oil type ISUZU TF SERIES 2004 Manual Online

TRANSFER CASE 7D-33

Main Data and Specifications
General Specifications
Type Synchronized type gears shifting between the 2 and 4 wheel drive mode.
Planetary type gears shifting between “low" and “high".
Control method Remote control with the button switch on the instrument panel for gears
shifting among “2H" , “4H" and “4L".
Gear ratio High; 1.000
Low; 2.482
Oil capacity 1.3 lit. (1.37 U.S. quart)
Type of lubricant BESCO GEAR OIL TRANSAXLE (5W-30)
Refer to chart in Section 0

Torque Specifications
Nm (kgm/lb ft)

RTW47DLF000201

TRANSMISSION CONTROL SYSTEM (AW30–40LE) (V6 3.5L) 7A2-1
TRANSMISSION
TRANSMISSION CONTROL SYSTEM (AW30–40LE) (V6 3.5L)
CONTENTS

Service Precaution .................................................
7A2-2
General Description ...............................................
7A2-2
Electronic Control Diagram ...............................
7A2-3
Transmission Control Module (TCM) (1/2) ......
7A2-4
Transmission Control Module (TCM) (2/2) ......
7A2-5
TCM Point Table .................................................
7A2-6
TCM Voltage & Resistance Check Sheet .......
7A2-7
Control System Diagram ....................................
7A2-9
Control and Functions ........................................
7A2-10
Gear Shift Control 3rd start ...............................
7A2-10
Mode Type ...........................................................
7A2-10
Mode Selection ....................................................
7A2-10
Comparison of mode ..........................................
7A2-11
3rd start Mode .....................................................
7A2-11
Backup Mode .......................................................
7A2-11
Functions of Input / Output Components ........
7A2-12
CAN bus systems in automatic transmission
control (AW30-40LE) ........................................
7A2-13
High speed CAN bus ..........................................
7A2-13
Diagnosis .................................................................
7A2-13
Electronic Diagnosis ...........................................
7A2-13
Check Trans Indicator ........................................
7A2-13
On Board Diagnostic Check ..............................
7A2-13
"Check Trans" Check .........................................
7A2-14
Tech 2 OBD Connection ....................................
7A2-17
Snapshot Display With TIS2000 .................. 7A2-23
Service Programming System (SPS)............. 7A2-27
OBD Diagnostic Management System ............
7A2-30
16 - Terminal Data Link Connector (DLC) ......
7A2-31
Clear DTC ............................................................
7A2-32
DTC Check ..........................................................
7A2-32
TCM Precaution ..................................................
7A2-32
Information On TCM ...........................................
7A2-32
TCM Diagnostic Trouble Codes ........................
7A2-33
DTC P0560 (FLASHING CODE 25)
System Voltage Error ...........................................
7A2-34

DTC P0602 (FLASHING CODE 63)
Transmission Control Module (TCM)
Programming Error ................................................
7A2-36
DTC P0705 (FLASHING CODE 17)
Transmission Range Sensor Circuit
Malfunction .............................................................
7A2-38
DTC P0712 (FLASHING CODE 15)
Transmission Oil Temperature Sensor
Circuit Low Input ....................................................
7A2-42
DTC P0713 (FLASHING CODE 16)
Transmission Oil Temperature Sensor
Circuit Hight Input ..................................................
7A2-45
DTC P0717 (FLASHING CODE 14)
Input Speed Sensor Signal Error .........................
7A2-48
DTC P0722 (FLASHING CODE 11)
Output Speed Sensor Signal Error .....................
7A2-51
DTC P0743 (FLASHING CODE 33)
Torque Converter Clutch Electrical .....................
7A2-54
DTC P0748 (FLASHING CODE 35)
Pressure Control Solenoid Electrical ..................
7A2-57
DTC P0753 (FLASHING CODE 31)
Shift Solenoid S1 Electrical ..................................
7A2-60
DTC P0758 (FLASHING CODE 32)
Shift Solenoid S2 Electrical ..................................
7A2-63
DTC P1767 (FLASHING CODE 67)
ECM CAN Invalid ...................................................
7A2-66
DTC P1790 (FLASHING CODE 61)
Transmission Control Module ROM
Checksum Error .....................................................
7A2-69
DTC P1791 (FLASHING CODE 62)
Transmission Control Module RAM
Error .........................................................................
7A2-71
DTC U2104 (FLASHING CODE 65)
CAN BUSS OFF ....................................................
7A2-73

7A2-10 TRANSMISSION CONTROL SYSTEM (AW30 –40LE) (V6 3.5L)

Control and Functions
Shift Control
The transmission gear is shifted according to the shift
pattern selected by the driver. In shifting gears, the
gear ratio is controlled by the ON/ OFF signal using the
shift solenoid S1 and the shift solenoid S2.
Band Apply Control
The band apply is controlled when in the 3 –2 downshift
(engine overrun prevention) and the garage shift (shock
control).
The band apply solenoid is controlled by the signal from
the Pulse Width Modulation (PWM) to regulate the flow
of the oil.
Torque Converter Clutch Control
The clutch ON/OFF is controlled by moving the
converter clutch valve through shifting Torque
Converter Clutch (TCC) solenoid using the ON/OFF
signal.
Line Pressure Control
The throttle signal allows the current signal to be sent
to the force motor. After receiving the current signal,
the force motor activates the pressure regulator valve
to regulate the line pressure.
On –Board Diagnostic System
Several malfunction displays can be stored in the
Transmission Control Module (TCM) memory, and read
out of it afterward.
The serial data lines, which are required for the testing
of the final assembly and the coupling to othe
r
electronic modules, can be regulated by this function.
Fail –Safe Mechanism
If there is a problem in the transmission system, the
TCM will go into a “backup" mode.
The vehicle can still be driven, but the driver must use
the select lever to shift gears.
Torque Management Control
The transmission control side sends the absolute spark
advance signal to the engine control side while the
transmission is being shifted. This controls the engine
spark timing in compliance with the vehicle running
condition to reduce the shocks caused by the change o
f
speed.
ATF Warning Control
The oil temperature sensor detects the ATF oil
temperature to control the oil temperature warning,
TCC, and the 3rd start mode.
Reverse Lock Out Control
With the selector lever in reverse position, the TCM will
not close the PWM solenoid until the vehicle is below
15 km/h (9.3 mph), thus preventing reverse
engagement above this speed.

Downhill Control
This mode is automatically activated from NORMAL
mode only when downhill conditions are recognized.
The shift pattern is identical to NORMAL mode except
3-4 and 4-3 shift lines at low throttle modified to get
engine braking on a larger speed range.
Uphill Control
When uphill condition are recognized the 2-3 and 3-4
shift and TCC apply are down only when the engine
torque is sufficient in order to avoid shift hunting.
Gear Shift Control 3rd start


SELECT LEVER RANGE SHIFT PATTERN
D(Drive) 1


2TCC

3TCC

4TCC
3(Third) 1

2TCC

3TCC
2(Second) 1

2(
3)
L(First) 1(
2)
TCC: Torque Converter Clutch
(Notice1): “( )" means over-revving prevention control.
Mode Type


Mode Type Select lever position
Normal drive mode
(NOR) Entire range (excluding “R")
Power drive mode
(PWR) Entire range (excluding “R")

Mode Selection



SWITCH(SW) LAMP
Mode Type PWR/N
OR.S 3RD
START SW POWER
DRIVE LAMP 3RD
START LAMP
Normal
drive mode
(NOR) OFF OFF OFF OFF
Power
drive mod
(PWR) ON OFF ON OFF
3rd Start
mode OFF ON OFF ON
However, the 3rd start switch prevails over the
PWR/NOR switch.
The mode become normal drive mode when the 3rd
start switch is operated from ON to OFF.

7A3-26 ON-VEHICLE SERVICE (AW30 –40LE)

Solenoid
Inspection

1. Resistance check

Using an ohmmeter, check the resistance
between each terminals (S1/S2/SL) and body.
Solenoid S1, S2 and lock-up solenoid SL
resistance:
11 – 15






(at 20
 
C)
(Reference) 12 – 16






(at 40
 
C)

Using an ohmmeter, check the resistance
between each terminals (STH) and (STHG).
Pressure control solenoid resistance:
5 – 5.6






(at 20
 
C)
(Reference) 5.4 – 6.1






(at 40
 
C)



220L100001
NOTE: If the pressure control solenoid resistance is not
within speciation, replace the valve body assembly.



2. Operation check
Check the solenoid operation by blowing into an oil
hole as shown in the figure.
Solenoid S1 and S2 (Normal close type)


When battery terminal is disconnected No air leaks
When battery terminal is
connected Air passes through

Lock-up solenoid SL (Normal open type)



When battery terminal is disconnected Air passes through
When battery terminal is
connected No air leaks





244RX00001




244RY00005

ON-VEHICLE SERVICE (AW30 –40LE) 7A3-35

Shift Solenoid and Lock-Up Solenoid
Removal
Preparation:

Disconnect negative ( –) battery cable.
 Drain the fluid.
Refer to ATF REPLACEMENT in this section.
1. Remove oil lever gage and oil filler tube.
2. Support transfer case (4
4) or rear cover (42)
with a transmission jack.
3. Remove engine rear mounting nuts.


F07RW008
4. Remove fule pipe heat protector on tansmission
corssmenber.
5. Remove fuel pipe from the crossmenber.
6. Remove transmission crossmenber.
7. Remove the nineteen bolts.
8. Remove oil pan, using seal cutter J –37228.



RUW37ASH002901

NOTE: Do not turn over the transmission as this will
contaminate the valve body with foreign materials in the
bottom of the oil pan.
Remove oil pan by lifting the transmission case.
Oil pan seal cutter: J –37228
Examine particles in oil pan
Remove the magnet and use it to collect any steel
chips.
Look carefully at the chips and particles in the oil
pan and on the magnet to anticipate what type o
f
wear you will find in the transmission:
Steel (magnetic) ..................bearing, gear and
clutch plate wear
Brass (non-magnetic) ..........bushing wear



240RY00008
9. Remove the oil strainer assembly.



244RY00003

7A4–8 UNIT REPAIR (AW30–40LE)
Disassembly
1. Remove the six bolts and remove the converter
housing.
2 40R20 002 2
2. Remove the oil pan.
NOTE: Do not turn over the transmission as this will
contaminate the valve body with foreign materials in the
bottom of the oil pan.
Remove the nineteen bolts.
Remove oil pan by lifting the transmission case.
Oil pan seal cutter: J–37228
RUW 37A SH00 290 1
3. Ex amine particles in oil pan.
Remove the magnet and use it to collect any
steel chips. Look carefully at the chips and particles in the oil
pan and on the magnet to anticipate what type of
wear you will find in the transmission:
Steel (magnetic) ...... bearing, gear and clutch
plate wear
Brass (non-magnetic)... bushing wear
24 0RY 0 0008
4. Remove the oil strainer assembly.
Remove four bolts holding the oil strainer.
24 4RY 0 0003

UNIT REPAIR (AW30–40LE) 7A4–37
Diaassembly, Inspection and
Reassembly of minor Components
NOTE: The instructions here are organized so that you
work on only one component group at a time.
This will help avoid confusion from similar-looking parts
of different subassemblies being on your workbench at
the same time.
The component groups are inspected and repaired from
the converter housing side.
As much as possible, complete the inspection, repair
and reassembly before proceeding to the nex t
component group. If a component group cannot be
reassembled because parts are being ordered, be sure
to keep all parts of that group in separate container
while proceeding with disassembly, inspection, repair
and reassembly of other component groups.
Recommended ATF type DEXRON III.
General Cleaning Notes:
1. All disassembled parts should be washed clean and
any fluid passages and holes should be blown
through with compressed air.
2. When using compressed air to dry parts, always aim
away from yourself to prevent accidentally spraying
automatic transmission fluid in your face.
3. The recommended automatic transmission fluid
should be used for cleaning.
Parts Arrangement:
1. After cleaning, the parts should be arranged in
proper order to allow performing inspection, repairs,
and reassembly with efficiency.
2. When disassembling a valve body, be sure to keep
each valve together with the corresponding spring.
3. New brakes and clutches that are to be used for
replacement must be soaked in transmission fluid
for at least thirty minutes before assembly.
General Assembly:
1. All oil seal rings, clutch discs, clutch plates, rotating
parts, and sliding surfaces should be coated with
transmission fluid prior to reassembly.
2. All gaskets and rubber O-ring should be replaced.
3. Make sure that the ends of a snap ring are not
aligned with one of the cutouts and are installed in
the groove correctly.
4. If a worn bushing is to be replaced, the
subassembly containing that bushing must be
replaced.
5. Check thrust bearings and races for wear or
damage. Replace if necessary.
6. Use petroleum jelly or vaseline to keep parts in
place.

7A4–128 UNIT REPAIR (AW30–40LE)
Main Data and Specifications
General Specifications
Remaks
Model AW30–40LE
Engine 6VE1 (3.5L)
Type Electronic control planetary gear type
3–element 1–stage 2–phase type
(with lock-up mechanism)
Gear ratio 1st 2.804
2nd 1.532
3rd 1.000
4th (O/D) 0.705
Reverse 2.394
Oil used Name BESCO ATF III
Q'ty (l) 8.7
Torque converter 2100  150 Stall speed (rpm)
Friction element
Forward clutch C–15
Number of discs Direct clutch C–24
OD direct clutch C–02
Second coast brake B–1 40 mm Band width or
Number of discs
Second brake B–25
Number of discs First and reverse brake B–36
Overdrive brake B–04
Clutch
One-way clutch No.1 F–122
Number of
sprage One-way clutch No.2 F–228
OD one-way clutch F–024
Planetary gear
Front planetary Sun gear 42
Number of teeth Pinion gear 19
Ring gear 79
Rear planetary Sun gear 33
Pinion gear 23
Ring gear 79
O/D planetary Sun gear 33
Pinion gear 23
Ring gear 79

CONSTRUCTION AND FUNCTION 7A1-3

DESCRIPTION
CONSTRUCTION



































1 Converter Housing 6 Low Clutch 11 Oil Pump
2 Torque Converter 7 Low & Reverse Brake 12 Control Valve
3 High Clutch 8 Output Shaft 13 Low One-way Clutch
4 Reverse Clutch 9 Extension Housing 14 Parking Gear
5 2-4 Brake 10 Input Shaft

Figure 1. Construction of Automatic Transmission

The JR405E automatic transmission is electrically controlled by a microcomputer transmission control module
(TCM). There are four forward speeds and one reverse speed.
This JR405E automatic transmission employs a clutch pressure direct control system (Direct Electronic Shift
Control: DESC) using a duty cycle type solenoid, which ensures high shift quality.
This transmission also controls learning and constantly checks the time of each clutch and brake required for
the speed change to match this time with the target value for the optimum speed change.

The TCM will automatically select the most appropriate shift points and lock-up points depending on the
throttle opening angle, the vehicle speed and the vehicle load.
If any trouble arises in the vehicle sensor, throttle sensor, solenoid, etc., the fail-safe control function is
activated to keep the running performance.
Problems with the sensors, the solenoids can be quickly detected with the self diagnosis procedure described
in this manual.

The JR405E automatic transmission consists of the torque converter, the oil pump, the input shaft, the out put
shaft, the planetary gears and the control valve.
The gear train consists of two planetary gear sets and three multiple plate clutches in combination with two
multiple plate brakes and a one-way clutch.
2WD
4WD

7A1-8 CONSTRUCTION AND FUNCTION
STRUCTURE AND FUNCTION OF COMPONENT
TORQUE CONVERTER (WITH LOCK-UP FUNCTION)

The torque converter is a device for transmitting the engine torque to the transmission. It transmits power
by means of oil when the lock-up is disengaged and by means of a lock-up piston when it is engaged.

The torque converter is of the symmetrical, three-element, single-stage, two-phase type.

As shown in the drawing, the symmetrical three-elements refer to three elements (components) consisting
of impeller (1), turbine (2) and stator (3) that are arranged symmetrically (figure 5).

"Single-stage" means that there is only one turbine as an output element; "two-phase" means that the
pump impeller acts as a torque converter when the turbine speed is comparatively low, and as a fluid
coupling when the speed is high.


















1. Pump Impeller
2. Turbine Runner
3. Stator














1. Pump Impeller
2. Turbine Runner
3. Stator
4. Converter Cover
5. One-way Clutch
6. Lock-up Piston
7. Torsion Damper

Figure 5. Torque Converter
Figure 6. Construction of Torque Converter

Lock-up mechanism

"Lock-up" refers to a fixed state of the lock-up piston inside the torque converter and thus connects the
engine directly to the transmission.

The hydraulic pressure for the lock-up control is supplied from two circuits.

When the lock-up is disengaged (Figure 7)

When the lock-up is disengaged, the torque converter operating pressure is supplied from the oil passage
(A) to between the cover and the lock-up piston, and separates the lock-up piston clutch facing and
converter cover.

As a result, the engine drive power is transmitted from the converter cover to the pump impeller, the ATF
and to the turbine. The torque converter function as a fluid connector in this condition.

The torque converter operating pressure is supplied from the oil passage (A), passes through the oil
passage (B).

When the lock-up is engaged (Figure 8)

When the lock-up is engaged, the torque converter operating pressure is supplied from oil passage (B) to
the oil pump impeller, turbine, then to the stator side. The oil between the lock-up piston and converter
cover is drained.

Since the force acting on the right side of the lock-up piston is greater than force on the left side, it
connects the lock-up piston clutch facing with the converter cover, thereby increasing the transmission
efficiency.