This document is posted to help you gain knowledge. Please leave a comment to let me know what you think about it! Share it to your friends and learn new things together.
ELECTRONIC CONTROLLED AUTOMATIC TRANSAXLE[ECT] (Apr., 2003)PRECAUTIONNOTICE:Perform the RESET MEMORY (AT initialization) when replacing the automatic transaxle assy, engineassy or ECM (See page 05–371).HINT:Initialization can not be completed by only removing the battery.
(1) When troubleshooting OBD II vehicles, the only dif-ference from the usual troubleshooting procedureis that you need to connect an OBD II scan tool com-plying with SAE J1987 or a hand–held tester to thevehicle, and read off various data output from thevehicle’s ECM.
(2) OBD II regulations require that the vehicle’s on–board computer illuminate the Malfunction IndicatorLamp (MIL) on the instrument panel when the com-puter detects a malfunction in the computer itself orin the drive system components which affect the ve-hicle emissions. In addition to the MIL illuminatingwhen a malfunction is detected, the applicableDTCs prescribed by SAE J2012 are recorded in theECM memory (See page 05–372).
If the malfunction does not occur in 3 consecutive trips, the MILgoes off but the DTCs remain in the ECM memory.
(3) To check the DTCs, connect the OBD II scan tool orhand–held tester to the DLC3 of the vehicle. TheOBD II scan tool or hand–held tester also enablesyou to erase the DTCs and check freeze frame dataand various forms of engine data (For instructionbook).
(4) The DTCs include SAE controlled codes andManufacturer controlled codes. SAE controlledcodes must be set as prescribed by the SAE, whileManufacturer controlled codes can be set freely bya manufacturer within the prescribed limits (See theDTC chart on page 05–372).
(5) The diagnosis system operates in the normal modeduring the normal vehicle use, and also has a checkmode for technicians to simulate malfunction symp-toms and perform troubleshooting. Most DTCs use2 trip detection logic(*) to prevent erroneous detec-tion. By switching the ECM to the check mode whentroubleshooting, the technician can cause the MILto illuminate for a malfunction that is only detectedonce or momentarily. (hand–held tester).
(6) *2 trip detection logic:When a malfunction is first detected, the malfunc-tion is temporarily stored in the ECM memory. If thesame malfunction is detected again during the se-cond test drive, this second detection causes theMIL to illuminate.
(b) Inspect the DLC3.The vehicle’s ECM uses ISO 9141–2 for communication.The terminal arrangement of DLC3 complies with SAEJ1962 and matches the ISO 9141–2 format.
Tester connection Condition Specified condition
7 (Bus Line) – 5 (Signal ground) During communication Pulse generation
4 (Chassis Ground) – Body Always 1 Ω or less
5 (Signal Ground) – Body Always 1 Ω or less
16 (B+) – Body Always 9 to 14 V
HINT:If your display shows UNABLE TO CONNECT TO VEHICLEwhen you have connected the cable of the OBD II scan tool orhand–held tester to the DLC3, turned the ignition switch to theON position and operated the scan tool, there is a problem onthe vehicle side or tool side. If the communication is normal when the tool is connected
to another vehicle, inspect the DLC3 on the original ve-hicle.
If the communication is still impossible when the tool isconnected to another vehicle, the problem is probably inthe tool itself, so consult the Service Department listed inthe tool’s instruction manual.
(c) Measure the battery voltage.Battery Voltage: 11 to 14 V
If voltage is below 11 V, recharge the battery before proceeding.(d) Check the MIL.
(1) The MIL comes on when the ignition switch is turnedto the ON position and the engine is not running.
HINT:If the MIL does not light up, troubleshoot the combination meter.
(2) When the engine is started, the MIL should go off.If the lamp remains on, it means that the diagnosissystem has detected a malfunction or abnormalityin the system.
DTC CHECK/CLEAR1. DTC CHECK (NORMAL MODE)NOTICE:Hand–held tester only: When the diagnostic system is switched from the normalmode to the check mode, all the DTCs and freeze framedata r ecorded in the normal mode will be erased. So beforeswitching modes, always check the DTCs and freeze framedata, and note them down.
(a) Checking DTCs using the OBD II scan tool or hand–heldtester.(1) Turn the ignition switch off.(2) Connect the OBD II scan tool or hand–held tester
to DLC3.(3) Turn the ignition switch to the ON position.(4) Use the OBD II scan tool or hand–held tester to
check the DTCs and freeze frame data and notethem down (For operating instructions, see theOBD II scan tool’s instruction book).
(5) See page 05–372 to confirm the details of the DTCs.
NOTICE:When simulating symptoms with an OBD II scan tool (ex-cluding hand–held tester) to check the DTCs, use the nor-mal mode. For codes on the DTCs chart subject to ”2 tripdetection log ic”, turn the ignition switch off after the symp-tom is simulated once. Then repeat the simulation processagain. When the problem has been simulated twice, the MILis indicated on the instrument panel and DTCs are re-corded in the ECM.
2. DTC CLEAR(a) When using the OBD II scan tool or hand–held tester:
Clearing the DTCs.(1) Connect the OBD II scan tool or hand–held tester
to the DLC3.(2) Turn the ignition switch to the ON position.(3) When operating the OBD II scan tool (complying
with SAE J1978) or hand–held tester to erase thecodes, the DTCs and freeze frame data will beerased. (See the OBD II scan tool’s instruction bookfor operating instructions.)
(b) When not using the OBD II scan tool or hand–held tester:Clearing the DTCs.(1) Disconnecting the battery terminal or remove the
EFI and ETCS fuses from the engine room J/B for60 seconds or more.
CHECK MODE PROCEDURE1. DTC CHECK (CHECK MODE)HINT:Hand–held tester only:Compared to the normal mode, the check mode has more sens-ing ability to detect malfunctions. Furthermore, the same diag-nostic items which are detected in the normal mode can also bedetected in the check mode.
(a) Procedure for Check Mode using the hand–held tester.(1) Check the initial conditions.
Battery positive voltage 11 V or more Throttle valve fully closed Transaxle in the P or N position A/C switch is off
(2) Turn the ignition switch off.(3) Connect the hand–held tester to the DLC3.(4) Turn the ignition switch to the ON position.
(5) Switch the hand–held tester from the normal modeto the check mode (Check that the MIL flashes).
NOTICE:If the hand–held tester switches the ECM from the normalmode to the check mode or vice–versa, or if the ignitionswitch is turned from the ON position to the ACC or LOCKposition during the check mode, the DTC and freeze framedata will be erased.
(6) Start the engine (MIL goes off after the enginestarts).
(7) Simulate the conditions of the malfunction de-scribed by the customer.
NOTICE:Leave the ignition switch in the ON position until you havechecked the DTCs, etc.
(8) After simulating malfunction conditions, use thehand–held tester diagnosis selector to check theDTCs and freeze frame data, etc.
HINT:Be sure not to turn the ignition switch off, as turning it offswitches the diagnosis system from the check mode to the nor-mal mode, which erases all the DTCs, etc.
(9) After checking the DTC, inspect the applicable cir-cuit.
2. DTC CLEAR(a) When using the OBD II scan tool or hand–held tester:
Clearing the DTCs.(1) Connect the OBD II scan tool or hand–held tester
to the DLC3.(2) Turn the ignition switch to the ON position.(3) When operating the OBD II scan tool (complying
with SAE J1978) or hand–held tester to erase thecodes, the DTCs and freeze frame data will beerased. (See the OBD II scan tool’s instruction bookfor operating instructions.)
(b) When not using the OBD II scan tool or hand–held tester:Clearing the DTCs.(1) Disconnecting the battery terminal or remove the
EFI and ETCS fuses from the engine room J/B for60 seconds or more.
ROAD TEST1. PROBLEM SYMPTOM CONFIRMATION(a) Taking into consideration the results of the customer problem analysis, try to reproduce the symptoms
of the trouble. If the problem is that the transaxle does not shift up, shift down, or the shift point is toohigh or too low conduct the following road test referring to the automatic shift schedule and simulatethe problem symptoms.
2. PERFORM ROAD TESTNOTICE:Conduct the test at normal operating ATF temperature 50 to 80 °C (122 to 176 °F).(a) D position test
Shift into the D position and fully depress the accelerator pedal and check the following points:(1) Check up–shift operation.
Check that 1 → 2, 2 → 3 and 3 → O/D up–shift takes place, and that the shift points conform tothe automatic shift schedule (See page 03–35).
HINT:O/D Gear Up–shift Prohibition Control Coolant temp. is 55 °C (131 °F) or less and vehicle speed is 70 km/h (43 mph) or less.
O/D and 3rd Gear Lock–up Prohibition Control Brake pedal is depressed. Accelerator pedal is released. Coolant temp. is 55 °C (131 °F) or less.
3rd Gear Lock–up Prohibition Control O/D main switch off (O/D ON)
(2) Check for shift shock and slip.Check for shock and slip at the 1 → 2, 2 → 3 and 3 → O/D up–shift.
(3) Check for abnormal noises and vibration.Run in D position lock–up or O/D gear and check for abnormal noises and vibration.
HINT:The check for the cause of abnormal noises and vibration must be done very thoroughly as it could also besure to loss of balance in the differential, torque converter, etc.
(4) Check kick–down operation.Check that the possible kick–down vehicle speed limits for 2nd to 1st, 3rd to 2nd, O/D to 3rd kick–downs conform to those indicated on the automatic shift schedule while driving through all gearswith the shift lever in the D position (See page 03–35).
(5) Check for abnormal shock and slip at kick–down.(6) Check the lock–up mechanism.
Drive in D position O/D gear, at a steady speed (lock–up ON) of about 60 km/h (37 mph). Lightly depress the accelerator pedal and check that the engine speed does not change
abruptly.If there is a big jump in engine speed, there is no lock–up.(b) 2 position test
Shift into the 2 position and fully depress the accelerator pedal and check the following points:(1) Check up–shift operation.
Check that the 1 → 2 up–shift takes place and that the shift point conforms to the automatic shiftschedule (See page 03–35).
HINT:There is no O/D up–shift and lock–up in the 2 position.
(2) Check engine braking.While running in the 2 position and 2nd gear, release the accelerator pedal and check the enginebraking effect.
(3) Check for abnormal noises during acceleration and deceleration, and for shock at up–shift anddown–shift.
(c) L position testShift into the L position and fully depress the accelerator pedal and check the following points:(1) Check no up–shift.
While running in the L position, check that there is no up–shift to 2nd gear.(2) Check engine braking.
While running in the L position, release the accelerator pedal and check the engine braking ef-fect.
(3) Check for abnormal noises during acceleration and deceleration.(d) R position test
Shift into the R position and fully depress the accelerator pedal and check for slipping.CAUTION:Before conducting this test ensure that the test area is free from people and obstruction.(e) P position test
Stop the vehicle on a grade (more than 5°), shift into the P position and release the parking brake.Check that the vehicle does not move.
MECHANICAL SYSTEM TESTS1. PERFORM MECHANICAL SYSTEM TESTS(a) Measure the stall speed.
The object of this test is to check the overall performance of the transaxle and engine by measuringthe stall speeds in the D and R positions.
NOTICE: Do the test at normal operating ATF temperature 50 to 80 °C (122 to 176 °F). Do not continuously run this test for longer than 5 seconds. To ensure safety, do this test in a wide, clear level area which provides good traction. The stall test should always be carried out in pairs. One technician should observe the condi-
tions of wheels or wheel stoppers outside the vehicle while the other is doing the test.(1) Chock the 4 wheels.(2) Connect an OBD II scan tool or hand–held tester to the DLC3.(3) Fully apply the parking brake.(4) Keep your left foot pressed firmly on the brake pedal.(5) Start the engine.(6) Shift into the D position. Press all the way down on the accelerator pedal with your right foot.(7) Quickly read the stall speed at this time.Stall speed: 2,550 150 rpm(8) Do the same test in the R position.Stall speed: 2,550 150 rpm
Evaluation:
Problem Possible cause
(a) Stall speed low in D and R positions
Engine output may be insufficient
Stator one–way clutch not operating properly
HINT: If the value is less than the specified value by 600 rpm or
more, the torque converter could be faulty.
(b) Stall speed high in D position
Line pressure too lowForward clutch slippingNo. 2 one–way clutch not operating properlyU/D one–way clutch not operating properly
(c) Stall speed high in R position
Line pressure too lowDirect clutch slipping1st and reverse brake slippingU/D brake slipping
(d) Stall speed high in D and R positionsLine pressure too low Improper fluid levelU/D one–way clutch not operating properly
(b) Measure the time lag.(1) When the shift lever is shifted while the engine is idling, there will be a certain time lapse or lag
before the shock can be felt. This is used for checking the condition of the direct clutch, forwardclutch, and 1st and reverse brake.
NOTICE: Do the test at normal operating ATF temperature 50 to 80 °C (122 to 176 °F). Be sure to allow 1 minute interval between tests. Take 3 measurements and take the average value.
(2) Connect an OBD II scan tool or hand–held tester to the DLC3.(3) Fully apply the parking brake.(4) Start the engine and check idle speed.Idle speed: 650 ± 50 rpm (In N position and A/C OFF)(5) Shift the shift lever from the N to D position. Using a stop watch, measure the time from when
the lever is shifted until the shock is felt.(6) Measure the time lag of N → R in the same way.Time lag:N → D Less than 1.2 secondsN → R Less than 1.5 seconds
Evaluation (If N → D time or N → R time lag is longer than specified):
Problem Possible cause
N → D time lag is longerLine pressure too lowForward clutch wornU/D one–way clutch not operating properly
N → R time lag is longer
Line pressure too lowDirect clutch worn1st and reverse brake wornU/D one–way clutch not operating properly
HYDRAULIC TEST1. PERFORM HYDRAULIC TEST(a) Measure the line pressure.NOTICE: Do the test at normal operation ATF temperature 50 to 80 °C (122 to 176 °F). The line pressure test should always be carried out in pairs. One technician should observe
the conditions of wheels or wheel stopper outside the vehicle while the other is doing the test. Be careful to prevent SST’s hose from interfering with the exhaust pipe.
(1) Warm up the ATF.(2) Remove the test plug on the transaxle case front left
side and connect SST.SST 09992–00095 (09992–00231, 09992–00271)(3) Fully apply the parking brake and chock the 4
wheels.(4) Connect an OBD II scan tool or hand–held tester to
the DLC3.(5) Start the engine and check the idling speed.(6) Keep your left foot pressed firmly on the brake pedal
and shift into the D position.(7) Measure the line pressure when the engine is idling.(8) Depress the accelerator pedal all the way down.
Quickly read the highest line pressure when the en-gine speed reaches the stall speed.
(9) Do the test in the R position in the same way.Specified line pressure:
Condition D position kPa (kgf/cm2, psi) R position kPa (kgf/cm2, psi)
Idling 324 to 451 (3.3 to 4.6, 47 to 65) 577 to 817 (5.9 to 8.3, 84 to 118)
Stall 713 to 844 (7.27 to 8.61, 103 to 122) 1,520 to 1,755 (15.5 to 17.9, 220 to 254)
Evaluation:
Problem Possible cause
If the measured values at all positions are higherLine pressure control solenoid (SLT) defectiveRegulator valve defective
If the measured values at all positions are lower
Line pressure control solenoid (SLT) defectiveRegulator valve defectiveOil pump defectiveO/D direct clutch defective
If pressure is low in the D position onlyD position circuit fluid leakForward clutch defective
If pressure is low in the R position onlyR position circuit fluid leakDirect clutch defective1st and reverse brake defective
MANUAL SHIFTING TEST1. PERFORM MANUAL SHIFTING TESTHINT:By this test, it can be determined whether the trouble is withinthe electrical circuit or is a mechanical problem in the transaxle.
(a) Disconnect the transmission wire connector.(b) Inspect the manual driving operation.
Check that the shift and gear positions correspond to thetable below.While driving, shift through the L, 2 and D positions.Check that the gear change corresponds to the shift posi-tion.
Shift Position Gear Position
D O/D
2 O/D
L 1st
R Reverse
P Pawl Lock
HINT:If the gear positions of the L, 2 and D are difficult to distinguish,do the following road test.If any abnormality is found in the above test, the problem is inthe transaxle itself.(c) Connect the transmission wire connector.(d) Clear the DTC (See page 05–353).
DATA LIST/ACTIVE TEST1. DATA LISTHINT:According to the DATA LIST displayed by the OBD II scan tool or hand–held tester, you can read the valueof the switch, sensor, actuator and so on without parts removal. Reading the DATA LIST as the first step oftroubleshooting is one method to shorten labor time.(a) Warm up the engine.(b) Turn the ignition switch off.(c) Connect the OBD II scan tool or hand–held tester to the DLC3.(d) Turn the ignition switch to the ON position.(e) According to the display on tester, read the ”DATA LIST”.
ItemMeasurement Item/
Display (Range)Normal Condition Diagnostic Note
STOP LIGHT SWStop light SW Status/
ON or OFFBrake Pedal is depressed: ONBrake Pedal is released: OFF
–
SHIFTActual Gear Position/
1st, 2nd, 3rd, 4th (O/D)
Shift Lever Position is;L: 1st2: 1st or 2ndD(O/D OFF): 1st, 2nd or 3rdD(O/D ON): 1st, 2nd, 3rd or 4th
(O/D)
–
LOCK UP SOLLock Up Solenoid Status/
ON or OFFLock Up: ONExcept Lock Up: OFF
–
PNP SW [NSW]PNP SW Status/
ON or OFF
Shift lever position is;P or N: ONExcept P or N: OFF The shift lever position and these
LOWPNP SW Status/
ON or OFF
Shift lever position is;L: ONExcept L: OFF
The shift lever osition and thesevalues are different, there are fail-ures of the PNP switch or shiftcable adjustment.
2NDPNP SW Status/
ON or OFF
Shift lever position is;2: ONExcept 2: OFF
cable adjustment.HINT:
When the failure still occurs even
after adjusting these parts,
REVERSEPNP SW Status/
ON or OFF
Shift lever position is;R: ONExcept R: OFF
j g ,
See page 05–379.
OVERDRV CUT SW1O/D SW Status/
ON or OFF
IG SW ON: ON↓
O/D SW Push: OFF↓
O/D SW Push: ON
–
OVERDRV CUT SW2 *CCS O/D Cancel Signal/
ON or OFF
O/D Cancel Signal input: ONO/D Cancel Signal not input:
2. ACTIVE TESTHINT:Performing the ACTIVE TEST using the hand–held tester allows the relay, VSV, actuator and so on to oper-ate without parts removal. Performing the ACTIVE TEST as the first step of troubleshooting is one methodto shorten labor time.It is possible to display the DATA LIST during the ACTIVE TEST.(a) Warm up the engine.(b) Turn the ignition switch off.(c) Connect the hand–held tester to the DLC3.(d) Turn the ignition switch to the ON position.(e) According to the display on tester, perform the ”ACTIVE TEST”.
Item Test Details Diagnostic Note
SHIFT
[Test Details]Operate the shift solenoid valve and set the each shift position by your-self.[Vehicle Condition]Less than 50 km/h (31 mph)[Others]Press → button: Shift upPress ← button: Shift down
Possible to check the operation ofthe shift solenoid valves.
LOCK UP
[Test Details]Control the shift solenoid SL to set the ATM to the lock–up condition.[Vehicle Condition]Vehicle Speed: 58 km/h (36 mph) or more
Possible to check the SL opera-tion.
LINE PRESS UP *
[Test Details]Operate the shift solenoid SLT and raise the line pressure.[Vehicle Condition]Vehicle Stopped. IDL: ON[Others]OFF: Line pressure up.ON: No action (normal operation)
–
*: ”LINE PRESS UP” in the ACTIVE TEST is performed to check the line pressure changes by connectingthe SST to the automatic transaxle, which is used in the HYDRAULIC TEST as well.HINT:The pressure values in ACTIVE TEST and HYDRAULIC TEST are different from each other.
Monitor description Description of what the ECM monitors and how it detects malfunctions (monitoring purpose and its details).
Related DTCs Diagnostic code
Typical enabling conditionPreconditions that allow the ECM to detect malfunctions.With all preconditions satisfied, the ECM sets the DTC when the monitored value(s) exceeds the malfunctionthreshold(s).
Sequence of operation
The priority order that is applied to monitoring, if multiple sensors and components are used to detect the malfunc-tion. While another sensor is being monitored, the next sensor or component will not be monitored until the previousmonitoring has concluded.
Required sensor/compo-nents
The sensors and components that are used by the ECM to detect malfunctions.
Frequency of operation
The number of times that the ECM checks for malfunctions per driving cycle. ”Once per driving cycle” means that the ECM detects malfunction only one time during a single driving cycle. ”Continuous” means that the ECM detects malfunction every time when enabling condition is met during a singledriving cycle.
DurationThe minimum time that the ECM must sense a continuous deviation in the monitored value(s) before setting aDTC. This timing begins after the ”typical enabling conditions” are met.
Malfunction thresholds Beyond this value, the ECM will conclude that there is a malfunction and set a DTC.
MIL operation
MIL illumination timing after a defect is detected. ”Immediately” means that the ECM illuminates MIL the instant the ECM determines that there is a malfunction. ”2 driving cycle” means that the ECM illuminates MIL if the same malfunction is detected again in the 2 nd drivingcycle.
LIST OF DISABLE A MONITERHINT:This table indicates ECM monitoring status for the items in the upper columns if the DTCs in each line onthe left are being set.
INITIALIZATION1. RESET MEMORYCAUTION:Perform the RESET MEMORY (AT initialization) when replacing the automatic transaxle assy, engineassy or ECM.NOTICE:Hand–held tester only(a) Turn the ignition switch off.(b) Connect the hand–held tester to the DLC3.(c) Turn the ignition switch to the ON position.(d) Perform the reset memory procedure from the ENGINE menu.CAUTION:After performing the RESET MEMORY, be sure to perform the ROAD TEST described earlier.
DIAGNOSTIC TROUBLE CODE CHARTIf a DTC is displayed during the DTC check, check the circuit listed in the table below and proceed to thepage given.* : ... MIL light up
DTC No.
(See Page)Detection Item Trouble Area MIL * Memory
P0500
(05–247)Vehicle Speed Sensor ”A”
Combination meterOpen or short in vehicle speed sensor circuitVehicle speed sensorECM
P0705
(05–379)
Transmission Range Sensor Cir-
cuit Malfunction (PRNDL Input)
Open or short in park/neutral position switch circuitPark/neutral position switchECM
DTC P0705 TRANSMISSION RANGE SENSOR CIRCUITMALFUNCTION (PRNDL INPUT)
DTC P0850 PARK/NEUTRAL SWITCH INPUT CIRCUIT
CIRCUIT DESCRIPTIONThe park/neutral position switch detects the shift lever position and sends signals to the ECM.
DTC No. DTC Detecting Condition Trouble Area
P07052 or more switches are ON simultaneously for P, R, N, 2 and L
positions (2–trip detection logic)
P0850
Park/neutral position switch remains ON (P, N position) during
driving under conditions (a) and (b) for 30 sec. (2–trip detection
logic)
(a) Vehicle speed: 70 km/h (44 mph) or more
(b) Engine speed: 1,500 – 2,500 rpm
Open or short in park/neutral position switch circuit
Park/neutral position switch
ECM
MONITOR DESCRIPTIONThe park/neutral position switch detects the gearshift position and sends a signal to the ECM.For security, the park/neutral position switch detects the gearshift position so that engine can be started onlywhen the vehicle is in P or N shift position.When the park/neutral position switch sends more than one signal at a time from switch positions P, R, N,2, or L the ECM interprets this as a fault in the switch. The ECM will turn on the MIL.
MONITOR STRATEGYP0705
Related DTCs P0705Shift lever position select switch/Verify switchinput
Required sensors/Components Park/neutral position switch
Frequency of operation Continuous
Duration 0.5 sec.
MIL operation 2 driving cycles
Sequence of operation None
P0850Related DTCs P0850 Park/neutral position switch/Verify switch cycling
Required sensors/Components Park/neutral position switch
CIRCUIT DESCRIPTIONThe purpose of this circuit is to prevent the engine from stalling while driving in lock–up condition, whenbrakes are suddenly applied.When the brake pedal is depressed, this switch sends a signals to the ECM. Then the ECM cancels the op-eration of the lock–up clutch while braking is in progress.
DTC No. DTC Detecting Condition Trouble Area
P0724The stop light switch does not turn off even once the vehicle isdriven (2–trip detection logic).
Short in stop light switch signal circuitStop light switchECM
MONITOR DESCRIPTIONThe circuit prevents the engine from stopping when the vehicle is stopped by sudden braking when thetorque converter clutch is in the ”lock–up” mode. The ECM receives the signal from the stop light switch atthe time brake pedal is depressed. Then, the ECM sends the signal to the lock–up solenoid valve not to bein lock–up condition. When the stop light switch remains ON during ”stop and go” driving, the ECM interpretsthis as a fault in the stop light switch and the MIL comes on. The vehicle must stop and go (3 km/h (2 mph)to 30 km/h (19 mph)) ten times for two driving cycles in order to detect malfunction.
MONITOR STRATEGY
Related DTCs P0724Stop light switch/Range check
Related DTCs P0724Stop light switch/Rationality
Required sensors/Components Stop light switch
Frequency of operation Continuous
Duration Go and stop 10 times or more
MIL operation 2 driving cycles
Sequence of operation None
TYPICAL ENABLING CONDITION
ItemSpecification
ItemMinimum Maximum
The monitor will run whenever the follow-ing DTCs are not present.
CIRCUIT DESCRIPTIONThe O/D main switch (transmission control switch) is a momentary type switch. When pressing the O/D mainswitch, the O/D OFF indicator light lights up and the ECM prohibits shifting into O/D, and when pressing itonce again, the O/D OFF indicator light goes off and the ECM allows shifting into O/D. Turning the IG switchOFF will reset the O/D OFF indicator light.
WIRING DIAGRAM
INSPECTION PROCEDURE
1 CHECK HARNESS AND CONNECTOR(TRANSMISSION CONTROL SWITCH –BODY GROUND)
(a) Disconnect the transmission control switch connector ofshift lever assy.
(b) Measure the resistance according to the value(s) in thetable below.Standard:
Tester Connection Specified Condition
4 – Body ground Below 1 Ω
NG REPAIR OR REPLACE HARNESS ORCONNECTOR (See page 01–30)
CIRCUIT DESCRIPTIONWhile driving uphill with cruise control activated, in order to minimize gear shifting and provide smooth cruis-ing overdrive may be prohibited temporarily under some conditions.The cruise control ECU sends O/D cut signals to the ECM as necessary and the ECM cancels overdriveshifting until these signals are discontinued.
WIRING DIAGRAM
INSPECTION PROCEDURE
1 INSPECT TERMINAL VOLTAGE(OD – BODY GROUND)
(a) Disconnect the cruise control ECU connector.(b) Turn the ignition switch to the ON position.(c) Measure the voltage between terminal OD of cruise con-
trol ECU and body ground.Standard:
Condition Tester Connection Specified Condition
IG switch ON C14 – 14 (OD) – 10 to 14 V
IG switch OFF
C14 14 (OD)
Body ground Below 1 V
OK CHECK AND REPLACE CRUISE CONTROL ECUASSY (See page 05–752)