2004 ISUZU TF SERIES lock

DIAGNOSIS (JR405E) 7A2-133
No. G4: Large Noise During Idling with the Vehicle in Stop State

Description:

The transmission is noisy during the idling speed in all ranges.

Diagnosis Hints:

Causes such as solenoid operating sound or faulty oil pump are considered.

Distinguishing to some extent is possible by stopping the solenoid operation temporarily, checking the correlation
for the former case and, changing the line pressure and confirming the correlation with noise.

As a matter of course, noise may be generated around the engine, for instance, other than the AT and should be
checked carefully.
Note:
When the noise is generated only at the time of gear shift, it may be the sound of flowing ATF or gear
noise. If the sound varies depending on the gear speed to be shifted, it may be the gear noise generated
from the planetary gear and its related components. If the sound varies depending on the vehicle
speed, it may be the gear noise of the output system, and if varying depending on the engine speed, it
may be the gear noise of the input system or faulty torque converter.
In either case, sound may be "noise" depending on the origin and resonance object. When the object
generating the sound (resonance object) and the sound source (vibration source) are different,
investigation of the cause may be difficult.





No. H1: Judder Occurs at the Lock-up

Diagnosis Hints:

The vehicle body judders at lock-up.

Diagnosis Hints:

Slip due to burning of the lockup piston or insufficient fastening due to dropped working pressure are considered.
Trouble diagnosis flow is basically the same as "No. I1: No lock-up".
Note:
When the lock-up piston has burnt, foreign material mixed in the oil cooler is considered. In such a
case, inspect the oil cooler circuit for clogging of the oil cooler.





No. H2: Large Lock-up Shock
No. H3: Lock-up Point is High or Low

Description:

Large shock is felt at lock-up.

Lock-up point is excessive high or low.

Diagnosis Hints:

Out of properties of input sensor or faulty lock-up piston pressure system are considered.

Trouble diagnosis flow is basically the same as "No. I1: No lock-up".

7A2-134 DIAGNOSIS (JR405E)
No. I1: No Lock-up

Description:

Lockup is not performed in spite of the lock-up area.

Diagnosis:

Lockup is not performed in spite of the lock-up area.

Monitor the signal to the lock-up solenoid while carrying out a running test.

When the output signal to the lock-up solenoid is correctly sent causing no lock-up, clogged lock-up solenoid oil
passage or malfunction of the lock-up piston may be considered.

Even the lock-up area, the output signal to the lock-up solenoid is not sent, fault of the ATF thermo sensor
controlling the lockup is considered. (Lock-up is not operated at ATF temperature less than 11C or more than
128C.)
Note:
When the lock-up piston has burnt, foreign material mixed in the oil cooler is considered. In such a
case, inspect the oil cooler circuit for clogging of the oil cooler

Possible Cause:

ATF thermo sensor detects low oil temperature (Lock-up is prohibited temperature less than 10C.).

Clogged oil passage of lock-up duty solenoid.

Trouble in control valve body (faulty operation, sticking, clogged oil passage).

Step Action Yes No
1 Are any DTCs stored?
Go to DTC Chart Go to Step 2
2 Are the quantity, contamination and smell normal?
If the ATF level is
low, replenish up to
the specified level.

Go to Step 3

If ATF is extremely
black and
contaminated and
smells burnt, slip of
the clutch is
supposed.
Overhaul the AT
unit.

DIAGNOSIS (JR405E) 7A2-135
Step Action Yes No
3 Inspection of electrical or mechanical fault
When the ATF oil temperature is above 20C and the vehicle
speed is 80km/h, is ON signal issued to the lock-up solenoid
using the Tech 2 or circuit tester?
Control Valve

TCM
B17
B23 BLK Lock-up Solenoid

Terminal
Assembly
VIO Line Pressure Solenoid

E54
(4)
(6)H23
(14)
(6)C95
(17)
(23) BLK
VIO
TCM terminal
Lock-upB17
At lock-up Approx. 2.2 - 9.0V (AC range)
At unlock-up Approx. 1.0 – 2.0V (AC range)
Clogged oil
passage of lock-up
solenoid or faulty
operation of lock-
up piston. Go to Step 4
4 Inspection of ATF oil thermo sensor.
Is the ATF oil temperature sensor terminal voltage correct?
After running using the Tech 2 data display function, is the ATF
temperature higher than 10C?

AT F
Te m p .
SensorTCM
B4 (+)
B14 (-)
H23
(8)
(3)C95
(4)
(1 4) BLU Te r m in a l
Assembly
BLU/BLKE54
(2)
(8) BLU
BLU/BLK
TCM terminal
Temperature (deg. C)
B4 (Output voltage)
201.55
401.08
600.7
800.5
1000.3
1200.2
Monitor the electric
system input
sensor signal and
find a signal
causing no lockup.
Repair the defect or
replace.

7A2-136 DIAGNOSIS (JR405E)
No. J1: Oil Leaks from Breather

Description:

Oil leaks from breather.

Possible Cause:

ATF quantity is excessively.




No. J2: Oil Leaks Between Engine and Converter Housing
No. J3: Oil Leaks Between Main Case and Converter Housing
No. J4: Oil Leaks Between Main Case and Rear Housing
No. J5: Oil Leaks from Oil Pan
No. J6: Oil Leaks from Manual Shaft Oil Seal
No. J7: Oil Leaks from Oil Cooler Pipe Joint

Description:

Oil leaks between engine and converter housing.

Oil leaks between converter housing and main case.

Oil leaks between main case and rear housing.

Oil leaks from oil pan.

Oil leaks from manual shaft oil seal.

Oil leaks from oil cooler pipe joint.

Possible Cause:

Faulty oil seal or sealing of contact surface is considered.

No. Z1: Transmission Overheat

Description:

You smell the transmission burning.

The transmission smokes.

Possible Cause:

Slip of clutch.
If slip of clutch is caused, a DTC (gear ratio error) is stored.

Clogged oil cooler (foreign substance mixed)

ATF stirred excessively (too much ATF).

Faulty torque converter operating pressure.

Faulty lock-up piston.

7A2-144 DIAGNOSIS (JR405E)
TEST DRIVE




NOTE:
Perform the test at normal operation ATF temperature 50 -
80




C.
Drive the vehicle on level ground so as not to change to
up and down hill control.

1. D range test in Normal and Power shift pattern.
1) Shift into the D range and hold the accelerator pedal
constant at the 50% and 100% throttle angle.
2) 1-2, 2-3, 3-4 and lock-up, up-shift should take place, and
shift points should confirm to those shown in the
diagram.
3) Also check to see that downshift is made from 4-3, 3-2
and 2-1 down-shift point is within the limits shown in the
diagram.
2. 3 range test in Normal and Power shift pattern.
1) Shift into the 3 range and hold the accelerator pedal
constant at the 50% and 100% throttle angle.
2) 1-2, 2-3 and lock-up, up-shift should take place, and
shift points should confirm to those shown in the
diagram.
3) While running in the 3 rages, does not up-shift 3-4.
4) Also check to see that down-shift is made from 4-3, 3-2
and 2-1 down-shift point is within the limits shown in the
diagram.
3. 2 range test in Normal shift pattern.
1) Shift into the 2 range and hold the accelerator pedal
constant at the 50% and 100% throttle angle.
2) 1-2 and up-shift should take place, and shift points
should confirm to those shown in the diagram.
3) While running in the 2 rages, does not up-shift 2-3 or 3-
4, and lock-up does not operate.
4) Also check to see that down-shift is made from 4-3, 3-2
and 2-1 down-shift point is within the limits shown in the
diagram.


4. L range test in Normal shift pattern.
1) While running in the L rages, does not up-shift 1-2, 2-3
or 3-4, and lock-up does not operate.
2) Also check to see that down-shift is made from 4-3, 3-2
and 2-1 down-shift point is within the limits shown in the
diagram.

DIAGNOSIS (JR405E) 7A2-145

5. R range test.
1) Shift into the R range and while starting at full throttle,
check for slipping.
6.P range test.
1) Stop the vehicle on a grade and after shifting into the P
range, release the parking brake. Then check to see tha
t
the parking lock pawl holds the vehicle in place.


Select
Lever
Position
Gear
Position
Gear
Shift
P










R Reverse





N










D 1st
2nd
3rd
4th
3 1st
2nd
3rd
4th(*1)
2 1st
2nd
3rd(*1)
4th(*1)
L 1st
2nd(*1)
3rd(*1)
4th(*1)
Evaluation
1. If there is no 1 to 2 up-shift.

2-4 brake malfunction.

2-4 brake hydraulic circuit failed.

2-4 brake duty solenoid stick.
Refer to symptom diagnosis "No. D1: Faulty Gea
r
Shifting" or DTC section "Gear Ratio Error".

2. If there is no 2 to 3 up-shift.

High clutch malfunction.

High clutch hydraulic circuit failed.

High clutch duty solenoid stick.
Refer to symptom diagnosis "No. D1: Faulty Gea
r
Shifting" or DTC section "Gear Ratio Error".

3. If there is no 2 to 4 (O/D) up-shift.

2-4 brake malfunction.

2-4 brake hydraulic circuit failed.

2-4 brake duty solenoid stick.
Refer to symptom diagnosis "No. D1: Faulty Gea
r
Shifting" or DTC section "Gear Ratio Error".

4. If there is no lock-up in 2, 3 and 4.

Lock-up piston malfunction.

Lock-up hydraulic circuit failed.

Lock-up duty solenoid stick.
Refer to symptom diagnosis "No. I1: No Lock-up"o
r
DTC section "Lock-up Duty Solenoid Failure".


*1: Transmission is shifted at high speed to
prevent engine over-run.

DIAGNOSIS (JR405E) 7A2-157
No. Wire
Color Pin Name Input /
OutputConnected toMeasurement
Item Measurement
Condition StandardInspection
Point at
Trouble
At other than
R range, L
range 1st gear More than 10
V Related
harness
B12 YEL Low & Reverse Brake Pressure Switch InputLow & reverse
brake pressure
switch Voltage
At R range, L
range 1st gear Less than 2VPressure
switch
Related
harness
B13 YEL/
RED Vehicle Speed Sensor InputVehicle speed
sensor Voltage (Wave
form) At run in L
range in 1 st
gear 20 km/h.
Circuit tester
(+) to B13 pin,
(-) to B5 pin. Pulse
generated (At
AC range
approx. 6.8V)Vehicle
speed sensor
B14 BLU/
BLK ATF Thermo Sensor Ground - ATF thermo
sensor Continuity Normally Continuity Related
harness
B15 BLK Ground - Ground Voltage Normally Less than 2VRelated
harness
B16 - - - - - - - -
At lock-up.
Circuit tester
(+) to B17 pin,
(-) to B5 pin. Pulse
generated (At
AC range
approx. 2.2 -
9.0V) Related
harness
B17 BLK Lock-up Duty Solenoid OutputLock-up duty
solenoid Voltage (Wave
form)
At unlock-up.
Circuit tester
(+) to B17 pin,
(-) to B5 pin. Pulse
generated (At
AC range
approx. 1.0 -
2.0V) Duty solenoid
At key switch
ON 10 – 14.5V Related
harness
B18 WHT V ign (Ignition Power Supply) Input Key switch Voltage
At key switch
OFF Less than 2V Fuse
At R range 10 – 14.5V Related
harness
B19 RED/
YEL R Range Switch Input Inhibitor switch Voltage
At other than
R range Less than 2VInhibitor
switch
At other than
3rd or 4th
gear More than 10
V Related
harness
B20 WHT/
BLK High Clutch Oil Pressure Switch InputHigh clutch
pressure switch Voltage
At 3rd or 4th
gear Less than 2VPressure
switch
At L range 10 – 14.5V Related
harness
B21 PNK/
BLK L Range Switch Input Inhibitor switch Voltage
At other than
L range Less than 2VInhibitor
switch
B22 GRY/
RED Ground Return Output Shift solenoid Continuity Normally Continuity Related
harness
At N range 10 – 14.5V Related
harness
B23 VIO Line Pressure Solenoid OutputLine pressure
solenoid Voltage
At D range
stall Less than 2V Solenoid

DIAGNOSIS (JR405E) 7A2-159
Low & Reverse Brake Duty Solenoid Reference Wave Form
Measurement Terminal: B6 (+) B22 (-)
Measurement Scale: 5V/div 10ms/div
Measurement Condition: P, N range in idle
0V2-4 Brake Duty Solenoid Reference Wave Form
Measurement Terminal: B7 (+) B22 (-)
Measurement Scale: 5V/div 10ms/div
Measurement Condition: P, N range in idle
0V
High Clutch Duty Solenoid Reference Wave Form
Measurement Terminal: B8 (+) B22 (-)
Measurement Scale: 5V/div 10ms/div
Measurement Condition: P, N range in idle
0VLow Clutch Duty Solenoid Reference Wave Form
Measurement Terminal: B9 (+) B22 (-)
Measurement Scale: 5V/div 10ms/div
Measurement Condition: D range 4th gear
0V
Lock-up Duty Solenoid Reference Wave Form
Measurement Terminal: B17 (+) B5 (-)
Measurement Scale: 10V/div 5ms/div
Measurement Condition: Unlock-up condition
0VLock-up Duty Solenoid Reference Wave Form
Measurement Terminal: B17 (+) B5 (-)
Measurement Scale: 10V/div 5ms/div
Measurement Condition: Lock-up condition
0V