TIBURON(GK) >2005 > G 2.7 DOHC > Automatic Transaxle System > Automatic Transaxle System>General Information (F4A42-2)  
TROUBLESHOOTING
(F4A42 Model)

DIAGNOSIS FUNCTION
1.
Connect the Hi Scan Pro to the connector for diagnosis.
2.
Read the output diagnostic trouble codes. Then follow the remedy procedures according to the "DIAGNOSTIC TROUBLE CODE DESCRIPTION" on the following pages.
A maximum of 8 diagnostic trouble codes (in the sequence of occurrence) can be stored in the Random Access Memory (RAM) incorporated within the control module.
The same diagnostic trouble code can be stored one time only.
If the number of stored diagnostic trouble codes or diagnostic trouble patterns exceeds 8, already stored diagnostic trouble codes will be erased in sequence, beginning with the oldest.
Do not disconnect the battery until all diagnostic trouble codes or diagnostic trouble patterns have been read out, because all stored diagnostic trouble codes or diagnostic trouble patterns will be cancelled when the battery is disconnected.
3.
If the fail-safe system is activated and the transaxle is locked in third gear, the diagnostic trouble code in the Fail-safe code description will be stored in the RAM. Three of these diagnostic trouble codes can be stored.
4.
The cancellation will occur if, with the transaxle locked in third gear, the ignition key is turned to the OFF position, but the diagnostic trouble code is stored in the RAM.
5.
Memorization.
A.
Up to 8 diagnosis items and 3 fail-safe items can be memorized.
B.
If the memory capacity is exceeded, diagnosis and fail-safe items in the memory are overwritten, starting with the oldest.
C.
No code can be memorized more than once.
6.
Diagnosis Code Deletion.
(1)
Automatic Deletion
All diagnosis codes are deleted from memory the 200 th time the ATF temperature reaches 50°C after memorization of the most recent diagnosis code.
(2)
Forced Deletion
Memorized diagnosis codes can be deleted using the scan-tool, provided the following conditions are satisfied :
A.
The ignition switch is ON
B.
There is no detection pulse from the crank angle sensor
C.
There is no detection pulse from the output shaft speed sensor
D.
There is no detection pulse from the vehicle speed sensor
E.
The fail-safe function is not operational
ROAD TEST
No.
Condition
Operation
Judgment value
Check item
1
Ignition switch : OFF
Ignition switch
(1) ON
Battery voltage (mV)
Control relay
2
Ignition switch : ON
Engine : Stopped
Selector lever position : P
Selector lever position
(1) P, (2) R, (3) N, (4) D
(1) P, (2) R, (3) N, (4) D
Transaxle range switch
Accelerator pedal
(1) Released
(2) Half depressed
(3) Depressed
(1) 400~1,000 mV
(2)Gradually rises from (1)
(3) 4,500~5,000 mV
Throttle position sensor
Brake pedal
(1) Depressed
(2) Released
(1) ON
(2) OFF
Stop lamp switch
3
Ignition switch : ST
Engine : Stopped
Starting test with lever P or N range
Starting should be possible
Starting possible or impossible
4
Warming up
Drive for 15 minutes or more so that the automatic fluid temperature becomes 70~90°C
Gradually rises to 70~90°C
Oil temperature sensor
5
Engine : Idling
Selector lever position : N
A/C switch
(1) ON
(2) OFF
(1) ON
(2) OFF
Triple pressure switch
Accelerator pedal
(1) Released
(2) Half depressed
(1) ON
(2) OFF
Idle position switch
(1) 600~925 rpm
(2) Gradually rises from (1)
(1) Data changes
Communication with engine-ECU
Selector lever position
(1) N→D
(2) N→R
Should be no abnormal shifting shocks
Time lag should be within 2 seconds
Malfunction when starting
6
Selector lever position : N (Carry out on a flat and straight road)
Selector lever position and vehicle speed
1.
Idling in 1st gear (Vehicle stopped)
2.
Driving at constant speed of 20 km/h in 1st gear
3.
Driving at constant speed of 30 km/h in 2nd gear
4.
Driving at 50 km/h in 3rd gear with accelerator fully closed
5.
Driving at constant speed of 50 km/h in 4th gear (Each condition should be maintained for 10 seconds or more)
(2) 1st, (4) 3rd, (3) 2nd, (5) 4th
Shift condition
(2) 0%, (4) 100%, (3) 100%, (5) 100%
Low and reverse solenoid valve
(2) 0%, (4) 0%, (3) 0% (5) 100%
Underdrive solenoid valve
(2) 100%, (4) 100%, (3) 0% (5) 0%
Second solenoid valve
(2) 100%, (4) 0%, (3) 100% (5) 0%
Overdrive solenoid valve
(1) 0km/h
(4) 50km/h
Vehicle speed sensor
(4) 1,800 ~ 2,100rpm
Input shaft speed sensor
(4) 1,800 ~ 2,100rpm
Output shaft speed sensor
(3) 0%
(5) Approx. 70~90%
Damper clutch control solenoid valve
(3) Approx. 100~300rpm
(5) Approx. 0~10rpm
7
Selector lever position : D (Carry out on a flat and straight road)
1.
Accelerate to 4th gear at a throttle position sensor output of 1.5V (accelerator opening angle of 30 %).
2.
Gently decelerate to a standstill.
3.
Accelerate to 4th gear at a throttle position sensor output of 2.5 V (accelerator opening angle of 50%).
4.
While driving at 60 km/h in 4th gear, shif down to 3rd gear.
5.
While driving at 40 km/h in 3rd gear, shift down to 2nd gear.
6.
While driving at 20 km/h in 2nd gear, shift down to 1st gear.
For (1), (2) and (3), the reading should be the same as the specified output shaft torque, and no abnormal shocks should occur.
For (4), (5) and (6), downshifting should occur immediately after the shifting operation is made.
Malfunction when shifting
Displaced shift points
Does not shift
Does not shift from 1 to 2 or 2 to 1
Does not shift from 2 to 3 or 3 to 2
Does not shift from 3 to 4 or 4 to 3
8
Selector lever position : N (Carry out on a flat and straight road)
Move selector lever to R range drive at constant speed of 10km/h
The ratio between input and output shaft speed sensor data should be the same as the gear ratio when reversing.
Does not shift

INSPECTION CHART FOR THROUBLE SYMPTOMS
Trouble symptom
Probable cause
Communication with HI-SCAN is not possible
is not functioning.
Malfunction of diagnosis line
Malfunction of connector
Malfunction of the TCM
Driving impossible
Starting impossible
Starting is not possible when the selector lever is in P or N range. In such cases, the cause is probably a defective engine system, torque converter or oil pump.
Malfunction of the engine system
Malfunction of the torque converter
Malfunction of the oil pump
Does not move forward
If the vehicle does not move forward when the selector lever is shifted from N to D range while the engine is idling, the cause is probably abnormal line pressure or a malfunction of the underdrive clutch or valve body.
Abnormal line pressure
Malfunction of the underdrive solenoid valve
Malfunction of the underdrive clutch
Malfunction of the valve body
Does not reverse
If the vehicle does not reverse when the selector lever is shifted from N to R range while the engine is idling, the cause is probably abnormal pressure in the reverse clutch or low and reverse brake or a malfunction of the reverse clutch, low and reverse brake or valve body.
Abnormal reverse clutch pressure
Abnormal low and reverse brake pressure
Malfunction of the low and reverse brake solenoid valve
Malfunction of the reverse clutch
Malfunction of the low and reverse brake
Malfunction of the valve body
Does not move (forward or reverse)
If the vehicle does not move forward or reverse when the selector lever is shifted to any position while the engine is idling, the cause is probably abnormal line pressure or a malfunction of the power train, oil pump or valve body.
Abnormal line pressure
Malfunction of power train
Malfunction of the oil pump
Malfunction of the valve body
Malfunction when starting
Engine stalling when shifting
If the engine stalls when the selector lever is shifted from N to D or R range while the engine is idling, the cause is probably a malfunction of the engine system, damper clutch solenoid valve, valve body or torque converter (damper clutch malfunction).
Malfunction of the engine system
Malfunction of the damper clutch control solenoid valve
Malfunction of the valve body
Malfunction of the torque converter
(Malfunction of the damper clutch)
Shocks when changing from N to D and large time lag
If abnormal shocks or a time lag of 2 seconds or more occur when the selector lever is shifted from N to D range while the engine is idling, the cause is probably abnormal underdrive clutch pressure or a malfunction of the underdrive clutch, valve body.
Abnormal underdrive clutch pressure
Abnormal low and reverse brake pressure
Malfunction of the underdrive solenoid valve
Malfunction of the valve body
Malfunction of the idle position switch
Shocks when changing from N to R and large time lag
If abnormal shocks or a time lag of 2 seconds or more occur when the selector lever is shifted from N to R range while the engine is idling, the cause is probably abnormal reverse clutch pressure or low and reverse brake pressure, or a malfunction of the reverse clutch, low and reverse brake, valve body or idle position switch.
Abnormal reverse clutch pressure
Abnormal low and reverse brake pressure
Malfunction of the low and reverse solenoid valve
Malfunction of the reverse clutch
Malfunction of the low and reverse brake
Malfunction of the valve body
Malfunction of the idle position switch
Shocks when changing from N to D, N to R and large time lag
If abnormal shocks or a time lag of 2 seconds or more occur when the selector lever is shifted from N to D range and from N to R range while the engine is idling, the cause is probably abnormal line pressure or a malfunction of the oil pump or valve body.
Abnormal line pressure
Malfunction of the oil pump
Malfunction of the valve body
Malfunction when shifting
Shocks and running up
If shocks occur when driving due to upshifting or downshifting and the transmission speed becomes higher than the engine speed, the cause is probably abnormal line pressure or a malfunction of a solenoid valve, oil pump, valve body, brake or clutch.
Abnormal line pressure
Malfunction of each solenoid valve
Malfunction of the oil pump
Malfunction of the valve body
Malfunction of each brake or each clutch
Displaced shifting points
All points
If all shift points are displaced while driving, the cause is probably a malfunction of the output shaft speed sensor, TPS or solenoid valve.
Malfunction of the output shaft speed sensor
Malfunction of the throttle position sensor
Malfunction of each solenoid valve
Abnormal line pressure
Malfunction of the valve body
Malfunction of the TCM
Some points
If some of the shift points are displaced while driving, the cause is probably a malfunction of the valve body, or it is related to control and is not an abnormality.
Malfunction of the valve body
Does not shift
No diagnosis codes
If shifting does not occur while driving and no diagnosis codes are set, the cause is probably a malfunction of the transaxle range switch, or TCM
Malfunction of the transaxle range
Malfunction of the TCM
Malfunction while driving
Poor a acceleration
If acceleration is poor even if downshifting occurs while driving, the cause is probably a malfunction of the engine system, brake or clutch.
Malfunction of the engine system
Malfunction of the brake of clutch
Vibration
If vibration occurs when driving at constant speed or when accelerating and deceleration in top range, the cause is probably abnormal damper clutch pressure or a malfunction of the engine system, damper clutch control solenoid valve, torque converter or valve body.
Abnormal damper clutch pressure
Malfunction of the engine system
Malfunction of the damper clutch control solenoid valve
Malfunction of the torque converter
Malfunction of the valve body
Whine noise
Whine noise during accelerating or decelerating from driving speeds of 40~60kph or 60~80kph.
Malfunction of the automatic transaxle cable
Malfunction of the mass damper
Malfunction of the transfer drive gear/driven gear
Transaxle range switch system
The cause is probably a malfunction of the inhibitor switch circuit, ignition switch circuit or a defective TCM.
Malfunction of the transaxle range switch
Malfunction of the ignition switch
Malfunction of connector
Malfunction of the TCM
Idle position switch system
The cause is probably a defective idle position switch circuit, or a defective TCM.
Malfunction of the idle position switch
Malfunction of connector
Malfunction of the TCM
Triple pressure switch system
The cause is probably a defective triple pressure switch circuit or a defective TCM.
Malfunction of the triple pressure switch
Malfunction of connector
Malfunction of A/C system
Malfunction of the TCM
Vehicle speed sensor system
The cause is probably a defective vehicle speed sensor circuit or a defective TCM.
Malfunction of the vehicle speed sensor
Malfunction of connector
Malfunction of the TCM

ELEMENTS IN USE IN EACH GEAR
Operating element
Underdrive clutch (UD)
Reverse clutch (REV)
Overdrive clutch (OD)
Low-and reverse brake (LR)
Second brake (2nd)
One way clutch (OWC)
Selector lever position
P
Parking
-
-
-
O
-
-
R
Reverse
-
O
-
O
-
-
N
Neutral
-
-
-
O
-
-
D
1st
O
-
-
O
-
O
2nd
O
-
-
-
O
-
3rd
O
-
O
-
-
-
4th
-
-
O
-
O
-
3
1st
O
-
-
O
-
O
2nd
O
-
-
-
O
-
3rd
O
-
O
-
-
-
2
1st
O
-
-
O
-
O
2nd
O
-
-
-
O
-
L
1st
O
-
-
O
-
O

OPERATING ELEMENTS AND THEIR FUNCTION
Operating element
Code
Function
Underdrive clutch
UD
Connects input shaft and underdrive sun gear
Reverse clutch
REV
Connects input shaft and reverse sun gear
Overdrive clutch
OD
Connects input shaft and overdrive planetary carrier
Low-and-reverse brake
LR
Locks low-and-reverse annulus gear and overdrive planetary carrier
Second brake
2ND
Locks reverse sun gear