SECTION 5A

JATCO JF405E AUTOMATIC

TRANSAXLE
Caution : Disconnect the negative battery cable before removing or installing any electrical
unit or when a tool or equipment could easily come in contact with exposed electrical
erminals. Disconnecting this cable will help prevent personal injury and damage to the
vehicle. The ignition must also be in LOCK unless otherwise noted.
SPECIFICATIONS
General Specifications
. Definition
Transaxle Fluid Type ESSO JWS3314
Transaxle Fluid Capacity 4.78 L ( 5.05 qts )
Transaxle Gear Ratio
Gear Ratio
First 2.914
Second 1.525
Third 1.000
Fourth 0.725
Reverse 2.642
Fastener Tightening Specifications
Application N•m Lb-Ft Lb-In
Transaxle Lower Bolt and Nut 56-66 41-49 -
Torque Converter Bolts 17-20 13-15 -
Cover Plate Bolts 4-7 - 35-62
Rear Mounting Bracket Bolts 55-65 41-48 -
Reaction Rod Connection Nut and Bolt 75-85 55-63 -
Reaction Rod Nut and Bolt 75-85 55-63 -
Transaxle Upper Bolts 56-66 41-49 -
Ground Wire Bolt 27-30 20-22 -
Lower Hose Bracket Retaining Bolt 8-15 - 71-133
Housing Side Bracket Retaining Bolt 44 33 -
Case Side Bracket Retaining Bolt 13 - 115
Drain Plug 40 30 -
Side Cover to Mounting Bracket Bolts 55-65 41-48 -
Transaxle Mounting Bracket Cage Nuts 58-68 43-50 -
Transaxle Mounting Bracket Bolt 55-65 41-48 -
Cable Grommet Nuts 4-7 - 35-62
Cable Nut 6-8 - 53-71
 Application N•m Lb-Ft Lb-In
Gear Shift Lever Assembly Mounting Bolts 4-7 - 35-62
TCM Mounting Bolts 6-8 - 53-71
Oil Pump Cover Bolt 9 - 80
Band Servo Stem 3 - 27
Anchor End Nut 32.5 24 -
Side Cover Bolts 21 15 -
Manual Shaft Lock Bolt 7 - 62
Manual Plate Nut 13 10 -
TFT Sensor Bolt 8 - 71
Oil Pan Installation Bolts 13 10 -
Support Actuator Bolts 27 20 -
Parking Pawl Shaft Stopper Bolt 5 - 44
Oil Pump Bolts 13 10 -
Converter Housing Bolts 31 23 -
Vehicle Speed Sensor Bolt 7 - 62
Turbine Sensor Bolt 7 - 62
TR Switch Bolt 3.2 - 28
Oil Cooler Installation Bolt 35 26 -
Air Breather Cover Bolt 12 - 106
Oil Filler Tube Bolt 7 - 62
Select Cable Bracket Bolt 19 14 -
Harness Bracket Bolt 44 33 -
SPECIAL TOOLS
Special Tools Table

DT-47522
Valve Lifter Attachment

DT-47523
Valve Lifter
DT-47524
Low Clutch Spring Compressor

DT-47525
Reverse Clutch Spring Compressor
DT-47526
Low & Reverse Brake Spring Compressor

DT-47527
High Clutch Spring Compressor
DT-47528
Low One Way Clutch Installer

DT-47531
Output Gear Holder
DT-47532
Output Gear Locknut Remover/Installer

DT-47533
Input Shaft Oil Seal Installer
DT-47534
Differential Side Oil Seal Installer (Oil Pan
Side)

DT-47535
Differential Front Side Oil Seal Installer
DW240-010-02
Oil Pressure Gauge Adapter
SCHEMATIC DIAGRAMS
Transmission Control Module (1 of 2)
 Transmission Control Module (2 of 2)

 
 COMPONENT LOCATOR
Major Components (1 of 2)

1. Drive Plate Flange 15. Front Planetary Carrier Assembly

2. Drive Plate 16. Front Sun Gear Assembly
3. Rear Drive Plate 17. Low One-way Clutch Assembly
4. Torque Converter 18. High Clutch Hub Assembly
5. Oil Pump Assembly 19. High Clutch Assembly
6. Input Shaft Assembly 20. Bearing
7. Output Gear Assembly 21. Seal Ring
8. Reduction Gear Assembly 22. Reverse Clutch Assembly
9. Differential Assembly 23. Bearing Race
10. Low & Reverse Brake Assembly 24. Seal Ring
11. Low Clutch Assembly 25. Washer
12. Rear Internal Gear Assembly 26. Anchor End Pin
13. Rear Planetary Carrier Assembly 27. Brake Band
14. Rear Sun Gear 28. Band Servo Piston Assembly
 Major Components (2 of 2)

29. Converter Housing 37. Transmission Range(TR) Switch

30. Transmission Case 38. Control Valve Assembly

31. Transmission Side Cover 39. Solenoid Terminal

32. Magnet 40. Vehicle Speed Senser

33. Oil Pan 41. Oil Cooler

34. Oil Level Gauge/Oil Filler Tube 42. Turbine Sensor

35. Parking Lock Assembly 43. Air Brether Cover

36. Manual Shaft Assembly

 Oil Pump

1. Oil Pump Cover

2. Inner Rotor
3. Outer Rotor
4. Oil Pump Housing
 Reverse Clutch

1. Snap Ring
2. Retaining Plate
3. Reverse Clutch Plates
4. Friction Plates
5. Separator Plate
6. Snap Ring
7. Spring Retainer Assembly
8. Reverse Clutch Piston
9. O-Ring
10. Reverse Clutch Drum
 High Clutch

1. Snap Ring
2. Retaining Plate
3. High Clutch Plates
4. Friction Plates
5. Separator Plates
6. Snap Ring
7. Spring Retainer
8. Spring
9. High Clutch Piston
10. O-Ring
11. Bearing
12. Seal Ring
13. High Clutch Drum
 Low Clutch

1. Snap Ring
2. Retaining Plates
3. Low Clutch Plates
4. Friction Plates
5. Separator Plates
6. Cushion Plate
7. Snap Ring
8. Cancel Cover
9. Spring
10. Low Clutch Piston
11. O-Ring
12. Low Clutch Drum
 Low & Reverse Brake

1. Snap Ring
2. Retaining Plates
3. Low & Reverse Brake Plates
4. Friction Plates
5. Separator Plates
6. Cushion Plate
7. Snap Ring
8. Spring Retainer Assembly
9. Low & Reverse Brake Piston
10. O-Ring
 Bearing and Race Locations

1. Row & Reverse Brake

2. Low Clutch
3. Internal Gear
4. Rear Planetary Gear
5. Rear Sun Gear
6. Front Planetary Gear
7. Low One Way Clutch
8. Front Sun Gear Assembly
9. High Clutch Hub Assembly
10. High Clutch
11. Reverse Clutch
12. An Inseparable Bearing
13. Race-less Bearing (for side-cover side)
14. Race-less Bearing (for engine side)
15. A Separable Bearing
16. Plastic Bearing

   
DIAGNOSIS
Basic Knowledge Required
When carrying out troubleshooting of the automatic transaxle, check the transaxle in the vehicle
first to find the root of the problem, and then determine whether the transmission should be
disassembled or not.
Neglecting to follow this procedure will result in wasted time and may cause secondary
problems.
Automatic transaxle problems are categorized as follows:
1. Improper inspection or adjustment
2. Poor engine performance
3. Failure of hydraulic control mechanism
4. Failure of electric control unit
5. Mechanical failure in transmission

In order to properly diagnose the problem in the vehicle, try to determine as accurately as
possible from the customer the nature of the problem. Try to reproduce the problem if possible.
Diagnostics Troubleshooting
The transaxle system is equipped with a diagnostic function, which is an important key in
electrical troubleshooting. As for mechanical problems, if no error codes are detected by this
function, check and troubleshooting should be carried out referring to the "Symptom Diagnosis".
Primary Check
It is necessary to check whether or not the basic automatic transmission maintenance has been
carried out.
The maintenance details are outlined in the "Primary Check" and "Unit Inspection".
1. Power supply and voltage check
The battery voltage must be 10 - 14V when the engine is stopped.
2. Automatic transmission fluid(ATF) check
Check level and the fluid condition.
3. Stall test
Check the engine speed at stall in each range, and check the overall performance of the
automatic transaxle and the engine.
4. Oil pressure test
Measure the line pressure when idling and when the engine has stalled, and check the
functions of each component.
5. Ignition timing and idling engine speed check
Adjust these if they are not within the specified ranges.
If a problem occurs such as a "fluctuating engine speed", troubleshoot the engine first.
6. Select linkage check and adjustment
7. Throttle sensor check and adjustment
8. Road test
A road test is carried out to assess the problem properly and as a post maintenance check.
9. Electrical wiring check
Check that the connectors are securely attached, that the connector has neither become
rusty nor accumulated foreign objects, that the terminals are secure and have not become
distorted, in addition that wiring is clamped securely and has not become loose avoiding
contact with rotating, shaking or hot parts resulting in damage.
Factors Relating to the Problem
When troubleshooting, the service technician must endeavor to reproduce the problem. It is
important, therefore, to try, on the basis of the technical interview, to reproduce the set of
circumstances which lead to the problem (road, climate and driving conditions) initially. A patient
approach to achieving this end, reproducing factors such as vibration (by manually moving the
wire harness or relay), by creating heat (applying hot air) and by using water, is
necessary.Therefore, presuming that the assembly/parts may be the cause of the problem and using
a tester to check the various contributory factors will make it possible to determine the behavior
of the assembly/parts at the time the problem occurred.
TCM Terminal
TCM Terminal Layout

List of Terminal Names

Pin-no Signal-name Pin-no Signal-name
1 Pressure Control Solenoid 25 Ground for System
2 Ground Return 26 P Range Switch
3 Lock-up Solenoid 27 2 Range Switch
4 . 28 .
5 CAN-LOW (Twisted wire) 29 .
6 CAN-HI (Twisted wire) 30 .
7 . 31 .
8 Ground for Sensor 32 Vehicle Speed Sensor
9 Turbine Sensor (Shielded Wire) 33 K-LINE (Scantool)
10 Power Supply 34 1 Range Switch
11 Power Supply 35 D Range Switch
12 Diagnosis Lamp 36 R Range Switch
13 . 37 .
14 . 38 N Range Switch
 Pin-no Signal-name Pin-no Signal-name
15 . 39 .
16 . 40 Speedometer
17 Diagnosis Switch 41 .
18 Overdrive OFF Switch 42 .
19 Battery Backup 43 Ground for System
20 Shift Solenoid B 44 .
21 Shift Solenoid A 45 .
22 . 46 .
23 . 47 .
Transmission Fluid Temperature
24 . 48
(TFT) Sensor
List of Terminal Voltages (Engine Stopped, Ignition Switch ON)
Terminal-
Terminal name Terminal voltage
no
1 Pressure Control Solenoid 0V or 12V
2 Ground Return 0V
3 Lock-up Solenoid 0V or 12V
5 CAN-LOW This terminal is for serial
communication, good/no good judgment
by terminal voltage is not possible. Carry
6 CAN-HI out inspection according to the error .
code.
8 Ground for Sensor 0V
9 Turbine Sensor 0V
10, 11 Power Supply Battery Voltage
12 Diagnosis Lamp Battery Voltage
17 Diagnosis Switch Battery Voltage
Switch ON : Battery Voltage, Switch
18 Overdrive OFF Switch
OFF : 0V
19 Battery Backup Battery Voltage
20 Shift Solenoid B Battery Voltage
21 Shift Solenoid A Battery Voltage
25 Ground for System 0V
26 P Range Switch Battery Voltage in "P" Range
27 2 Range Switch Battery Voltage in "2" Range
32 Vehicle Speed Sensor 0 or 12V
33 K-LINE Battery Voltage
34 1 Range Switch Battery Voltage in "1" Range
35 D Range Switch Battery Voltage in "D" Range
36 R Range Switch Battery Voltage in "R" Range
Terminal-
Terminal name Terminal voltage
no
38 N Range Switch Battery Voltage in "N" Range
40 Speedometer 0 or 12V
43 Ground for System 0V
0~2.5V at the terminal with the shift
48 TFT Sensor
solenoid connector removed
Primary Check
Be sure to carry out this check before carrying out any other.
Do not replace, add to or adjust the level of the automatic transaxle fluid (ATF) before carrying
out the reproducing test of the problem.
Automatic Transmission Fluid (ATF) Level and Condition

1. Drive the vehicle until the ATF reaches normal temperature (70-80°C). This temperature
will be reached after approximately 5 km of urban driving.
2. Park the vehicle on level ground and apply the parking brake while the engine is idling.
Move the select lever slowly from "P" to "1" and then move it back to "P".
3. While the engine is running, pull out the oil level gauge, wipe it clean with a paper towel
and insert it to check the ATF level. The level of the fluid should be within the range
specified on the level gauge. If the level is too low, add the recommended ATF. Check
the ATF for abnormal smell, foreign matter, or discoloration.

Notice :

• The fluid level changes before and after the engine is warmed up. Be sure to follow the
procedure above when carrying out this check.
• Before carrying out the check, be sure to wipe away dirt and grime from around the level
gauge to prevent anything from entering the transaxle.

Recommended fluid : ESSO JWS3314

ATF Level
The fluid level should be within the specified range. If the level is low, visually check the
transaxle for leakage.
ATF Condition
Normal fluid is red and has moderate viscosity. If the fluid has become dark, very viscous, or
smells abnormally (a burnt smell), carry out the road, stall, and oil pressure tests. If the vehicle
operates normally, change the fluid and carry out the road test again.
If the fluid has become light in color, the oil cooler may be damaged.
Time Lag
Notice :

• In this test, be sure to wait for at least one minute after moving the select lever back to
"N" range before starting the next measurement.
• Be sure to take the measurement when the engine is fully warmed up.

1. After checking the fluid level, position scotches at the front and rear wheels securely and
depress the foot brake.
 2. Start the engine and move the select lever from "N" to "D". Using a stop watch, measure
the time it takes from this point until shift shock is felt.
3. Similarly, measure the time lag from "N" to "R" range.

Time lag standard :

"N" range → "D" range : 0.6 sec.
"N" range → "R" range : 0.9 sec.
Criteria
Result Probable cause
• Low clutch slip
Time lag in shifting from "N" to "D" • One-way clutch slip
exceeds the specified level. • Damage of the
clutch piston oil seal
• Low & reverse • Low line pressure
brake slip
Time lag in shifting from "N" to "R" • Reverse clutch slip
exceeds the specified level. • Damage of the brake
or clutch piston oil
seal
Stall Speed
Notice :
• Do not hold the stall condition for longer than 5 seconds at a time.
• Be sure to cool the transaxle, idling for at least 30 seconds before starting the next test.

1. Check the ATF level and condition.

2. Position scotches at the front and rear wheels and apply the parking brake fully.
3. Attach an engine tachometer.
4. Start the engine. Move the select lever to "D" and depress the accelerator pedal while
monitoring the engine speed. Quickly read the engine speed (stall speed) at the point that
the engine speed becomes constant (stall point).
5. Carry out this test in "D" and "1" also.

Stall speed (rpm): 2,700

Criteria
Result Probable cause
• Insufficient engine output
Lower than the specified level in all ranges
• Faulty torque converter
• One-way clutch slip
Higher than the specified level in "D" and "2"
• Low clutch slip
Higher than the specified level in "D", "2", and "1" • Low clutch slip
• Reverse clutch slip
Higher than the specified level in "R"
• Low & reverse brake slip
Higher than the specified level in "R" and "1" • Low & reverse brake slip
• Low line pressure
Higher than the specified level in all ranges • Faulty oil pump
• Faulty pressure regulator
Oil Pressure

1. Check the ATF level and condition.

2. Attach DW240-010-02 to the oil pressure inspection hole in the transaxle case.
3. Position scotches at the front and rear wheels and apply the parking brake fully.
4. Start the engine and depress the foot brake. Measure oil pressure in "D" and "R" ranges
when idling and when the engine has stalled.

Notice :

• Ensure that the ATF does not leak after installing the oil pressure gauge.
• Do not hold the stall condition for longer than 5 seconds at a time. Be sure to cool the
transaxle, idling for at least 30 seconds before starting the next test.

Oil Pressure Standard [kPa{kgf/cm²}]

Engine operation "D" range "R" range
Idling 390 {4.0} 390 {4.0}
Stall 1210 {12.3} 1580 {16.1}
When measuring the oil pressure, remove the plug in the following diagram and attach the
pressure meter.
Criteria
Probable cause
Result
"D" range "R" range
Higher than the specified oil pressure
when idling • Faulty valve body
.
Higher than the specified oil pressure
when the engine has stalled
• Damaged reverse
Lower than the specified oil pressure • Faulty oil pump clutch piston oil seal
when idling • Damaged low • Damaged low &
Lower than the specified oil pressure clutch piston oil seal reverse brake piston
when the engine has stalledstalled oil seal

Road Test
A road test is carried out to assess the problem accurately and as a post-maintenance check.

1. Check the ATF level and condition.

2. Drive the vehicle to check that the shift points concur with the shift diagram.

Check that neither shift shock nor noise occur.

Notice :

• When carrying out the road test, pay attention to the traffic situation and keep safety in
mind.
• The shift diagram shows the speeds at which shifting starts. The vehicle speed at which
shifting has been completed when accelerating differs 2-8 km/h from that of the diagram.
Shift Diagram
"P" Range Test
Check
1. Park the vehicle on an upward slope. (with more than 5°C) and select "P" range. Release
the parking brake to check that the vehicle does not move.
2. Under the same conditions, check that the vehicle moves when the selector lever is
moved from "P" range to the other ranges.
3. Similarly, carry out the test on a downward slope.

Unit Inspection
Automatic Transmission Fluid (ATF) Replacement
1. Remove the drain plug and drain the ATF while the engine is stopped.
Notice : The fluid can not be drained completely.
2. Replace the drain plug and tighten it to 40 N•m (30 lb-ft).
3. Replace the same quantity of the specified fluid as was drained from the filler tube.
Specified ATF : ESSO JWS3314
Reference: Total quantity of fluid : 4.78L
Notice :
• Do not mix different kinds of oil.
• Using a different type of ATF may cause problems with the clutch and brake.

4. Start the engine and allow it to idle for at least five minutes.
5. Lift up the vehicle. Drive the engine gradually until the engine speed reaches
approximately 50 km/h in the "D" range; then depress the brake pedal to allow the engine
to idle. Release the brake for about 10 seconds in the "R" range, and depress the brake
again to allow the engine to idle. Repeat this sequence of steps two or three times.
6. Repeat steps 1-5 above twice.
7. Now check the ATF level.
Notice : The fluid level check must be carried out while the engine idles and after the
transaxle has warmed up.
Transmission Range (TR) Switch
Removal (Dismount the automatic transaxle from the vehicle and disassemble it with the
manual shaft attached.)

1. Punch the spring pin and remove the select lever assembly.
2. Remove the TR switch fixing bolt and the TR switch.

Adjustment will be necessary after installation.

Adjustment

1. Position the select lever assembly to "N".

2. Loosen the TR switch fixing bolt.
3. Fix the select lever assembly by inserting a 4 mm pin (drill) into the location holes of the
assembly and the TR switch.
4. Tighten the fixing bolt to 3.2 N•m (28 lb-in).

Check
Check the TR switch to ensure that the continuity in each position corresponds to the following
table.
Vehicle Speed Sensor
Check

1. Move the select lever to the "N" range and release the parking brake.
2. Lift up the vehicle until the wheels leave the ground.
3. Connect the resistor (1 - 10 kΩ) between the power terminal and the speedometer
terminal of the speed sensor connector. Then connect the circuit tester.
4. Turn the the wheels. (recommended to turn by hand)

The circuit tester should output 0V and 12V alternately. If it does not, replace the speed sensor.
Turbine Sensor
Check

1. Remove the turbine sensor connector.

2. Check the resistance between terminals of the turbine sensor. If the resistance is too low
or too high, replace the turbine sensor.

Resistance: 540Ω (20°C)

Shift Solenoid
Check

1. Remove the solenoid connector.

2. Apply battery voltage to the terminals of shift solenoids A and B. Ensure that you hear an
operation click from inside the transmission case.
3. Check the resistance between the terminal of shift solenoids A, B and the transmission
case. If the resistance is too low or too high, replace the shift solenoid in question. For
replacement details, refer to the "Valve body" section.

Resistance: approximately 25Ω (20°C)

Line Pressure Control Solenoid
Check

1. Remove the solenoid connector.

2. Check the resistance between the terminal of the line pressure solenoid and the
transmission case. If the resistance is too low or too high, replace the line pressure
solenoid.For replacement details, refer to the "Valve body" section.

Resistance: 2.9Ω (20°C)

Lock-up Solenoid
Check

1. Remove the solenoid connector.

2. Check the resistance between the terminal of the lock-up solenoid and the transmission
case. If the resistance is too low or too high, replace the lock-up solenoid. For
replacement details, refer to the "Valve body" section.

Resistance: 13Ω (20°C)

Transmission Fluid Temperature (TFT) Sensor
Check

1. Remove the solenoid connector.

2. Check the resistance between the terminals of the TFT sensor, the TFT sensor ground,
and the ground. If the resistance is too low or too high, replace the TFT sensor. For
replacement details, refer to the "Valve body" section.

Resistance:
20°C: approximately 2.5 kΩ
50°C: approximately 0.82 kΩ
80°C: approximately 0.325 kΩ
 Valve Body

Removal Procedure

1. Remove the MINUS terminal of the battery.

2. Remove the drain plug to drain the transmission fluid.
3. Remove the oil pan.
4. Remove the terminal from the solenoid.
5. Remove the TFT temperature sensor installation bolt.
6. Remove the strainer.
7. Remove the valve body assembly and the shift solenoid.

Notice : Since the fluid remains inside the assembly, place a receptacle under the
transmission when removing the oil pan.
Installation Procedure
Installation should be carried out following the steps for removing the pan in reverse order,
tightening according to the torque below.
Replace the transmission fluid and then check the level of the fluid.
Tighten
♠ A: Shift solenoid bolt - 8 N • m (71 lb-in)
♦ B: Valve body installation bolt - 8 N • m (71 lb-in)
C: Strainer installation bolt - 8 N • m (71 lb-in)
D: Drain plug - 40 N • m (30 lb-ft)
Precautions When Disassembling and Reassembling Transmissions
Because automatic transaxles consist of precision parts, pay attention to the following during
assembly and disassembly:

• Carry out disassembly in a clean, dust-free location.

• Place a rubber mat on the bench; be careful not to scratch the parts.
• Do not use gloves or wastes. (Use nylon cloth or paper towels.)
• When disassembling the case connecting section, do not force anything with a
screwdriver or similar tool; gently knock the parts of the case with a rubber-headed
hammer to remove them.
• Before disassembling, clean the external of the transaxle. (To prevent any contamination
from entering the transaxle)
• Clean the disassembled parts with transmission fluid or kerosene, and check the oil
passages by blowing air. (Be careful not to allow the transmission fluid or kerosene to
splash or spill.) Clean the disk, brake band, resin washer and rubber parts using the
transmission fluid.
• Replace the gasket, oil seal, and the "O" and "D" rings with new ones.
• Apply the transmission fluid to the sliding and rotating sections before reassembly.
• Use new disc and brake band after soaking them in transmission fluid for more than two
hours.
• Do not use the oils other than those specified.

Inspections and Measures

Item Points to be inspected Measure
Replace parts.
Scratches and burrs
Put wire through or
Inspections of casting parts and Clogged oil passages
blow air to clean.
machining parts Remainings of gasket
Remove the gasket.
Cracked parts
Replace parts.
Those that do not turn smoothly Replace
Inspection of bearings
Streaks, pitching, scratches, cracks Replace
Inspection of bush and thrust washer Scratches, burrs, wears, scorch Replace
Scratches and hardened material on
seal ring Replace
Inspection of oil seal and gasket Peripheral and lateral wear of seal Replace
ring Replace
Piston seal ring, oil seal, gasket
Scratches or burrs Replace
Inspection of gear
Teeth worn considerably Replace
Inspection of spline Burrs, scratches, deformation Replace
Wear, scratches, deformation
Inspection of snap ring Replace
Parts with no interference
Inspection of screws Burrs, damaged parts Replace
Inspection of spring Settling, scorching Replace
 Item Points to be inspected Measure
Inspection of clutch disk and brake Wear, scorching, plate warp, crack,
Replace
disk distortion, damaged claw
Inspection of clutch plate and brake Wear, scorch, distortion, damaged
Replace
plate claw
Inspection of seal face (Face where Scratches, dry spots, wear Replace
the lip touches) Clogged with foreign matter Repair
 

   
 SYMPTOM DIAGNOSIS
Troubleshooting Matrix According to Trouble Symptoms

▲ : Less probable cause

Note : If the interior of the automatic transaxle is damaged, it may cause contamination to
enter the oil cooler and may cause clogging. Check the transaxle internally, and , if
necessary, clean and/or replace the problem components.
 Vehicle Will not Move in Any Range
Probable Cause

• Low line pressure

• Incorrect Automatic Transmission Fluid(ATF)
• Incorrect select linkage adjustment
• Broken or damaged oil pump
• Malfunction of torque converter
• Error in control valve spool sliding
• Damage to gear(s)
• Faulty parking release
• Faulty engine system

Step Check Action

Carry out an engine performance
check to ensure that the engine is
. .
behaving normally. Then proceed
with the transaxle check.
YES Go to the next step.
Is the ATF level correct Adjust the ATF level as
1 when checked during the specified.
primary check? . NO *If the ATF is burnt or
dirty, replace the transaxle
assembly.
Is there any slippage in the YES Go to the next step.
select linkage when
2
checked during the primary . NO Adjust the select linkage.
check?
Check the following: (Transaxle disassembly)

• Damage to each of the gears (Output gear, idle

YES gear, and differential gear)
• Torque converter
• Operation of the parking mechanism
Is the measured line
3 pressure within the Check the following:
specified range? (Transaxle disassembly)

• Damage to or wear
. NO
of the oil pump
• Operation of the
control valve spool
 Vehicle Will not Move in "D" or "2"
Probable Cause
• Low clutch slip
• Low one-way clutch slip

Step Check Action

Check the following: (Transaxle
disassembly)
In the case where the ATF level and the
. line pressure measured in the primary • Burn or wear of the low clutch
check are correct: • Operation of the low one-way
clutch

Vehicle Will not Move in "D", "2", or "1"

Probable Cause
• Low clutch slip
• Low & reverse brake slip

Step Check Action

Check the following: (Transaxle
disassembly)
In the case where the ATF level and the
. line pressure measured in the primary • Burn or wear of the low clutch
check are correct: • Burn or wear of the low & reverse
brake

Vehicle Will not Move in "R"

Probable Cause
• Reverse clutch slip
• Low & reverse brake slip

Step Check Action

Check the following: (Transaxle
disassembly)
In the case where the ATF level and the
. line pressure measured in the primary • Burn or wear of the reverse clutch
check are correct: • Burn or wear of the low & reverse
brake
 Vehicle Moves in "N"
Probable Cause
• Sticking of the low clutch resulting from burning or malfunction

Step Check Action

Check the following: (Transaxle
In the case where the select linkage disassembly)
. adjustment checked in the primary check
is correct: • Operation of the low clutch

Lower Than Normal Maximum Speed and/or Poor Acceleration

Probable Cause

• Faulty TCM
• Faulty over drive switch
• Faulty TFT sensor
• Faulty pressure control solenoid
• Faulty shift solenoid
• Damage to or wear of oil pump
• Malfunction of torque converter
• Error in control valve spool sliding
• Slip or malfunction of high clutch
• Slip or malfunction of 2-4 brake band

Step Check Action

According to the diagnostic trouble code
check, verify the following parts:

• Over drive switch (No diagnosis

YES code)
Has the diagnostic trouble code been • TFT sensor
1
output during the primary check? • Pressure control solenoid
• Shift solenoid

Go to
. NO
Step 2
Is the problem rectified by replacing YES Replace the TCM.
2 the TCM with that of the same Go to
vehicle type? . NO
Step 3
Check the following: (Transaxle
disassembly)
Disassemble the transaxle and check the
3 • Disassemble the oil pump assembly
interior.
and check it for damage or wear.
• Check the sliding of the control
valve spool.
 Step Check Action
• Check operation of the high clutch
and check the plates for burning.
• Check operation of the 2-4 brake
band and check the band for
burning.

4 If no faults are detected in step 3. Replace the torque converter.

No Shift in Any Range. No 1-2 Shift-up

Probable Cause
• Improper positioning of TR switch
• Fault in TR switch itself
• Malfunction of shift solenoid A
• Malfunction of shift solenoid B
• Faulty vehicle speed sensor
• Faulty TCM
• Malfunction of 2-4 brake band
• Malfunction of control valve spool

Step Check Action

According to the diagnostic trouble code check,
verify the following parts:
• Shift solenoid A
Has the diagnostic trouble code • Shift solenoid B
YES
1 been output during the primary • Vehicle speed sensor
check? • Positioning of TR switch and short or open
circuit inside the switch.

. NO Go to Step 2
Is the problem rectified by YES Replace the TCM.
2 replacing the TCM with that of
the same vehicle type? . NO Go to Step 3
Check the following: (Transaxle disassembly)
YES • Operation of the 2-4 brake band

Check the
following:
Is the line pressure measured (Transaxle
3 during the primary check within disassembly)
the specified range? • Operation
. NO
of the
control
valve
spool
 No 2-3 Shift-up
Probable Cause

• Improper positioning of TR switch

• Fault in TR switch itself
• Malfunction of shift solenoid B
• Malfunction of high clutch
• Malfunction of control valve spool

Step Check Action

According to the diagnostic trouble code check,
verify the following parts:
Has the diagnostic trouble code YES • Shift solenoid B
1 been output during the primary • Positioning of the TR switch and short or
check? open circuit inside the switch.

. NO Go to Step 2
Check the following: (Transaxle disassembly)
YES
• Operation of the high clutch

Check the
following:
Is the line pressure measured (Transaxle
2 during the primary check within disassembly)
the specified range?
. NO • Operation
of the
control
valve
spool

No 3-4 Shift-up
Probable Cause

• Fault in TR switch itself

• Malfunction of shift solenoid A
• Malfunction of shift solenoid B
• Faulty over drive switch
• Faulty TFT sensor
• Faulty TCM
• Malfunction of control valve spool
Step Check Action
According to the diagnostic trouble code check,
verify the following parts:
• Shift solenoid A
Has the diagnostic trouble code • Shift solenoid B
YES
1 been output during the primary • TFT sensor
check? • Over drive switch (No diagnosis code)
• Short or open circuit inside TR switch

. NO Go to Step 2
YES Replace the TCM.
Check the
Is the problem rectified by following:
2 replacing the TCM with that of (Transaxle
the same vehicle type? . NO disassembly)
• Operation of
the control
valve spool
Shift Point is High or Low
Probable Cause

• Error in throttle position sensor

• Faulty vehicle speed sensor
• Malfunction of control valve spool

Step Check Action

According to the diagnostic trouble code
check, verify the following parts:
Has the diagnostic trouble code YES
1 been output during the primary • Vehicle speed sensor
check?
Go to
. NO
Step 2
Check the following: (Transaxle disassembly)
YES
• Operation of the control valve spool
In response to the throttle opening
angle is the throttle voltage of the Adjust
2 throttle position sensor within the the
specified range in the primary mounting
check? angle of
. NO
the
throttle
position
sensor.
 Lock-up does Not Operate
Probable Cause

• Faulty TCM
• Fault in TR switch itself
• Engine speed sensor
• Faulty turbine sensor
• Malfunction of lock-up solenoid
• Faulty speed sensor
• Faulty TFT sensor
• Malfunction of control valve spool
• Malfunction of torque converter

Step Check Action

According to diagnostic trouble code check, verify
the following parts:

• Lock-up solenoid
Has the diagnostic trouble code • Engine speed sensor
YES
1 been output during the primary • TFT sensor
check? • Vehicle speed sensor
• Turbine sensor
• Short or open circuit inside TR switch

. NO Go to Step 2
YES Replace the TCM.
Check the
following:
(Transaxle
Is the problem rectified by disassembly)
2 replacing the TCM with that of
the same vehicle type? . NO • Operation
of the
control
valve
spool

In the case where no faults are

3 Replace the torque converter.
detected in steps 1 and 2.
 Clutch Slips When Vehicle Starts in Forward Ranges
Probable Cause
• Low line pressure
• Incorrect adjustment of select linkage
• Error in throttle position sensor
• ATF level out of specification
• Malfunction of pressure control solenoid
• Malfunction of low clutch
• Malfunction of low one-way clutch
• Malfunction of control valve spool

Step Check Action

Carry out an engine performance
check to ensure that the engine is
. .
behaving normally. Then proceed with
the transaxle check.
According to the diagnostic trouble code check,
Has the diagnostic trouble code YES verify the following parts:
1 been output during the primary • Pressure control solenoid
check?
. NO Go to Step 2
YES Go to Step 3
Adjust the ATF
level as
specified.
• If the
Is the ATF level correct when ATF is
2 checked during the primary burnt or
check? . NO
dirty,
replace
the
transaxle
assembly.

Were any faults detected in the YES Check and adjust the select linkage.
3 select linkage during the primary
check? . NO Go to Step 4
In response to the throttle Adjust the mounting angle of the throttle position
YES
opening angle, is the throttle sensor.
4 voltage of the throttle position
sensor within the specified range . NO Go to Step 5
in the primary check?
Check the following: (Transaxle disassembly)
Is the line pressure measured
• Operation of the low clutch
5 during the primary check within YES
• Operation of the low one-way clutch
the specified range?
Step Check Action
Check the
following:
(Transaxle
disassembly)

. NO • Operation
of the
control
valve
spool

Clutch Slips When Vehicle Starts in the Reverse Range

Probable Cause

• Low line pressure

• Incorrect adjustment of select linkage
• Error in throttle position sensor
• ATF level out of specification
• Malfunction of pressure control solenoid
• Malfunction of low & reverse brake
• Malfunction of reverse clutch
• Malfunction of control valve spool

Step Check Action

Carry out an engine performance
check to ensure that the engine is
. .
behaving normally. Then proceed with
the transaxle check.
According to the diagnostic trouble code check,
Has the diagnostic trouble code YES verify the following parts:
1 been output during the primary • Pressure control solenoid
check?
. NO Go to Step 2
YES Go to Step 3
Adjust the ATF
level as
specified.
• If the
Is the ATF level correct when
2 checked during the primary ATF is
check? . NO burnt or
dirty,
replace
the
transaxle
assembly.
3 YES Check and adjust the select linkage.
Step Check Action
Were any faults detected in the
select linkage during the primary . NO Go to Step 4
check?
In response to the throttle Adjust the mounting angle of the throttle position
YES
opening angle, is the throttle sensor.
4 voltage of the throttle position
sensor within the specified range . NO Go to Step 5
in the primary check?
Check the following: (Transaxle disassembly)

YES • Operation of the low & reverse brake

• Operation of the reverse clutch

Check the
Is the line pressure measured following:
5 during the primary check within (Transaxle
the specified range? disassembly)

. NO • Operation
of the
control
valve
spool

Clutch Slips in 1-2 Shift-up

Probable Cause

• Low line pressure

• Incorrect adjustment of select linkage
• Error in throttle position sensor
• ATF level out of specification
• Malfunction of pressure control solenoid
• Malfunction of low clutch
• Malfunction of 2-4 brake band
• Malfunction of control valve spool

Step Check Action

Carry out an engine performance
check to ensure that the engine is
. .
behaving normally. Then proceed with
the transaxle check.
According to the diagnostic trouble code check,
Has the diagnostic trouble code verify the following parts:
1 been output during the primary YES
check? • Pressure control solenoid
Step Check Action
. NO Go to Step 2
YES Go to Step 3
Adjust the ATF
level as
specified.

Is the ATF level correct when • If the

2 checked during the primary ATF is
check? . NO burnt or
dirty,
replace
the
transaxle
assembly.

Were any faults detected in the YES Check and adjust the select linkage.
3 select linkage during the primary
check? . NO Go to Step 4
In response to the throttle Adjust the mounting angle of the throttle position
YES
opening angle, is the throttle sensor.
4 voltage of the throttle position
sensor within the specified range . NO Go to Step 5
in the primary check?
Check the following: (Transaxle disassembly)

YES • Operation of the low clutch

• Operation of the 2-4 brake band

Check the
Is the line pressure measured following:
5 during the primary check within (Transaxle
the specified range? disassembly)

. NO • Operation
of the
control
valve
spool
 Clutch Slips in 2-3 Shift-up
Probable Cause

• Low line pressure

• Incorrect adjustment of select linkage
• Error in throttle position sensor
• ATF level out of specification
• Malfunction of pressure control solenoid
• Malfunction of low clutch
• Malfunction of high clutch
• Malfunction of control valve spool

Step Check Action

Carry out an engine performance
check to ensure that the engine is
. .
behaving normally. Then proceed with
the transaxle check.
According to the diagnostic trouble code check,
Has the diagnostic trouble code YES verify the following parts:
1 been output during the primary • Pressure control solenoid
check?
. NO Go to Step 2
YES Go to Step 3
Adjust the ATF
level as
Is the ATF level correct when specified.
• If the ATF is
2 checked during the primary
check? . NO burnt or dirty,
replace the
transaxle
assembly.

Were any faults detected in the YES Check and adjust the select linkage.
3 select linkage during the primary
check? . NO Go to Step 4
In response to the throttle Adjust the mounting angle of the throttle position
YES
opening angle, is the throttle sensor.
4 voltage of the throttle position
sensor within the specified range . NO Go to Step 5
in the primary check?
Check the following: (Transaxle disassembly)
• Operation of the low clutch
Is the line pressure measured in YES
• Operation of the high clutch
5 the primary check within the
specified range?
Check the
. NO
following:
Step Check Action
(Transaxle
disassembly)
• Operation
of the
control
valve
spool

Clutch Slips in 3-4 Shift-up

Probable Cause

• Low line pressure

• Incorrect adjustment of select linkage
• Error in throttle position sensor
• ATF level out of specification
• Malfunction of pressure control solenoid
• Malfunction of high clutch
• Malfunction of 2-4 brake band
• Malfunction of control valve spool

Step Check Action

Carry out an engine performance
check to ensure that the engine is
. .
behaving normally. Then proceed with
the transaxle check.
According to the diagnostic trouble code check,
verify the following parts:
Has the diagnostic trouble code YES
1 been output during the primary • Pressure control solenoid
check?
. NO Go to Step 2
YES Go to Step 3
Adjust the ATF
level as
specified.

Is the ATF level correct when • If the

2 checked during the primary ATF is
check? . NO burnt or
dirty,
replace
the
transaxle
assembly.

3 YES Check and adjust the select linkage.

Step Check Action
Were any faults detected in the
select linkage during the primary . NO Go to Step 4
check?
In response to the throttle Adjust the mounting angle of the throttle position
YES
opening angle, is the throttle sensor.
4 voltage of the throttle position
sensor within the specified range . NO Go to Step 5
in the primary check?
Check the following: (Transaxle disassembly)

YES • Operation of the high clutch

• Operation of the 2-4 brake band

Check the
Is the line pressure measured following:
5 during the primary check within (Transaxle
the specified range? disassembly)

. NO • Operation
of the
control
valve
spool

No Engine Braking in "1"

Probable Cause

• Low line pressure

• ATF level out of specification
• Incorrect adjustment of select linkage
• Incorrect positioning of TR switch
• Faulty TCM
• Malfunction of shift solenoid A
• Malfunction of shift solenoid B
• Malfunction of low clutch
• Malfunction of low & reverse brake
• Malfunction of control valve spool

Step Check Action

Carry out an engine performance
check to ensure that the engine is
. .
behaving normally. Then proceed with
the transaxle check.
According to the diagnostic trouble code check,
1 YES
verify the following parts:
Step Check Action

• Shift solenoid A
Has the diagnostic trouble code • Shift solenoid B
been output during the primary • Positioning of the TR switch
check?
. NO Go to Step 2
YES Go to Step 3
Adjust the ATF
level as
specified.

• If the
Is the ATF level correct when ATF is
2
checked in the primary check? . NO burnt or
dirty,
replace
the
transaxle
assembly.

Were any faults detected in the YES Check and adjust the select linkage.
3 select linkage during the primary
check? . NO Go to Step 4
Is the problem rectified by YES Replace the TCM.
4 replacing the TCM with that of
the same vehicle type? . NO Go to Step 5
Check the following: (Transaxle disassembly)

YES • Operation of the low clutch

• Operation of the low & reverse brake

Check the
Is the line pressure measured following:
5 during the primary check within (Transaxle
the specified range? disassembly)

. NO • Operation
of the
control
valve
spool
 Harsh Shock in 1-2 Shift-up
Probable Cause

• Low or high line pressure (shifting out of specification)

• Error in throttle position sensor
• Incorrect adjustment of 2-4 brake band
• Breakage of or damage to oil pump
• Faulty TFT sensor
• Malfunction of pressure control solenoid
• Error in control valve spool sliding
• Malfunction of 1-2 accumulator
• Faulty TCM

Step Check Action

According to the diagnostic trouble code check,
verify the following parts:
Has the diagnostic trouble code • TFT sensor
YES
1 been output during the primary • Pressure control solenoid
check? • Throttle position sensor

. NO Go to Step 2
In response to the throttle YES Go to Step 3
opening angle, is the throttle
2 voltage of the throttle position Adjust the mounting
sensor within the specified range . NO angle of the throttle
in the primary check? position sensor.
Check whether the problem is rectified by
replacing the TCM with that of the same vehicle
type.
3 Check the TCM itself. • If the problem is rectified, replace the
TCM.
• If not, Go to Step 4

Check the following: (Transaxle disassembly)

• Return at the 2-4 brake band adjustment
YES
• Operation of the 1-2 accumulator

Check the following:

Is the line pressure measured (Transaxle
4 during the primary check within disassembly)
• Damage to or
the specified range?
wear of the oil
. NO
pump
• Operation of the
control valve
spool
 Harsh Shock in 2-3 Shift-up
Probable Cause

• Low or high line pressure (shifting out of specification)

• Error in throttle position sensor
• Malfunction of high clutch
• Breakage of or damage to oil pump
• Faulty TFT sensor
• Malfunction of pressure control solenoid
• Error in control valve spool sliding
• Malfunction of servo release accumulator
• Faulty TCM
• No steel ball in control valve

Step Check Action

According to the diagnostic trouble code check,
verify the following parts:
Has the diagnostic trouble code • TFT sensor
YES
1 been output during the primary • Pressure control solenoid
check? • Throttle position sensor

. NO Go to Step 2
In response to the throttle YES Go to Step 3
opening angle, is the throttle
2 voltage of the throttle position Adjust the mounting
sensor within the specified range . NO angle of the throttle
in the primary check? position sensor.
Check whether the problem is rectified by
replacing the TCM with that of the same vehicle
type.
3 Check the TCM itself. • If the problem is rectified, replace the
TCM.
• If not, Go to Step 4

Check the following: (Transaxle disassembly)

• Operation of the high clutch
YES
• Operation of the servo release accumulator

Check the following:

Is the line pressure measured (Transaxle
4 during the primary check within disassembly)
the specified range?
. NO • Damage or wear
of the oil pump
• Operation of
the control
valve spool
Step Check Action
• No steel ball
in the control
valve

Harsh Shock in 3-4 Shift-up

Probable Cause

• Low or high line pressure (shifting out of specification)

• Error in throttle position sensor
• Malfunction of 2-4 brake band
• Breakage of or damage to oil pump
• Faulty TFT sensor
• Malfunction of pressure control solenoid
• Error in control valve spool sliding
• Malfunction of servo release accumulator
• Faulty TCM

Step Check Action

According to the diagnostic trouble code check,
verify the following parts:
Has the diagnostic trouble code • TFT sensor
YES
1 been output during the primary • Pressure control solenoid
check? • Throttle position sensor

. NO Go to Step 2
In response to the throttle YES Go to Step 3
opening angle, is the throttle
2 voltage of the throttle position Adjust the mounting
sensor within the specified range . NO angle of the throttle
in the primary check? position sensor.
Check whether the problem is rectified by
replacing the TCM with that of the same vehicle
type.
3 Check the TCM itself. • If the problem is rectified, replace the
TCM.
• If not, Go to Step 4

Check the following: (Transaxle disassembly)

• Return of the 2-4 brake band after
YES adjustment
Is the line pressure measured • Operation of the servo release accumulator
4 during the primary check within
the specified range?
Check the following:
. NO (Transaxle
disassembly)
Step Check Action
• Damage to or
wear of the oil
pump
• Operation of the
control valve
spool

Harsh Shock During Driving When Selector is Moved from "N" to "D" Range
Probable Cause

• Low or high line pressure (shifting out of specification)

• Improper positioning of TR switch
• Malfunction of low clutch
• Breakage of or damage to oil pump
• Faulty TFT sensor
• Malfunction of pressure control solenoid
• Error in control valve spool sliding
• Malfunction of low clutch accumulator
• Faulty TCM
• Faulty engine system

Step Check Action

Carry out an engine performance
check to ensure that the engine is
. .
behaving normally. Then proceed with
the transaxle check.
According to the diagnostic trouble code check,
verify the following parts:
Has the diagnostic trouble code YES
1 been output during the primary • TFT sensor
check? • Pressure control solenoid

. NO Go to Step 2
YES Go to Step 3
Is the TR switch positioned Adjust the
2
properly? . NO positioning of the
TR switch.
Check whether the problem is rectified by
replacing the TCM with that of the same vehicle
type.
3 Check the TCM itself
• If the problem is rectified, replace the
TCM.
• If not, go to Step 4
Step Check Action
Check the following: (Transaxle disassembly)

YES • Operation of the low clutch

• Operation of the low clutch accumulator

Check the
following:
(Transaxle
Is the line pressure measured disassembly)
4 during the primary check within
the specified range? • Damage
to or wear
. NO of the oil
pump
• Operation
of the
control
valve
spool

Harsh Shock During Driving When Selector is Moved from "N" to "R" Range
Probable Cause

• High line pressure

• Incorrect positioning of TR switch
• Malfunction of reverse clutch
• Breakage of or damage to oil pump
• Faulty TFT sensor
• Malfunction of pressure control solenoid
• No steel ball in control valve
• Malfunction of low & reverse brake
• Faulty TCM
• Faulty engine system

Step Check Action

Carry out an engine performance check
to ensure that the engine is behaving
. .
normally. Then proceed with the
transaxle check.
According to the diagnostic trouble code check,
verify the following parts:
Has the diagnostic trouble code YES
1 been output during the primary • TFT sensor
check? • Pressure control solenoid

. NO Go to Step 2
Step Check Action
YES Go to Step 3
Is the TR switch positioned Adjust the
2
properly? . NO positioning of
the TR switch.
Check whether the problem is rectified by
replacing the TCM with that of the same vehicle
type.
3 Check the TCM itself
• If the problem is rectified, replace the
TCM.
• If not, go to Step 4

Check the following: (Transaxle disassembly)

YES • Operation of the reverse clutch

• Operation of the low & reverse clutch

Check the
following:
(Transaxle
disassembly)
Is the line pressure measured
4 during the primary check within • Damage
the specified range? to or
wear of
. NO
the oil
pump
• No steel
ball in
the
control
valve

Noise When Idling

Probable Cause

• Pump noise caused by trouble in oil circuit or oil control system

• Noise from engine auxiliaries

Step Check Action

Check the following: (Visual inspection, transaxle
Does the tone change according
disassembly)
to the engine speed?
1 YES
And, does the noise level
• Dent in the oil pan
increase when the line pressure
• Clogging up in the strainer
Step Check Action
is maximized in intentional fail • Error in the oil pump rotor
safe mode?
Check the
following:

. NO • Error in
the engine
auxiliaries

Noise When Selector is Moved

Probable Cause

• Faulty low clutch (N→D)

• Faulty reverse clutch (N→R)
• Faulty low & reverse brake (N→R)

Step Check Action

Check the following: (Transaxle disassembly)

• Low clutch assembly

YES • Burn or wear of the low clutch
• Reverse clutch assembly
• Burn or wear of the reverse clutch

Check the
following:
Is the line pressure measured (Transaxle
1 during the primary check within disassembly)
the specified range?
• Operation
of the
. NO control
valve
spool
• Damage
to or wear
of the oil
pump
 Noise When Vehicle is Moving
Probable Cause

• Planetary gear noise

• Output gear noise
• Final gear noise
• Low one-way clutch sliding noise
• Bearing noise
• Oil pump noise
• Torque converter noise
• Noise from engine auxiliary
• Noise from vehicle drive shaft
• Noise from vehicle wheel bearing

Step Check Action

Check the following: (Visual inspection,
Does the tone change according Transaxle disassembly)
to the engine speed? • Dent in the oil pan
And, does the noise level increase YES • Clogging up in the strainer
1 • Error in the oil pump rotor
when the line pressure is
maximized in intentional fail safe • Torque converter
mode?
. NO Go to Step 2
Check the following: (Transaxle disassembly)
Does the noise occur in a specific • Damage or abnormal wear of the planetary
range other than in 3rd gear? YES
2 gear
Also, does the tone change
according to vehicle speed?
. NO Go to Step 3
Check the following: (Transaxle disassembly)
• Damage or abnormal wear of output and
final gears
• Flaw or abnormal wear of the low one-way
clutch
YES • Flaw or abnormal wear of each bearing
• Rattle or abnormality in the vehicle drive
Does the noise occur in all shaft
ranges? • Abnormal wear or flaws in the vehicle
3 wheel bearing
Also, does the tone change
according to vehicle speed?
Check the
following:
(Transaxle
. NO disassembly)
• Errors related to
engine auxiliary
 Noise When Shifting
Probable Cause

• Clutch slip or error when shifting

• Planetary gear noise when shifting
• Control valve operation noise when shifting

Step Check Action

Check the following: (Transaxle disassembly)

• Clutches related to shifting

YES
• Damage to or abnormal wear of the
planetary gear

Check the
following:
(Transaxle
Is the line pressure measured disassembly)
1 during the primary check within
the specified range? • Damage
to or wear
. NO of the oil
pump
• Operation
of the
control
valve
spool

Engine Stalls
Probable Cause

• Incorrect ATF level adjustment

• Line pressure out of specification
• Malfunction of pressure control solenoid
• Malfunction of lock-up solenoid
• Error in control valve spool sliding
• Malfunction of torque converter
• Faulty engine system

Step Check Action

Carry out an engine performance
check to ensure that the engine is
. .
behaving normally. Then proceed with
the transaxle check.
According to the diagnostic trouble code check,
1 YES
verify the following parts:
Step Check Action

Has the diagnostic trouble code • Pressure control solenoid

been output during the primary • Lock-up solenoid
check?
. NO Go to Step 2
YES Go to Step 3
Adjust the ATF
level as
specified.

Is the ATF level correct when • If the

2 checked during the primary ATF is
check? . NO burnt or
dirty,
replace
the
transaxle
assembly.

YES Go to Step 4
Check the
following :
(Transaxle
disassembly)

• Damage
Is the line pressure measured to or
3 during the primary check within wear of
the specified range? . NO
the oil
pump
• Operation
of the
control
valve
spool

4 . Replace the torque converter.

 Oil Blows Out from Air Breather
Probable Cause

• Too much ATF

Step Check Action

1 . Check and adjust the ATF level.
Starter Will not Rotate in "P" and/or "N"
Probable Cause

• Improper adjustment of select linkage

• Faulty engine system
• Improper positioning of TR switch
• Faulty TCM

Step Check Action

Carry out an engine performance check to
ensure that the engine is behaving
. .
normally. Then proceed with the transaxle
check.
Were any faults detected in the YES Check and adjust the select linkage.
1 select linkage during the primary Go to
check? . NO
Step 2
Following the TR switch inspection, check
YES
Is the TR switch positioned and adjust the positioning of the TR switch.
2
properly? Go to
. NO
Step 3
Check the following: (Transaxle
disassembly)
3 .
• Damage to or wear of the oil pump
• Operation of the control valve spool

   
 DIAGNOSTIC TROUBLE CODE DIAGNOSIS
Diagnostic Trouble Code (DTC) Lists
INDICATI-
DTC DESCRIPTION TYPE FAIL-SAFE CONTROL
ON
Lock-up control is inhibited.
Transmission Range (TR) The priority of judged range is
P0705 B MIL ON
Switch Circuit D>N>P>R>2>1
(at multiple signal failure).
Transmission Fluid Temperature
P0710 B MIL ON -
(TFT) Sensor Circuit
Line pressure is maximum.
Lock-up is controlled by lowing
P0715 Turbine Speed Sensor Circuit B MIL ON engine speed and output shaft
revolution.
Torque down control is inhibited.
Line pressure is maximum.
Lock-up control is inhibited.
P0720 Vehicle Speed Sensor Circuit A MIL ON The gear position is fixed as 3rd
gear.
Torque down control is inhibited.
Torque Converter Clutch (TCC) Lock-up control is inhibited
P0740 B MIL ON
Circuit Electrical (Lock-up solenoid is turned off).
Torque Converter Clutch (TCC)
P0741 B MIL ON Lock-up control is inhibited.
System Stuck OFF
Line pressure is maximum
Pressure Control Solenoid
P0748 D No Change (Pressure Control Solenoid is
Control Circuit
turned off ).
Shift solenoid A is turned off.
P0753 Shift Solenoid A Electrical A MIL ON (gear is fixed as 3rd)
Lock-up control is inhibited.
Shift solenoid B is turned off.
P0758 Shift Solenoid B Electrical A MIL ON (gear is fixed as 3rd)
Lock-up control is inhibited.
Pressure Control Solenoid Line pressure is maximum
P1795 Ground Return Circuit D No Change (Pressure Control Solenoid is
Malfunction turned off ).
Line pressure is maximum.
Lock-up control is inhibited.
High Speed CAN
U0001 B MIL ON Engine speed is judged as 0 rpm.
Communication Bus
Judged throttle position is fixed as
50 %.
Line pressure is maximum.
Lock-up control is inhibited.
Lost Communication with
U0100 B MIL ON Engine speed is judged as 0 rpm.
ECM/PCM
Judged throttle position is fixed as
50 %.
 Diagnostic Trouble Code (DTC) P0705
Transmission Range (TR) Switch Circuit
Circuit Description
This circuit conveys the position signal of P, R, N, D, 2, 1 to TCM, which executes the gear
change control and lock-up control and prevents the engine from starting in any position other
than P or N. Also, in R, it turns on the back lamp. The position signal is also conveyed to ECM
via TCM by the CAN System.
Conditions for Running the DTC
• Vehicle speed is greater than 10 km/h (6 mph).
• The voltage of transmission fluid temperature sensor is between 0.1 volt and 2.4 volts.
• Judged throttle position is greater than 13%.
• Engine speed is greater than 500 rpm.

Conditions for Setting the DTC

• No Input signal from TR switch for more than 60 sceonds.

Action Taken When the DTC Sets

• TCM will request the illumination of MIL and store DTC when TCM detects faiures on
two consecutive driving cycles.
• The priority of judged range is D>N>P>R>2>1 (at multiple signal failure)
• Lock-up control is inhibited.
Conditions for Clearing the MIL/DTC
• TCM stops sending MIL request to ECM when no further failures of automatic
transmission system are detected for three consecutive driving cycles and ECM turns off
MIL on the next driving cycle. (MIL off at 4th driving cycle)
• The scan tool can clear the DTC from the TCM history.
• TCM clears the DTC from the TCM history memory after forty consecutive warm up
cycles without fault.

Cause of Failure
• Open or short circuit in the wiring harness and connector
• TR switch malfunction
• TCM malfunction

DTC P0705 – Transmission Range (TR) Switch Circuit

Step Action Value(s) Yes No
1. Turn the ignition OFF.
2. Install the Scan tool. Check and
3. Turn the ignition ON and record then repair the
1 clear DTC. - temporary
4. Perform the two vehicle driving cycles. connection
failure of
Is the Malfuction Indicator Lamp(MIL) ON? Go to Step 2 connector.
1. Turn the ignition OFF. If anything is
2. Disconnect the TR switch connector wrong with
and TCM connector. the TR
switch,
Is there continuity in each range when moving replace it and
2 -
the TR switch from P to 1? perform a
road test to
check that the
problem does
Go to Step 3 not recur.
Inspect the continuity between the TR switch Repair the
and TCM.(Continuity positive : normal) wiring
Are the wiring harnesses normal? harness
between the
TR switch
3 -
and TCM,
then check to
see if the
problem
Go to Step 4 occurs again.
1. Perform a short circuit check between Inspect and
each of the terminals and the ground repair the
4 point with the connector - harnesses,
removed.(Continuity negative : then check to
normal) Go to Step 5 see if the
Step Action Value(s) Yes No
2. When checking the wiring harness, problem
check that the resistance value does not occurs again.
fluctuate by shaking the harness.

Are the wiring harnesses normal?

Install only the TR switch connector and turn
the ignition switch to the ON position. Then
check the terminal voltage at TCM side.( If
any terminal has a voltage, other than the
5 -
terminal at which the shift position is currently
selected, its harness is short-circuiting to Repair the
another harness.) related
Is the voltage on the TCM side normal? Go to Step 6 circuit.
If both the unit and the wiring harness operate Repair or
normally, a contact failure in the connector or replace the
error in the TCM itself is the most likely TCM
problem. connector
Are there any abnormalities in the TCM with the Replace the
6 -
connector-deformation of a PIN, bent over, problem and TCM and
warped, corroded? then check to check to see
see whether if the
the problem problem
occurs again. occurs again.
 Diagnostic Trouble Code (DTC) P0710
Transmission Fluid Temperature (TFT) Sensor Circuit
Circuit Description
This circuit conveys the oil temperature signal inside the transaxle to the TCM, and executes the
gear change control and lock-up control. The oil temperature signal is also conveyed to the ECM
via the TCM by the CAN System.
Conditions for Running the DTC
• Vehicle speed is greater than 20 km/h (12 mph).
• D range is selected.
• Engine speed is greater than 460 rpm.
• Judged throttle position is greater than 13%.

Conditions for Setting the DTC

• The voltage of transmission oil temperature is greater than 2.4 volts or less than 0.1 volt
(for more than 150 seconds).

Action Taken When the DTC Sets

• TCM will request the illumination of MIL and store DTC when TCM detects failures on
two consecutive driving cycles.

Conditions for Clearing the MIL/DTC

• TCM stops sending MIL request to ECM when no further failures of automatic
transmission system are detected for three consecutive driving cycles and ECM turns off
MIL on the next driving cycle. (MIL off at 4th driving cycle)
• The scan tool can clear the DTC from the TCM history.
• TCM clears the DTC from the TCM history memory after forty consecutive warm up
cycles without fault.

Cause of Failure
• Open or short circuit in the wiring harness and connector
• TFT sensor malfunction
• TCM malfunction

DTC P0710 - Transmission Fluid Temperature (TFT) Sensor Circuit

Step Action Value(s) Yes No
1. Turn the ignition OFF.
2. Install the Scan tool. Check and
3. Turn the ignition ON and record then repair the
1 clear DTC. - temporary
4. Perform the two vehicle driving cycles. connection
failure of
Is the Malfuction Indicator Lamp(MIL) ON? Go to Step 2 connector.
1. Turn the ignition OFF About 2.5kΩ If anything is
2. Disconnect the TFT switch connector (20°C) wrong with
2 and TCM connector. About the TFT
3. Check the resistance of TFT sensor. 0.82kΩ sensor,
(50°C) Go to Step 3 replace it and
Step Action Value(s) Yes No
Is the resistance value of TFT sensor normal? About perform a
0.325kΩ road test to
(80°C) check that the
problem does
not recur.
Inspect the continuity between the TFT sensor Repair the
terminal B6,B7 and TCM terminal wiring
48,8.(Continuity positive : normal) harness
Are the wiring harnesses normal? between the
TFT sensor
3 - and the
controller,
then check to
see if the
problem
Go to Step 4 occurs again.
1. Perform a short circuit check between
each of the terminals and the ground
point with the connector
removed.(Continuity negative : Inspect and
normal) repair the
4 2. When checking the wiring harness, - wiring
check that the resistance value does not harnesses,
fluctuate by shaking the harness. then check to
see if the
Are the wiring harnesses normal(Continuity problem
negative)? Go to Step 5 occurs again.
1. Install the connector only to TCM .
2. Turn the ignition switch to the ON
position. Inspect and
3. Check the B6 terminal voltage at the repair the
TFT sensor wiring harness. If the wiring
5 About 2.5V
terminal voltage exceeds the specified harnesses,
level, a short circuit between harnesses then check to
is the most likely problem. see if the
problem
Is the terminal voltage normal? Go to Step 6 occurs again.
If both the unit and the wiring harness operate Repair or
normally, a contact failure in the connector or replace the
error in the TCM itself is the most likely TCM
problem. connector
Are there any abnormalities in the TCM with the Replace the
6 -
connector-deformation of a PIN, bent over, problem and TCM and
warped, corroded? then check to check to see
see whether if the
the problem problem
occurs again. occurs again.
 Diagnostic Trouble Code (DTC) P0715
Turbine Speed Sensor Circuit
Circuit Description
This circuit detects the input shaft speed signal from the transaxle's high clutch sleeve using a
turbine sensor, and executes the lock-up control.
Conditions for Running the DTC
• D range is selected.
• Engine speed is greater than 1,500 rpm.
• Vehicle speed is greater than 40 km/h (25 mph).
• The voltage of transmission fluid temperature sensor is between 0.1 volt and 2.4 volts.
• Judged throttle position is greater than 13%.

Conditions for Setting the DTC

• Turbine speed is less than 600 rpm for more than 2 seconds.

Action Taken When the DTC Sets

• TCM will request the illumination of MIL and store DTC when TCM detects failures on
two consecutive driving cycles.
• Line pressure is maximum.
• Lock-up is controlled by following engine speed and output shaft revolution.
• Torque down control is inhibited.
Conditions for Clearing the MIL/DTC
• TCM stops sending MIL request to ECM when no further failures of automatic
transmission system are detected for three consecutive driving cycles and ECM turns off
MIL on the next driving cycle. (MIL off at 4th driving cycle)
• The scan tool can clear the DTC from the TCM history.
• TCM clears the DTC from the TCM history memory after forty consecutive warm up
cycles without fault.

Cause of Failure
• Open or short circuit in the wiring harness and connector
• Turbine sensor malfunction
• Turbine sensor rotor malfunction
• TCM malfunction

DTC P0715 - Turbine Speed Sensor Circuit

Step Action Value(s) Yes No
1. Turn the ignition OFF.
2. Install the Scan tool. Check and
3. Turn the ignition ON and record then repair the
1 clear DTC. - temporary
4. Perform the two vehicle driving cycles. connection
failure of
Is the Malfuction Indicator Lamp(MIL) ON? Go to Step 2 connector.
1. Turn the ignition ON.
2. Check that the voltage of TCM wiring Inspect and
harness terminal 9 is approximately 0 repair the
volt. harnesses,
2 0V
3. Turn the ignition ON with the engine then check to
stopped. see if the
problem
Is the voltage 0V? Go to Step 3 occurs again.
1. Perform a unit check of the turbine If anything is
sensor. wrong with
2. Measure the resistance between turbine the turbine
sensor terminal C1 and C2. sensor,
540Ω replace it and
3
Is the resistance value normal? (20°C) perform a
road test to
check that the
problem does
Go to Step 4 not recur.
Perform a continuity check of the wiring Repair the
harness between the turbine sensor(C1/C2) wiring
and TCM(8/9) (Continuity positive : normal). harness
4 Are the wiring harnesses normal? - between the
turbine
sensor and
Go to Step 5 TCM, then
Step Action Value(s) Yes No
check to see
if the
problem
occurs again.
1. Perform a short circuit check between
each of the terminals and the ground Inspect and
point with the connector removed.( repair the
Continuity negative : normal) wiring
5 2. When checking the harness, check that - harnesses,
the resistance value does not fluctuate then check to
by shaking the harness. see if the
problem
Are the wiring harnesses normal? Go to Step 6 occurs again.
If both the unit and the wiring harness operate Repair or
normally, a contact failure in the connector or replace the
error in the TCM itself is the most likely TCM
problem. connector
Are there any abnormalities in the TCM with the
6 -
connector-deformation of a PIN, bent over, problem and
warped, corroded? then check to
see whether
the problem
occurs again. Go to Step 7
Replace the TCM. Check and
After replacing the TCM, did the problem repair the
disappear? turbine
7 -
sensor rotor
Replace the in the
TCM. transaxle.
 Diagnostic Trouble Code (DTC) P0720
Vehicle Speed Sensor Circuit
Circuit Description
This circuit detects the speed of the vehicle from the differential gear via a vehicle speed sensor,
conveys it to the TCM, and executes the gear change control and lock-up control. The vehicle
speed sensor is a built-in amplifier type that uses the hall element.
Conditions for Running the DTC
• D range is selected.
• Turbine speed is greater than 1,000 rpm.
• The voltage of transmission fluid temperature sensor is between 0.1 volt and 2.4 volts.
• Judged throttle position is greater than 13%.

Conditions for Setting the DTC

• Vehicle speed is less than 5km/h (3 mph) for more than 2 seconds.

Action Taken When the DTC Sets

• TCM will request the illumination of MIL and store DTC when TCM detects a failure on
the first consecutive driving cycle.
• Line pressure is maximum.
• Lock-up control is inhibited.
• The gear position is fixed as 3rd gear.
• Torque down control is inhibited.
Conditions for Clearing the MIL/DTC

• TCM stops sending MIL request to ECM when no further failures of automatic
transmission system are detected for three consecutive driving cycles and ECM turns off
MIL on the next driving cycle. (MIL off at 4th driving cycle)
• The scan tool can clear the DTC from the TCM history.
• TCM clears the DTC from the TCM history memory after forty consecutive warm up
cycles without fault.

Cause of Failure

• Open or short circuit in the wiring harness and connector

• Vehicle speed sensor malfunction
• Vehicle speed sensor rotor malfunction
• TCM malfunction

DTC P0720 - Vehicle Speed Sensor Circuit

Step Action Value(s) Yes No
1. Turn the ignition OFF.
2. Install the Scan tool. Check and
3. Turn the ignition ON and record then repair the
1 clear DTC. - temporary
4. Perform one vehicle driving cycle. connection
failure of
Is the Malfuction Indicator Lamp(MIL) ON? Go to Step 2 connector.
1. Turn the ignition ON.
2. Check if battery voltage is applied to
the wire between the battery and the
vehicle speed sensor. Inspect and
3. Turn the ignition ON with the engine repair the
2 stopped. - wiring
harnesses,
Is 12 volts reaching the vehicle speed sensor then check to
connector terminal D1? and is D2 on the body see if the
of the vehicle speed sensor grounded to the problem
body? Go to Step 3 occurs again.
1. Perform a unit check of the VSS. If anything is
wrong with
Can the problem be eliminated by replacing the VSS,
VSS? replace it and
3 - perform a
road test to
check that the
problem does
not recur. Go to Step 4
Perform a continuity check of the wiring Repair the
4 harness between the VSS connector terminal - wiring
Go to Step 5 harness
Step Action Value(s) Yes No
D3 and the TCM connector terminal between the
32(Continuity positive : normal). VSS and the
Are the wiring harnesses normal? TCM then
check to see
if the
problem
occurs again
or not.
1. Perform a short circuit check between
each of the terminals and the ground
point with the connector Inspect and
removed.(Continuity negative : repair the
normal) wiring
5 -
2. When checking the wiring harness, harnesses,
check that the resistance value does not then check to
fluctuate by shaking the harness. see if the
problem
Are the wiring harnesses normal? Go to Step 6 occurs again.
If both the unit and the wiring harness operate Repair or
normally, a contact failure in the connector or replace the
error in the TCM itself is the most likely TCM
problem. connector
Are there any abnormalities in the TCM with the
6 -
connector-deformation of a PIN, bent over, problem and
warped, corroded? then check to
see whether
the problem
occurs again. Go to Step 7
Replace the TCM. Check and
After replacing the TCM, did the problem repair the
7 -
disappear? Replace the VSS rotor in
TCM. the transaxle.
 Diagnostic Trouble Code (DTC) P0740
Torque Converter Clutch (TCC) Circuit Electrical
Circuit Description
This circuit controls the lock-up solenoid through the TCM. The TCM ouputs a duty signal to
activate the lock-up piston iside the torque converter.
Conditions for Setting the DTC

• If the internal data is set as ON, but the port is regarded as OFF by the monitor.

Action Taken When the DTC Sets

• TCM will request the illumination of MIL and store DTC when TCM detects failures on
two consecutive driving cycles.
• Lock-up control is inhibited (Lock-up solenoid is turned off).

Conditions for Clearing the MIL/DTC

• TCM stops sending MIL request to ECM when no further failures of automatic
transmission system are detected for three consecutive driving cycles and ECM turns off
MIL on the next driving cycle. (MIL off at 4th driving cycle)
• The scan tool can clear the DTC from the TCM history.
 • TCM clears the DTC from the TCM history memory after forty consecutive warm up
cycles without fault.

Cause of Failure

• Open or short circuit in the wiring harness and connector

• Lock-up solenoid malfunction
• TCM malfunction

DTC P0740 - Torque Converter Clutch (TCC) Circuit Electrical

Step Action Value(s) Yes No
1. Turn the ignition OFF.
2. Install the Scan tool. Check and
3. Turn the ignition ON and record then repair the
1 clear DTC. - temporary
4. Perform the two vehicle driving cycles. connection
failure of
Is the Malfuction Indicator Lamp(MIL) ON? Go to Step 2 connector.
1. Turn the ignition OFF. If anything is
2. Disconnect the lock-up solenoid wrong with
connector and TCM connector. the lock-up
3. Check the resistance value between the solenoid ,
lock-up solenoid connector terminal 13Ω replace it and
2
B4 and the ground. (20°C) perform a
road test to
Is the resistance value normal? check that the
problem does
Go to Step 3 not recur.
Perform a continuity check of the harness Repair the
between the lock-up solenoid connector wiring
terminal B4 and the TCM connector terminal harness
3 (Continuity positive : normal). between
Are the wiring harnesses normal? lock-up
3 - solenoid and
the TCM,
then check to
see if the
problem
Go to Step 4 occurs again.
1. Perform a short circuit check between Inspect and
each of the terminals and the ground repair the
point with the connector wiring
removed.(Continuity negative : harnesses,
4 -
normal) then check to
2. When checking the wiring harness, see if the
check that the resistance value does not problem
Go to Step 5 occurs again.
Step Action Value(s) Yes No
fluctuate by shaking the wiring
harness.

Are the wiring harnesses normal?

If both the unit and the wiring harness operate Repair or
normally, a contact failure in the connector or replace the
error in the TCM itself is the most likely TCM
problem. connector
Are there any abnormalities in the TCM with the Replace the
5 -
connector-deformation of a PIN, bent over, problem and TCM and
warped, corroded? then check to check to see
see whether if the
the problem problem
occurs again. occurs again.
Diagnostic Trouble Code (DTC) P0741
Torque Converter Clutch (TCC) System Stuck Off
Circuit Description
This problem occurs when the lock-up clutch will not engage while all the electronic signals
concerned with lock-up control (the turbine sensor, engine speed, and the lock-up solenoid) are
normal.
Therefore, it is necessary to check the lock-up clutch in the torque converter and check inside the
control valve.
Conditions for Running the DTC
• Lock-up duty is 95%.
• D range is selected.
• The temperature of TFT sensor is between 20°C (68°F) and 100°C (212°F).
• Engine speed is greater than 460 rpm.
• Judged throttle position is greater than 13%.

Conditions for Setting the DTC

• (Engine Speed - Turbine Speed) is greater than (40 rpm + Vehicle Speed / 2).

Action Taken When the DTC Sets

• TCM will request the illumination of MIL and store DTC when TCM detects failures on
two consecutive driving cycles.
• Lock-up control is inhibited.

Conditions for Clearing the MIL/DTC

• TCM stops sending MIL request to ECM when no further failures of automatic
transmission system are detected for three consecutive driving cycles and ECM turns off
MIL on the next driving cycle. (MIL off at 4th driving cycle)
• The scan tool can clear the DTC from the TCM history.
• TCM clears the DTC from the TCM history memory after forty consecutive warm up
cycles without fault.
Cause of Failure
• Lock-up solenoid malfunction
• Control valve spool malfunction
• Torque converter malfunction
• TCM malfunction

DTC P0741 - Torque Converter Clutch (TCC) System Stuck off

Step Action Value(s) Yes No
Has the diagnostic trouble code been output According to
during the primary check? the code
check, verify
the following
parts:
• Lock-up
solenoid
• Engine
speed sensor
• TFT sensor
• Vehicle
speed sensor
• Turbine
sensor input
signal
• Short or
1 -
open circuit
inside TR
switch
Inspect the
wires and the
connectors
related to the
parts above.
Repair or
replace if any
abnormalities
exist, then
check to see
if the
problem
occurs again. Go to Step 2
Are there any abnormalities in the TCM Repair or
connector-deformation of a PIN, bent over, replace the
warped, corroded ? TCM
connector
2 -
with the
problem and
then check to
see whether Go to Step 3
Step Action Value(s) Yes No
the problem
occurs again.
Is the problem rectified by replacing the TCM Replace the
3 -
with that of the same vehicle type ? TCM. Go to Step 4
1. Check whether there is a problem in
the installation of the torque converter
and the drive plate on the engine side.
2. Check for any missing parts on either Repair or
side of the drive plate. replace if any
4 3. Check the following: - abnormalities
exist, then
Remove the oil pan and inspect the lock-up check to see
solenoid in the control valve body and the if the
lock-up control valve. problem
Does any abnormalities exist? occurs again. Go to Step 5
In the case where no faults are detected in Replace the
5 steps 1, 2 and 3. - torque
converter. -
 Diagnostic Trouble Code (DTC) P0748
Pressure Control Solenoid Control Circuit
Circuit Description
This circuit controls the line pressure solenoid through the TCM. The TCM outputs a duty signal
to control the line pressure. A ground return circuit is necessary for controlling the line pressure
with a high level of accuracy.
Conditions for Setting the DTC

• If the internal data is set as ON, but the port is regarded as OFF by the monitor.

Action Taken When the DTC Sets

• TCM will not request the illumination of MIL, but will store DTC when TCM detects
failures on two consecutive driving cycles.
• Line pressure is maximum (Pressure Control Solenoid is turned off ).

Conditions for Clearing the MIL/DTC

• The scan tool can clear the DTC from the TCM history.

Cause of Failure

• Open or short circuit in the wiring harness and connector

• Pressure control solenoid malfunction
• Ground return circuit malfunction
• TCM malfunction

DTC P0748 - Pressure Control Solenoid Control Circuit

Step Action Value(s) Yes No
1. Turn the ignition OFF.
2. Install the Scan tool.
3. Turn the ignition ON and record then Check and
clear DTC. repair the
1 -
4. Perform the two vehicle driving temporary
cycles. connection
failure of
Is DTC P0748 displayed? Go to Step 2 connector.
1. Turn the ignition OFF. If anything is
2. Disconnect the pressure control wrong with
solenoid connector and TCM the pressure
connector. control
2.9Ω solenoid,
2 Note : Line pressure solenoid resistance (20°C) replace it and
standard (between the solenoid signal line 0Ω perform a road
and the body, and between the solenoid test to check
signal line and the ground return line): that the
2.9Ω (20°C) problem does
Go to Step 3 not recur.
Step Action Value(s) Yes No
Remove the
3. Check the resistance value between the oil pan and
pressure control solenoid terminal B3 inspect/replace
and the ground. the pressure
control
4. Check the resistance value between the solenoid and
pressure control solenoid terminal B5 the ground
(ground return line circuit) and the return circuit.
body ground.

Is the resistance value normal?

Perform a continuity check of the wiring Repair the
harness between the line pressure solenoid wiring harness
connector terminal B3 and the TCM connector between the
terminal 1, between the ground return circuit pressure
terminal B5 and the TCM connector terminal control
3 -
2. (Continuity positive : normal) solenoid and
Are the wiring harnesses normal? the TCM, then
check to see if
the problem
Go to Step 4 occurs again.
1. Perform a short circuit check between
each of the terminals and the ground Inspect and
point with the connector removed. repair the
(Continuity negative : normal) wiring
4 2. When checking the harness, check that - harnesses,
the resistance value does not fluctuate then check to
by shaking the wiring harness. see if the
problem
Are the wiring harnesses normal? Go to Step 5 occurs again.
If both the unit and the wiring harness operate Repair or
normally, a contact failure in the connector or replace the
error in the TCM itself is the most likely TCM
problem. connector
Are there any abnormalities in the TCM with the
5 -
connector-deformation of a PIN, bent over, problem and Replace the
warped, corroded? then check to TCM and
see whether check to see if
the problem the problem
occurs again. occurs again.
 Diagnostic Trouble Code (DTC) P0753
Shift Solenoid A Electrical
Circuit Description
This circuit controls the shift solenoid A,B via the TCM. The TCM outputs an ON/OFF signal to
control the shift solenoid.
Conditions for Setting the DTC

• If the internal data is set as ON, but the port is regarded as OFF by the monitor.

Action Taken When the DTC Sets

• TCM will request the illumination of MIL and store DTC when TCM detects a failure on
the first consecutive driving cycle.
• Shift solenoid is turned off. (gear is fixed as 3rd)
• Lock-up control is inhibited.

Conditions for Clearing the MIL/DTC

• TCM stops sending MIL request to ECM when no further failures of automatic
transmission system are detected for three consecutive driving cycles and ECM turns off
MIL on the next driving cycle. (MIL off at 4th driving cycle)
• The scan tool can clear the DTC from the TCM history.
 • TCM clears the DTC from the TCM history memory after forty consecutive warm up
cycles without fault.

Cause of Failure

• Open or short circuit in the wiring harness and connector

• Shift solenoid A malfunction
• TCM malfunction

DTC P0753 - Shift Solenoid A Electrical

Step Action Value(s) Yes No
1. Turn the ignition OFF.
2. Install the Scan tool. Check and
3. Turn the ignition ON and record then repair the
1 clear DTC. - temporary
4. Perform one vehicle driving cycle. connection
failure of
Is the Malfuction Indicator Lamp(MIL) ON? Go to Step 2 connector.
1. Turn the ignition OFF. If anything is
2. Disconnect the TCM connector and wrong with
the shift solenoid A connector. the shift
solenoid A,
4. Check the resistance value of shift replace it and
solenoid A. perform a road
5. Check the resistance value of shift test to check
about 25Ω
2 solenoid A. that the
(20°C)
problem does
Is the resistance value of shift solenoid A not recur.
normal? (Remove the
oil pan and
inspect/replace
shift solenoid
Go to Step 3 A.)
Perform a continuity check of the wiring Repair the
harness between the shift solenoid connector wiring harness
terminal B1 and the TCM connector terminal between the
21.(Continuity positive : normal) (Continuity shift solenoid
3 positive : normal) - A and the
Are the wiring harnesses normal? TCM, then
check to see if
the problem
Go to Step 4 occurs again.
1. Perform a short circuit check between Inspect and
each of the terminals and the ground repair the
point with the connector removed. wiring
4 -
(Continuity negative : normal) harnesses,
then check to
Go to Step 5 see if the
Step Action Value(s) Yes No
2. When checking the wiring harness, problem
check that the resistance value does occurs again.
not fluctuate by shaking the harness.

Are the wiring harnesses normal?

If both the unit and the wiring harness operate Repair or
normally, a contact failure in the connector or replace the
error in the TCM itself is the most likely TCM
problem. connector
Are there any abnormalities in the TCM with the
5 -
connector-deformation of a PIN, bent over, problem and Replace the
warped, corroded? then check to TCM and
see whether check to see if
the problem the problem
occurs again. occurs again.
 Diagnostic Trouble Code (DTC) P0758
Shift Solenoid B Electrical
Circuit Description
This circuit controls the shift solenoid A,B via the TCM. The TCM outputs an ON/OFF signal to
control the shift solenoid.
Conditions for Setting the DTC

• If the internal data is set as ON, but the port is regarded as OFF by the monitor.

Action Taken When the DTC Sets

• TCM will request the illumination of MIL and store DTC when TCM detects a failure on
the first consecutive driving cycle.
• Shift solenoid is turned off. (gear is fixed as 3rd)
• Lock-up control is inhibited.

Conditions for Clearing the MIL/DTC

• TCM stops sending MIL request to ECM when no further failures of automatic
transmission system are detected for three consecutive driving cycles and ECM turns off
MIL on the next driving cycle. (MIL off at 4th driving cycle)
• The scan tool can clear the DTC from the TCM history.
• TCM clears the DTC from the TCM history memory after forty consecutive warm up
cycles without fault.

Cause of Failure

• Open or short circuit in the wiring harness and connector

• Shift solenoid B malfunction
• TCM malfunction

DTC P0758 - Shift Solenoid B Electrical

Step Action Value(s) Yes No
1. Turn the ignition OFF.
2. Install the Scan tool. Check and
3. Turn the ignition ON and record then repair the
1 clear DTC. - temporary
4. Perform one vehicle driving cycle. connection
failure of
Is the Malfuction Indicator Lamp(MIL) ON? Go to Step 2 connector.
1. Turn the ignition OFF. If anything is
2. Disconnect the TCM connector and wrong with
the shift solenoid B connector. the shift
3. Check the resistance value of shift about 25Ω solenoid B,
2
solenoid B. (20°C) replace it and
perform a road
Is the resistance value of shift solenoid B test to check
normal? Go to Step 3 that the
Step Action Value(s) Yes No
problem does
not recur.
(Remove the
oil pan and
inspect/replace
shift solenoid
B)
Perform a continuity check of the harness Repair the
between the shift solenoid connector terminal wiring harness
B2 and the TCM connector terminal between the
20.(Continuity positive : normal) shift solenoid
3 Are the wiring harnesses normal? - B and the
TCM, then
check to see if
the problem
Go to Step 4 occurs again.
1. Perform a short circuit check between
each of the terminals and the ground Inspect and
point with the connector removed. repair the
(Continuity negative : normal) wiring
4 2. When checking the wiring harness, - harnesses,
check that the resistance value does then check to
not fluctuate by shaking the harness. see if the
problem
Are the wiring harnesses normal? Go to Step 5 occurs again.
If both the unit and the wiring harness operate Repair or
normally, a contact failure in the connector or replace the
error in the TCM itself is the most likely TCM
problem. connector
Are there any abnormalities in the TCM with the
5 -
connector-deformation of a PIN, bent over, problem and Replace the
warped, corroded? then check to TCM and
see whether check to see if
the problem the problem
occurs again. occurs again.
 Diagnostic Trouble Code (DTC) P1795
Pressure Control Solenoid Ground Return Circuit Malfunction
Circuit Description
This circuit controls the line pressure solenoid through the TCM. The TCM outputs a duty signal
to control the line pressure. A ground return circuit is necessary for controlling the line pressure
with a high level of accuracy.
Conditions for Setting the DTC

• If the internal data is set as ON, but the port is regarded as OFF by the monitor.

Action Taken When the DTC Sets

• TCM will not request the illumination of MIL, but will store DTC when TCM detects
failures on two consecutive driving cycles.
• Line pressure is maximum (Pressure Control Solenoid is turned off ).

Conditions for Clearing the MIL/DTC

• The scan tool can clear the DTC from the TCM history.

Cause of Failure
 • Open or short circuit in the wiring harness and connector
• Pressure control solenoid malfunction
• Ground return circuit malfunction
• TCM malfunction

DTC P1795 - Pressure Control Solenoid Ground Return Circuit Malfunction

Step Action Value(s) Yes No
1. Turn the ignition OFF.
2. Install the Scan tool.
3. Turn the ignition ON and record then Check and
clear DTC. repair the
1 -
4. Perform the two vehicle driving temporary
cycles. connection
failure of
Is DTC P1795 displayed? Go to Step 2 connector.
1. Turn the ignition OFF.
2. Disconnect the pressure control
solenoid connector and TCM If anything is
connector. wrong with
the pressure
Note : Line pressure solenoid resistance control
standard (between the solenoid signal line solenoid,
and the body, and between the solenoid replace it and
signal line and the ground return line): perform a road
2.9Ω (20°C) 2.9Ω test to check
2 (20°C) that the
3. Check the resistance value between the 0Ω problem does
pressure control solenoid terminal B3 not recur.
and the ground. Remove the
oil pan and
4. Check the resistance value between the inspect/replace
pressure control solenoid terminal B5 the pressure
(ground return line circuit) and the control
body ground. solenoid and
the ground
Is the resistance value normal? Go to Step 3 return circuit.
Perform a continuity check of the wiring Repair the
harness between the line pressure solenoid wiring harness
connector terminal B3 and the TCM connector between the
terminal 1, and between the ground return pressure
circuit terminal B5 and the TCM connector control
3 -
terminal 2. (Continuity positive : normal) solenoid and
Are the wiring harnesses normal? the TCM, then
check to see if
the problem
Go to Step 4 occurs again.
1. Perform a short circuit check between Inspect and
4 -
each of the terminals and the ground Go to Step 5 repair the
Step Action Value(s) Yes No
point with the connector removed. wiring
(Continuity negative : normal) harnesses,
2. When checking the harness, check that then check to
the resistance value does not fluctuate see if the
by shaking the wiring harness. problem
occurs again.
Are the wiring harnesses normal?
If both the unit and the wiring harness operate Repair or
normally, a contact failure in the connector or replace the
error in the TCM itself is the most likely TCM
problem. connector
Are there any abnormalities in the TCM with the
5 -
connector-deformation of a PIN, bent over, problem and Replace the
warped, corroded? then check to TCM and
see whether check to see if
the problem the problem
occurs again. occurs again.
 Diagnostic Trouble Code (DTC) U0001
High Speed Can Communication Bus
Circuit Description
The TCM is an electronic device which monitors inputs to control various transaxle functions
including shift quality and transaxle sensors, switches, and components to process for use within
its' control program. Based on this input information, the TCM controls various transaxle output
functions and devices.Information is transmitted between TCM and ECM through the CAN.
Information is as follows:

• Throttle signal
• Engine torque signal
• Engine revolution signal
• Engine torque reduction signal

Conditions for Running the DTC

• Battery voltage is greater than 8.5 volts after 1 second with ignition ON.

Conditions for Setting the DTC

• CAN BUS OFF

Action Taken When the DTC Sets

• TCM will request the illumination of MIL and store DTC when TCM detects failures on
two consecutive driving cycles.
• Line pressure is maximum.
• Lock-up control is inhibited.
• Engine speed is judged as 0 rpm.
• Judged throttle position is fixed as 50 %.

Conditions for Clearing the MIL/DTC

• TCM stops sending MIL request to ECM when no further failures of automatic
transmission system are detected for three consecutive driving cycles and ECM turns off
MIL on the next driving cycle. (MIL off at 4th driving cycle)
• The scan tool can clear the DTC from the TCM history.
• TCM clears the DTC from the TCM history memory after forty consecutive warm up
cycles without fault.

Cause of Failure

• Open or short circuit in the wiring harness between TCM and ECM
• TCM and ECM connector malfunction
• TCM malfunction
• ECM malfunction
 DTC U0001 - High Speed CAN Communication Bus
Step Action Value(s) Yes No
1. Turn the ignition OFF.
2. Install the Scan tool. Check and
3. Turn the ignition ON and record then Repair the
1 clear DTC. - temporary
4. Perform the two vehicle driving cycles. connection
failure of
Is the Malfuction Indicator Lamp(MIL) ON? Go to Step 2 connector.
Besides DTC U0001, are any other CAN
2 system related diagnostic trouble codes - Refer to the
displayed? related DTC. Go to Step 3
Inspect the TCM and ECM connectors. Repair or
Are the connectors normal? replace the
3 - connectors,
then go to
Go to Step 4 Step 5
Inspect the wiring harnesses between TCM
and ECM for the following:

• Short to ground
4 • Short to power supply - Replace the
• Open circuit wiring
• Twisted pair short to each other harness(es),
then go to the
Are the wiring harnesses normal? Go to Step 5 next step.
1. Clear the DTC using the Scan tool. Replace the
2. Turn the ignition switch to OFF CAN system
position, then to the ON position. related
module(s)
Are any other DTC displayed again? (TCM or
5 -
ECM)
corresponding
to the
displayed
DTC. System OK
 Diagnostic Trouble Code (DTC) U0100
Lost Communication with ECM/PCM
Circuit Description
The TCM is an electronic device which monitors inputs to control various transaxle functions
including shift quality and transaxle sensors, switches, and components to process for use within
its' control program. Based on this input information, the TCM controls various transaxle output
functions and devices.Information is transmitted between TCM and ECM through the CAN.
Information is as follows:

• Throttle signal
• Engine torque signal
• Engine revolution signal
• Engine torque reduction signal

Conditions for Running the DTC

• Battery voltage is greater than 8.5 volts after 1 second with ignition ON.

Conditions for Setting the DTC

• No signal from ECM.

Action Taken When the DTC Sets

• TCM will request the illumination of MIL and store DTC when TCM detects failures on
two consecutive driving cycles.
• Line pressure is maximum.
• Lock-up control is inhibited.
• Engine speed is judged as 0 rpm.
• Judged throttle position is fixed as 50 %.

Conditions for Clearing the MIL/DTC

• TCM stops sending MIL request to ECM when no further failures of automatic
transmission system are detected for three consecutive driving cycles and ECM turns off
MIL on the next driving cycle. (MIL off at 4th driving cycle)
• The scan tool can clear the DTC from the TCM history.
• TCM clears the DTC from the TCM history memory after forty consecutive warm up
cycles without fault.

Cause of Failure
• Open or short circuit in the wiring harness between TCM and ECM
• TCM and ECM connector malfunction
• ECM malfunction

DTC U0100 - Lost Communication with ECM/PCM

Step Action Value(s) Yes No
Inspect for diagnostic trouble codes output
from the following modules using the scan
tool.
1 -
• ECM
• TCM

Is the inspection normal? Go to Step 2 Go to Step 5

Are any DTCs, other than those listed below,
displayed? Refer to the
2 -
ECM : Refer to Section1F, Engine Control. related
TCM :U0001, U0100 DTCs. Go to Step 3
Are any of the following DTCs displayed? Repair any
ECM : Refer to Section1F, Engine Control. malfunctions
TCM :U0001, U0100 according to
3 - the
applicable
DTCs. Go to
the next step. System OK
Inspect for DTCs output from the following Clear the DTCs
modules using the scan tool. from each
4 - module using
• ECM the scan tool.
Go to Step 3 Complete
Step Action Value(s) Yes No
• TCM diagnostic
trouble code
Does the inspection has any problem? troubleshooting.
Is communication between scan tool and the
5 -
ECM or TCM normal? System OK Go to Step 6
Inspect the power supply and ground circuit Repair any
of any non-responding modules. malfunction.
Are the power supply and ground circuit After repairing
6 -
normal? it, perform the
inspection again
Go to Step 7 from Step 1.
Inspect the connectors and wiring harnesses
between any non-responding modules and the Repair any
CAN terminal. malfunction.
7 - After repairing
• ECM : Terminal 27, 57 it, perform the
• TCM : Terminal 5,6 inspection again
Go to Step 8 from Step 1.
1. Connect the connectors of all the
modules(ECM & TCM).
2. Turn the ignition ON.
8 3. Measure the voltage between the CAN 2-3v
LOW (5)and CAN HI(6) terminals.

Is the voltage within the values? Go to Step 9 Go to Step 11

1. Turn the ignition OFF. Replace any
2. Measure the resistance between TCM non-responding
terminal 5 and 6. modules and
9 59-65Ω
perform the
Is the resistance within the values? Go to Step inspection again
10 from Step 1.
1. Disconnect the ECM connector.
2. Measure the resistance between the
ECM terminal 27 and 57.
10 -
Replace the
Is the resistance within the specified range? Go to Step ECM, then go
Refer to Section 1F, Engine Control. 11 to the next step.
1. Turn the ignition OFF.
2. Inspect for continuity between the
following terminals 27 and 57 (wiring After replacing
harness-side connector) of the ECM. the
11 3. Inspect for continuity between the - disconnected
following terminals 5 and 6 (wiring module,
harness-side connector) of the TCM. perform the
Go to Step inspection again
Is the inspection normal? 12 from Step 1.
Step Action Value(s) Yes No
Verify that there is no short (to power supply After
or ground) in the CAN wiring harness repairing or
between ECM and TCM. replacing the
Is the wiring harness normal? wiring
12 - harness,
perform the
inspection Perform the
again from inspection again
Step 1. from Step 1.
 

   
 MAINTENANCE AND REPAIR
ON-VEHICLE SERVICE

Transaxle Assembly
Removal Procedure

1. Remove the air cleaner assembly. Refer to Section 1B1, 0.8L SOHC Engine Mechanical.
2. Remove the battery and battery tray. Refer to Section 1E, Engine Electrical.
3. Remove the select cable E-ring(1) and nut (2).
4. Disconnect the TR(Transmission Range) switch connector.
5. Separate the select cable from the transaxle.

Notice : Make sure not to interfere with the wiring harness around the transaxle.
6. Disconnect the wiring harness connector(1), O2 sensor connector(2) and CKP sensor
connector(3).

7. Disconnect the clamps and oil cooler hoses.

8. Remove the bolts(1,2) from each transaxle bracket and disconnect the wiring harness
from the transaxle.

9. Remove the lower hose bracket retaining bolt(1).

10. Remove the under cover. Refer to Section 9N, Frame and Underbody.
11. Remove the starter. Refer to Section 1E, Engine Electrical.
12. Disconnect the turbine sensor connector(1).
13. Disconnect the Output (vehicle) speed sensor(2).
14. Remove the ground wire bolt(3) and disconnect the wiring harness.

15. Intall the engine support fixture DW110-021.

o Remove the cowl panel weather strip.
o Remove the exhaust manifold heat shield.
o Position the engine support fixture DW110-021 on the cowl panel and the front
upper panel.
o Tighten the engine fixture joint with a bolt after removing the exhaust manifold
bolt.
16. Remove the transaxle upper bolts.

17. Remove the drain plug and drain the fluid.

18. Remove the front longitudinal frame and stabilizer shaft. Refer to Section 2C, Front
Suspension.
19. Remove the drive axle. Refer to Section 3B, Automatic Transaxle Drive Axle.
20. Remove the exhaust pipe. Refer to Section 1G, Engine Exhaust.

21. Support the transaxle with a transaxle support jack.

22. Remove the rear mounting bracket and reaction rod.
o Remove the mounting bracket bolts(1).
o Remove the bolt and nut(2).
o Remove the bolt and nut(3).
23. Remove the transaxle lower bolt and nut.
o Lower bolt(1).
o Lower nut(2).

24. Remove the cover plate bolt and plate.

25. Remove the torque converter bolts.

26. Remove the transaxle mounting bolts. Refer to "Transaxle Mounting Bracket" in this
section.
 27. Carefully remove the transaxle assembly from the engine compartment.

Installation Procedure

1. Support the transaxle with a transaxle support jack, then carefully position in the vehicle.
2. Install the transaxle mounting bracket bolts. Refer to "Transaxle Mounting Bracket" in
this section.

3. Install the transaxle lower bolt and nut.

Tighten
Tighten the bolt(1) and nut(2) to 56-66 N•m (41-49 lb-ft).
4. Install the torque converter bolts.
Tighten
Tighten the bolts to 17-20 N•m (13-15 lb-ft).

5. Install the cover plate bolts.

Tighten
Tighten the cover plate bolts to 4-7 N•m (35-62 lb-in).
6. Install the rear mounting bracket and the reaction rod.
Tighten
o Tighten the rear mounting bracket bolts(1) to 55 - 65 N•m (41-48 lb-ft).
o Tighten the reaction rod connection nut and bolt (2) to 75 - 85 N•m (55-63 lb-ft).
o Tighten the reaction rod nut and bolt (3) to 75 - 85 N•m (55-63 lb-ft).

7. Remove the support jack from the transaxle.

8. Install the front exhaust pipe. Refer to Section 1G, Engine Exhaust.

9. Install the transaxle upper bolts.

Tighten
Tighten the bolts to 56 - 66 N•m (41-49 lb-ft).

10. Install the drive axle. Refer to Section 3A, Automatic Transaxle Drive Axle.
11. Install the front longitudinal frames and stabilizer shaft. Refer to Section 2C, Front
Suspension.
12. Remove the engine support fixture DW110-021.
13. Install the starter. Refer to Section 1E, Engine Electrical.

14. Connect the turbine speed sensor(1).

15. Connect the output(vehicle) speed sensor(2).
16. Connect the wiring harness and install the ground wire bolt(3).
 Tighten
Tighten the bolt to 27 - 30 N•m (41-49 lb-ft).

17. Install the lower hose bracket retaining bolt(1).

Tighten
Tighten the bolt to 8 - 15 N•m (71-133 lb-in).
18. Connect the wiring harness and install the bolts(1,2) to each bracket.
Tighten
o Tighten the housing side bracket retaining bolt (1) to 44 N•m (33 lb-ft).
o Tighten the case side harness retaining bracket bolt (2) to 13 N•m (115 lb-in).

19. Install the clamp and connect the oil cooler hose.
20. Connect the wiring harness connector(1), O2 sensor connector(2) and CKP sensor
connector(3).
21. Install the bracket bolt(4).
Tighten
Tighten the bolt to 44 N•m (33 lb-ft).

22. Connect the TR(Transmission Range) switch connector.

23. Install the selector cable E-ring(1) and nut(2). Refer to "Gear Shift Control Cable" in this
section.
24. Install the battery and battery tray. Refer to Section 1E, Engine Electrical.
25. Install the air cleaner assembly. Refer to Section 1B1, 0.8L SOHC Engine Mechanical.

26. Install the oil drain plug.

Tighten
Tighten the drain plug to 40 N•m (30 lb-ft).
27. Refill the transaxle fluid.
28. Inspect the oil level. Refer to "Primary Check" in this section.
29. Install the transaxle under cover. Refer to Section 9N, Frame and Underbody.
Transaxle Mounting Bracket
Removal Procedure
1. Remove the air cleaner assembly. Refer to Section 1B1, 0.8L Engine Mechanical.
2. Remove the battery and battery tray. Refer to Section 1E, Engine Electrical.

3. Support the transaxle with a supporting jack.

4. Remove the transaxle mounting bracket cage nuts(1) and the mounting bracket bolt(2).
5. Remove the side cover to mounting bracket bolts and the mounting bracket.
Installation Procedure

1. Install the bracket and the side cover to mounting bracket bolts.

Tighten
Tighten the side cover to mounting bracket bolts to 55 - 65 N•m (41-48 lb-ft).

2. Install the transaxle mounting bracket cage nuts(1) and mounting bracket bolt(2).

Tighten

o Tighten the transaxle mounting bracket cage nuts to 58 - 68 N•m (43-50 lb-ft).
o Tighten the transaxle mounting bracket bolt to 55 - 65 N•m (41-48 lb-ft).
3. Install the batter and tray. Refer to Section 1E, Engine Electrical.
4. Install the air cleaner assembly. Refer to Section 1B1, 0.8L Engine Mechanical.
Gear Shift Control Cable
Removal Procedure
1. Remove the air cleaner assembly. Refer to Section 1B1, 0.8L Engine Mechanical.
2. Place the select lever in the P position.
3. Remove the E-ring(1) and nut(2).
4. Disconnect the shift control cable from the bracket.

5. Remove the floor console. Refer to Section 9G, Interior Trim.

6. Remove the shift control cable clip(1) and E-ring(2) and disconnect the gear shift lever
side shift control cable(3).

7. Remove the shift control cable grommet retaining nuts.

8. Pull the cable out in the passenger room.
Installation Procedure
1. Push the cables toward the engine compartment through dash panel's hole slightly.
2. Position the cables on the shift lever.
3. Install the cable grommet and nuts.
Tighten
Tighten the cable grommet nuts to 4 - 7 N•m (35-62 lb-in).

4. Install the E-ring(2) and clip(1), then connect the shift lever side shift control cable. Coat
the grease on the clip.
5. Install the floor console. Refer to Section 9G, Interior Trim.

6. Install the cable on the transaxle shift cable bracket and E-ring(1).
7. Using the spanner, fix the cable with the cable nut(2).
Tighten
Tighten the cable nut to 6 - 8 N•m (53-71 lb-in).

8. Install the air cleaner assembly. Refer to Section 1B1, 0.8L Engine Mechanical.
Shift Control Lever Assembly
Removal Procedure
1. Disconnect the negative battery cable.
2. Remove the floor console. Refer to Section 9G, Interior Trim.
3. Disconnect the shift lever side control cable. Refer to "Gear Shift Control Cable" in this
section.
4. Disconnect the connectors.

5. Remove the gear shift lever assembly mounting bolts and the assembly.
Installation Procedure

1. Install the gear shift lever assembly and the bolts.

Tighten
Tighten the gear shift lever assembly mounting bolts to 4 - 7 N•m (35-62 lb-in).

2. Connect the connectors.

3. Connect the shift lever side control cable. Refer to "Gear Shift Control Cable" in this
section.

4. Install the floor console. Refer to Section 9G, Interior Trim.

5. Connect the negative battery cable.
Transmission Control Module (TCM)
Removal Procedure

1. Disconnect the negative battery cable.

2. Disconnect the connectors(1) from TCM.
3. Remove the TCM mounting bolts(2).
4. Remove the TCM from the bracket.
Installation Procedure

1. Install the TCM to the bracket and tighten the bolts(2).

Tighten
Tighten the TCM mounting bolts to 6 - 8 N•m (53-71 lb-in).
2. Connect the connectors(1).
3. Connect the negative battery cable.

UNIT REPAIR

Major Component Disassembly

Tools Required

DT-47522 Valve Lift Attachment

DT-47523 Valve Lift
DT-47531 Output Gear Holder
DT-47532 Output Gear Locknut Remover/Installer
Disassembly Procedure

1. Remove the torque converter.

2. Remove the bolts and the bracket.
3. Remove the bolts, the bracket(1,2) and the select cable bracket(3).

4. Remove the bolt and the oil cooler(1).

Notice :
o Remove the O-ring.
o Do not reuse the O-ring.
5. Remove the bolts, and the oil filler tube(1).

6. Using the punch, remove the spring pin(2) and the select lever assembly(1).
7. Remove the bolt and the TR switch.

8. Remove the bolt and the turbine sensor(1).

9. Remove the bolt and the vehicle speed sensor(1).

10. With the converter housing(1) upward, remove the installation bolts. Then remove the
housing, tapping it lightly with a plastic hammer.
Notice :
o Remove any residual sealant from the housing and case surfaces.
o Ensure that all sealant has been removed.
11. Remove the differential assembly(1).

12. Remove the O-ring(2) of the input shaft, and then remove the bolts and the oil pump(1).

Notice :
o When removing the oil pump, be careful not to drop the input shaft.
 o For a transmission with lock-up function, be careful not to damage the O-ring
between the input shaft and the torque converter.

13. Remove the reduction gear(1).

14. Remove the bolts(4), the buffle breather plate(5) and the support actuator(3).
15. While wobbling the parking pawl, pull out the parking pawl shaft. Then, remove the
parking pawl(1), the parking pawl spring(2) and the parking pawl collar.

16. Remove the oil pan installation bolts with the pan(1) facing upward. Then, remove the
stiffener(2) and the pan, tapping lightly with a plastic hammer.

Notice :

o Do not separate the stiffener from the pan with a screwdriver.

o Remove any residual sealant from the pan and case surfaces.
o Ensure that all sealant has been removed.
17. Remove the magnets from the oil pan.
18. Remove the connector from each solenoid(3).
19. Remove the bolts which fix the transmission fluid temperature sensor(2) to the ground,
and remove the control valve(1) installation bolts. Then, remove the valve itself.

20. While pushing the pawl(2), pull the solenoid terminal out from the case.

Notice : Do not pull the wiring harness when pulling the terminal(1) out.
21. Remove the nut while holding the width across flats of the manual shaft(2), then remove
the manual plate(1).

22. Remove the manual shaft lock bolt(1), and pull out the shaft(2).
23. Remove the E-ring(1), then remove the parking lever and the parking rod(2) as a unit.

24. Remove the side cover(1) installation bolts with cover facing upward, and then remove
the covers.
 Notice :

o Remove the three O-rings from the end face of the case.
o Do not separate the side cover from the case with a screwdriver.
o Remove any residual sealant from the surfaces of the side cover and case
completely.
o Ensure that all sealant has been removed.

25. Remove the snap ring with a flathead screwdriver, and pull the band servo cover(1) out
with a pliers.

Notice : To prevent the case from being scratched when removing the snap ring with
a screwdriver, smooth the surface of the case with sandpaper. (This also prevents
the O-ring from being scratched when reassembling.)
26. Hold the piston stem, and loosen the lock nut.
27. Loosen the piston stem(1).

Notice : Temporarily tighten the lock nut to prevent the air vent pin from coming
out.

28. Remove the reverse clutch drum(1).

29. Remove the brake band.

Notice : To prevent cracking when expanding the brake band(1), bind it with wire.

30. Remove the anchor end pin(2).

31. Remove the high clutch assembly(1).

Notice : Be careful not to drop the bearings from the both sides of the high clutch
assembly.

32. Remove the high clutch hub(1).

33. Remove the front sun gear assembly(1).

Notice : Be careful not to drop bearings from the side cover side and the bearing
race on the torque converter side of the front sun gear assembly.

34. Using valve lifter attachment DT-47522 and valve lifter DT-47523, remove the snap
ring(1) from the band servo piston.
35. Lightly tap the piston stem(1) with a plastic hammer, and remove the band servo piston
with the reaction force of the piston spring.
Notice : The band servo piston may spring out because of the piston spring force. Be
careful not to drop the piston.

36. Remove the snap ring; then remove the front carrier(1) and the low one-way clutch(2) as
a unit.
Notice : Be careful not to drop the bearing from the side cover side and the race-
combined bearing from the torque converter side of the front carrier.
37. Remove the rear sun gear(1).

38. Remove the rear carrier assembly(1).

Notice : Be careful not to drop the bearing from the side cover side and the race-
combined bearing from the torque converter side of the rear carrier assembly.
39. Remove the rear internal gear(1).
Notice : Be careful not to drop the bearing from the side cover side and the race-
combined bearing from the torque converter of the rear internal gear.

40. Remove the low clutch assembly(1) as a unit.

Notice : Be careful not to drop the race-combined bearings from the torque
converter side of the low clutch assembly.
41. Hold the output gear using the output gear holder DT-47531 and remove the output gear
locknut using the output gear locknut remover / installer DT-47532.
42. Remove the output gear.

43. Remove the converter housing and the differential side oil seal(1) of the case.
44. Remove the input shaft oil seal from the converter housing.
Oil Pump
Disassembly Procedure

1. Remove the bolts and the oil pump cover(1).

2. Pull the inner rotor(1) and outer rotor(2) out from the oil pump housing(3).
Inspection Procedure
1. Using a thickness gauge(1), measure the side clearances of the inner and outer rotors.

Clearance (mm): Standard 0.02 - 0.04

2. Using a thickness gauge(1), measure the tip clearances of the inner and outer rotors.

Clearance (mm): Standard 0.02 - 0.15

 3. Check the other components for damage or abnormal wear.

Assembly Procedure
Follow these steps. Take heed of the following during assembly:

1. Install the inner rotor(1) and outer rotor(2) in the oil pump housing(3) with the punch
marks visible.
2. Install the oil pump cover(1) in the oil pump body, and tighten the bolts with the
specified torque.
Tighten
Tighten the oil pump cover bolt to 9 N•m (80 lb-in).
Reverse Clutch
Tools Required

DT-47525 Reverse Clutch Spring Compressor

Operational Check

1. Using a thickness gauge, measure the clearance between the snap ring and the retaining
plate.

Clearance (mm) :
Standard : 0.5 - 0.8
Application limit : 1.0
Notice :

o If the application limit is exceeded, replace the friction plate and the separator
plate with new ones, and select a suitable retaining plate so that the specified
clearance will be obtained.
o If the clearance is less than the application limit, select a suitable retaining plate
so that the clearance will fall within the desired range.

2. Blow air into the oil inlet of the reverse clutch drum(2), and check the functioning of the
piston.

Notice : Close the other holes when blowing air using an air gun(1).
Disassembly Procedure

1. Remove the snap ring, then remove each plate.

2. Using reverse clutch spring compressor DT-47525, depress the spring retainer and
remove the snap ring, then remove the return spring.
Notice : Do not apply undue stress to the retainer.

3. Blow air into the oil inlet of the reverse clutch drum(2) to drive out the reverse clutch
piston.
Notice :
o Air must be blown gradually at low pressure so as not to tilt the reverse clutch
piston.
o If the reverse clutch piston is hard to remove by blowing air with an air gun(1),
pull it out using a pliers.
Inspection Procedure

1. Ensure that the check valve moves freely by shaking the reverse clutch piston(2).
2. Ensure that air does not escape when blown into the functioning side of the reverse clutch
piston, nor when blown into the release side.
3. Check the seal ring for breakage or damage.

4. Check the plates for burns, damage, or distortion.

5. Check the reverse clutch drum for burns or damage.
6. Check the other components for damage or distortion.
Assembly Procedure
Follow these steps. Caution the following during assembly:
1. Replace the O-ring with a new one. Apply automatic transmission fluid(ATF) to the new
O-ring, and then install in to the reverse clutch piston.
2. Be careful not to twist or come out the O-ring when inserting the piston.

3. Be sure to assemble the components of the clutch plate in the right order.
1. Reverse clutch drum
2. Snap rinig
3. Retaining plate
4. Friction plates
5. Separator plates
6. Piston
7. Return spring
4. Be careful not to distort the reverse clutch return spring plate when pressing into position
using DT-47525.
5. Ensure that the snap ring fits snugly into the drum groove.
6. Ensure that the snap ring opening is not aligned with the stopper.
7. Ensure that the snap ring opening is aligned with the concave aperture.
8. Before using a new reverse clutch plate set, soak it in ATF for more than two hours.
High Clutch
Tools Required

DT-47527 High Clutch Spring Compressor

Operational Check

1. Using a thickness gauge, measure the clearance between the snap ring and the retaining
plate.

Clearance (mm) :
Standard :1.8 - 2.2
Application limit: 2.4
Notice :

o If the application limit is exceeded, replace the friction and separator plates with
new ones, and select a suitable retaining plate so that specified clearance will be
obtained.
o If clearance is less than the application limit, select a suitable retaining plate so
that the clearance will fall within the desired range.

2. Blow air into the oil inlet of the high clutch drum(2), and check the functioning of the
piston.

Notice : Close the other holes when blowing air using an air gun(1).
Disassembly Procedure

1. Remove the snap ring, then remove each plate.

2. Using High clutch spring compressor DT-47527 and depress the spring retainer and
remove the snap ring, then remove the return spring.
 Notice : Do not apply undue stress to the retainer.

3. Blow air using an air gun(1) into the oil inlet of the high clutch drum(2) to drive out the
high clutch piston.
Notice :

o Air must be blown gradually at low pressure so as not to tilt the high clutch
piston.
o If the piston is hard to remove by blowing air, pull it out using a pliers.
Inspection Procedure

1. Ensure that the check valve moves freely by shaking the reverse clutch piston(1).
2. Ensure that air does not escape when blown into the functioning side of the reverse clutch
piston, when blown into the release side.

3. Check the plates for burns, damage, or distortion.

4. Check the seal ring and O-ring for breakage or damage.
5. Check the other components for damage or distortion.
Assembly Procedure
Follow the steps. Caution the following during re-assembly:
1. Replace the O-ring and the seal ring with new ones. Apply ATF to the new O-ring and
seal ring; then install these in the high clutch piston.
2. Be careful not to twist or come out the O-ring when inserting the piston.

3. Be sure to assemble the high clutch plate set components in the right order.
1. Snap rinig
2. Retaining plate
3. Friction plates
4. Separator plates
5. High clutch drum
6. Piston
4. Be careful not to distort the high clutch return spring plate when pressing into position.
5. Ensure that the snap ring fits snugly in the drum groove.
6. Ensure that the snap ring opening is not aligned with the stopper.
7. Ensure that the snap ring opening is aligned with the concave aperture.
8. Before using a new high clutch plate set, soak it in ATF for more than two hours.
Low Clutch
Tools Required

DT-47524 Low Clutch Spring Compressor

Operational Check

1. Using a thickness gauge, measure the clearance between the snap ring and the retaining
plate.

Clearance (mm) :
Standard : 0.8 - 1.1
Application limit : 1.3
Notice :

o If the application limit is exceeded, replace the friction plate and the separator
plate with new ones, and select a suitable retaining plate so that specified
clearance will be obtained.
o If clearance is less than the application limit, select a suitable retaining plate so
that the clearance will fall within the desired range.

2. Blow air into the oil inlet of the low clutch drum(2), and check the functioning of the
piston.

Notice : Close the other holes when blowing air using an air gun(1).
Disassembly Procedure

1. Remove the snap ring; then remove each plate.

2. Using low clutch spring compressor DT-47524, depress the cancel cover and remove the
snap ring; then remove the cancel cover and the return spring.

Notice : Do not apply undue stress to the retainer.

3. Blow air with an air gun(1) into the oil inlet of the low clutch drum(2) to drive out the
low clutch piston.

Notice :

o Air must be blown gradually at low pressure so as not to tilt the low clutch piston.
o If the low clutch piston is hard to remove by blowing air, pull it out by using a
pliers.
Inspection Procedure

1. Check the plates for burns, damage, or distortion.

2. Check the O-ring for breakage or damage.

3. Check the sealing surface(2) of the cancel cover(1) for breakage or damage.
 4. Check the other components for damage or distortion.

Assembly Procedure
Follow the steps. Caution the following during re-assembly:

1. Replace the O-ring with a new one. Apply ATF to the new O-ring and then install it in
the low clutch piston.
2. Be careful not to twist or come out the O-ring when inserting the low clutch piston.
3. Assemble with the cushion plate periphery touching the low clutch.

Notice : Note the direction of the cushion plate.

4. Be sure to assemble the low clutch plate set components in the right order.
1. Snap rinig
2. Retaining plate
3. Friction plates
4. Separator plates
5. Low clutch drum
6. Cancel cover
7. Cudhion plate
8. Piston
9. Return spring

5. Be careful not to distort the cancel cover when pressing it into position.
6. Ensure that the snap ring fits snugly in the drum groove.
7. Ensure that the snap ring opening is not aligned with the stopper.
8. Ensure that the snap ring opening is aligned with the concave aperture.
9. Before using a new low clutch plate set, soak it in ATF for more than two hours.
Low Reverse Brake
Tools Required

DT-47526 Low & Reverse Brake Spring Compressor

Operational Check

1. Using a thickness gauge, measure the clearance between the snap ring and the retaining
plate.

Clearance (mm) :
Standard :0.8 - 1.1
Application limit :1.3
Notice :

o If the application limit is exceeded, replace the friction and separator plates with
new ones, and select a suitable retaining plate so that the specified clearance will
be obtained.
o If clearance is less than the application limit, select a suitable retaining plate so
that the clearance will fall within the desired range.

2. Blow air into the oil inlet(2) of the control valve installation face, and check the
functioning of the piston.

Notice : Close the other holes when blowing air using an air gun(1).
Disassembly Procedure

1. Remove the snap ring, then remove each plate.

2. Using low & reverse brake spring compressor DT-47526, depress the spring retainer and
remove the snap ring, then remove the spring retainer and the return spring.
 Notice :

o Do not apply undue stress to the spring retainer.

o Use the special tools so that force will be applied evenly to the spring retainer.

3. Blow air with an air gun(1) into the oil inlet(2) of the control valve installation face to
remove the low & reverse brake piston.

Notice :

o Air must be blown gradually at low pressure so as not to tilt the piston.
o If the piston is hard to remove by blowing air, pull it out using pliers.
Inspection Procedure

1. Check the plates for burns, damage, or distortion.

2. Check the O-ring for breakage or damage.
3. Check the other components for damage or distortion.

Assembly Procedure
Follow the steps. Caution the following during re-assembly:
1. Replace the O-ring with a new one. Apply ATF to the new O-ring, and then install it in
the low clutch piston.
2. Be careful not to twist or come out the O-ring when inserting the low & reverse clutch
piston.

3. Assemble with the cushion plate periphery touching the low & reverse clutch.

Notice : Note the direction of the cusion plate.

4. Be sure to assemble the low & reverse brake plate set components in the right order.
1. Snap rinig
2. Retaining plate
3. Friction plates
4. Separator plates
5. Case
6. Cudhion plate
7. Piston
8. Return spring
5. Be careful not to distort the spring retainer when using low & reverse brake spring
compressor DT-47526.
6. Ensure that the snap ring fits snugly in the drum groove.
7. Ensure that the snap ring opening is not aligned with the stopper.
8. Ensure that the snap ring opening is aligned with the concave aperture.
9. Before using a new low & reverse brake plate set, soak it in ATF for more than two
hours.
Second Brake
Inspection Procedure
Second Brake Band

1. Check second brake band for damage, wear, or discoloration. If the result is not
satisfactory, replace the band with a new one.

Notice : Before putting the new band into position, soak it in ATF for more than two
hours.

Second Brake Piston

1. Check the piston seal ring for damage.

2. Check the piston bore of the mission case for damage or abnormal wear.
Input Shaft
Inspection Procedure

1. Check the spline for damage or wear.

2. Check the seal ring for breakage or wear.
Planetary Gear
Inspection Procedure

1. Check each gear for damage or discoloration.

2. Ensure that each gear rotates smoothly and without abnormal noise.

One-Way Clutch
Inspection Procedure

1. Check the one-way clutch for damage or wear.

Parking Lock Pawl, Return Spring

Inspection Procedure

1. Check the parking lock pawl for damage or wear.

2. Check the return spring for distortion or damage.

Internal Gear, Sun Gear

Inspection Procedure

1. Check the gear teeth for abnormal wear or damage.

Low One Way Clutch
Inspection Procedure

1. Using low one way clutch installer DT-47528, install low one way clutch.

Major Component Assembly

Tools Required

DT- 47522 Valve Lifter Attachment

DT- 47523 Valve Lifter
DT- 47531 Output Gear Holder
DT- 47532 Output Gear Locknut Remover/Installer
DT-47533 Input Shaft Oil Seal Installer
DT-47534 Differential Side Oil Seal Installer
DT-47535 Differential Front Side Oil Seal Installer
Assembly Procedure

1. Using input shaft oil seal installer DT-47533, install the input shaft oil seal of the
converter housing.

Notice :

o Do not reuse the oil seal.

o Apply grease to the lip of the oil seal.
o The oil seal must be flush with the converter housing surface when installed.
2. Using oil seal installer DT-47534 and DT-47535, installer the differential side oil seal of
the converter housing case.

Notice :
o Do not reuse the oil seal.
o Apply grease to the lip of the seal.
o Push the oil seal to the end.
3. Install the output gear bearing support(1) with converter housing facing upward.

Notice : Align the two oil inlets out of three oil inlets(3) on the oil pan side of the case
with the oil inlet cut-out(2) of the output gear bearing support.

4. Install the output gear.

5. Hold the output gear using output gear holder DT-47531 and install the output gear
locknut using output gear locknut remover/installer DT-47532.
6. Attach the race-combined bearings to the bottom of the low clutch(1) with petroleum
jelly, and install the low clutch drum so that it is engaged with the low & reverse brake
plates.

Notice : Be careful not to drop the bearing.

7. Attach the bearing to the side cover side and the race-combined bearing to the torque
converter side of the rear internal gear(1) with petroleum jelly, and install the rear
internal gear so that it is engaged with the low clutch plates.

Notice :

o When installing the internal gear, be careful not to catch the Teflon ring of the
case side inner race.
o Be sure to install at the bottom of the low clutch.
o Be careful not to drop the bearing.

8. Attach the bearing to the side cover side and the race to the engine side of the rear carrier
assembly with petroleum jelly, and install the rear carrier assembly(1) so that it is
engaged with the internal gear.

Notice : Be careful not to drop the bearing race.

9. Install the rear sun gear(1) to the rear carrier assembly with the polished face downward.

Notice : Note the direction of the rear sun gear.

10. Install the low one-way clutch in the front carrier so that the flange side(1) of the clutch
faces the torque converter side.
 Notice : After installation, ensure that the clutch rotates clockwise smoothly and
locks in the counter-clockwise direction.

11. Attach the bearings to the side cover side and the race-combined bearing to the torque
converter side of the front carrier (1) with petroleum jelly; then install the front carrier
and the low one-way clutch(2) as a unit, following the guide of the case.

Notice : Ensure that the front carrier periphery spline is engaged with that of the
low clutch. Ensure that the low one-way clutch is flush with the top of the front
carrier.

12. Install the snap ring.

Notice : Be careful not to scratch the one-way clutch with a screwdriver.

13. Attach the bearing to the side cover side and the race to the torque converter side of the
front sun gear assembly(1) with petroleum jelly, and install the assembly in the front
carrier.

14. Attach the bearing to the side cover side of the high clutch hub(1) with petroleum jelly,
and install the hub in the front sun gear assembly.
 Notice : The bearing to be installed in the hub is small in diameter. Be sure to
position in the center.

15. Install the brake band anchor end pin(1) in the case.
16. Apply ATF to the new O-ring; then install it in the band servo piston.
1. Air bleeder pin
2. Anchor end nut

17. Before installing the band servo cover, remove any scratches from the case surface with
sandpaper(1).

Notice : Be sure to take this step to prevent O-ring breakage.

18. Insert the band servo piston into the case and push it into the snap ring groove using
valve lifter DT-47523 and valve lifter attachment DT-47522 and then fasten the snap
ring(1).

Notice :

o Gently tighten the anchor end nut of the band servo stem shaft so that the air vent
pin does not drop.
o Fix the spring to the center of the piston with petroleum jelly.

19. Attach the bearing to the side cover side of the high clutch assembly with petroleum jelly,
and install the high clutch assembly(1) so that it is engaged to the high clutch hub.
20. Install the reverse clutch so that it is engaged to the high clutch hub.
0. Reverse clutch drum

21. Through the anchor end pin and the piston, install the brake band(1) level with the
reverse clutch; then gently tighten the piston.
22. Loosen the anchor end nut as much as possible. Tighten the band servo stem with the
specified torque; then loosen it back by 2.5 turns from that position. Then tighten the
anchor end nut with the specified torque while holding the piston stem(1).

Tighten

o Tighten the band servo stem to 3 N•m (27lb-in).

o Tighten the anchor end nut to 32.5 N•m (24 lb-ft).
23. Insert the band servo cover(1) horizontally.
Notice : Before installation, apply ATF to the O-ring.
24. Install the snap ring.
Notice : Be sure that the snap ring is entirely in the groove.

25. Measure the side cover end play and select a suitable thrust washer.
o Measure dimension A from the case installation surface of the side cover to the
seating surface of the race bearing.
 o Measure dimension B from the side cover installation surface of the case to the
top of the high clutch bearing.

o Calculate the clearance by the formula "Dimension B - Dimension A", and select
a suitable race so that Dimension T1 will be the specified clearance.

T1 specified clearance: 0.25 - 0.55 mm (0.010-0.022 in)

Notice : If Dimension T1 is not within the specified clearance, replace the selected
high clutch bearing with another one and calculate the clearance again. Then, select
a race.
o Measure Dimensions A1 and A2 of the side cover.
o Calculate Dimension A by the formula "A2 - A1".

o Measure Dimension B from the side cover installation surface of the case to the
washer seating surface of the reverse clutch.
 o Calculate the clearance by the formula "Dimension B - Dimension A", and select
a suitable thrust washer so that Dimension T2 will be the specified clearance.

T2 specified clearance: 0.55 - 0.90 mm (0.022 - 0.035 in)

26. Apply sealant(2) to the side cover(1) as shown in the figure on the left.

Sealant (Threebond 1216B)

Notice :

o The coat of sealant should be wide and thick, approximately 2 mm (0.079 in) in
width and 1 mm (0.039 in) thick.
o The sealant should be applied thoroughly and evenly.
27. Position the three O-rings(2) in the case.

Notice : Do not reuse the O-rings. Apply ATF to the new O-rings before installation.

28. Install the side cover(1) in the case, and tighten the bolts with the specified torque.

Tighten
 Tighten the side cover bolts to 21 N•m (15 lb-ft).
Notice :

o Be careful not to damage the Teflon rings attached to the high clutch and the side
cover.
o Two of the bolts fixing the side cover is bolts with sealant(2). Be sure to replace
the bolt with a new one and install it in the correct position.

29. Install the parking rod(2) and the parking lever as a unit in the case, and install the E-
ring(1).
30. Install the O-ring in the manual shaft, and insert the manual shaft from inside the case.

Notice :

o Be sure to insert from inside the case; damage may occur if installed from the
outside.
o Before installing, apply ATF to the O-ring.

31. Tighten the manual shaft lock bolt(1) to the manual shaft(2).

Tighten
Tighten the manual shaft lock bolt to 7 N•m (62 lb-in).

Notice : Do not reuse the lock bolt as sealant may be attached to it.
32. Install the manual plate(1) in the manual shaft(2). Fix the manual shaft outside the
transmission case and tighten the manual plate nut.

Tighten
Tighten the manual plate nut to 13 N•m (10 lb-ft).
33. Install the solenoid terminal(1) in the case.

34. While hanging the detent spring(3) on the manual plate(1), engage the manual valve (2)
with the manual plate pin, and install the control valve.

Notice :
o Ensure that the valve is fixed to the location pin.
o After installing the valve, ensure again with your fingers that the manual valve is
engaged with the manual plate pin.
35. Tighten the control valve(1) installation bolts with the specified torque.
36. Tighten the TFT sensor and the ground terminal(2) together.

Tighten
Tighten the bolt to to 8 N•m (71 lb-in).

37. Install the same colored terminal in each solenoid(3).

38. Install the magnet in the oil pan(1).

39. Apply sealant(2) to the oil pan as shown in the figure on the left.

Sealant (Threebond 1216B)

Notice :

o The coat of sealant should be wide and thick, approximately 3mm (0.118 in) in
width and 1.5mm(0.059 in) thick.
o The sealant should be applied thoroughly and evenly.
40. While fixing the stiffener(2) to the four oil pan bolts, tighten the oil pan(1) installation
bolts with the specified torque.

Tighten
Tighten the oil pan installation bolts to to 13 N•m (10 lb-ft).

Notice : The four bolts which fix the stiffener are of different lengths. Be sure to
position them in the right places.
41. Position the parking pawl(1), the parking pawl spring(2) and the parking pawl collar in
the hole, and fix them by inserting the parking pawl shaft.
42. Tighten the support actuator(3) and the buffle breather plate(5) together.

Tighten
Tighten the support actuator bolts to to 27 N•m (20 lb-ft).

43. Tighten the stopper bolt (4) of the parking pawl shaft.

Tighten
Tighten the parking pawl shaft stopper bolt to to 5 N•m (44 lb-in).

44. Install the reduction gear(1) with the converter housing facing upward.
45. Insert the input shaft in the center of the output gear. Install the oil pump(1) and tighten
the bolts with the specified torque. Then, install the O-ring(2) in the input shaft.

Tighten
Tighten the oil pump bolts to to 13 N•m (10 lb-ft).

Notice : Do not reuse the input shaft seal ring. Apply ATF to a new seal ring before
installation.

o Do not reuse the O-ring. Apply ATF to the new O-ring before installation.
46. Install the differential assembly(1) so that it is engaged with the reduction gear.

Notice : Ensure that the differential assembly is flush with the reduction gear.

47. Select a differential assembly shim.

o Measure dimension L1 from the case installation surface of the converter housing
to the seating surface of the shim bearing.
 o Measure dimension L2 from the converter housing installation surface of the case
to the top of the differential assembly(1) side bearing.

o Calculate the clearance by the formula Dimension L1-Dimension L2, and select a
suitable shim so that Dimension A will be the specified clearance.

Specified clearance A: 0 - 0.1 mm(0 - 0.004 in)

48. Apply sealant(2) to the converter housing(1) as shown in the figure on the left.

Sealant (Threebond 1216B)

Notice :
o The coat of sealant should be wide and thick, approximately 2mm (0.079 in) in
width and 1mm (0.039 in )thick.
o The sealant should be applied thoroughly and evenly.

49. Install the converter housing(2) aligning with the case knock-pin(1).
50. Tighten the converter housing(1) installation bolts with the specified torque.

Tighten
Tighten the converter housing bolts to to 31 N•m (23 lb-ft).

Notice : One of the bolts fixing the converter housing is a bolt with sealant(2). Be
sure to replace the bolt with a new one and install it in the correct position.

51. Install the vehicle speed sensor(1), and tighten the bolt with the specified torque.

Tighten
Tighten the vehicle speed sensor bolt to to 7 N•m (62 lb-in).
52. Install the turbine sensor(1) and tighten the bolt with the specified torque.

Tighten
Tighten the turbine sensor bolt to to 7 N•m (62 lb-in).

53. Install the TR switch through the manual shaft, and temporarily tighten the bolt.
54. Embed the select lever assembly(1) in the manual shaft, and install the spring pin(2)
using the punch.

55. Move the select lever assembly to shift into the "N" range. Insert the pin (about Ø4) (1) in
the location holes of the TR switch and the select lever assembly; then tighten the bolts of
the TR switch.

Tighten
Tighten the TR switch bolt to to 3.2 N•m (28 lb-in).
56. Align the convex section of the oil cooler with the case cut-out(1), and tighten the oil
cooler installation bolt(2) with the specified torque.

Tighten
Tighten the oil cooler installation bolt to to 35 N•m (26 lb-ft).

Notice :

o Before installation, attach the O-ring to the oil cooler with petroleum jelly.
o Do not reuse the O-ring.

57. Apply sealant(2) to the air breather cover(1) as shown in the figure on the left.

Sealant (threebond 1216B)

Notice :

o Don't remove an air breather cover when usually inside transaxle is disassembled.
o An air breather cover can be applied a sealant, and bolting of a bolt in this
procedure, only in case of that is required replacement by any damaged.
o The coat of sealant should be approximately 1.6 mm(0.063 in) in width and 1
mm(0.039 in) in thick.
o The sealant should be applied thoroughly and evenly.
58. Install the air breather cover(1) in the case, and tighten the bolt with the specified torque.

Tighten
Tighten the air breather cover bolt to to 12 N•m (106 lb-in).
59. Insert the oil filler tube(1) in the case, and fix it to the case together with the solenoid
terminal.
Tighten
Tighten the oil filler tube bolt to 7 N•m (62 lb-in).

60. Install the bracket(1),(2) and select cable bracket(3), and tighten the bolts with the
specified torque.
Tighten
o Tighten the case side bracket retaining bolt(1) to 13 N•m (115 lb-in).
o Tighten the housing side bracket retaining bolt(2) to 44 N•m (33 lb-ft).
o Tighten the select cable bracket bolt (3) to 19 N•m (14 lb-ft).
61. Install the bracket(1), and tighten the bolts with the specified torque.

Tighten
Tighten the harness bracket bolt to 44 N•m (33 lb-ft).

62. Install the torque converter(1).

o Pour ATF to the extent that the ATF does not spill when setting up the converter.
o Install the converter, turning it until the converter sleeve cut-out is aligned with
the input shaft.
o Measure dimension A from the edge of the converter to the edge of the case(2) to
ensure that the converter is installed properly.

Caution : The oil pump may be damaged if the transmission case is mounted on a
vehicle with the torque converter attached incorrectly.
Dimension A: 23.63 mm(0.930 in) or more
Notice :

o Be sure to apply the ATF to the O-ring of the input shaft. (To prevent the O-ring
from being damaged)
o Before installing the converter, apply ATF to the oil seal lip. (To prevent lip
breakage)
o Be careful not to scratch or damage the lip of the oil seal with the sleeve during
installation.
o Do not use force during installation.
o Remove all ATF which has fallen to the bottom of the housing when applying the
ATF to the oil seal.
 o If ATF drops when installing the converter, remove it completely. (Do not
overleap oil leakage.)
o When installing the transaxle with the engine, attach the torque converter to the
transaxle, then install them with the engine. (If they are connected in a wrong
order, the oil seal O-ring or oil pump may be damaged.)

Control Valve Body

1. Upper Control Valve Body

2. Separator Plate
3. Intermediate Control Valve Body
4. Separator Plate B
5. Lower Control Valve Body
6. Oil Strainer
7. Shift Solenoid A
8. Shift Solenoid B
9. Line Pressure Control Solenoid
10. Lock-up Solenoid
Disassembly Procedure

1. Remove the shift solenoid A(1), the shift solenoid B(2), the line pressure control
solenoid(3) and the lock-up solenoid(4) from the lower control valve body.

2. Remove the oil strainer(1) from the lower control valve body.
3. Remove the bolt from the side of the lower control valve body (shown in the figure on
the left).

4. With the upper control valve body upward, remove the bolt and the nut.
5. Remove the upper control valve body and the separator plate as a unit.

Notice : Since there is a steel ball inside the body of each valve, remove each body
and the separator plate as a unit with the lower control valve body facing
downward.
6. With the upper control valve body downward, remove the separator plate and the steel
ball(1).

Notice : Be careful not to drop or lose the steel ball.

7. With the upper side of the intermediate control valve body upward, remove it as a unit
with the separator plate B.
8. With the upper side of the intermediate control valve body downward, remove the
separator plate B and the steel ball(1).

Notice : Be careful not to drop or lose the steel ball.

9. Remove the oil filter(1) from the lower control valve body.

Notice : Be careful not to drop or lose the oil filter.

 Upper Control Valve Body

1. Retainer Plate Pin

2. Spring
3. Neutral Shift Valve
4. Retainer Plate Pin
5. Spring
6. Throttle Pressure Accumulator
7. Retainer Plate Pin
8. Spring
9. Shift Valve A
10. Parallel Pin
11. Plug
12. Spring
13. Pressure Modifier Valve
14. Manual Valve
15. Retainer Plate Pin
16. Spring
17. Line Pressure Relief Valve
Disassembly Procedure

1. Remove the retainer plate pin, the spring and the neutral shift valve.
2. Remove the retainer plate pin, the spring and the throttle pressure accumulator.
3. Remove the retainer plate pin, the spring and the shift valve A.
4. Remove the parallel pin, the plug, the spring and the pressure modifier valve.
5. Remove the manual valve.
6. Remove the retainer plate pin, the spring and the line pressure relief valve.

Notice :

o Each valve can be removed by being slid with the weight of the valve itself.
o If the valve will not slide in this manner, push it out with a wire or face the valve
inserting side downward and tap the valve lightly with a rubber-headed hammer.
Do not scratch the valve and damage its surface or hole.
o Do not use a magnet. It may cause residual magnetism.
o Be careful not to drop or lose the valve and internal components.

Check
Spring

1. Take the following spring measurements.

2. If the measured value is too low or too high, replace the spring.

a. Free length
b. Outer diameter
c. Wire diameter
Standard
. Item
Spring name Outer Free No.of Wire
. diameter length effective diameter
. (mm) (mm) coils (mm)
Neutral shift valve spring 7.0 19.9 7.3 0.65
Throttle pressure accumulator spring 10.0 36.0 9.77 1.6
Shift valve A spring 9.0 28.7 8.25 0.8
Pressure modifier valve spring 9.0 26.9 8.4 0.7
Line pressure relief valve spring 9.6 69.3 22.5 1.6

Assembly Procedure

1. Install the line pressure relief valve.

2. Install the manual valve.
3. Install the pressure modifier valve.
4. Install the shift valve A.
5. Install the throttle pressure accumulator.
6. Install the neutral shift valve.
 Notice :

o Before assembly, wash all the components thoroughly.

o Apply ATF to all of the components and holes.
o Do not use components which may have been dropped.
o With plastic tape, tape the screwdrivers and rods to be used for inserting the
valve.
o Note the orientation of valves and plugs.

Intermediate Control Valve Body

1. Retainer Plate Pin 8. Neutral Control Valve

2. Plug 9. Retainer Plate Pin
3. Spring 10. Valve Sleeve
4. 1-2 Modulator Valve 11. Valve Plug
5. Retainer Plate Pin 12. Spring
6. Plug 13. Lock-up Control Valve
7. Spring 14. Retainer Plate Pin
 15. Plug 25. Retainer Plate Pin
16. Spring 26. Valve Sleeve
17. Servo Release Timing Valve 27. Valve Plug
18. Retainer Plate Pin 28. Spring Seat
19. Spring 29. Spring
20. Shift Valve B 30. Pressure Regulator Valve
21. Retainer Plate Pin 31. Retainer Plate Pin
22. Plug 32. Spring
23. Spring 33. Pilot Valve
24. Accumulator Control Valve
Disassembly Procedure

1. Remove the retainer plate pin, the plug, the spring and the 1-2 modulator valve.
2. Remove the retainer plate pin, the plug, the spring and the neutral control valve.
3. Remove the retainer plate pin, the valve sleeve, the valve plug, the spring and the lock-up
control valve.
4. Remove the retainer plate pin, the plug, the spring and the servo release timing valve.
5. Remove the retainer plate pin, the spring and the shift valve B.
6. Remove the retainer plate pin, the plug, the spring and the accumulator control valve.
7. Remove the retainer plate pin, the valve sleeve, the valve plug, the spring seat, the spring
and the pressure regulator valve.
8. Remove the retainer plate pin, the spring and the pilot valve.

Notice :
o Each valve can be removed by being slid with the weight of the valve itself.
o If the valve will not slide in this manner, push it out with a wire or face the valve
inserting side downward and tap the valve lightly with a rubber-headed hammer.
Do not scratch the valve and damage its surface or hole.
o Do not use a magnet. It may cause residual magnetism.
o Be careful not to drop or lose the valve and internal components.
Check
Spring

1. Take the following spring measurements.

2. If the measured value is too low or too high, replace the spring.

a. Free length
b. Outer diameter
c. Wire diameter
Standard
. Item
Spring name Outer Free No.of Wire
. diameter length effective diameter
. (mm) (mm) coils (mm)
1-2 modulator valve spring 9.0 23.0 7.3 0.6
Neutral control valve spring 7.8 27.6 8.1 0.4
Lock-up control valve spring 14.0 33.0 5.57 1.1
Servo release timing valve spring 10.7 17.0 4.8 0.7
Shift valve B spring 10.0 35.0 9.9 0.9
Accumulator control valve spring 7.8 27.6 8.1 0.4
Pressure regulator valve spring 14.35 44.6 7.9 0.95
Pilot valve spring 9.1 25.4 8.3 1.1
Assembly Procedure

1. Install the pilot valve.

2. Install the pressure regulator valve.
3. Install the accumulator control valve.
4. Install the shift valve B.
5. Install the servo release timing valve.
6. Install the lock-up control valve.
7. Install the neutral control valve.
8. Install the 1-2 modulator valve.

Notice :

o Before assembly, wash all the components thoroughly.

o Apply ATF to all of the components and holes.
o Do not use components which may have been dropped.
o With plastic tape, tape the screwdrivers and rods to be used for inserting the
valve.
o Note the orientation of valves and plugs.
 Lower Control Valve Body

1. Retainer Plate Pin

2. Spring
3. Torque Converter Relief Valve
4. Retainer Plate Pin
5. Plug
6. Spring
7. 1-2 Accumulator
8. Retainer Plate Pin
9. Plug
10. Spring (OUT)
11. Spring (IN)
12. Throttle Pressure Accmulator
13. Retainer Plate Pin
14. Plug
15. Spring (OUT)
16. Spring (IN)
17. Low Clutch Accumulator
Disassembly Procedure

1. Remove the retainer plate pin, the spring and the torque converter relief valve.
2. Remove the retainer plate pin, the plug, the spring and the 1-2 accumulator.
3. Remove the retainer plate pin, the plug, the OUT spring, the IN spring and the throttle
pressure accumulator.
4. Remove the retainer plate pin, the plug, the OUT spring, the IN spring and the low clutch
accumulator.

Notice :

o Each valve can be removed by being slid with the weight of the valve itself.
o If the valve will not slide in this manner, push it out with a wire or face the valve
inserting side downward and tap the valve lightly with a rubber-headed hammer.
Do not scratch the valve and damage its surface or hole.
o Do not use a magnet. It may cause residual magnetism.
o Be careful not to drop or lose the valve and internal components.

Check
Spring

1. Take the following spring measurements.

2. If the measured value is too low or too high, replace the spring.

a. Free length
b. Outer diameter
c. Wire diameter
Standard
. Item
. Outer Free No.of Wire
Spring name diameter length effective diameter
. (mm) (mm) coils (mm)
Torque converter relief valve spring 9.0 34.4 12.1 1.4
1-2 accumulator spring 19.0 52.8 9.5 2.1
Throttle pressure OUT 19.0 89.2 12.7 1.5
accumulator spring IN 15.5 76.0 and over 14.9 1.3
Low clutch accumulator OUT 19.0 76.0 11.5 1.6
spring IN 15.3 76.0 12.7 1.2

Assembly Procedure

1. Install the low clutch accumulator.

2. Install the throttle pressure accumulator.
3. Install the 1-2 accumulator.
4. Install the torque converter relief valve.

Notice :
 o Before assembly, wash all the components thoroughly.
o Apply ATF to all of the components and holes.
o Do not use components which may have been dropped.
o With plastic tape, tape the screwdrivers and rods to be used for inserting the
valve.
o Note the orientation of valves and plugs.

Bolt Installation Position

Reference mark Length (mm) Tightening torque N•m (lb-in)

a 90 .
A 22 .
B 77 8 (71)
C 12 .
D 87 .
Assembly Procedure
Notice :

o Before assembly, ensure that all the components have been washed thoroughly.
o Apply ATF to all of the components.
2. Apply ATF to the oil filter(1) and install it in the lower control valve body.
3. Apply ATF to the steel ball(1) and the new separator plate B; then install these items in
the lower side of the intermediate control valve body.

4. Install the intermediate control valve body and the separator plate B as a unit in the lower
control valve body.
5. Apply ATF to the steel ball(1) and the new separator plate; then install these items in the
upper control valve body.

6. Install the upper control valve body and the separator plate as a unit in the upper side of
the intermediate control valve body.
7. With the upper control valve body upward, tighten the bolt and the nut. Refer to "Bolt
Installation Position" in this section.
Tighten
Tighten the bolt and nut to 8 N•m (71 lb-in).

8. Tighten the bolts on the side of the lower control valve body (shown in the figure on the
left) equally. Refer to "Bolt Installation Position" in this section.
Tighten
Tighten the bolts to 8 N•m (71 lb-in).
9. Install the oil strainer(1) in the lower control valve body. Refer to "Bolt Installation
Position" in this section.

Tighten
Tighten the bolts to 8 N•m (71 lb-in).

10. Install the shift solenoid A(1), the shift solenoid B(2), the line pressure solenoid(3) and
the lock-up solenoid(4) in the lower control valve body. Refer to "Bolt Installation
Position" in this section.

Tighten
Tighten the bolts to 8 N•m (71 lb-in).
GENERAL DESCRIPTION AND SYSTEM OPERATION
Transaxle General Description
This newly developed automatic transmission is a light and compact transmission and provides
smooth operation, swift driving, and improved fuel consumption. Its electronically-controlled
shift point and shift oil pressure have resulted in delicate gear change control for various driving
factors such as throttle position and vehicle speed. Thus, smooth driving at all speeds has been
realized.
A symmetrical three-element, single-stage, two-phase torque converter is employed. The
transmission consists of 2 single planetary gears, 3 sets of disc clutches, 1 set of disc brakes, 1
set of band brakes, 1 set of one-way clutches, etc.
The number of planetary gears, one-way clutches, and disc brakes is 1 set fewer than the
conventional transmission, which improves efficiency.

Powerflow Mechanism
Planetary Gear Unit
Planetary gear unit shifts the gear position to forward, reverse, or neutral while driving.
The unit consists of a sun gear, a planetary carrier, and an internal gear. The different
engagement patterns of this unit installed in the front and rear operate when driving forward,
backward, and shifting.

1. Sun gear
2. Pinion gear
3. Internal gear
4. Planetary carrier
1. When the sun gear is locked, rotation speed of planetary carrier is slower than that
of internal gear.
2. When the planetary carrier is locked, rotation speed of sun gear is faster than that
of internal gear, and they rotate in the reverse direction.
3. When the internal gear is locked, rotation speed of sun gear is faster than that of
planetary carrier.

Clutches and Brakes

To shift gears via the planetary gear unit, clutches and brakes are used to engage and lock the
components of the front and the rear.
Clutches and brakes, except the one-way clutch, are operated by oil pressure switched by the
valve body, the shift valve, and the solenoid valve.
Operating Conditions
. Low Low & High Reverse 2-4 Low
Shift Position Clutch Reverse Clutch Clutch Brake One-way
. . Brake . . Band Clutch
P . . . . . .
R . O . O . .
N . . . . . .
4th gear . . O . O .
3rd gear O . O . . .
2nd gear O . . . O .
1st gear ("D", "2" range) O . . . . *O
1st gear ("1", range) O O . . . .
*Operative while accelerating only
Low Clutch
The low clutch causes an engagement between the rear internal gear and the front planetary
carrier.
Low & Reverse Brake
The low & reverse brake locks the front planetary carrier in reverse gear in the "R" range when
the vehicle is moving backward. In other cases, the brake operates in 1st gear in the "1" range
with the low clutch because of locking the rear internal gear.
It operates to obtain engine brake in the "1" range.
Hich Clutch
The high clutch causes an engagement between the front planetary carrier and the input shaft. It
operates in 3rd and 4th gears.
Reverse Clutch
The reverse clutch causes an engagement between the front sun gear and the input shaft. It
operates with the low & reverse brake when the vehicle is moving backward.
Low One-Way Clutch
The low one-way clutch prevents reverse rotation of the front carrier and the rear internal gear
with low clutch. It operates mechanically without being operated by oil pressure.
When the front carrier and the rear internal gear with low clutch rotate clockwise, even if engine
brake is desirable, engine brake does not occur.
2-4 Brake and Brake Servo
The 2-4 brake and brake servo lock the front sun gear. They operate in 2nd and 4th gears.
Operation is via the 2-4 brake servo. Line pressure is applied to the engagement and release
sides.The brake operates when line pressure is applied to the engagement side only. The 2-4
brake does not operate when line pressure is applied to both the engagement and release sides.
Lock-up Clutch
The lock-up clutch is employed inside the torque converter to lock up when creation conditions
are met in 3rd and 4th gears.
 1. Low Clutch
2. Low and Reverse Brake
3. High Clutch
4. Reverse Clutch
5. Low One-way Clutch
6. 2-4 Brake

a. Front Sun Gear

b. Front Carrier
c. Front Internal Gear
d. Rear Sun Gear
e. Rear Carrier
f. Rear Internal Gear
g. Input Shaft
h. Output Gear
Powerflow Functions
1st Gear ("1" Range)
Rotating conditions of the gear and carrier

• Input rotation : nsrpm

 • Output rotation : ncrpm
• ns>nc

ns>nc indicates that output rotation has been reduced compared to input rotation. Engine brake
occurs because the low clutch and the low & reverse brake are engaged.
Operational Clutch

• Low clutch : engages the rear internal gear with the front carrier.
• Low and reverse brake : locks the front carrier.

Input and Output

• Input : Rear sun gear

• Output : Rear carrier

. Front Rear
Internal gear Rotates clockwise (Nirpm) Locked (stationary)
Carrier Locked clockwise (stationary) Rotates clockwise (ncrpm)
Sun gear Rotates counterclockwise (Nsrpm) Rotates clockwise (nsrpm)
1st Gear ("D" and "2" Ranges)
The operational clutch, input and output, and rotating conditions of each gear and carrier are
almost the same as those in the "1" range. However, since the low & reverse brake is not
operating, the rear internal gear is locked only against counterclockwise rotation by the one-way
clutch, and can rotate clockwise.
Even if engine brake is desirable, the rear internal gear is allowed to rotate clockwise. Therefore,
engine brake does not occur.
 1. Input Shaft (Rear Sun Gear)
2. Front Internal Gear
3. Front Carrier
4. Front Sun Gear
5. Rear Internal Gear
6. Rear Carrier
7. Low & Reverse Brake
8. Low Clutch
9. One-way Clutch

2nd Gear
Rotating conditions of the gear and carrier

• Input revolution : nsrpm

• Output revolution : ncrpm

ns > nc indicates that output rotation has been reduced compared to input rotation.
In 1st gear operation, the front carrier is locked and the front sun gear rotates counterclockwise.
However, in 2nd gear operation, the front sun gear is locked and the front carrier rotates
clockwise. Therefore, the front internal gear rotates faster than in 1st gear, and output rotation in
2nd gear becomes faster than the rotation in 1st gear.
Operational Brake and Clutch

• Low clutch : engages the rear internal gear with the front carrier
• 2-4 brake : locks the front sun gear

Input and Output

• Input : Rear sun gear

• Output : Rear carrier

. Front Rear
Internal gear Rotates clockwise (Nirpm) Rotates clockwise (nirpm)
Carrier Rotates clockwise (Ncrpm) Rotates clockwise (ncrpm)
Sun gear Locked (Stationary) Rotates clockwise (nsrpm)

1. Input Shaft (Rear Sun Gear)

2. Front Internal Gear
3. Front Carrier
4. Front Sun Gear
5. Rear Internal Gear
6. Rear Carrier
7. Low Clutch
8. 2-4 Brake

3rd Gear
Rotating conditions of the gear and carrier

• Input revolution : nirpm

• Output revolution : ncrpm
In 3rd gear, the rotations of the rear sun gear and the rear internal gear are the same, which
means the rear planetary unit rotates as a unit and ns=ni=nc. Therefore, the input and output axes
are linked directly.
Operational Brake and Clutch

• Low clutch : engages the rear internal gear with the front carrier.
• High clutch : engages the front carrier with the input shaft.

Input and Output

• Input : Rear sun gear

• Output : Rear carrier

. Front Rear
Internal gear Rotates clockwise (Nirpm) Rotates clockwise (nirpm)
Carrier Rotates clockwise (Ncrpm) Rotates clockwise (ncrpm)
Sun gear Rotates clockwise (nsrpm)

1. Input Shaft (Rear Sun Gear)

2. Front Internal Gear
3. Front Carrier
4. Front Sun Gear
5. Rear Internal Gear
6. Rear Carrier
7. Low Clutch
8. High Clutch

4th Gear
Rotating conditions of the gear and carrier
 • Input revolution : Nc
• Output revolution : Ni
• Nc<Ni

In 4th gear, the front sun gear is locked and the front carrier rotates. The front internal gear
rotates faster than the front carrier. Therefore, output rotation is faster than input rotation.
Operational Brake and Clutch

• High clutch : engages the front carrier with the input shaft.
• 2-4 brake : locks the front sun gear.

Input and Output

• Input : Front carrier

• Output : Front internal gear

. Front Rear
Internal gear Rotates clockwise (Nirpm) Rotates clockwise (nirpm)
Carrier Rotates clockwise (Ncrpm) Rotates clockwise (ncrpm)
Sun gear Locked (stationary) Rotates clockwise (nsrpm)

1. Input Shaft (Rear Sun Gear)

2. Front Internal Gear
3. Front Carrier
4. Front Sun Gear
5. Rear Internal Gear
6. Rear Carrier
7. 2-4 Brake
8. High Clutch
Reverse
Rotating conditions of the gear and carrier

• Input revolution : Ns
• Output revolution : Ni
• Ns>ni
• 0>ni

In the "R" range, the front carrier is locked and the front sun gear rotates clockwise. The front
internal gear rotates counterclockwise. Therefore, the output axis rotates counterclockwise, and
the vehicle moves backward.
Operational Brake and Clutch

• Low & reverse brake : locks the front carrier.

• Reverse clutch : engages the front sun gear with the input shaft.

Input and Output

• Input : Front sun gear

• Output : Front internal gear

. Front Rear
Internal gear Rotates counterclockwise (Nirpm) Rotates counterclockwise (nirpm)
Carrier Locked (stationary) Rotates counterclockwise (ncrpm)
Sun gear Rotates clockwise (Ns=nsrpm)

1. Input Shaft (Rear Sun Gear)

2. Front Internal Gear
3. Front Carrier
 4. Front Sun Gear
5. Rear Internal Gear
6. Rear Carrier
7. Low & Reverse Brake
8. Reverse Clutch

Oil Pressure Mechanism

Valve Body
The valve body delivers oil pump discharge pressure to the clutches and brakes.
The valve body consists of a manual valve which delivers basic oil pressure, shift valves which
switch the oil pressure circuit to the clutches and brakes, a pressure regulator valve which
regulates line pressure, and accumulators which practice smooth shift shock.
In the valve body, there are oil circuits. Shift valves are operated by the shift solenoid valves.
Valve name Function
Pressure regulator valve Regulates the oil pump discharge pressure to the set pressure.
Manual valve Delivers the line pressure directory by the select lever.
Holds the oil pressure steady which fluctuates according to driving
Pilot valve
conditions.
Pressure modifier valve Regulates the pilot pressure applied to pressure the regulator valve.
Line pressure solenoid
Regulates the pilot pressure applied to pressure the modifier valve.
valve
Prevents the line pressure applied to the manual valve from
Line pressure relief valve
increasing above allowable value.
Switches the line pressure applied to the shift valve B and the
Shift valve A
engagement side of 2-4 brake servo.
Shift valve B Switches the line pressure applied to each of the clutch and brake.
Shift solenoid valve A Operates the shift valve A.
Shift solenoid valve B Operates the shift valve B.
Adjusts timing to switch the release side of 2-4 brake servo to the
Servo release timing valve
low clutch or the high clutch.
Accumulator control valve Regulates the line pressure applied to each accumulator.
Regulates the oil pressure applied to both engagement and release
Lock-up control valve
sides of lock-up clutch.
Lock-up solenoid Regulates the pilot pressure applied to the lock-up control valve.
Valve and Solenoids
Pressure Regulator Valve
The pressure regulator valve regulates the oil pump discharge pressure to the set pressure.
AT fluid for which oil pressure has been regulated lubricates the rotating parts, the torque
converter and the inside of the valve.
The oil pressure changes in response to the driving range and throttle position.
Manual Valve
The manual valve delivers the line pressure directly via the select lever.
Pilot Valve
The pilot valve holds the oil pressure steady which fluctuates according to driving conditions.
The oil pressure which has passed through this valve is called the pilot pressure. It is delivered
through each of the solenoid valves to the operation side of the shift valves and the pressure
modifier valve.
Pressure Modifier Valve
The pressure modifier valve is operated via pilot pressure which is itself regulated by the line
pressure solenoid valve.
The oil pressure which has passed through this valve is called the modifier pressure. The
modifier pressure operates the pressure regulator valve and the accumulator control valve. Thus,
the line pressure changes in response to driving conditions.

Shift Valve A
Shift valve A switches the line pressure applied to shift valve B and the line pressure applied to
the engagement side of the 2-4 brake servo. This valve is operated by switching the pilot
pressure. Switching the pilot pressure is controlled by the shift solenoid valve A.
Shift Valve B
Shift valve B switches the line pressure applied to each clutch and brake, and the pilot pressure
applied to the neutral shift valve and the lock-up control valve. This valve is operated by
switching the pilot pressure. Switching the pilot pressure is controlled by the shift solenoid valve
B.
Shift Solenoid Valve A
Shift solenoid valve A controls the pilot pressure which operates shift valve A.
ON opens the valve for the pilot pressure : OFF closes it.
Shift Solenoid Valve B
Shift solenoid valve B controls the pilot pressure which operates shift valve B.
ON opens the valve for the pilot pressure; OFF closes it.

Servo Release Timing Valve

The servo release timing valve adjusts the timing for applying the line pressure to the release side
of the 2-4 brake servo to the same as that of the timing for applying the line pressure to the low
clutch and the high clutch when shifting from 2nd gear to 3rd or from 4th gear to 3rd gear.
When oil pressure is applied to only 1, 2-3 are open and 1 is closed.
When oil pressure is applied to only 2, 1-3 are open and 2 is closed.
When oil pressure is applied to 1 and 2, 1-3 are open and oil pressure is applied to the release
side of the 2-4 brake servo.

Line Pressure Solenoid Valve

The line pressure solenoid valve regulates the pilot pressure applied to the pressure modifier
valve in response to the throttle position. Operation of the valve is duty-controlled.
Accumulator
This valve prevents an abnormal line pressure rise from being applied to each brake and clutch.
The oil pressure rise is controlled by the line pressure (back pressure) applied by the accumulator
control valve.
Accumulator Control Valve
The accumulator control valve regulates the line pressure (back pressure) applied to each
accumulator.
This valve is operated via the pilot pressure regulated by the pressure modifier valve.

Lock-up Solenoid Valve

The lock-up solenoid valve regulates the pilot pressure which operates the lock-up control valve
during lock-up.
Operation of the valve is duty-controlled.
Lock-up Control Valve
The lock-up control valve controls oil pressure applied to the lock-up clutch in the torque
converter by means of pilot pressure regulated by the lock-up solenoid.
Neutral Control Valve
The neutral control valve absorbs fluctuation of line pressure applied to the low clutch.
Oil Pressure Circuit
To shift gears, two types of oil pressure, line pressure and pilot pressure, are used.
Line pressure which operates clutches and brakes is controlled by the manual valve and shift
valves A and B.
Pilot pressure which is line pressure regulated by the pilot valve operates shift valves A and B
and the lock-up control valve. It is controlled by shift solenoid valves A and B and the lock-up
solenoid.
Line pressure is regulated by the pressure regulator valve in response to the pressure modifier
valve (throttle position) and the manual valve (selector lever position).
1st Gear ("1" Range)

Since the shift solenoid valves A and B are ON, pilot pressure operates the shift valves A and B.
Since the manual valve is positioned for the "1" range, oil pressure which has passed through the
shift valves A and B is applied to the low & reverse brake.
Therefore, line pressure passes through the manual valve and shift valves A and B, and then
operates the low clutch and the low & reverse brake. Since the low & reverse brake is operated,
engine brake occurs when the accelerator pedal is released.
1st Gear ("1" Range)
1st Gear ("D" and "2"Range)

Since the shift solenoid valves A and B are ON, pilot pressure operates the shift valves A and B.
Therefore, line pressure passes through the manual valve and shift valves A and B, and then
operates the low clutch.
Unlike in the case of "1" range, the low & reverse brake does not operate and the rear internal
gear engaged to the front carrier by the low clutch is locked only against counterclockwise
rotation by the low one-way clutch; however, it can rotate clockwise. Therefore, engine brake
does not occur when the accelerator pedal is released.
1st Gear ("D" and "2" Range)
2nd Gear
Since the shift solenoid valve A is OFF, pilot pressure is blocked and the shift valve A does not
operate.
Since the shift solenoid valve B is ON, the shift valve B operates.
Line pressure passes through the manual valve to the shift valves A and B, and operates the 2-4
brake servo engagement side and the low clutch in succession.
2nd Gear
3rd Gear
Line pressure passes through the manual valve to shift valves A and B.
Line pressure which has passed through the shift valve A is applied to the 2-4 brake servo
engagement side and the shift valve B.
Line pressure which has passed through the shift valve B is applied to the low clutch and the
servo release timing valve operational side.
Line pressure which has passed through the manual valve to the shift valve B is applied to the
high clutch and the servo release timing valve.
Line pressure which has passed through the servo release timing valve is applied to the 2-4 brake
servo release side and releases the 2-4 brake. Therefore, the low clutch and the high clutch
operate.
3rd Gear
4th Gear
Line pressure passes through the manual valve to the shift valves A and B.
Line pressure which has sent through the manual valve to the shift valve A stops there.
Line pressure which has passed through the shift valve B is sent to the high clutch and shift valve
A.
Line pressure which has passed through the shift valve A is sent to the 2-4 brake servo
engagement side.
Therefore, the 2-4 brake and the high clutch operate.
4th Gear
Reverse

Line pressure which is not applied to the shift valves A and B operates the low & reverse brake
and the reverse clutch directly.
Therefore, pilot pressure and the shift solenoid valves A and B are not related to gear change.
Line pressure is applied to the pressure regulator valve as well, and line pressure is kept higher
than the valve of driving forward.
Reverse
Lock-up Control
When the lock-up control execution conditions are met, the lock-up solenoid applies pilot
pressure to the shift valve B. Pilot pressure passed through the shift valve B operates the lock-up
control valve to drain oil pressure from the lock-up clutch release side of the torque converter
and to raise oil pressure at the engagement side. The lock-up solenoid is duty-controlled.

3rd Gear (Lock-up)

4th Gear (Lock-up)
Control Mechanism
Gear Change Control
Gears are changed by the solenoid valves A and B which are controlled by the TCM, and the
manual valve which is operated by the select lever.
When the select lever is in the "P", "N" or "R" position, the gear change is operated mechanically
by the manual valve and line pressure.
In the other positions, shifting up and down to 1st, 2nd, 3rd, and 4th gears is controlled by the
shift solenoid valves A and B.
Notice : If the transmission fluid temperature is less than 20°C, shifting-up to 4th gear is
not possible. This, however, is not a problem.Refer to the sections above for the powerflow
mechanism and the oil pressure circuit for each gear position.

Lock-up Control
When the conditions are met when driving at higher than a certain speed in 3rd (overdrive OFF)
or 4th (overdrive ON) gears, the TCM outputs a signal to the lock-up solenoid and locks up the
lock-up clutch in the torque converter. This is the lock-up control.
The lock-up control is operated by the lock-up solenoid and the lock-up control valve.
Lock-up Control Execution Conditions

• The shift position must be 3rd or 4th gear.

• The throttle opening angle and vehicle speed must be within the lock-up control range.
• The transmission fluid temperature must be within the control execution range. (20°C or
more)
• The TR switch is in the "D" position.

Conditions When Lock-up Control Is Not Executed

The execution conditions are not met.
TCM
It sends an output signal to the shift solenoids A and B, the line pressure solenoid and the lock-
up solenoid in response to the input signal from each sensor to operate shift change in 1st, 2nd,
3rd, and 4th gears and lock-up control.
The TCM is equipped with a diagnostic function to detect errors in the controller itself and the
input signal.
If an error occurs, the fail-safe function works to secure a minimum driving performance.
Input Signals
The signals shown in the diagram specify the input signals for the TCM terminal.
Vehicle Speed Signal
The frequency fluctuation output from the vehicle speed sensor is monitored and is input as the
vehicle speed.
The vehicle speed and throttle signals are used as data for the shifting gear.
Oil Temperature Signal
Resistance variation of the oil temperature sensor is monitored via the variation of voltage and is
input as transmission fluid temperature.
The oil temperature signal is used to determine the shift point.

Overdrive Signal
The overdrive signal is switched by the overdrive switch.
Shifting to overdrive is not possible when the switch is ON, and it is possible when the switch is
OFF.

Input Shaft Speed Signal

The input shaft speed signal is detected by the turbine sensor.
It is input as input shaft rotation.
It is used as data for lock-up control.

Shift Position Signal

The present positions of the selector lever and the manual valve are detected by the output signal
from the TR switch.
The shift position signal is used to determine the appropriate driving gear for the vehicle speed.

Engine Speed Signal

The engine speed signal is input to the ECM.
It is used as data for the lock-up control.
Throttle Position Signal
Throttle position signal input to the ECM is converted to duty signal and is input to the TCM. As
the throttle opening angle increases, the "Low" time ratio increases.
Air Conditioner Signal
The control signal from the ECM to the air conditioner clutch relay is also sent to the TCM.
While the air conditioner clutch is operating; that is, the air conditioner signal is "Low
(approximately 0V)", the line pressure solenoid is controlled base on this signal.
Output Signals
Output signals from the TCM are examined by each input signal and then they are output.
Shift Solenoid A, B Signal
These signals operate shift solenoids A and B respectively.
1st 2nd 3rd 4th
.
Gear Gear Gear Gear
Shift solenoid A ON OFF OFF ON
Shift solenoid B ON ON OFF OFF
For functions of the shift solenoids, refer to the "Oil Pressure Mechanism"in this section.
Pressure Control Solenoid Signal
This signal is the duty signal that operates the pressure control solenoid to regulate the line
pressure control in response to the driving conditions.
It regulates throttle pressure applied to the pressure modifier valve.
Lock-up Solenoid Signal
This signal operates the lock-up solenoid to execute lock-up control.
The duty signal is output when lock-up is applied.
Lock-up Signal
When the gear position, the throttle opening angle, and the vehicle speed are in the lock-up range
and the lock-up control is executed, the ECM (by the TCM) detect that the lock-up control is
being executed.
MIL Lighting Request Signal
If the TCM detects an error, a lighting request of the MIL on the instrument panel is output to the
ECM.
Sensors and Switches
TR Switch
A TR switch is installed on the manual shift shaft. The TR switch applies the battery voltage to
the TCM in response to the select lever position. The TCM detects the positions of the select
lever and the manual valve using the output voltage from the TR switch.
It also works as a starter inhibitor switch.
Vehicle Speed Sensor
A vehicle speed sensor is installed in the transmission case. It detects the number of signal rotor
teeth in the differential gear.

O/D (Overdrive) Switch

An O/D switch is installed on the select lever. It determines whether shifting to overdrive (4th
gear) is possible or not.
Shifting to 4th gear is not possible when the switch is ON. When the vehicle is driving in 4th
gear, the gear is shifted down to 3rd gear.
Also, the O/D OFF indicator in the speedometer is lit to indicate that shifting up to 4th gear is not
permitted.
Transmission Fluid Temperature (TFT) Sensor
The TFT sensor detects the fluid temperature. It is installed in the valve body.

Turbine Sensor
The turbine sensor detects the input shaft rotation speed.
It is installed on the mounting (side cover) at the side of the transmission case.
Electronic Control Item and Contents
Control Item Contents
Detects the engine load and the vehicle speed, and switches to optimum
Shift control
gear in accordance with preset shift program.
The optimum line pressure for the engine load and the vehicle speed is
Line pressure control
made by the duty solenoid valve.
Corrects clutch engagement pressure and timing on drain side to
Learning control compensate for changes in the engine performance and changes in the
transmission.
Optimally controls the engine output torque when shifting.
Torque reduction
Operates optimal clutch engagement pressure corresponding to the
control
engine output torque.
Controls the lock-up clutch smoothly by the duty cycle lock-up clutch
Lock-up clutch control
solenoid, in accordance with designated, lock-up clutch points.
Controls the movement of the lock-up piston via the lock-up clutch
solenoid so it moves closer to the torque converter cover, up to just
Slip lock-up clutch
before lock-up, via a certain difference in rotation. The operating space
control
of slip lock-up control covers the low-speed range which lock-up
control cannot cover.
Inhibits up shifting to 4th gear when O/D OFF switch is turned on.
O/D OFF control Enables slight engine braking and acceleration when driving at high
speeds.
Parts essential for electronically-transaxle control have a self-diagnosis
function that , in the event of a malfunction, and stores the error code in
Diagnosis system the TCM.
If it is determined by self-diagnosis that a malfunction has occurred, the
system performs controls to maintain drivability.
Component Description (Electronic Control)
Part Name Function
Vehicle speed sensor Detects the differential gear revolution speed.
Turbine sensor Detects the input shaft revolution Speed.
TR switch Detects the selector lever positions.
TFT sensor Detects transmission fluid temperature.
O/D(Overdrive) OFF switch Detects O/D OFF switch operation.
Input Throttle signal Input the throttle opening angle from ECM.
system Engine revolution Input the engine revolution
.
signal signal from ECM.
CAN Input the engine torque signal
Engine torque signal
communication from ECM.
A/C clutch relay signal is taken
. A/C cut signal
in to TCM via ECM.
 Part Name Function
Engine coolant Input the engine coolant
.
temperature signal temperature signal from ECM.
Shift solenoid A Operates the shift valve A.
ON/OFF type
. Shift solenoid B Operates the shift valve B.
Pressure control Regulates pilot pressure applied to the pressure
solenoid modifier valve.
Duty type
Lock-up Controls the lock-up clutch
.
solenoid engagement and disengagement.
Reduce torque signal Sends the signals to the ECM during shifting.
CAN IF the TCM detects an error,
Output MIL request
communication sends signals to the ECM.
system
Lock-up condition Sends signal to the ECM during
output lock-up operation.
. Output turbine speed signal to
Turbine speed signal
ECM
Vehicle speed signal Vehicle speed signal to ECM
Select position Select position signal to ECM
Transmission Fluid Transmission fluid temperature
.
Temperature signal to ECM
Other Mechanisms
Oil Pump
The trochoid oil pump is installed at input shaft side of the transmission case.
Oil pump is operated by the torque converter sleeve case. Therefore, lubrication inside the
transaxle is not carried out when the engine stops.
Oil Cooler
The built-in (case-combined) water-cooled oil cooler is installed on the transmission case.

Selector Lever
The select lever is a floor type.
"N" "D" can be selected freely; "P"↔"R", "N"→"R", "D"→"2", and "2"→"1" are selected by
pressing the button.
▲ : Shift while pressing the button
↑ : Shift without pressing the button
Caution : Be sure to observe the following points when operating the shift lever. Otherwise, it
may cause the interior of the automatic transmission to be damaged or the vehicle to start
suddenly.
(1) "P" should be selected when the vehicle has been brought to a complete stop.
(2) Shifting from forward ranges ("D", "2", or "1") to reverse ("R") and vice versa should
only happen when the vehicle has been brought to a complete standstill.
(3) If the engine is turning over at high speed when "N" or "P" is selected, do not select
another range.
(4) While driving the vehicle, do not drive continuously with the "N" range is selected or
do not repeat the shift operation to the "N" range.
Parking position

• The output shaft of the transaxle is mechanically locked.

. • Engine can be started.
.
"P" • The key interlock mechanism of the ignition key is released.
• When the ignition key is ON, shifting to another range is possible by
pressing the button while depressing the brake pedal.

▲▼ . Reverse position
 "R"
• Selected when the vehicle is to be moved backward.

Neutral position
▲↓ "N"
• Engine can be started.

Normal driving position

. • Shifts automatically between 1st and 2nd, 2nd and 3rd, and 3rd and
↑↓
"D" 4th gears in response to the vehicle speed and accelerator opening
angle. (Shifting gear is limited to 3rd when O/D is OFF.)

Position selected when the engine braking is desirable or you want to limit
the gear to 2nd.
.
↑▼
"2"
• Shifts automatically between the 1st and 2nd gears.

1st gear position

.
↑▼ • Selected when climbing a steep slope or powerful engine braking is
"1"
desirable when driving downhill.

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