Road Test
Precautions: Precautions for Diagnosing Trouble · Precautions for Disassembly and Reassembly · Precautions for Transmission / Transaxle · General safety (00)
This test is to check if upshift, downshift and lock-up take place at specified speeds while actually driving vehicle on a level road.
WARNING:
If you do not select a suitable route and take proper precautions when performing a road test, an accident can occur.
•Select a level road with no traffic to minimize the risk of accident.
•Perform the test extremely carefully.
•Perform the road test with 2 persons, a driver and a tester.
•Perform the test extremely carefully.
•Perform the road test with 2 persons, a driver and a tester.
1)Warm up engine.
2)With engine running at idle, shift select lever to D range.
3)Depress accelerator pedal gradually.
4)While driving in D range, check if gear shift and lock-up take place properly as shown in Automatic Gear Shift Table (M16A Model).
Automatic Gear Shift Table (M16A Model)
Automatic gear shift schedule is shown in the following table. Test-drive the vehicle on a level road.
1. Shift point (Euro OBD model)
| Accelerator pedal position | Shift | Vehicle speed (km/h (mile/h)) | Remark | |
|---|---|---|---|---|
| UP shift | 100% | 1st → 2nd | 33 – 37 (21 – 23) | D range |
| 2nd → 3rd | 73 – 77 (45 – 48) | D range | ||
| 3rd → 4th | 133 – 137 (83 – 85) | D range | ||
| 4th → 5th | 183 – 187 (114 – 116) | D range | ||
| 5th → 6th | 243 – 247 (151 – 153) | D range | ||
| 50% | 1st → 2nd | 22 – 26 (14 – 16) | D range | |
| 2nd → 3rd | 41 – 45 (25 – 28) | D range | ||
| 3rd → 4th | 59 – 63 (37 – 39) | D range | ||
| 4th → 5th | 88 – 92 (55 – 57) | D range | ||
| 5th → 6th | 143 – 147 (89 – 91) | D range | ||
| 20% | 1st → 2nd | 11 – 15 (7 – 9) | D range | |
| 2nd → 3rd | 22 – 26 (14 – 16) | D range | ||
| 3rd → 4th | 34 – 38 (21 – 24) | D range | ||
| 4th → 5th | 47 – 51 (29 – 32) | D range | ||
| 5th → 6th | 65 – 69 (40 – 43) | D range | ||
| DOWN shift | 100% | 6th → 5th | 233 – 237 (145 – 147) | D range |
| 5th → 4th | 174 – 178 (108 – 111) | D range | ||
| 4th → 3rd | 124 – 148 (77 – 92) | D range | ||
| 3rd → 2nd | 66 – 70 (41 – 43) | D range | ||
| 2nd → 1st | 28 – 32 (17 – 20) | D range | ||
| 50% | 6th → 5th | 138 – 142 (86 – 88) | D range | |
| 5th → 4th | 93 – 97 (58 – 60) | D range | ||
| 4th → 3rd | 60 – 64 (37 – 40) | D range | ||
| 3rd → 2nd | 35 – 39 (22 – 24) | D range | ||
| 2nd → 1st | 13 – 17 (8 – 11) | D range | ||
| 20% | 6th → 5th | 56 – 60 (35 – 37) | D range | |
| 5th → 4th | 44 – 48 (27 – 30) | D range | ||
| 4th → 3rd | 31 – 35 (19 – 22) | D range | ||
| 3rd → 2nd | 20 – 24 (12 – 15) | D range | ||
| 2nd → 1st | 7 – 11 (4 – 7) | D range |
1. Shift point (Non-Euro OBD model)
| Accelerator pedal position | Shift | Vehicle speed (km/h (mile/h)) | Remark | |
|---|---|---|---|---|
| UP shift | 100% | 1st → 2nd | 33 – 37 (21 – 23) | D range |
| 2nd → 3rd | 73 – 77 (45 – 48) | D range | ||
| 3rd → 4th | 133 – 137 (83 – 85) | D range | ||
| 4th → 5th | 183 – 187 (114 – 116) | D range | ||
| 5th → 6th | 243 – 247 (151 – 153) | D range | ||
| 50% | 1st → 2nd | 23 – 27 (14 – 17) | D range | |
| 2nd → 3rd | 48 – 52 (30 – 32) | D range | ||
| 3rd → 4th | 71 – 75 (44 – 47) | D range | ||
| 4th → 5th | 101 – 105 (63 – 65) | D range | ||
| 5th → 6th | 128 – 132 (80 – 82) | D range | ||
| 20% | 1st → 2nd | 11 – 15 (7 – 9) | D range | |
| 2nd → 3rd | 22 – 26 (14 – 16) | D range | ||
| 3rd → 4th | 34 – 38 (21 – 24) | D range | ||
| 4th → 5th | 47 – 51 (29 – 32) | D range | ||
| 5th → 6th | 65 – 69 (40 – 43) | D range | ||
| DOWN shift | 100% | 6th → 5th | 233 – 237 (145 – 147) | D range |
| 5th → 4th | 174 – 178 (108 – 111) | D range | ||
| 4th → 3rd | 124 – 148 (77 – 92) | D range | ||
| 3rd → 2nd | 66 – 70 (41 – 43) | D range | ||
| 2nd → 1st | 28 – 32 (17 – 20) | D range | ||
| 50% | 6th → 5th | 103 – 107 (64 – 66) | D range | |
| 5th → 4th | 73 – 77 (45 – 48) | D range | ||
| 4th → 3rd | 48 – 52 (30 – 32) | D range | ||
| 3rd → 2nd | 27 – 31 (17 – 19) | D range | ||
| 2nd → 1st | 7 – 11 (4 – 7) | D range | ||
| 20% | 6th → 5th | 56 – 60 (35 – 37) | D range | |
| 5th → 4th | 44 – 48 (27 – 30) | D range | ||
| 4th → 3rd | 31 – 35 (19 – 22) | D range | ||
| 3rd → 2nd | 20 – 24 (12 – 15) | D range | ||
| 2nd → 1st | 7 – 11 (4 – 7) | D range |
2. Lock-up point
| Lock-up clutch status | Accelerator pedal position | Vehicle speed (km/h (mile/h)) | Remark | |
|---|---|---|---|---|
| 3rd gear Lock-up | ON | 100% | 31 – 35 (19 – 22) | D range |
| 50% | 31 – 35 (19 – 22) | D range | ||
| 20% | 31 – 35 (19 – 22) | D range | ||
| OFF | 100% | 25 – 29 (16 – 18) | D range | |
| 50% | 25 – 29 (16 – 18) | D range | ||
| 20% | 25 – 29 (16 – 18) | D range | ||
| 4th gear lock-up | ON | 100% | 38 – 42 (24 – 26) | D range |
| 50% | 38 – 42 (24 – 26) | D range | ||
| 20% | 38 – 42 (24 – 26) | D range | ||
| OFF | 100% | 35 – 39 (22 – 24) | D range | |
| 50% | 35 – 39 (22 – 24) | D range | ||
| 20% | 35 – 39 (22 – 24) | D range | ||
| 5th gear lock-up | ON | 100% | 51 – 55 (32 – 34) | D range |
| 50% | 51 – 55 (32 – 34) | D range | ||
| 20% | 51 – 55 (32 – 34) | D range | ||
| OFF | 100% | 47 – 51 (29 – 32) | D range | |
| 50% | 47 – 51 (29 – 32) | D range | ||
| 20% | 47 – 51 (29 – 32) | D range | ||
| 6th gear lock-up | ON | 100% | 64 – 68 (40 – 42) | D range |
| 50% | 64 – 68 (40 – 42) | D range | ||
| 20% | 64 – 68 (40 – 42) | D range | ||
| OFF | 100% | 59 – 63 (37 – 39) | D range | |
| 50% | 59 – 63 (37 – 39) | D range | ||
| 20% | 59 – 63 (37 – 39) | D range |
3. Slip lock-up point
| Slip lock-up clutch status | Accelerator pedal position | Vehicle speed (km/h (mile/h)) | Remark | |
|---|---|---|---|---|
| 2nd gear | Slip ON | 15% | 13 – 15 (8 – 9) | D range |
| Slip OFF | 15% | 12 – 14 (7 – 9) | D range | |
| 3rd gear | Slip ON | 15% | 23 – 25 (14 – 16) | D range |
| Slip OFF | 15% | 21 – 23 (13 – 14) | D range | |
| 4th gear | Slip ON | 15% | 35 – 37 (22 – 23) | D range |
| Slip OFF | 15% | 32 – 34 (20 – 21) | D range | |
| 5th gear | Slip ON | 15% | 48 – 50 (30 – 31) | D range |
| Slip OFF | 15% | 45 – 47 (28 – 29) | D range | |
| 6th gear | Slip ON | 15% | 61 – 63 (38 – 39) | D range |
| Slip OFF | 15% | 57 – 59 (35 – 37) | D range |
NOTE:
The gear change is done at the shift point different from the above while any of the following control function is working. Bear this in mind when performing inspection.
•Cruise Shift Control (cruise control model)
Cruise Shift Control is executed by selecting appropriate gear according to requirement for retaining a constant vehicle speed or acceleration to reduce frequent up-shift and down-shift operations while cruising.
Cruise Shift Control is executed by selecting appropriate gear according to requirement for retaining a constant vehicle speed or acceleration to reduce frequent up-shift and down-shift operations while cruising.
Automatic Gear Shift Table (K14C Model)
Automatic gear shift schedule is shown in the following table. Test-drive the vehicle on a level road.
1. Shift point
| Accelerator pedal position | Shift | Vehicle speed (km/h (mile/h)) | Remark | |
|---|---|---|---|---|
| UP shift | 100% | 1st → 2nd | 41 – 45 (25 – 28) | D range |
| 2nd → 3rd | 81 – 85 (50 – 53) | D range | ||
| 3rd → 4th | 128 – 132 (80 – 82) | D range | ||
| 4th → 5th | 175 – 179 (109 – 111) | D range | ||
| 5th → 6th | 240 – 244 (149 – 152) | D range | ||
| 50% | 1st → 2nd | 19 – 23 (12 – 14) | D range | |
| 2nd → 3rd | 40 – 44 (25 – 27) | D range | ||
| 3rd → 4th | 64 – 68 (40 – 42) | D range | ||
| 4th → 5th | 84 – 88 (52 – 55) | D range | ||
| 5th → 6th | 108 – 112 (67 – 70) | D range | ||
| 20% | 1st → 2nd | 9 – 13 (6 – 8) | D range | |
| 2nd → 3rd | 22 – 26 (14 – 16) | D range | ||
| 3rd → 4th | 32 – 36 (20 – 22) | D range | ||
| 4th → 5th | 46 – 50 (29 – 31) | D range | ||
| 5th → 6th | 61 – 65 (38 – 40) | D range | ||
| DOWN shift | 100% | 6th → 5th | 231 – 235 (144 – 146) | D range |
| 5th → 4th | 153 – 157 (95 – 98) | D range | ||
| 4th → 3rd | 110 – 114 (68 – 71) | D range | ||
| 3rd → 2nd | 70 – 74 (43 – 46) | D range | ||
| 2nd → 1st | 33 – 37 (21 – 23) | D range | ||
| 50% | 6th → 5th | 86 – 90 (53 – 56) | D range | |
| 5th → 4th | 59 – 63 (37 – 39) | D range | ||
| 4th → 3rd | 36 – 40 (22 – 25) | D range | ||
| 3rd → 2nd | 23 – 27 (14 – 17) | D range | ||
| 2nd → 1st | 8 – 12 (5 – 7) | D range | ||
| 20% | 6th → 5th | 56 – 60 (35 – 37) | D range | |
| 5th → 4th | 43 – 47 (27 – 29) | D range | ||
| 4th → 3rd | 30 – 34 (19 – 21) | D range | ||
| 3rd → 2nd | 21 – 25 (13 – 16) | D range | ||
| 2nd → 1st | 8 – 12 (5 – 7) | D range |
2. Lock-up point
| Lock-up clutch status | Accelerator pedal position | Vehicle speed (km/h (mile/h)) | Remark | |
|---|---|---|---|---|
| 2nd gear lock-up | ON | 100% | 38 – 42 (24 – 26) | D range |
| 50% | 38 – 42 (24 – 26) | D range | ||
| 20% | 21 – 25 (13 – 16) | D range | ||
| OFF | 100% | 16 – 18 (10 – 11) | D range | |
| 50% | 16 – 18 (10 – 11) | D range | ||
| 20% | 16 – 18 (10 – 11) | D range | ||
| 3rd gear lock-up | ON | 100% | 28 – 32 (17 – 20) | D range |
| 50% | 28 – 32 (17 – 20) | D range | ||
| 20% | 28 – 32 (17 – 20) | D range | ||
| OFF | 100% | 25 – 29 (16 – 18) | D range | |
| 50% | 25 – 29 (16 – 18) | D range | ||
| 20% | 25 – 29 (16 – 18) | D range | ||
| 4th gear lock-up | ON | 100% | 38 – 42 (24 – 26) | D range |
| 50% | 38 – 42 (24 – 26) | D range | ||
| 20% | 38 – 42 (24 – 26) | D range | ||
| OFF | 100% | 35 – 39 (22 – 24) | D range | |
| 50% | 35 – 39 (22 – 24) | D range | ||
| 20% | 35 – 39 (22 – 24) | D range | ||
| 5th gear lock-up | ON | 100% | 52 – 56 (32 – 35) | D range |
| 50% | 52 – 56 (32 – 35) | D range | ||
| 20% | 52 – 56 (32 – 35) | D range | ||
| OFF | 100% | 47 – 51 (29 – 32) | D range | |
| 50% | 47 – 51 (29 – 32) | D range | ||
| 20% | 47 – 51 (29 – 32) | D range | ||
| 6th gear lock-up | ON | 100% | 66 – 70 (41 – 43) | D range |
| 50% | 66 – 70 (41 – 43) | D range | ||
| 20% | 66 – 70 (41 – 43) | D range | ||
| OFF | 100% | 61 – 65 (38 – 40) | D range | |
| 50% | 61 – 65 (38 – 40) | D range | ||
| 20% | 61 – 65 (38 – 40) | D range |
3. Slip lock-up point
| Slip lock-up clutch status | Accelerator pedal position | Vehicle speed (km/h (mile/h)) | Remark | |
|---|---|---|---|---|
| 2nd gear | Slip ON | 15% | 14 – 16 (9 – 10) | D range |
| Slip OFF | 15% | 13 – 15 (8 – 9) | D range | |
| 3rd gear | Slip ON | 15% | 23 – 25 (14 – 16) | D range |
| Slip OFF | 15% | 22 – 24 (14 – 15) | D range | |
| 4th gear | Slip ON | 15% | 33 – 35 (21 – 22) | D range |
| Slip OFF | 15% | 29 – 31 (18 – 19) | D range | |
| 5th gear | Slip ON | 15% | 47 – 49 (29 – 30) | D range |
| Slip OFF | 15% | 39 – 41 (24 – 25) | D range | |
| 6th gear | Slip ON | 15% | 62 – 64 (39 – 40) | D range |
| Slip OFF | 15% | 51 – 53 (32 – 33) | D range |
NOTE:
The gear change is done at the shift point different from the above while any of the following control function is working. Bear this in mind when performing inspection.
•Cruise Shift Control
Cruise Shift Control is executed by selecting appropriate gear according to requirement for retaining a constant vehicle speed or acceleration to reduce frequent up-shift and down-shift operations while cruising.
Cruise Shift Control is executed by selecting appropriate gear according to requirement for retaining a constant vehicle speed or acceleration to reduce frequent up-shift and down-shift operations while cruising.
Troubleshooting
| Condition | Possible Cause | Action |
|---|---|---|
|
Unable to run in D range
|
Faulty pressure control solenoid valve “A”
|
|
|
Faulty TCM
|
Substitute a known-good TCM and recheck DTC.
|
|
|
Faulty select cable
|
||
|
Faulty torque converter
|
Replace torque converter referring to A/T Assembly Reassembly.
|
|
|
ATF leakage
|
Repair or replace oil seal, O-ring and sealant referring to A/T Assembly Reassembly.
|
|
|
Faulty ATF cooler
|
||
|
Faulty valve body component
|
||
|
Faulty A/T assembly
|
||
|
Faulty ATF
|
||
|
Unable to run in R range
|
Faulty shift solenoid valve “B”
|
|
|
Faulty pressure control solenoid valve “D”
|
||
|
Faulty TCM
|
Substitute a known-good TCM and recheck DTC.
|
|
|
Faulty select cable
|
||
|
Faulty torque converter
|
Replace torque converter referring to A/T Assembly Reassembly.
|
|
|
ATF leakage
|
Repair or replace oil seal, O-ring and sealant referring to A/T Assembly Reassembly.
|
|
|
Faulty ATF cooler
|
||
|
Faulty valve body component
|
||
|
Faulty A/T assembly
|
||
|
Faulty ATF
|
||
|
Slippery acceleration and shift
|
Faulty engine
|
|
|
Faulty line pressure control solenoid valve
|
||
|
Faulty TCM
|
Substitute a known-good TCM and recheck DTC.
|
|
|
Faulty select cable
|
||
|
Faulty torque converter
|
Replace torque converter referring to A/T Assembly Reassembly.
|
|
|
ATF leakage
|
Repair or replace oil seal, O-ring and sealant referring to A/T Assembly Reassembly.
|
|
|
Faulty ATF cooler
|
||
|
Faulty valve body component
|
||
|
Faulty A/T assembly
|
||
|
Faulty ATF
|
||
|
N → D time-lag exceeds specification
|
Faulty TCM
|
Substitute a known-good TCM and recheck DTC.
|
|
Faulty select cable
|
||
|
ATF leakage
|
Repair or replace oil seal, O-ring and sealant referring to A/T Assembly Reassembly.
|
|
|
Faulty ATF cooler
|
||
|
Faulty valve body component
|
||
|
Faulty A/T assembly
|
||
|
Faulty ATF
|
||
|
N → R time-lag exceeds specification
|
Faulty TCM
|
Substitute a known-good TCM and recheck DTC.
|
|
Faulty select cable
|
||
|
ATF leakage
|
Repair or replace oil seal, O-ring and sealant referring to A/T Assembly Reassembly.
|
|
|
Faulty ATF cooler
|
||
|
Faulty valve body component
|
||
|
Faulty A/T assembly
|
||
|
Faulty ATF
|
||
|
Engine stall in N → D range
|
Faulty engine
|
|
|
Faulty TCM
|
Substitute a known-good TCM and recheck DTC.
|
|
|
Faulty line pressure control solenoid valve
|
||
|
Faulty TCC solenoid valve
|
||
|
Faulty torque converter
|
Replace torque converter referring to A/T Assembly Reassembly.
|
|
|
Faulty valve body component
|
||
|
Engine stall in N → R range
|
Faulty engine
|
|
|
Faulty TCM
|
Substitute a known-good TCM and recheck DTC.
|
|
|
Faulty line pressure control solenoid valve
|
||
|
Faulty torque converter
|
Replace torque converter referring to A/T Assembly Reassembly.
|
|
|
Faulty valve body component
|
||
|
Engine stall in deceleration
|
Faulty engine
|
|
|
Faulty TCM
|
Substitute a known-good TCM and recheck DTC.
|
|
|
Faulty TCC solenoid valve
|
||
|
Faulty torque converter
|
Replace torque converter referring to A/T Assembly Reassembly.
|
|
|
Faulty valve body component
|
||
|
Hard Engine starting
|
Faulty engine
|
|
|
Faulty battery voltage
|
||
|
Faulty TCM
|
Substitute a known-good TCM and recheck DTC.
|
|
|
Faulty select cable
|
||
|
Poor acceleration
|
Faulty engine
|
|
|
Faulty shift solenoid valve “A”
|
||
|
Faulty shift solenoid valve “B”
|
||
|
Faulty pressure control solenoid valve “A”
|
||
|
Faulty pressure control solenoid valve “B”
|
||
|
Faulty pressure control solenoid valve “C”
|
||
|
Faulty pressure control solenoid valve “D”
|
||
|
Faulty TCM
|
Substitute a known-good TCM and recheck DTC.
|
|
|
Faulty torque converter
|
Replace torque converter referring to A/T Assembly Reassembly.
|
|
|
Faulty valve body component
|
||
|
Faulty A/T assembly
|
||
|
Faulty ATF
|
||
|
1st → 2nd upshift or 2nd → 1st downshift fails
|
Faulty engine
|
|
|
Faulty battery voltage
|
||
|
Faulty input shaft speed sensor
|
||
|
Faulty output shaft speed sensor
|
||
|
Faulty ATF temperature sensor
|
||
|
Faulty shift solenoid valve “A”
|
||
|
Faulty shift solenoid valve “B”
|
||
|
Faulty pressure control solenoid valve “A”
|
||
|
Faulty pressure control solenoid valve “C”
|
||
|
Faulty pressure control solenoid valve “D”
|
||
|
Faulty TCM
|
Substitute a known-good TCM and recheck DTC.
|
|
|
Faulty valve body component
|
||
|
Faulty A/T assembly
|
||
|
Faulty ATF
|
||
|
2nd → 3rd upshift or 3rd → 2nd downshift fails
|
Faulty engine
|
|
|
Faulty battery voltage
|
||
|
Faulty input shaft speed sensor
|
||
|
Faulty output shaft speed sensor
|
||
|
Faulty ATF temperature sensor
|
||
|
Faulty shift solenoid valve “B”
|
||
|
Faulty pressure control solenoid valve “A”
|
||
|
Faulty pressure control solenoid valve “C”
|
||
|
Faulty pressure control solenoid valve “D”
|
||
|
Faulty TCM
|
Substitute a known-good TCM and recheck DTC.
|
|
|
Faulty valve body component
|
||
|
Faulty A/T assembly
|
||
|
Faulty ATF
|
||
|
3rd → 4th upshift or 4th → 3rd downshift fails
|
Faulty engine
|
|
|
Faulty battery voltage
|
||
|
Faulty input shaft speed sensor
|
||
|
Faulty output shaft speed sensor
|
||
|
Faulty ATF temperature sensor
|
||
|
Faulty shift solenoid valve “B”
|
||
|
Faulty pressure control solenoid valve “A”
|
||
|
Faulty pressure control solenoid valve “B”
|
||
|
Faulty pressure control solenoid valve “D”
|
||
|
Faulty TCM
|
Substitute a known-good TCM and recheck DTC.
|
|
|
Faulty valve body component
|
||
|
Faulty A/T assembly
|
||
|
Faulty ATF
|
||
|
4th → 5th upshift or 5th → 4th downshift fails
|
Faulty engine
|
|
|
Faulty battery voltage
|
||
|
Faulty input shaft speed sensor
|
||
|
Faulty output shaft speed sensor
|
||
|
Faulty ATF temperature sensor
|
||
|
Faulty pressure control solenoid valve “A”
|
||
|
Faulty pressure control solenoid valve “B”
|
||
|
Faulty pressure control solenoid valve “D”
|
||
|
Faulty TCM
|
Substitute a known-good TCM and recheck DTC.
|
|
|
Faulty valve body component
|
||
|
Faulty A/T assembly
|
||
|
Faulty ATF
|
||
|
5th → 6th upshift or 6th → 5th downshift fails
|
Faulty engine
|
|
|
Faulty battery voltage
|
||
|
Faulty input shaft speed sensor
|
||
|
Faulty output shaft speed sensor
|
||
|
Faulty ATF temperature sensor
|
||
|
Faulty pressure control solenoid valve “B”
|
||
|
Faulty pressure control solenoid valve “D”
|
||
|
Faulty pressure control solenoid valve “C”
|
||
|
Faulty TCM
|
Substitute a known-good TCM and recheck DTC.
|
|
|
Faulty valve body component
|
||
|
Faulty A/T assembly
|
||
|
Faulty ATF
|