Electronic Controlled Automatic Transaxle (ECT) - Diagnostics: Pre-Check

DIAGNOSIS SYSTEM

Description
1. When troubleshooting OBD II vehicles, the only difference from the usual troubleshooting procedure is that you need to connect an OBD II scan tool complying with SAE J1987 or a hand-held tester to the vehicle, and read off various data output from the vehicle's ECM.
2. OBD II regulations require that the vehicle's on board computer illuminate the Malfunction Indicator Lamp (MIL) on the instrument panel when the computer detects a malfunction in the computer itself or in the drive system components which affect the vehicle emissions. In addition to the MIL illuminating when a malfunction is detected, the applicable DTCs prescribed by SAE J2012 are recorded in the ECM memory (See DIAGNOSTIC TROUBLE CODE CHART ).
  If the malfunction does not occur in 3 consecutive trips, the MIL goes off but the DTCs remain in the ECM memory.
  
  Fig 1: Identifying Malfunction Indicator Lamp (MIL)
  Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002
3. To check the DTCs, connect the OBD II scan tool or hand-held tester to the DLC3 of the vehicle. The OBD II scan tool or hand-held tester also enables you to erase the DTCs and check freeze frame data and various forms of engine data (For instruction book).
4. The DTCs include SAE controlled codes and Manufacturer controlled codes. SAE controlled codes must be set as prescribed by the SAE, while Manufacturer controlled codes can be set freely by a manufacturer within the prescribed limits (See the DTC chart on DIAGNOSTIC TROUBLE CODE CHART ).
5. The diagnosis system operates in the normal mode during the normal vehicle use, and also has a check mode for technicians to simulate malfunction symptoms and perform troubleshooting. Most DTCs use 2 trip detection logic(*) to prevent erroneous detection. By switching the ECM to the check mode when troubleshooting, the technician can cause the MIL to illuminate for a malfunction that is only detected once or momentarily, (hand-held tester).
6. *2 trip detection logic:
  When a malfunction is first detected, the malfunction is temporarily stored in the ECM memory. If the same malfunction is detected again during the second test drive, this second detection causes the MIL to illuminate.

Inspect the DLC3.

The vehicle's ECM uses ISO 9141-2 for communication. The terminal arrangement of DLC3 complies with SAE J1962 and matches the ISO 9141-2 format.

Fig 2: Identifying DLC3 Connector Terminals

Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002

TESTER CONNECTION SPECIFIED CONDITION CHART

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 VEHICLE when you have connected the cable of the OBD II scan tool or hand-held tester to the DLC3, turned the ignition switch to the ON position and operated the scan tool, there is a problem on the vehicle side or tool side.

If the communication is normal when the tool is connected to another vehicle, inspect the DLC3 on the original vehicle.
If the communication is still impossible when the tool is connected to another vehicle, the problem is probably in the tool itself, so consult the Service Department listed in the tool's instruction manual.

Measure the battery voltage.
Battery Voltage: 11 to 14 V

If voltage is below 11 V, recharge the battery before proceeding.
Check the MIL.
1. The MIL comes on when the ignition switch is turned to 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 diagnosis system has detected a malfunction or abnormality in the system.

Normal Mode:
DTC CHECK

NOTE: Hand-held tester only: When the diagnostic system is switched from the normal mode to the check mode, all the DTCs and freeze frame data recorded in the normal mode will be erased. So before switching modes, always check the DTCs and freeze frame data, and note them down.
1. Checking DTCs using the OBD II scan tool or hand-held tester.
  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 note them down (For operating instructions, see the OBD II scan tool's instruction book).
  5. See DIAGNOSTIC TROUBLE CODE CHART to confirm the details of the DTCs.
    
    Fig 3: Connecting OBD II Scan Tool Or Hand-Held Tester To DLC3
    Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002
    
    NOTE: When simulating symptoms with an OBD II scan tool (excluding hand-held tester) to check the DTCs, use the normal mode. For codes on the DTCs chart subject to "2 trip detection logic", turn the ignition switch off after the symptom is simulated once. Then repeat the simulation process again. When the problem has been simulated twice, the MIL is indicated on the instrument panel and DTCs are recorded in the ECM.
2. 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 the codes, the DTCs and freeze frame data will be erased. (Seethe OBD II scan tool's instruction book for operating instructions.)
3. 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 fuse from the engine room J/B for 60 seconds or more.
Check Mode:
DTC CHECK

HINT:

Hand-held tester only:

Compared to the normal mode, the check mode has more sensing ability to detect malfunctions. Furthermore, the same diagnostic items which are detected in the normal mode can also be detected in the check mode.
1. 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 mode to the check mode (Check that the MIL flashes).
    
    Fig 4: Connecting Hand-Held Tester To DLC3
    Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002
    
    NOTE: If the hand-held tester switches the ECM from the normal mode to the check mode or vice-versa, or if the ignition switch is turned from the ON position to the ACC or LOCK position during the check mode, the DTC and freeze frame data will be erased.
  6. Start the engine (MIL goes off after the engine starts).
  7. Simulate the conditions of the malfunction described by the customer.
    
    Fig 5: Identifying Blinking Pattern - Normal Mode
    Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002
    
    NOTE: Leave the ignition switch in the ON position until you have checked the DTCs, etc.
  8. After simulating malfunction conditions, use the hand-held tester diagnosis selector to check the DTCs and freeze frame data, etc.
    HINT:
    
    Be sure not to turn the ignition switch OFF, as turning it OFF switches the diagnosis system from the check mode to the normal mode, which erases all the DTCs, etc.
  9. After checking the DTC, inspect the applicable circuit.
2. 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 the codes, the DTCs and freeze frame data will be erased. (Seethe OBD II scan tool's instruction book for operating instructions.)
3. 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 fuse from the engine room J/B for 60 seconds or more.
DATA LIST
HINT:

According to the DATA LIST displayed by the OBD II scan tool or hand-held tester, you can read the value of the switch, sensor, actuator and so on without parts removal. Reading the DATA LIST as the first step of troubleshooting is one method to shorten labor time.
1. Warm up the engine.
2. Turn the ignition switch off.
3. Connect the OBD II scan tool or hand-held tester to the DLC3.
4. Turn the ignition switch to the ON position.
5. According to the display on tester, read the "DATA LIST".
  HINT:
  
  Fig 6: Data List
  Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002
ACTIVE TEST
HINT:

Performing the ACTIVE TEST using the hand-held tester allows the relay, VSV, actuator and so on to operate without parts removal. Performing the ACTIVE TEST as the first step of troubleshooting is one method to shorten labor time.

It is possible to display the DATA LIST during the ACTIVE TEST.
1. Warm up the engine.
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. According to the display on tester, perform the "ACTIVE TEST".
  
  Fig 7: Active Test
  Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002
  
  HINT:
  
  The pressure values in ACTIVE TEST and HYDRAULIC TEST are different from each other.

DEFINITION OF TERMS

Term	Definition
Monitor description	Description of what the ECM monitors and how it detects malfunctions (monitoring purpose and its details).
Related DTCs	A group of diagnostic trouble codes that are output by the ECM based on the same malfunction detection logic.
Typical enabling condition	Preconditions that allow the ECM to detect malfunctions.
Typical enabling condition	With all preconditions satisfied, the ECM sets the DTC when the monitored value(s) exceeds the malfunction threshold(s).
Sequence of operation	The priority order that is applied to monitoring, if multiple sensors and components are used to detect the malfunction.
Sequence of operation	While another sensor is being monitored, the next sensor or component will not be monitored until the previous monitoring has concluded.
Required sensor/components	The sensors and components that are used by the ECM to detect malfunctions.
Frequency of operation	The number of times that the ECM checks for malfunctions per driving cycle.
Frequency of operation	"Once per driving cycle" means that the ECM detects malfunction only one time during a single driving cycle.
Frequency of operation	"Continuous" means that the ECM detects malfunction every time when enabling condition is met during a single driving cycle.
Duration	The minimum time that the ECM must sense a continuous deviation in the monitored value(s) before setting a DTC. This timing begins after the "typical enabling conditions" are met.
Malfunction thresholds	Beyond this value, the ECM will conclude that there is a malfunction and set a DTC.
MIL operation	MIL illumination timing after a defect is detected.
MIL operation	"Immediately" means that the ECM illuminates MIL the instant the ECM determines that there is a malfunction.
MIL operation	"2 driving cycle" means that the ECM illuminates MIL if the same malfunction is detected again in the 2 nd driving cycle.

TOYOTA/LEXUS PART AND SYSTEM NAME LIST

This reference list indicates the part names used in this manual along with their definitions.

TOYOTA/LEXUS PART AND SYSTEM NAME LIST

TOYOTA/LEXUS name	Definition
Toyota HCAC system, Hydrocarbon adsorptive Catalyst (HCAC) system, HC adsorptive three-way catalyst	HC adsorptive three-way catalytic converter
Variable Valve Timing sensor, VVT sensor	Camshaft position sensor
Variable valve timing system, VVT system	Camshaft timing control system
Camshaft timing oil control valve, Oil control valve OCV, VVT, VSV	Camshaft timing oil control valve
Variable timing and lift, VVTL	Camshaft timing and lift control
Crankshaft position sensor "A"	Crankshaft position sensor
Engine speed sensor	Crankshaft position sensor
THA	Intake air temperature
Knock control module	Engine knock control module
Knock sensor	Engine knock sensor
Mass or volume air flow circuit	Mass air flow sensor circuit
Vacuum sensor	Manifold air pressure sensor
Internal control module, Control module, Engine control ECU, PCM	Power train control module
FC idle	Deceleration fuel cut
Idle air control valve	Idle speed control
VSV for CCV, Canister close valve VSV for canister control	Evaporative emissions canister vent valve
VSV for EVAP, Vacuum switching valve assembly No. 1, EVAP VAV, Purge VSV	Evaporative emissions canister purge valve
VSV for pressure switching valve, Bypass VSV	Evaporative emission pressure switching valve
Vapor pressure sensor, EVAP pressure sensor, Evaporative emission control system pressure sensor	Fuel tank pressure sensor
Charcoal canister	Evaporative emissions canister
ORVR system	On-boad refueling vapor recovery system
Intake manifold runner control	Intake manifold tuning system
Intake manifold runner valve, IMRV, IACV (runner valve)	Intake manifold tuning valve
Intake control VSV	Intake manifold tuning solenoid valve
AFS	Air fuel ratio sensor
O2 sensor	Heater oxygen sensor
Oxygen sensor pumping current circuit	Oxygen sensor output signal
Oxygen sensor reference ground circuit	Oxygen sensor signal ground
Accel position sensor	Accelerator pedal position sensor
Throttle actuator control motor, Actuator control motor, Electronic throttle motor, Throttle control motor	Electronic throttle actuator
Electronic throttle control system, Throttle actuator control system	Electronic throttle control system
Throttle/pedal position sensor, Throttle/pedal position switch, Throttle position sensor switch	Throttle position sensor
Turbo press sensor	Turbocharger pressure sensor
Turbo VSV	Turbocharger pressure control solenoid valve
P/S pressure switch	Power-steering pressure switch
VSV for ACM	Active control engine mount
Speed sensor, Vehicle speed sensor "A", Speed sensor for skid control ECU	Vehicle speed sensor
ATF temperature sensor, Trans, fluid temp, sensor, ATF temperature sensor "A"	Transmission fluid temperature sensor
Electronic controlled automatic transmission, ECT	Electronically controlled automatic
Intermediate shaft speed sensor "A"	Counter gear speed sensor
Output speed sensor	Output shaft speed sensor
Input speed sensor, Input turbine speed sensor "A", Speed sensor (NT), Turbine speed sensor	Input turbine speed sensor
PNP switch, NSW	Park/neutral position switch
Pressure control solenoid	Transmission pressure control solenoid
Shift solenoid	Transmission shift solenoid valve
Transmission control switch, Shift lock control unit	Shift lock control module
Engine immobilizer system, Immobilizer system	Vehicle anti-theft system

The monitor will run whenever the following DTCs are not present (Monitor disablement List)
HINT:

This table indicates ECM monitoring status for the items in the upper columns if the DTCs in each line on the left are being set.

As for the "X" mark, when the DTC on the left is stored, detection of the DTC in the upper column is not performed

Fig 8: ECM Monitoring Status Chart (1 Of 6)
Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002

Fig 9: ECM Monitoring Status Chart (2 Of 6)
Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002

Fig 10: ECM Monitoring Status Chart (3 Of 6)
Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002

Fig 11: ECM Monitoring Status Chart (4 Of 6)
Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002

Fig 12: ECM Monitoring Status Chart (5 Of 6)
Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002

Fig 13: ECM Monitoring Status Chart (6 Of 6)
Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002
PROBLEM SYMPTOM CONFIRMATION
1. Taking into consideration the results of the customer problem analysis, try to reproduce the symptoms. If the problem is that the transaxle does not shift up, shift down, or the shift point is too high or too low, conduct the following road test referring to the automatic shift schedule and simulate the problem symptoms.
ROAD TEST (Gate shift lever type)
NOTE: Perform the test at the ATF temperature 50 to 80°C (122 to 176°F) in the normal operation.
1. 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, 3 --> 4 and 4 --> 5th up-shifts take place, and that the shift points conform to the automatic shift schedule (See AUTOMATIC TRANSMISSION/TRANSAXLE ).
    
    HINT:
    
    5th Gear Up-shift Prohibition Control
    - Coolant temperature is 68°C (154°F) or less and vehicle speed is at 70 km/h (43 mph) or less.
    - ATF temperature is -2°C (28°F) or less.
      4th Gear Up-shift Prohibition Control
    - Coolant temperature is 65°C (149°F) or less and vehicle speed is at 55 km/h (34 mph) or less.
      5th and 4th Gear Lock-up Prohibition Control
    - Brake pedal is depressed.
    - Accelerator pedal is released.
    - Coolant temperature is 60°C (140°F) or less.
  2. Check for shift shock and slip.
    Check for shock and slip at the 1 --> 2, 2 --> 3, 3 --> 4 and 4 --> 5th up-shifts.
  3. Check for abnormal noise and vibration.
    Drive in the D position lock-up or 5th gear, and check for abnormal noises and vibration.
    
    HINT:
    
    The check for the cause of abnormal noise and vibration must be done very thoroughly as it could also be due to loss of balance in the differential, torque converter clutch, etc.
  4. Check kick-down operation.
    Check that the possible kick-down vehicle speed limits for 2nd to 1st, 3rd to 2nd, 4th to 3rd, 5th to 4th kick-downs conform to those indicated on the automatic shift schedule while driving through all gears with the shift lever in the D position (See AUTOMATIC TRANSMISSION/TRANSAXLE ).
  5. Check abnormal shock and slip at kick-down.
  6. Check the lock-up mechanism.
    - Drive in D position (5th gear), at a steady speed (lock-up ON).
    - Lightly depress the accelerator pedal and check that the engine speed does not change abruptly.
      HINT:
    - There is no lock-up in the 1st and 2nd gear.
    - 4th lock-up operates while uphill-downhill control is active in D position.
    - 3rd lock-up operates while uphill-downhill control is active.
    - If there is a big jump in engine speed, there is no lock-up.
2. 4 position test:
  Shift into the 4 position and fully depress the accelerator pedal and check the following points.
  1. Check up-shift operation.
    Check that the 1 --> 2, 2 --> 3 and 3 --> 4 up-shift take place and that the shift point conforms to the automatic shift schedule (See AUTOMATIC TRANSMISSION/TRANSAXLE ).
    
    HINT:
    
    There is no 5th up-shift in the 4 position.
  2. Check engine braking.
    While driving in the 4 position and 4th gear, release the accelerator pedal and check the engine braking effect.
  3. Check for abnormal noise during acceleration and deceleration, and for shock at up-shift and down-shift.
3. 3 position test:
  Shift into the 3 position and fully depress the accelerator pedal and check the following points.
  1. Check up-shift operation.
    Check that the 1 --> 2 and 2 --> 3 up-shift take place and that the shift point conforms to the automatic shift schedule (See AUTOMATIC TRANSMISSION/TRANSAXLE ).
    
    HINT:
    
    There is no 4th up-shift and lock-up in the 3 position.
  2. Check engine braking.
    While running in the 3 position and 3rd gear, release the accelerator pedal and check the engine braking effect.
  3. Check for abnormal noise during acceleration and deceleration, and for shock at up-shift and down-shift.
4. 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 shift schedule (See AUTOMATIC TRANSMISSION/TRANSAXLE ).
    
    HINT:
    
    There is no 3rd 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 engine braking effect.
  3. Check for abnormal noise during acceleration and deceleration, and for shock at up-shift and down-shift.
5. L position test:
  Shift 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.
    
    HINT:
    
    There is no lock-up in the L position.
  2. Check engine braking.
    While running in the L position, release the accelerator pedal and check the engine braking effect.
  3. Check for abnormal noise during acceleration and deceleration.
6. 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.
7. P position test:
  Stop the vehicle on the grade (more than 5°) and after shifting into the P position, release the parking brake. Then, check that the parking lock pawl holds the vehicle in place.
8. Uphill/downhill control function test:
  1. Check that the gear does not up-shift to the 4th or 5th gear while the vehicle is driving uphill.
  2. Check that the gear automatically down-shifts from 5th to 4th or from the 4th to 3rd gear when brake is applied while the vehicle is driving downhill.
ROAD TEST (Shift lever with Multi-mode automatic transmission type)
NOTE: Perform the test at the ATF temperature 50 to 80°C (122 to 176°F) in the normal operation.
1. 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 --> 3,3 --> 4 and 4 --> 5th up-shifts take place, and that the shift points conform to the automatic shift schedule (See AUTOMATIC TRANSMISSION/TRANSAXLE ).
    
    HINT:
    
    5th Gear Up-shift Prohibition Control
    - Coolant temperature is 68°C (154°F) or less and vehicle speed is at 70 km/h (43 mph) or less.
    - ATF temperature is -2°C (28°F) or less.
      4th Gear Up-shift Prohibition Control
    - Coolant temperature is 65°C (149°F) or less and vehicle speed is at 55 km/h (34 mph) or less.
      5th and 4th Gear Lock-up Prohibition Control
    - Brake pedal is depressed.
    - Accelerator pedal is released.
    - Coolant temperature is 60°C (140°F) or less.
  2. Check for shift shock and slip.
    Check for shock and slip at the 1 --> 2, 2 --> 3, 3 --> 4 and 4 --> 5th up-shifts.
  3. Check for abnormal noise and vibration.
    Drive in the D position lock-up or 5th gear and check for abnormal noises and vibration.
    
    HINT:
    
    The check for the cause of abnormal noise and vibration must be done very thoroughly as it could also be due to loss of balance in the differential, torque converter clutch, etc.
  4. Check kick-down operation.
    Check that the possible kick-down vehicle speed limits for 2nd to 1st, 3rd to 2nd, 4th to 3rd, 5th to 4th kick-downs conform to those indicated on the automatic shift schedule while driving through all gears with the shift lever in the D position (See AUTOMATIC TRANSMISSION/TRANSAXLE ).
  5. Check abnormal shock and slip at kick-down.
  6. Check the lock-up mechanism.
    - Drive in D position (5th gear), at a steady speed (lock-up ON).
    - Lightly depress the accelerator pedal and check that the engine speed does not change abruptly.
      HINT:
    - There is no lock-up in the 1st and 2nd gear.
    - 4th lock-up operates while uphill-downhill control is active in the D position.
    - 3rd lock-up operates while uphill-downhill control is active.
    - If there is a big jump in engine speed, there is no lock-up.
2. S position test
  Shift to the S position, depress the accelerator pedal and check the following points:
  1. Check shift operation.
    - While driving in the D position and 5th gear, shift into the D position and S position and back to the D position. Check that the gear change 5 --> 4 down-shift and 4 --> 5 up-shift can be performed.
    - With the shift lever in the S position (with the vehicle stopped), shift into the "+" position to check that the shift position on the combination meter changes as follows: 1 --> 2, 2 --> 3, 3 --> 4 and 4 --> 5.
    - While driving in the 4(S) position and 4th gear (at a vehicle speed of about 40 to 50 km/h (25 to 31 mph)), shift into the "-" position and check if the 3rd gear down-shift occurs and the engine brake performs properly.
    - While driving in the 3(S) position and 3rd gear (at a vehicle speed of about 30 to 40 km/h (19 to 25 mph)), shift into the "-" position and check if the 2nd gear down-shift occurs and the engine brake performs properly.
    - While driving in the 2(S) position and 2nd gear (at a vehicle speed of about 20 to 30 km/h (12 to 19 mph)), shift into the "-" position and check if the 1st gear down-shift occurs and the engine brake performs properly.
      HINT:
      
      Manual shift (S position) prohibition control
    - Down-shifting causes engine overrun.
    - Down-shifting is required continuously. (Down-shifting to 1st gear may not be performed.)
3. 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.
4. P position test:
  Stop the vehicle on a grade (more than 5°) and after shifting into the P position, release the parking brake. Then, check that the parking lock pawl holds the vehicle in place.
5. Uphill/downhill control function test:
  1. Check that the gear does not up-shift to the 4th or 5th gear while the vehicle is driving uphill.
  2. Check that the gear automatically down-shifts from the 5th to 4th or from the 4th to 3rd gear when brake is applied while the vehicle is driving downhill.
MECHANICAL SYSTEM TESTS
1. Measure the stall speed.
  The object of this test is to check the overall performance of the transaxle and engine by measuring the stall speeds in the D position.
  NOTE:
  - Perform the test at the normal operating fluid temperature of 50 to 80°C (122 to 176°F).
  - Do not continuously run this test for longer than 5 seconds.
  - To ensure safety, conduct this test in a wide, clear and level area which provide good traction.
  - The stall test should always be carried out in pairs. One technician should observe the conditions of wheels or wheel stoppers outside the vehicle while the other is doing the test.
  1. Chock all 4 wheels.
  2. Fully apply the parking brake.
  3. Keep your left foot pressed firmly on the brake pedal.
  4. Start the engine.
  5. Shift into the D position. Press all the way down on the accelerator pedal with your right foot. Quickly read the stall speed at this time.
    Stall speed:
    
    U151E: 2,100 +/- 150 RPM
    
    U151F: 2,550 +/- 150 RPM
    
    Evaluation:
    
    Fig 14: Mechanical System Tests Chart
    Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002
2. Measure the time lag.
  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 conditions of the U/D direct clutch, forward clutch, and 1st and reverse brake.
  NOTE:
  - Perform the test at the normal operating fluid temperature of 50 to 80°C (122 to 176°F).
  - Be sure to allow 1 minute interval between the tests.
  - Take 3 measurements and take the average value.
  1. Fully apply the parking brake.
  2. Start the engine and check idle speed.
    Idle speed: 700 +/- 50 RPM (In N position and A/C OFF)
  3. 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.
    Measure the time lag of N --> R in the same way.
    
    Time lag:
    
    N --> D Less than 1.2 seconds
    
    N --> R Less than 1.5 seconds
    
    Evaluation (If N --> D time or N --> R time lag is longer than specified):
    
    Fig 15: Mechanical System Tests Chart
    Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002

HYDRAULIC TEST

Measure the line pressure.

NOTE:

Perform the test at the normal operation fluid temperature the 50 to 80°C (122 to 176°F)
The line pressure test should always be carried out in pairs. One technician should observe the conditions of wheels or wheel stoppers outside the vehicle while the other is performing the test.
Be careful to prevent SST(s)' hose from interfering with the exhaust pipe.
This check must be conducted after checking and adjusting engine.
Perform under condition that A/C is OFF.
When conducting stall test, do not continue more than 10 seconds.

Warm up the ATF.
Lift the vehicle up.
Remove the engine under cover.
Connect hand-held tester to DLC3.
Remove the test plug A on the transaxle case front left side and install the SST(s).
SST 09992-00095 (09992- 00231, 09992-00271)

Fig 16: Measuring Line Pressure
Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002

NOTE: There is a difference in installation point between D position and R position.
Start the engine.

Using hand-held tester, shift to D position and hold 3rd by active test, and measure the line pressure in idling.

Specified line pressure:

SPECIFIED LINE PRESSURE

Condition	D position kPa (kgf/cm² , psi)
Idling	372 to 412 (3.8 to 4.2, 54 to 60)

Turn the ignition switch off.
Disconnect the connector of the transmission wire.
HINT:

Disconnect the connector only when performing the D position stall test.
Start the engine.

Depress the brake pedal strongly, shift to D position, depress the accelerator pedal all the way down and check that the line pressure in being stalled.

Specified line pressure:

SPECIFIED LINE PRESSURE

Condition	D position kPa (kgf/cm² , psi)
Stall	931 to 1,031 (9.5 to 10.5, 135 to 150)

Turn the ignition switch off.
Remove the SST(s), install the test plug A.
Remove the test plug B, install the SST(s) and start engine.
SST 09992-00095 (09992- 00231, 09992-00271)

Connect the connector of the transmission wire, depress the brake pedal strongly, shift to the R position and check that the line pressure in idling and being stalled.

Fig 17: Identifying Connector

Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002

Specified line pressure:

SPECIFIED LINE PRESSURE

Condition	R position kPa (kgf/cm² , psi)
Idling	672 to 742 (6.9 to 7.6, 97 to 108)
Stall	1,768 to 1,968 (18.0 to 20.1, 256 to 285)

Remove the SST, install the test plug B.
Clear the DTC.
Evaluation:

Fig 18: Problem Symptom Chart
Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002

MANUAL SHIFTING TEST

HINT:

With this test, it can be determined whether the trouble occurs in the electrical circuit or is a mechanical problem in the transaxle.
If any abnormalities are found in the following test, the problem is in the transaxle itself.

Disconnect the connector of the transmission wire.

Gate shift lever type:

Drive with the transmission wire disconnected. Shifting the shift lever in the order of L, 2, 3, 4 and D position to check whether the shifting condition changes the table below.

SHIFT POSITION SHIFTING CONDITION

Shift Position	Shifting Condition
L <=> 2	No Shift (Not Change)
2 <=> 3	Down Shift <=> Up Shift
3 <=> 4 <=> D	No Shift (Not Change)

Fig 19: Disconnecting Connector Of Transmission Wire

HINT:

When driving with the transmission wire disconnected, the shift lever position is in L or 2, the gear position is held in 3rd and the shift lever position is in 3, 4 or D, the gear position is held in 4th. However, when the shift position is in R or P, the operation is same as usual.

Multi-mode shift lever type:

Drive with the transmission wire disconnected.

Shifting the shift lever to the D position to check whether the shifting condition changes the table below.

SHIFT POSITION SHIFTING CONDITION

Shift Position	Shifting Condition
D	No Shift (Not Change)

HINT:

When driving with the transmission wire disconnected, the shift lever position is in D, the gear position is held in 4th. However, when the shift position is in R or P, the operation is same as usual.

Connect the connector of the transmission wire.
Clear the DTC.

RESET MEMORY
CAUTION: Perform the RESET MEMORY (AT initialization) when replacing the automatic transaxle assy, engine assy or ECM.

NOTE: Hand-held tester only.
1. Turn the ignition switch off.
2. Connect the hand-held tester to the DLC3.
3. Turn the ignition switch to the ON position.
4. Perform the reset memory procedure from the ENGINE menu.
  CAUTION: After performing the RESET MEMORY, be sure to perform the ROAD TEST described earlier.
  
  Fig 20: Flow Chart - Reset Memory
  Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002