check oil ISUZU TROOPER 1995 Manual Online

RESULTS OF INCORRECT OPERATION
An open or ground in the Ignition Control (I C) or bypass
circuits
will set a Diagnostic Trouble Code (DTC) 42 and
cause the engine
to run on the Ignition Control Module
(ICM)
timing.
The Engine
Control Module (ECM) uses information
from the Intake Air Temperature (IAT) and engine
coolant sensors in addition to revolution per minute
(rpm) to
calculate spark advance as follows:
• Cold
engine -more spark advance.
• Engine under minimum load based on rpm and
low amount of air flow = more spark advance.
• Hot engine = less spark advance.
• Engine under heavy load based on rpm and high
air
flow = less spark advance.
HOW DIAGNOSTIC TROUBLE CODE (DTC)
42 IS DETERMINED
When the system is running on the ICM, that is, no
voltage on the bypass line, the ICM grounds (GND) the
IC signal. The ECM expects to see no voltage on the IC
line during this condition.lf it sees a voltage, it sets DTC
42 and will not go into the IC mode.
DRIVEABILITY AND EMISSIONS 6E2-139
When the rpm for IC is reached (about 400 rpm) the
ECM applies 5 volts to the bypass line and the IC should
no longer be grounded in the ICM so the IC voltage
should
be varying.
An open in the
IC circuit while running, will result in the
engine continuing to run, but in a back-up
ig~it~on
timing mode (module timing) at a calculated t1mmg
value
and the malfunction indicator lamp will not be
"ON".
If
the IC circuit is shorted to GND, the "Check Engine"
malfunction
indicator lamp will be turned "ON", and a
DTC 42 will be set and the engine will operate in
module timing. Either condition may cause poor
performance and reduced
fuel economy.
If the bypass line is open or GND, the ICM will not
switch to IC mode so the IC voltage will be low and DTC
42 will be set.
If the IC line is grounded, the ICM will switch to IC, but
because the line isGNDtherewill be no ICsignai.A DTC
42 will be set.
DIAGNOSIS
If the engine cranks but will not run, CHART A-3 will be
used to determine if the Electronic Ignition (EI) system
is the cause
of the problem or if it is another part of the
fuel injection system.
If DTC 42 is set, that DTC chart should be used for
diagnosis. If no DTC is set and the ignition system is
suspected, use
CHART C4-D ("EI" Misfire) for
diagnosis.
DIAGNOSTIC TROUBLE CODE (DTC) 12
DTC 12 is used during the on-board diagnostic system
check procedure to test the
DTC display ability of the
ECM. This diagnostic trouble code indicates that the
ECM is not receiving the engine speed (REFERENCE)
signal. This occurs with the ignition key "ON" and the
engine not running.
The "reference"
signal also triggers the fuel injection
system.
Without the "reference" signal the engine
cannot run.
ON-VEHICLE SERVICE
ELECTRONIC IGNITION (EI) ASSEMBLY
1••1 REMOVE OR DISCONNECT
1. Negative battery cable
2. "EI" electrical connectors (3)
3. Spark plug wires. (Note wire positions to proper
coils) (6)
4. "EI" assembly to bracket bolts (3)
5. "EI" assembly from Intake Plenum.
1••1 INSTALL OR CONNECT
1. "EI" assembly bracket to Intake Plenum
Tighten bolts to 25 N·m (19 lb·ft)
2. Spark plug wires to correct spark plugs
3. "EI" electrical connectors
4. Negative battery cable

6E2-142 DRIVEABILITY AND EMISSIONS
CHART C-40-1
ELECTRONIC IGNITION (EI) MISFIRE AT IDLE
Circuit Description:
The electronic ignition system uses a waste spark method of distribution. For example, in this type of system the
ignition
control module triggers the #1 /4 coil pair resulting in both #1 and #4 spark plugs firing at the same time
# 1
cylinder is on the compression stroke at the same time #4 is on the exhaust stroke, resulting in a lower energy
requirement
to fire #4 spark plug. This leaves the remainder of the high voltage to be used to fire # 1 spark plug.
On this vehicle, the crankshaft position sensor is mounted to the engine block and protrudes through the block to
within approximately .05" ofthe crankshaft reluctor. Since the reluctor is a machined portion ofthe crankshaft and
the crankshaft position sensor is mounted in a fixed position on the
block, timing adjustments are not possible or
necessary.
Test Description: Numbers below refer to circled numbers on the diagnostic chart.
CD If the "Misfire" complaint exists under load only, the diagnostic chart on page 2 must be used. Engine speed
should drop approximately equally on all plug leads.
® A spark test such as a ST-125 must be used because it is essential to verify adequate available secondary
voltage at the spark plug. (25,000 volts).
@ If the spark jumps the test gap after grounding the opposite plug wire, it indicates excessive resistance in the
plug which was Bypassed. A faulty or poor connection at that plug could also result in the miss condition.
Also, check for carbon deposits inside the spark plug boot.
@ If carbon tracking is evident, replace coil and be sure plug wires relating to that coil are clean and tight.
Excessive
wire resistance or faulty connections could have caused the coil to be damaged.
@ If the no spark condition follows the suspected coil, that coil is faulty; otherwise, the ignition control module is
the cause
of no spark. This test could also be performed by substituting a known good coil for the one causing
the no spark condition.
ENGINE HARNESS
COIL ASSEMBLIES IGNITION CONTROL MODULE CONNECTOR
1-- - - -(GREEN)
~ '--1-1 -+---,
I
:TI
:D
r---------~~----------YE~GRN
~--------~~-------------VEL ' BLKJORN -----4---+-TO TACHOMETER & •
TCM (C91-D12) OPEN ! ' r---------~~----------YE~RED
r-----------<1~----------YEL!BLK ' BLKJRED ___..,TO IGN COIL FUSE
IAsiAsl;rJIA21A 1!
6-WAY ICM
CONNECTOR
Fig. 6E2-89
CRANKSHAFT
POSITION
SENSOR
lc0§,1
2-WAY ICM
CONNECTOR ENGINE
CONTROL
MODULE
(ECM)
BYPASS IGNITION CONTROL
SIGNAL
REF HIGH
REF LOW
IB!IB2I~1I
3-WAY ICM CONNECTOR

DRIVEABILITV AND EMISSIONS 6E2-143
CHART C-40
ELECTRONIC IGNITION (EI) MISFIRE AT IDLE
CD • IF ENGINE MISFIRES UNDER LOAD ONLY, SEE CHART C-4D-2. • ENGINE IDLING AT NORMAL OPERATING TEMPERATURE, DISCONNECT IDLE AIR CONTROL. • MOMENTARILY DISCONNECT EACH SPARK PLUG LEAD, USING INSULATED PLIERS,
WHILE OBSERVING ENGINE SPEED. SEE CAUTION*. • ALL PLUG LEAD(S) SHOULD RESULT IN A REVOLUTION PER MINUTE DROP. DID THEY?
$ $
•
WITH IGNITION "OFF", INSTALL SPARK TESTER (ST-125) J-26792 OR I SEE "ROUGH, UNSTABLE OR INCORRECT IDLE
EQUIVALENT ON PLUG LEAD(S) WHOSE REMOVAL DID NOT RESULT IN OR STALLING" IN SYMPTOMS Si€'FISN "B". REVOLUTION PER MINUTE DROP. • SPARK SHOULD JUMP TESTER GAP WHILE CRANKING ENGINE. DOES IT?
$ $
•
WITH IGNITION "OFF", GROUND THE OPPOSITE PLUG CHECK FOR: @
LEAD OF THE AFFECTED COIL AT SPARK PLUG. -
FAUL TV, WORN OR CRACKED SPARK PLUG(S). • SPARK SHOULD JUMP TESTER GAP WHILE CRANKING -PLUG FOULING DUE TO ENGINE MECHANICAL FAULT. ENGINE. DOES IT? IF SPARK PLUGS CHECK OUT OK, REFER TO "CUTS
OUT, MISSES" IN SYMPTOMS SiC'flet~ "B".
~ $
• CHECK THE RESISTANCE OF EACH PLUG WIRE OF THE REPLACE
THE SPARK PLUG FOR THE LEAD WHICH WAS COIL WHICH DID NOT FIRE THE SPARK TESTER. JUMPERED TO GROUND. IF MISFIRE
IS STILL PRESENT, • WIRE RESISTANCE SHOULD BE LESS THAN 30,000 START MISFIRE TEST AGAIN AT STEP 1. OHMS EACH AND WIRES SHOULD NOT BE GROUNDED.
ARE WIRES OK?
$ $
• REMOVE COIL RETAINING NUTS AND REMOVE COILS.
I
REPLACE FAUL TV WIRE(S).I
• COILS SHOULD BE FREE OF CARBON TRACKING. ARE THEY?
$ $
•
SWITCH A NORMALLY OPERATING COIL WITH THE REPLACE IGNITION
COIL. ALSO CHECK FOR COIL FROM PROBLEM CYLINDER. FAULTY PLUG WIRE CONNECTION(S) AND • SPARK SHOULD JUMP TESTER GAP AT PROBLEM WIRE NIPPLE(S) FOR CARBON TRACKING.
CYLINDER WHILE CRANKING ENGINE. DID IT?
$ $
ORIGINAL IGNITION
I
REPLACE ELECTRONIC IGNITION MODULE. COIL IS FAUL TV.
*CAUTION: When handling secondary spark plug leads with engine running, insulated pliers must be used and care exercised to
prevent a possible electrical shock.
CLEAR DIAGNOSTIC TROUBLE CODES AND CONFIRM "CLOSED LOOP" OPERATION AND NORMAL "CHECK ENGINE" MALFUNCTION
INDICATOR LAMP OPERATION.

6E2-144 DRIVEABILITY AND EMISSIONS
CHART C-40-2
ELECTRONIC IGNITION (EI) MISFIRE UNDER LOAD
Circuit Description:
The electronic ignition system uses a waste spark method of distribution. For example, in this type of system the
ignition
control module triggers the # 1/4 coil pair resulting in both # 1 and #4 spark plugs firing at the same time
# 1 cylinder is on the compression stroke at the same time #4 is on the exhaust stroke, resulting in a lower energy
requirement
to fire #4 spark plug. This leaves the remainder of the high voltage to be used to fire #1 spark plug.
On this application, the crankshaft position sensor is mounted to the engine block and protrudes through the block
to within approximately 050" of the crankshaft reluctor. Since the reluctor is a machined portion of the crankshaft
and the crankshaft position sensor is mounted in a fixed position on the
block, timing adjustments are not possible
or necessary.
Test Description: Numbers below refer to circled numbers on the diagnostic chart.
CD If the "Misfire" complaint exists at idle only, the diagnostic chart on page 1 must be used. A spark tester such
as a ST-125 must be used because it is essential to verify adequate available secondary voltage at the spark
plug. (25,000 volts). Spark should jump the test gap on all 4 leads. This simulates a "load" condition.
® If the spark jumps the test gap after grounding the opposite plug wire, it indicates excessive resistance in the
plug which was Bypassed. A faulty or poor connection at that plug could also result in the miss condition.
Also, check for carbon deposits inside the spark plug boot.
® If carbon tracking is evident, replace coil and be sure plug wires relating to that coil are clean and tight.
Excessive
wire resistance or faulty connections could have caused the coil to be damaged.
® If the no spark condition follows the suspected coil, that coil is faulty, otherwise, the ignition control module is
the cause
of no spark. This test could also be performed by substituting a known good coil for the one causing
the no spark condition.
COIL ASSEMBLIES IGNITION CONTROL MODULE
ENGINE HARNESS
CONNECTOR
(GREEN) -----
:TI '--+I -l-----,
I
:TI
~
~--------~~-----------YE~GRN
~--------~~--------------VEL ' BLK/RED ------«--TO TACHOMETER &
OPEN ' TCM (C91-D12)
~--------~~-----------YE~RED
1------------((-----------YE~BLK ' BLK/ORN_.' TO IGN COIL FUSE
ENGINE SPEED
1 SENSOR
~SHIELD
IAsiAsii4ibiA21A11
6-WAY ICM
CONNECTOR
Fig. 6E2-90
lcik,l
2-WAY ICM
CONNECTOR ENGINE
CONTROL
MODULE(ECM)
BYPASS
IGNITION CONTROL
SIGNAL
REF HIGH
REF LOW
I
BJIB2I~1I
3-WAY ICM
CONNECTOR
•

DRIVEABILITV AND EMISSIONS 6E2-145
CHART C-40-2
ELECTRONIC IGNITION (EI) MISFIRE UNDER LOAD
CD • IF ENGINE MISFIRES AT IDLE ONLY, SEE CHART C-4D-1. • IGNITION "OFF"
• DISCONNECT ONE SPARK PLUG LEAD AT A TIME AND,
INSTALL SPARK TESTER (ST-125) J-26792 OR EQUIVALENT.
• OBSERVE SPARK TESTER WITH ENGINE IDLING. REPEAT THIS TEST FOR ALL PLUG LEADS. SEE CAUTION* • SPARK SHOULD JUMP TESTER GAP ON ALL LEADS, WITH
ENGINE IDLING, DID IT?
~ $
• WITH IGNITION "OFF", GROUND THE OPPOSITE PLUG CHECK FOR: LEAD OF THE AFFECTED COIL AT SPARK PLUG. -
FAUL TV, WORN OR CRACKED SPARK PLUG(S). • SPARK SHOULD JUMP TESTER GAP WHILE CRANKING -PLUG FOULING DUE TO ENGINE MECHANICAL FAULT. ENGINE. DOES IT? IF SPARK PLUGS CHECK OUT OK, SEE "CUTS OUT,
MISSES" IN SYMPTOMS SEe'l'tO'I'Q' "B".
~ $
• CHECK THE RESISTANCE OF EACH PLUG WIRE OF THE COIL REPLACE THE SPARK PLUG FOR THE LEAD WHICH
WHICH DID NOT FIRE THE SPARK TESTER. WAS JUMPERED TO GROUND. IF MISFIRE IS STILL
• WIRE RESISTANCE SHOULD BE LESS THAN 30,000 OHMS EACH PRESENT, START MISFIRE TEST AGAIN AT STEP 1. AND WIRES SHOULD NOT BE GROUNDED. ARE WIRES OK?
~ $
• REMOVE COIL RETAINING NUTS AND REMOVE COILS. REPLACE FAUL TV WIRE(S). I ® • COILS SHOULD BE FREE OF CARBON TRACKING. ARE THEY?
$ $
• SWITCH A NORMALLY OPERATING COIL WITH REPLACE IGNITION COIL. ALSO CHECK FOR THE COIL FROM PROBLEM CYLINDER. FAUL TV PLUG WIRE CONNECTION(S) AND • SPARK SHOULD JUMP TESTER GAP WITH WIRE
NIPPLE(S) FOR CARBON TRACKING.
ENGINE IDLING. DID IT?
:r ~ ORIGINAL IGNITION
I
REPLACE ELECTRONIC IGNITION MODULE. COIL IS FAUL TV.
*CAUTION: When handling secondary spark plug leads with engine running, insulated pliers must be used and care exercised to prevent a possible electrical shock.
CLEAR
DIAGNOSTIC TROUBLE CODES AND CONFIRM "CLOSED LOOP" OPERATION AND NORMAL "CHECK ENGINE" MALFUNCTION
INDICATOR LAMP OPERATION.

DRIVEABILITV AND EMISSIONS 6E2-165
DIAGNOSIS
FUNCTIONAL CHECK OF POSITIVE
CRANKCASE VENTILATION (PCV)
If an engine is idling rough, check for a clogged PCV or
plugged hose. Replace as required. Use the following
procedure.
1. Remove PCV from rocker arm cover.
2. Run the engine at idle.
3. If there is no vacuum at valve, check for plugged
hoses or manifold port, or PCV.
Replace plugged or deteriorated hoses.
4. Stop the engine and remove PCV. Remove
PCV hose. Inspect metered orifice for being
restricted or
plugged. If restricted clean orifice.
With this system, any
blow-by in excess of the system
capacity (from a
badly-worn engine, sustained heavy
load, etc.) is exhausted into the intake manifold and is
drawn into the engine. Proper
operation
of the PCV System is dependent
upon a
sealed engine. If oil sledging or dilution is
noted, and the PCV System is functioning properly,
malfunction
indicator lamp for possible cause and
correct to ensure that system
will function as intended.
RESULTS OF INCORRECT OPERATION
A plugged valve or hose may cause:
• Rough idle.
• Stalling
or slow idle speed.
• Oil leaks.
• Oil
in air cleaner.
• Sludge
in engine.
ON-VEHICLE SERVICE
An engine which is operated without any crankcase
ventilation can be damaged. Periodically, inspect the
PCV, hoses
and clamps and replace any showing
signs
of deterioration.

7A-2 AUTOMATIC TRANSMISSION (4L30-E)
Valve Body Assembly (Adapter Case) ....... 7A-168 Third Clutch and Sprag Unit ....................... 7A-195
Transmission Control
Module (TCM) ......... 7A-169 Third Clutch .................................................. 7A-196
Speed Sensor (Extension Housing) ............ 7A-169 Sprag
Unit ....................................................
7A-198
Transmission
Oil Temperature Sensor Second
Clutch .............................................. 7A-199
(Adapter Case) ..........................................
7A-170 3-4 Accumulator Piston ............................... 7A-200
Front Oil Seal (Converter Housing) ............ 7A-170 Reverse Clutch Piston and Center
Rear
Oil Seal (Extension Housing) ............. 7A-171 Support ..................................................... 7 A-202
Unit Repair ........................................................ 7A-173 Overrun Clutch and Turbine Shaft ............. 7A-204
Transmission (4L30-E) ................................. 7A-173 Main Data and Specifications ......................... 7 A-207
Converter Housing and Oil Pump General
Specifications ................................. 7 A-207
Assembly .................................................. 7 A-189 Torque
Specifications .................................. 7A-208
Oil
Pump ....................................................... 7A-190 Special Tools .................................................... 7A-211
Main Case Valve Body ................................. 7A-191 4L30-E Parts List.. ............................................. 7A-213
Adapter Case Valve Body ............................ 7A-193 Hydraulic
Circuit Diagram .......... End of This Manual
GENERAL DESCRIPTION
The 4L30-E is a 4-speed fully-automatic transmission.
It uses a microcomputer as a control unit to judge
running conditions
including throttle opening rate
and vehicle speed, then
it sets the shifting point in
the
optimum timing so that best driving performance
can be achieved.
In addition, the built-in shift mode select function can
select three shift modes according to the driver's
preference.
• Normal mode-Normal shift pattern.
• Winter mode-Starts in 3rd gear to reduce
slippage on ice
or snow.
• Power mode has a delayed upshift for when
more powerful acceleration is required.
Also, the built-in fail-safe
function ("backup mode")
assures driving performance even if the vehicle
speed sensor,
throttle signal or any solenoid fails.
Further, the self-diagnostic
function conducts diag­
nosis in a short time when the control system fails,
thus improving serviceability.
The major features of 4L30-E are as follows:
• A compact structure consisting of 2 sets of
planetary gears and flat torque converter.
• Electronic control selects the optimum shift
mode according
to the driving conditions.
• Electronic control maintains the optimum hy­
draulic pressure for clutch, band brake as well as
transmission so that shift feeling is improved.
• Two sets of planetary gears reduce friction of
power train.
Also, a lock-up mechanism in the torque con­
verter reduces fuel consumption.
• Wide gear ratio and high torque rate of torque
converter provide
excellent starting perform­
ance.
MODEL YEAR 1994-95 CHANGES
The Transmission Control Module (TCM) for ISUZU
TROOPER
models equipped with 4L30-E is changed
from "BOSCH" to "DELCO ELECTRONICS"
manufacture.
The main differences
which will be encountered
while servicing concerned vehicles are as follows:
Diagnostic Trouble Codes (DTC):
DTC's are changed: For example, DTC for
transmission gear error will be as follows depending
on the TCM unit:
-
On the "DELCO" unit (1994-95) ......... DTC 61
-On the "BOSCH" unit (1993-prior) ..... DTC 41
TCM Pin Connector:
The pin connector is changed. Therefore the
connections
to be made for troubleshooting also
change.
Shift Alteration when TECH 1 Tool is connected
toTCM:
SHIFTS WILL BE HARSH WHEN TECH 1 IS
CONNECTED.
Connection of TECH 1 automatically forces maximum
line pressure during shifts only.
Normal line pressure checks at idle and stall spe
can be carried out.
/
/
I J I
/
l
•

AUTOMATIC TRANSMISSION (4l30-E) 7A-5
TRANSMISSION CONTROL MODULE (TCM)
ENGINE
ENGINE SPEED
ECM ENGINE
COOLANT
TEMPSW
;--J
---
SERIAL DATA
TORQUE
t MANAGEMENT TPS +
.L OUT
I -
4L30E
.J:
X a MODE SWA
Xb MODE SWB
Xc MODE SWC
Xg MODE SWG
A Ac OIL TEMP
Ad ANALOG GND
~~x OUTPUT SPEED HI
1 X1 OUTPUT SPEED LO
II A a TCCHI
Me SHIFT SOL. HI
~Md SHIFT SOL. 1-2/3-4
~Ma SHIFT SOL. 2-3
~Mb BAND APPLY SOL.
~Ab FORCE MOTOR HI
Ac FORCE MOTOR LO
ECM: Engine Control Module
TPS: Throttle Position Sensor
TCC: Torque Converter Clutch
ABS:
Anti-Lock Brake System
-
1
·-c
IGN BATT GND
h+ri A7 AS A4 C1 01
D12 VEHICLE
IGN
BRAKE SW ~ D14 D9 ~
DB AJC REQUEST /o---
CB BB POWER SW
=~
WINTERSW B6
C5 KICK DOWN SW C6 B5
-=
D7 IGN
D16 DIAG INIT. D6
~
D5 C10 CHECK TRANS LAMP
D4 TCM 89 POWER LAMP
A10 ATF WARNING LAMP ~
¥ 83 A11 WINTER LAMP
C14
A12
OD OFF SIGNAL CRUISE 812 84 CONTROLLER
811
C7 ABSSIGNAL ABS
810 CONTROLLER
C12
A2
A3
AS
C15
C16
Fig. 7A-3

7A-6 AUTOMATIC TRANSMISSION (4L30-E)
CONTROL SYSTEM DIAGRAM
L1J ~ (!) z L1J
I
I
lr
t:··
~ .. I I
I
I
AUTOMATIC TRANSMISSION ASSEMBLY
O.:a: :Eo LLJ(J) t-z --' L1J oVl
ENGINE COOLANT TEMPERATURE
ffio ~---a:O wz >LLJ z--' oo uCJ> w::C :::>u at-a:=> ~d
0 0 z ... w, --'"' o-.. (J)N t-.!-u.. J: CJ)
IGNITION
CONTROL .
MODULE
~==PO=W==ER==M=O=D=E=L=A=M=P~r.-------
r-------CHECK TRANS. LAMP
~=W=IN=T=E=R=M=O=D=E=LA=M=P~~--J---
::c u L1J a: 1-:.:: ::c <( :::> <( u L1J --' a: 1-(!) u al :::> >-L1J L1J 0 --' 1-~ z u a: :5 <( ~ ~ --' al Cl.
Cl. L1J i=
i= L1J ~ z :.:: --' --' <( L1J :5 :::> :::> a: z Cl. ::!: ::!: al 0
0 a: L1J 0 >-0 > --'o --' z (l._ 1-<( L1J Cl.Q 0 > __,..., "' 0--' L1J 1-zo u :::> u.. <(Vl a: z J: 0 <( al u.. ::!: CJ)
SHIFT
CONTROL
BAND APPLY CONTROL
TORQUE CONVERTER CLUTCH CONTROL
LINE PRESSURE CONTROL
SAFETY MODE
ON-BOARD DIAGNOSTIC
SYSTEM
TORQUE MANAGEMENT
ATF WARNING CONTROL
r-ABS CONTROL
L--A-T_F_w_A_R_N_I_N_G_L_A_M_P_...Jr---_l 1---------------'
0 L1J "'a: Bio wVl __,z uw J:Vl L1J >
POWER c): TRANSMIT
.... : OIL PRESSURE
CONTROL
MECHANICAL
...• : SIGNAL
LLJJ: ou ELECTRONIC ot:: -•: ::!:~ SIGNAL
KICK DOWN SWITCH
BRAKE SWITCH
POWER MODE SWITCH
WINTER MODE SWITCH
AIR CONDITIONING
SWITCH
ABS
SIGNAL (ASS CONTROLLER)
ABS: Anti-Lock Brake System
Fig. 7A-4
..

7A-10 AUTOMATIC TRANSMISSION (4L30-E)
WINTER DRIVE MODE
(1) Operation
The winter switch will operate when switched on after the all of following conditions are present.
Conditions:
a) The gear select position is "D" range only
b) Vehicle speed is 7mph (11 km/h) or less
c) Transmission oil temperature is 120°C (248°F) or less
d) Kick-down switch is off
e) Accelerator opening is at 8% or less.
(2) Cancel release
CD Cancellation by driver
a) Turning off the winter drive mode switch
b) Shifting select position to "3", "2", or "L"
(Winter drive mode is not canceled by selecting "D", "N", "R", or "P")
c) Ignition key is turned off
® Automatic cancellation
a) When vehicle runs at 21mph (34 km/h) or more for 1 second or more
b) When transmission oil temperature reaches 140°C (284°F) or above
Note: The mode returns
to normal drive mode automatically after the winter drive mode is canceled.
BACKUP MODE
If a major system failure occurs which could affect safety or damage the transmission under normal
vehicle operation, the diagnostic system detects the fault and overrides the TCM.
The "CHECK TRANS" light flashes to alert the driver, and the transmission must be manually shifted
as follows:
Select lever
position
D
Manual3
Manual2
Manual L
R
Gear Ratio Selected
4 (Fourth)
4 (Fourth)
3 (Third)
1 (First)
Reverse
Shifts are firmer to prevent clutch slip and consequent wear. The fault should be corrected as soon as
possible.