the engine brake is operated in the same manner as conventionally. A B C TM E F G I J K L M The operation of the low coast brake solenoid switches the low coast brake switching valve and controls the coupling and releasing of the low coast brake. The low coast brake reducing valve controls the low coast brake coupling force. Control Valve FUCTI F CTRL VALVE ame Torque converter regulator valve ressure regulator valve ressure regulator plug ressure regulator sleeve Function SCIA1520E IFID: In order to prevent the pressure supplied to the torque converter from being excessive, the line pressure is adjusted to the optimum pressure (torque converter operating pressure). Adjusts the oil discharged from the oil pump to the optimum pressure (line pressure) for the driving state. TM-29

30 < FUCTI DIAGSIS > A/T CTRL SYSTEM Front brake control valve Accumulator control valve ilot valve A ilot valve B Low coast brake switching valve Low coast brake reducing valve -R accumulator Direct clutch piston switching valve igh and low reverse clutch control valve Input clutch control valve Direct clutch control valve TCC control valve TCC control plug TCC control sleeve Torque converter lubrication valve Cool bypass valve Line pressure relief valve -D accumulator Manual valve ame FUCTI F RESSURE SWITC Function When the front brake is coupled, adjusts the line pressure to the optimum pressure (front brake pressure) and supplies it to the front brake. (In 1st, 2nd, 3rd, and 5th gears, adjusts the clutch pressure.) Adjusts the pressure (accumulator control pressure) acting on the accumulator piston and low coast reducing valve to the pressure appropriate to the driving state. Adjusts the line pressure and produces the constant pressure (pilot pressure) required for line pressure control, shift change control, and lock-up control. Adjusts the line pressure and produces the constant pressure (pilot pressure) required for shift change control. During engine braking, supplies the line pressure to the low coast brake reducing valve. When the low coast brake is coupled, adjusts the line pressure to the optimum pressure (low coast brake pressure) and supplies it to the low coast brake. roduces the stabilizing pressure for when -R is selected. perates in 4th gear and switches the direct clutch coupling capacity. When the high and low reverse clutch is coupled, adjusts the line pressure to the optimum pressure (high and low reverse clutch pressure) and supplies it to the high and low reverse clutch. (In 1st, 3rd, 4th and 5th gears, adjusts the clutch pressure.) When the input clutch is coupled, adjusts the line pressure to the optimum pressure (input clutch pressure) and supplies it to the input clutch. (In 4th and 5th gears, adjusts the clutch pressure.) When the direct clutch is coupled, adjusts the line pressure to the optimum pressure (direct clutch pressure) and supplies it to the direct clutch. (In 2nd, 3rd, and 4th gears, adjusts the clutch pressure.) Switches the lock-up to operating or released. Also, by performing the lock-up operation transiently, lock-up smoothly. perates during lock-up to switch the torque converter, cooling, and lubrication system oil path. Allows excess oil to bypass cooler circuit without being fed into it. Discharges excess oil from line pressure circuit. roduces the stabilizing pressure for when -D is selected. Sends line pressure to each circuit according to the select position. The circuits to which the line pressure is not sent drain. ame ressure switch 2 (LC/B) Function Detects any malfunction in the low coast brake hydraulic pressure. When it detects any malfunction, it puts the system into fail-safe mode. TM-30

31 < FUCTI DIAGSIS > A/T Electrical arts Location A/T CTRL SYSTEM IFID: A B C TM E F G I J K L M AWDIA0075GB TM-31

32 < FUCTI DIAGSIS > A/T SIFT LCK SYSTEM System Description (With Manual Mode) A/T SIFT LCK SYSTEM IFID: The mechanical key interlock mechanism also operates as a shift lock: With the ignition switch turned to, the selector lever cannot be shifted from (parking) to any other position unless the brake pedal is depressed. With the key removed, the selector lever cannot be shifted from to any other position. The key cannot be removed unless the selector lever is placed in position. The shift lock and key interlock mechanisms are controlled by the -FF operation of the shift lock solenoid and by the operation of the rotator and slider located inside the key cylinder, respectively. Shift Lock System Electrical arts Location (With Manual Mode) IFID: AWDIA0076GB System Description (Without Manual Mode) IFID: The mechanical key interlock mechanism also operates as a shift lock: With the ignition switch turned to, the selector lever cannot be shifted from (parking) to any other position unless the brake pedal is depressed. With the key removed, the selector lever cannot be shifted from to any other position. The key cannot be removed unless the selector lever is placed in position. The shift lock and key interlock mechanisms are controlled by the -FF operation of the shift lock solenoid and by the operation of the rotator and slider located inside the key cylinder, respectively. TM-32

33 < FUCTI DIAGSIS > A/T SIFT LCK SYSTEM Shift Lock System Electrical arts Location (Without Manual Mode) IFID: A B C TM E F G WCIA0528E I J K L M TM-33

34 BARD DIAGSTIC (BD) SYSTEM < FUCTI DIAGSIS > BARD DIAGSTIC (BD) SYSTEM Introduction IFID: The A/T system has two self-diagnostic systems. The first is the emission-related on board diagnostic system (BD-II) performed by the TCM in combination with the ECM. The malfunction is indicated by the MIL (malfunction indicator lamp) and is stored as a DTC in the ECM memory but not the TCM memory. The second is the TCM original self-diagnosis indicated by the A/T CECK indicator lamp. The malfunction is stored in the TCM memory. The detected items are overlapped with BD-II self-diagnostic items. For detail, refer to TM-36, "CSULT-III Function (TRASMISSI)". BD-II Function for A/T System TM-34 IFID: The ECM provides emission-related on board diagnostic (BD-II) functions for the A/T system. ne function is to receive a signal from the TCM used with BD-related parts of the A/T system. The signal is sent to the ECM when a malfunction occurs in the corresponding BD-related part. The other function is to indicate a diagnostic result by means of the MIL (malfunction indicator lamp) on the instrument panel. Sensors, switches and solenoid valves are used as sensing elements. The MIL automatically illuminates in ne or Two Trip Detection Logic when a malfunction is sensed in relation to A/T system parts. ne or Two Trip Detection Logic of BD-II IFID: E TRI DETECTI LGIC If a malfunction is sensed during the first test drive, the MIL will illuminate and the malfunction will be stored in the ECM memory as a DTC. The TCM is not provided with such a memory function. TW TRI DETECTI LGIC When a malfunction is sensed during the first test drive, it is stored in the ECM memory as a 1st trip DTC (diagnostic trouble code) or 1st trip freeze frame data. At this point, the MIL will not illuminate. 1st Trip If the same malfunction as that experienced during the first test drive is sensed during the second test drive, the MIL will illuminate. 2nd Trip The Trip in the ne or Two Trip Detection Logic means a driving mode in which self-diagnosis is performed during vehicle operation. BD-II Diagnostic Trouble Code (DTC) IFID: W T READ DTC AD 1ST TRI DTC DTC and 1st trip DTC can be read by the following methods. ( with CSULT-III or GST) CSULT-III or GST (Generic Scan Tool) Examples: 0705, 0720 etc. These DTC are prescribed by SAE J2012. (CSULT-III also displays the malfunctioning component or system.) 1st trip DTC o. is the same as DTC o. utput of the diagnostic trouble code indicates that the indicated circuit has a malfunction. owever, in case of the Mode II and GST, they do not indicate whether the malfunction is still occurring or occurred in the past and returned to normal. CSULT-III can identify them as shown below, therefore, CSULT-III (if available) is recommended. Freeze Frame Data and 1st Trip Freeze Frame Data The ECM has a memory function, which stores the driving condition such as fuel system status, calculated load value, engine coolant temperature, short term fuel trim, long term fuel trim, engine speed and vehicle speed at the moment the ECM detects a malfunction. Data which are stored in the ECM memory, along with the 1st trip DTC, are called 1st trip freeze frame data, and the data, stored together with the DTC data, are called freeze frame data and displayed on CSULT-III or GST. The 1st trip freeze frame data can only be displayed on the CSULT-III screen, not on the GST. For detail, refer to TM-34. nly one set of freeze frame data (either 1st trip freeze frame data of freeze frame data) can be stored in the ECM. 1st trip freeze frame data is stored in the ECM memory along with the 1st trip DTC. There is no priority for 1st trip freeze frame data and it is updated each time a different 1st trip DTC is detected. owever, once freeze frame data (2nd trip detection/mil on) is stored in the ECM memory, 1st trip freeze frame data is no

35 < FUCTI DIAGSIS > BARD DIAGSTIC (BD) SYSTEM longer stored. Remember, only one set of freeze frame data can be stored in the ECM. The ECM has the following priorities to update the data. riority Both 1st trip freeze frame data and freeze frame data (along with the DTC) are cleared when the ECM memory is erased. W T ERASE DTC The diagnostic trouble code can be erased by CSULT-III, GST or ECM DIAGSTIC TEST MDE as described following. If the battery cable is disconnected, the diagnostic trouble code will be lost within 24 hours. When you erase the DTC, using CSULT-III or GST is easier and quicker than switching the mode selector on the ECM. The following emission-related diagnostic information is cleared from the ECM memory when erasing DTC related to BD-II. For details, refer to EC-54, "Emission-related Diagnostic Information" (VQ40DE), EC-523, "Emission-related Diagnostic Information" (VK56DE). Diagnostic trouble codes (DTC) 1st trip diagnostic trouble codes (1st trip DTC) Freeze frame data 1st trip freeze frame data System readiness test (SRT) codes Test values W T ERASE DTC (WIT CSULT-III) 1. The emission related diagnostic information in the TCM and ECM can be erased by selecting ALL Erase in the Description of FIAL CECK mode with CSULT-III. W T ERASE DTC (WIT GST) 1. If the ignition switch stays after repair work, be sure to turn ignition switch FF once. Wait at least 10 seconds and then turn it (engine stopped) again. 2. Select Mode 4 with the Generic Scan Tool (GST). For details refer to EC-83, "Generic Scan Tool (GST) Function" (VQ40DE), EC-552, "Generic Scan Tool (GST) Function" (VK56DE). W T ERASE DTC ( TLS) 1. Disconnect battery for 24 hours. 2. Reconnect battery. Malfunction Indicator Lamp (MIL) Items Misfire DTC: Freeze frame data Fuel Injection System Function DTC: 0171, 0172, 0174, Except the above items (Includes A/T related items) 3 1st trip freeze frame data DESCRITI The MIL is located on the instrument panel. 1. The MIL will light up when the ignition switch is turned without the engine running. This is a bulb check. If the MIL does not light up, refer to MWI-17, "WARIG LAMS/ IDICATR LAMS : System Diagram". 2. When the engine is started, the MIL should go off. If the MIL remains on, the on board diagnostic system has detected an engine system malfunction. IFID: A B C TM E F G I J K L M SEF217U TM-35