clutch ISUZU AXIOM 2002 Service Manual Online

6E±536
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Symptoms Default Section(s)Initial Diagnosis
Surges and/or Chuggles1. OBD system check.
2. ETC system check.
3. Heated oxygen sensors.
4. Fuel system diagnosis.
5. Ignition system.Calibration ID/Service Bulletins,
Ignition System Check,
Generator Output, Exhaust
System Diagnosis, 4L30-E
System Test
Lack of Power, Sluggish or Spongy1. OBD system check.
2. ETC system check.
3. Fuel system diagnosis.
4. Ignition system.
5. EGR operation.
6. EGR system check.Refer to Exhaust System in
Engine Exhaust, TCC Operation,
Calibration ID/Service Bulletins
Detonation/Spark Knock1. OBD system check.
2. Transmission range switch.
3. EGR operation.
4. EGR system check.
5. TCC operation.
6. Fuel system diagnosis.
7. Ignition system.
8. ION sensing module check.TCC operation, Cooling System,
Ignition System Check,
Calibration ID/Service Bulletins
Rough, Unstable, or Incorrect Idle,
Stalling1. OBD system check.
2. ETC system check.
3. Fuel injector and fuel injector
balance test.
4. EVAP emission canister purge
valve check.
5. Ignition system.
6. EGR operation.MAP Output Check, Throttle
Linkage, EGR System Check,
A/C Clutch Control Circuit
Diagnosis, Crankcase Ventilation
System, Calibration ID/Service
Bulletins, Generator Output
Voltage (refer to
Chassis
Electrical
), Exhaust Diagnosis
Poor Fuel Economy1. OBD system check.
2. Careful visual/physical inspection.
3. Ignition system.
4. Cooling system.TCC Operation, Exhaust System
(refer to
Engine Exhaust)
Hesitation, Sag, Stumble1. OBD system check.
2. ETC system check.
3. TP.
4. MAP output check.
5. Fuel system diagnosis.
6. Fuel injector and fuel injector
balance test.
7. EVAP emission canister purge
valve.
8. Ignition system.EGR Operation, EGR System
Check, Generator Output
Voltage (refer to
Chassis
Electrical
), Calibration ID/Service
Bulletins, Ignition System Check
Cuts Out, Misses1. OBD system check.
2. Cylinder balance test.
3. ETC system check.Ignition System Check
Engine Cranks But Will Not Run1. OBD system check.Fuel System Electrical
Diagnosis, Fuel System
Diagnosis, Fuel Injector and Fuel
Injector Balance Test.

6E±572
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
General Description (PCM and
Sensors)
58X Reference PCM Input
The powertrain control module (PCM) uses this signal
from the crankshaft position (CKP) sensor to calculate
engine RPM and crankshaft position at all engine speeds.
The PCM also uses the pulses on this circuit to initiate
injector pulses. If the PCM receives no pulses on this
circuit, DTC P0337 will set. The engine will not start and
run without using the 58X reference signal.
A/C Request Signal
This signal tells the PCM when the A/C mode is selected
at the A/C control head. The PCM uses this to adjust the
idle speed before turning ªONº the A/C clutch. The A/C
compressor will be inoperative if this signal is not
available to the PCM.
Refer to
A/C Clutch Circuit Diagnosis section for A/C
wiring diagrams and diagnosis for the A/C electrical
system.
Crankshaft Position (CKP) Sensor
The crankshaft position (CKP) sensor provides a signal
used by the powertrain control module (PCM) to calculate
the ignition sequence. The CKP sensor initiates the 58X
reference pulses which the PCM uses to calculate RPM
and crankshaft position.
Refer to
Electronic Ignition System section for additional
information.
0013
Engine Coolant Temperature (ECT) Sensor
The engine coolant temperature (ECT) sensor is a
thermistor (a resistor which changes value based on
temperature) mounted in the engine coolant stream. Low
coolant temperature produces a high resistance of
100,000 ohms at ±40
C (±40
F). High temperature
causes a low resistance of 70 ohms at 130
C (266
F).
The PCM supplies a 5-volt signal to the ECT sensor
through resistors in the PCM and measures the voltage.
The signal voltage will be high when the engine is cold and
low when the engine is hot. By measuring the voltage, thePCM calculates the engine coolant temperature. Engine
coolant temperature affects most of the systems that the
PCM controls.
The Tech 2 displays engine coolant temperature in
degrees. After engine start-up, the temperature should
rise steadily to about 85
C (185
F). It then stabilizes
when the thermostat opens. If the engine has not been
run for several hours (overnight), the engine coolant
temperature and intake air temperature displays should
be close to each other. A hard fault in the engine coolant
sensor circuit will set DTC P0177 or DTC P0118. An
intermittent fault will set a DTC P1114 or P1115.
0016
Electrically Erasable Programmable Read
Only Memory (EEPROM)
The electrically erasable programmable read only
memory (EEPROM) is a permanent memory chip that is
physically soldered within the PCM. The EEPROM
contains the program and the calibration information that
the PCM needs to control powertrain operation.
Unlike the PROM used in past applications, the EEPROM
is not replaceable. If the PCM is replaced, the new PCM
will need to be programmed. Equipment containing the
correct program and calibration for the vehicle is required
to program the PCM.
Fuel Control Heated Oxygen Sensors
The fuel control heated oxygen sensors (Bank 1 HO2S 1
and Bank 2 HO2S 1) are mounted in the exhaust stream
where they can monitor the oxygen content of the exhaust
gas. The oxygen present in the exhaust gas reacts with
the sensor to produce a voltage output. This voltage
should constantly fluctuate from approximately 100 mV to
900 mV. The heated oxygen sensor voltage can be
monitored with a Tech 2. By monitoring the voltage output
of the oxygen sensor, the PCM calculates the pulse width
command for the injectors to produce the proper
combustion chamber mixture.

Low HO2S voltage is a lean mixture which will result in
a rich command to compensate.

High HO2S voltage is a rich mixture which will result in
a lean command to compensate.

6E±575
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Powertrain Control Module (PCM)
The powertrain control module (PCM) is located in the
passenger compartment below the center console. The
PCM controls the following:

Fuel metering system.

Transmission shifting (automatic transmission only).

Ignition timing.

On-board diagnostics for powertrain functions.
The PCM constantly observes the information from
various sensors. The PCM controls the systems that
affect vehicle performance. The PCM performs the
diagnostic function of the system. It can recognize
operational problems, alert the driver through the MIL
(Check Engine lamp), and store diagnostic trouble codes
(DTCs). DTCs identify the problem areas to aid the
technician in making repairs.
PCM Function
The PCM supplies either 5 or 12 volts to power various
sensors or switches. The power is supplied through
resistances in the PCM which are so high in value that a
test light will not light when connected to the circuit. In
some cases, even an ordinary shop voltmeter will not give
an accurate reading because its resistance is too low.
Therefore, a digital voltmeter with at least 10 megohms
input impedance is required to ensure accurate voltage
readings. Tool J 39200 meets this requirement. The PCM
controls output circuits such as the injectors, fan relays,
etc., by controlling the ground or the power feed circuit
through transistors or through either of the following two
devices:

Output Driver Module (ODM)

Quad Driver Module (QDM)
060RY00068
PCM Components
The PCM is designed to maintain exhaust emission levels
to government mandated standards while providing
excellent driveability and fuel efficiency. The PCM
monitors numerous engine and vehicle functions via
electronic sensors such as the throttle position (TP)sensor, heated oxygen sensor (HO2S), and vehicle
speed sensor (VSS). The PCM also controls certain
engine operations through the following:

Fuel injector control

Ignition control module

ION sensing module

Automatic transmission shift functions

Cruise control

Evaporative emission (EVAP) purge

A/C clutch control
PCM Voltage Description
The PCM supplies a buffered voltage to various switches
and sensors. It can do this because resistance in the
PCM is so high in value that a test light may not illuminate
when connected to the circuit. An ordinary shop
voltmeter may not give an accurate reading because the
voltmeter input impedance is too low. Use a 10-megohm
input impedance digital voltmeter (such as J 39200) to
assure accurate voltage readings.
The input/output devices in the PCM include
analog-to-digital converters, signal buffers, counters,
and special drivers. The PCM controls most components
with electronic switches which complete a ground circuit
when turned ªON.º These switches are arranged in
groups of 4 and 7, called either a surface-mounted quad
driver module (QDM), which can independently control up
to 4 output terminals, or QDMs which can independently
control up to 7 outputs. Not all outputs are always used.
PCM Input/Outputs
Inputs ± Operating Conditions Read

Air Conditioning ªONº or ªOFFº

Engine Coolant Temperature

Crankshaft Position

Exhaust Oxygen Content

Electronic Ignition

Manifold Absolute Pressure

Battery Voltage

Throttle Position

Vehicle Speed

Fuel Pump Voltage

Power Steering Pressure

Intake Air Temperature

Mass Air Flow

Engine Knock

Acceleration Position
Outputs ± Systems Controlled

EVAP Canister Purge

Exhaust Gas Recirculation (EGR)

Ignition Control

Fuel Control

ION Sensing Module

Electric Fuel Pump

Air Conditioning

6E±583
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
between the seats. In extreme cases, exhaust blow-by
and damage beyond simple gap wear may occur.
Cracked or broken insulators may be the result of
improper installation, damage during spark plug
re-gapping, or heat shock to the insulator material. Upper
insulators can be broken when a poorly fitting tool is used
during installation or removal, when the spark plug is hit
from the outside, or is dropped on a hard surface. Cracks
in the upper insulator may be inside the shell and not
visible. Also, the breakage may not cause problems until
oil or moisture penetrates the crack later.
TS23994
A/C Clutch Diagnosis
A/C Clutch Circuit Operation
A 12-volt signal is supplied to the A/C request input of the
PCM when the A/C is selected through the A/C control
switch.
The A/C compressor clutch relay is controlled through the
PCM. This allows the PCM to modify the idle air control
position prior to the A/C clutch engagement for better idle
quality. If the engine operating conditions are within their
specified calibrated acceptable ranges, the PCM will
enable the A/C compressor relay. This is done by
providing a ground path for the A/C relay coil within the
PCM. When the A/C compressor relay is enabled,
battery voltage is supplied to the compressor clutch coil.
The PCM will enable the A/C compressor clutch
whenever the engine is running and the A/C has been
requested. The PCM will not enable the A/C compressor
clutch if any of the following conditions are met:

The throttle is greater than 90%.

The engine speed is greater than 6315 RPM.

The ECT is greater than 119
C (246
F).

The IAT is less than 5
C (41
F).

The throttle is more than 80% open.
A/C Clutch Circuit Purpose
The A/C compressor operation is controlled by the
powertrain control module (PCM) for the following
reasons:

It improvises idle quality during compressor clutch
engagement.

It improvises wide open throttle (WOT) performance.

It provides A/C compressor protection from operation
with incorrect refrigerant pressures.
The A/C electrical system consists of the following
components:

The A/C control head.

The A/C refrigerant pressure switches.

The A/C compressor clutch.

The A/C compressor clutch relay.

The PCM.
A/C Request Signal
This signal tells the PCM when the A/C mode is selected
at the A/C control head. The PCM uses this to adjust the
idle speed before turning on the A/C clutch. The A/C
compressor will be inoperative if this signal is not
available to the PCM.
Refer to
A/C Clutch Circuit Diagnosis section for A/C
wiring diagrams and diagnosis for A/C electrical system.
General Description (Evaporative
(EVAP) Emission System)
EVAP Emission Control System Purpose
The basic evaporative emission (EVAP) control system
used on all vehicles is the charcoal canister storage
method. Gasoline vapors from the fuel tank flow into the
canister through the inlet labeled ªTANK.º These vapors
are absorbed into the activated carbon (charcoal) storage
device (canister) in order to hold the vapors when the
vehicle is not operating. The canister is purged by PCM
control when the engine coolant temperature is over 60
C
(140
F), the IAT reading is over 10
C (50
F), and the
engine has been running. Air is drawn into the canister
through the air inlet grid. The air mixes with the vapor and
the mixture is drawn into the intake manifold.
EVAP Emission Control System Operation
The EVAP canister purge is controlled by a solenoid valve
that allows the manifold vacuum to purge the canister.
The powertrain control module (PCM) supplies a ground
to energize the solenoid valve (purge on). The EVAP
purge solenoid control is pulse-width modulated (PWM)
(turned on and off several times a second). The duty
cycle (pulse width) is determined by engine operating
conditions including load, throttle positron, coolant
temperature and ambient temperature. The duty cycle is
calculated by the PCM. The output is commanded when
the appropriate conditions have been met. These
conditions are:

The engine is fully warmed up.

The engine has been running for a specified time.

The IAT reading is above 10
C (50
F).

7A±2
AUTOMATIC TRANSMISSION (4L30±E)
Main Case Valve Body 7A±71. . . . . . . . . . . . . . . . . . .
Disassembled View 7A±71. . . . . . . . . . . . . . . . . . . .
Disassembly 7A±71. . . . . . . . . . . . . . . . . . . . . . . . . .
Inspection And Repair 7A±72. . . . . . . . . . . . . . . . . .
Reassembly 7A±72. . . . . . . . . . . . . . . . . . . . . . . . . .
Adapter Case Valve Body 7A±73. . . . . . . . . . . . . . . .
Disassembled View 7A±73. . . . . . . . . . . . . . . . . . . .
Disassembly 7A±73. . . . . . . . . . . . . . . . . . . . . . . . . .
Inspection And Repair 7A±73. . . . . . . . . . . . . . . . . .
Reassembly 7A±74. . . . . . . . . . . . . . . . . . . . . . . . . .
Third Clutch And Sprag Unit 7A±75. . . . . . . . . . . . . .
Disassembled View 7A±75. . . . . . . . . . . . . . . . . . . .
Disassembly 7A±75. . . . . . . . . . . . . . . . . . . . . . . . . .
Inspection And Repair 7A±75. . . . . . . . . . . . . . . . . .
Reassembly 7A±76. . . . . . . . . . . . . . . . . . . . . . . . . .
Third Clutch 7A±77. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Disassembled View 7A±77. . . . . . . . . . . . . . . . . . . .
Disassemble 7A±77. . . . . . . . . . . . . . . . . . . . . . . . . .
Inspection And Repair 7A±77. . . . . . . . . . . . . . . . . .
Reassembly 7A±77. . . . . . . . . . . . . . . . . . . . . . . . . .
Sprag Unit 7A±79. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Disassembled View 7A±79. . . . . . . . . . . . . . . . . . . .
Disassembly 7A±79. . . . . . . . . . . . . . . . . . . . . . . . . .
Inspection And Repair 7A±79. . . . . . . . . . . . . . . . . .
Reassembly 7A±79. . . . . . . . . . . . . . . . . . . . . . . . . . Second Clutch 7A±80. . . . . . . . . . . . . . . . . . . . . . . . . .
Disassembled View 7A±80. . . . . . . . . . . . . . . . . . . .
Disassembly 7A±80. . . . . . . . . . . . . . . . . . . . . . . . . .
Inspection And Repair 7A±81. . . . . . . . . . . . . . . . . .
Reassembly 7A±81. . . . . . . . . . . . . . . . . . . . . . . . . .
3±4 Accumulator Piston 7A±82. . . . . . . . . . . . . . . . . .
Disassembled View 7A±82. . . . . . . . . . . . . . . . . . . .
Disassembly 7A±82. . . . . . . . . . . . . . . . . . . . . . . . . .
Inspection And Repair 7A±83. . . . . . . . . . . . . . . . . .
Reassembly 7A±83. . . . . . . . . . . . . . . . . . . . . . . . . .
Reverse Clutch Piston And Center Support 7A±84.
Disassembled View 7A±84. . . . . . . . . . . . . . . . . . . .
Disassembly 7A±84. . . . . . . . . . . . . . . . . . . . . . . . . .
Inspection And Repair 7A±85. . . . . . . . . . . . . . . . . .
Reassembly 7A±85. . . . . . . . . . . . . . . . . . . . . . . . . .
Overrun Clutch And Turbine Shaft 7A±86. . . . . . . . .
Disassembled View 7A±86. . . . . . . . . . . . . . . . . . . .
Disassembly 7A±87. . . . . . . . . . . . . . . . . . . . . . . . . .
Inspection And Repair 7A±87. . . . . . . . . . . . . . . . . .
Reassembly 7A±87. . . . . . . . . . . . . . . . . . . . . . . . . .
Main Data And Specification 7A±89. . . . . . . . . . . . . .
General Specifications 7A±89. . . . . . . . . . . . . . . . .
Torque Specifications 7A±90. . . . . . . . . . . . . . . . . .
Special Tools 7A±93. . . . . . . . . . . . . . . . . . . . . . . . . . .
4L30±E Parts List 7A±96. . . . . . . . . . . . . . . . . . . . . . .
Service Precaution
WARNING: THIS VEHICLE HAS A SUPPLEMENTAL
RESTRAINT SYSTEM (SRS). REFER TO THE SRS
COMPONENT AND WIRING LOCATION VIEW IN
ORDER TO DETERMINE WHETHER YOU ARE
PERFORMING SERVICE ON OR NEAR THE SRS
COMPONENTS OR THE SRS WIRING. WHEN YOU
ARE PERFORMING SERVICE ON OR NEAR THE SRS
COMPONENTS OR THE SRS WIRING, REFER TO
THE SRS SERVICE INFORMATION. FAILURE TO
FOLLOW WARNINGS COULD RESULT IN POSSIBLE
AIR BAG DEPLOYMENT, PERSONAL INJURY, OR
OTHERWISE UNNEEDED SRS SYSTEM REPAIRS.CAUTION: Always use the correct fastener in the
proper location. When you replace a fastener, use
ONLY the exact part number for that application.
ISUZU will call out those fasteners that require a
replacement after removal. ISUZU will also call out
the fasteners that require thread lockers or thread
sealant. UNLESS OTHERWISE SPECIFIED, do not
use supplemental coatings (Paints, greases, or other
corrosion inhibitors) on threaded fasteners or
fastener joint interfaces. Generally, such coatings
adversely affect the fastener torque and the joint
clamping force, and may damage the fastener. When
you install fasteners, use the correct tightening
sequence and specifications. Following these
instructions can help you avoid damage to parts and
systems.

7A±3 AUTOMATIC TRANSMISSION (4L30±E)
Construction
A07R100002
Legend
(1) Torque Converter Clutch (TCC)
(2) Overdrive Free Wheel (One Way Clutch)
(OFW)
(3) Fourth Clutch (C4)
(4) Overrun Clutch (OC)
(5) Overdrive Unit(6) Reverse Clutch (RC)
(7) Second Clutch (C2)
(8) Third Clutch (C3)
(9) Principle Sprag Assembly (One Way Clutch)
(PFW)
(10) Ravigneaux Planetary Gear Set
(11) Brake Band (B)

7A±5 AUTOMATIC TRANSMISSION (4L30±E)
Normal Operation Of 2002 4L30±E
Transmission
Torque Converter Clutch (Electronically
Controlled Capacity Clutch : ECCC)
Application Conditions:
The clutch apply is controlled by moving the converter
clutch control valve by commanding Torque Converter
Clutch (TCC) solenoid using the PWM signal.
The TCC is normally applied in 2nd, 3rd and 4th gears
only when all of the following conditions exist:
Ð The engine coolant temperature is above 70
C
(158
F) and ATF temperature is above 18
C
(64.5
F).
Ð The shift pattern requests TCC apply.
Moreover, TCC is always applied in 2nd, 3rd and 4th
gears when the transmission oil temperature is above
135
C (275
F).
This mode should be canceled at 125
C (257
F).
ATF Warning Lamp
The ATF warning lamp will be constantly on (not flashing)
if the transmission oil temperature is above 145
C
(293
F).
The ATF warning lamp goes off again when the
transmission oil temperature is below 125
C (257
F).
Reverse Lock Out
With the selector lever in reverse position, the PCM will
not close the PWM solenoid until the vehicle is below 11
km/h (6.8 mph), thus preventing reverse engagement
above this speed.
Diagnosis
Introduction
The systematic troubleshooting information covered by
this Section offers a practical and systematic approach to
diagnosing 4L30±E transmission, using information that
can be obtained from road tests, electrical diagnosis, oil
pressure checks or noise evaluation.
The key to correcting a complaint is to make use of all of
the available symptoms and logically letting them direct
you to the cause.
When dealing with automatic transmission complaints, it
is best to gather as many symptoms as possible before
making the decision to remove the transmission from the
vehicle.
Frequently, the correction of the complaint does not
require removal of the transmission from the vehicle.
Driver Information
To analyze the problem fill out a complete description of
the owner's complaint.
Please draw a circle around the right information and
complete the following form. (The next page is an
example of a completed form). You can draw a circle
around many numbers if you are not sure.

7A±13 AUTOMATIC TRANSMISSION (4L30±E)
Mechanical / Hydraulic Diagnosis Symptoms Index
Perform Preliminary Inspection First!
CHART
SYMPTOMS
1NO ENGINE START IN NEUTRAL OR PARK
2NO FORWARD GEARS IN ANY RANGE/NO REVERSE
3NO ENGINE BRAKE IN ANY RANGE
4POOR SHIFTING IN ALL GEARS (ALL HARSH OR ALL SOFT)
5aDELAYS IN DRIVE AND REVERSE
5bDELAYS IN REVERSE ONLY
6DIAGNOSTIC TROUBLE CODE (DTC) P0730
7HARSH 1±2 SHIFT
8HARSH 3±4 SHIFT
9a3±2 DOWNSHIFT COMPLAINT
9bHARSH SHIFT WHEN SHIFTING INTO ªDº OR ACCELERATING FROM STOP
9cCOASTDOWN HARSH SHIFT OR CLUNK AT 3±2 DOWNSHIFT
10INTERMITTENT 4TH TO 2ND GEAR DOWNSHIFT AT STEADY SPEED
11ENGINE FLARE AT SHIFTING DURING TURNING ONLY (USUALLY WITH WARM ENGINE)
12ENGINE FLARE DURING 1±2 OR 2±3 SHIFT
13SHUDDER ONLY DURING TORQUE CONVERTER CLUTCH (TCC) APPLYING
14POSSIBLE CAUSES OF TRANSMISSION NOISE
15aPOSSIBLE CAUSES OF LOW LINE PRESSURE
15bPOSSIBLE CAUSES OF HIGH LINE PRESSURE
16POSSIBLE CAUSES OF TRANSMISSION FLUID LEAKS
NOTE: Numbers with parenthesis on the following charts
refer to
Parts List at end of this section.
Chart 1: No Engine Start In Neutral Or Park
StepActionYe sNo
1Does engine start when shift lever moved from drive to neutral
mostly in hot condition?
Go to Step 2Go to Step 3
2Does engine start in park at any condition?Re±test vehicleGo to Step 4
3Does engine also not start in neutral when shift lever moved from
park to neutral?
Go to Step 4Go to Step 5
4Check mode switch (63) setting. Readjust if necessary.
Problems fixed?
Re±test vehicleGo to Step 5
5Check start circuit of mode switch (63) open in neutral.
Was open found?Locate and repair
open(s)Replace mode
switch (63)

7A±14
AUTOMATIC TRANSMISSION (4L30±E)
Chart 2: No Forward Gears In Any Range/No Reverse
StepActionYe sNo
1Check line pressure. Refer to Line Pressure Test in this section.
Was line pressure normal?
Go to Step 2
Use Chart 15a:
Possible Causes
of Low Line
Pressure in this
section
21. Check internal linkage:
± Manual linkage (58) not moving manual valve (326).
2. Check for internal mechanical damage:
± Turbine shaft (506) broken loose.
± Overrun roller clutch (516) broken loose.
Was the problem found?
Repair or replaceÐ
Chart 3: No Engine Brake In Any Range
StepActionYe sNo
1Check line pressure. Refer to Line Pressure Test in this section.
Was line pressure normal?
Go to Step 2
Use Chart 15a:
Possible Causes
of Low Line
Pressure in this
section
21. Check for overrun clutch leaks caused by:
± Damaged piston lip (513)
± Check ball defective (504)
2. Check for overrun lockout valve (705) stuck by foreign
material.
3. Check for leaks at turbine shaft (506) caused by:
± Teflon seal rings damaged (508)
± Excessive wear of turbine shaft bearing surfaces.
Was the problem found?
Repair or replaceÐ

7A±15 AUTOMATIC TRANSMISSION (4L30±E)
Chart 4: Poor Shifting In All Gears (All Harsh Or All Soft)
StepActionYe sNo
1Check line pressure. Refer to Line Pressure Test in this section.
Was line pressure normal?Go to Step 2Go to Step 3
21. Check for these conditions which could affect clutch apply
time:
± Defective band apply solenoid (323).
± Defective servo or/and accumulator piston.
± Excessive clutch piston travel.
2. Check of possible causes of internal leaks:
± Cut or damaged sealing ring(s)
± Damaged sealing gasket(s)
± Check ball missing or out of location in 2nd and 3rd clutch
pistons.
3. Check for causes of burned clutch plates or band.
Was the problem found?
Repair or replaceÐ
3Was the line pressure high?
Go to Step 4
Use Chart 15a:
Possible Causes
of Low Line
Pressure in this
section
4Does DTC P0705 set?
Diagnose those
DTC(s) first
Use Chart 15b:
Possible Causes
of High Line
Pressure in this
section
Chart 5a: Delays In Drive And Reverse
NOTE: A short delay (less than 3 seconds) when first
engaging drive or reverse after allowing vehicle to sit
overnight is normal.
Step
ActionYe sNo
1Check line pressure. Refer to Line Pressure Test in this section.
Was line pressure normal?
More than 3
second delay in
drive and reverse
with engine off 1
hour or less.
Teflon seals (508)
on turbine shaft
damaged. Repair
Use Chart 15a:
Possible Causes
of Low Line
Pressure in this
section.
Chart 5b: Delays In Reverse Only
StepActionYe sNo
1Check line pressure. Refer to Line Pressure Test in this section.
Was line pressure normal?
Go to Step 2
Use Chart 15a:
Possible Causes
of Low Line
Pressure in this
section.
2Main case valve body gasket (88) damaged.
± Reverse check ball (85) in valve body (84) missing or out of
location.
± Check for restrictions at valve body transfer plate orifice.
Was the problem found?
RepairÐ