2007 KIA CARNIVAL low oil pressure

23Sensor Shield Knock Sensor (KS) [Bank 1], Knock Sensor (KS)
[Bank 2]
24 Camshaft Position Sensor [Bank 2] signal input Camshaft Position Sensor (CMPS) [Bank 2]
25 Camshaft Position Sensor [Bank 1] signal input Camshaft Position Sensor (CMPS) [Bank 1]
26 -y
27 -y
28 Sensor ground HO2S [B2 / S1] [Except for LEADED]
29 Sensor ground HO2S [B2 / S2] [Euro -Ⅲ/Ⅳ]
30 Sensor ground HO2S [B1 / S1] [Except for LEADED]
31 Sensor ground HO2S [B1 / S2] [Euro -Ⅲ/Ⅳ]
32 Reference voltage (+5V) Camshaft Position Sensor (CMPS) [Bank 1]
33 Sensor ground Engine Coolant Temperature Sensor (ECTS)
34 Sensor ground Manifold Absolute Pressure Sensor (MAPS),
CVVT Oil Temperature Sensor (OTS)
35 Power ground Chassis Ground
36 Power ground Chassis Ground
37 Power ground Chassis Ground
38 Power ground Chassis Ground
39 Power ground Chassis Ground
40 Ignition Coil (Cylinder #4) control output Ignition Coil (Cylinder #4)
41 Crankshaft Position Sensor [Low] signal input Crankshaft Position Sensor (CKPS)
42 -y
43 -y
44 -y
45 -y
46 -y
47 -y
48 Throttle Position Sensor #1 signal input Throttle Position Sensor (TPS) #1
49 Heated Oxygen Sensor [Bank 1 / Sensor 1] signal
input HO2S (B1/S1) [Except for LEADED]
50 Heated Oxygen Sensor [Bank 1 / Sensor 2] signal
input HO2S (B1/S2) [Euro -
Ⅲ/Ⅳ]
51 Heated Oxygen Sensor [Bank 2 / Sensor 1] signal
input HO2S (B2/S1) [Except for LEADED]
52 Heated Oxygen Sensor [Bank 2 / Sensor 2] signal
input HO2S (B2/S2) [Euro -
Ⅲ/Ⅳ]
53 Knock Sensor (KS) [Bank 2] [High] signal input Knock Sensor (KS) [Bank 2]
54 Knock Sensor (KS) [Bank 2] [Low] signal input Knock Sensor (KS) [Bank 2]
55 Knock Sensor (KS) [Bank 1] [Low] signal input Knock Sensor (KS) [Bank 1]
56 Knock Sensor (KS) [Bank 1] [High] signal input Knock Sensor (KS) [Bank 1]
57 Throttle Position Sensor #2 signal input Throttle Position Sensor (TPS) #2
58 Sensor ground Throttle Position Sensor (TPS) #2
59 -y
60 Ignition Coil (Cylinder #2) control output Ignition Coil (Cylinder #2)

Low&Reverse brakeLRHold LR annulus gear and OD carrier
Second brake 2NDHold reverse sun gear
One way clutch OWCRestrict the rotating direction of low & reverse annulus gear
Operating elements
UD/COD/CREV/C 2ND/B LR/BOWC
P ●
R ●●
N ●
D1 ● ●○
D2 ● ●
D3 ●●
D4 ●●
1) ○ : OWC is operated when shifts from 1st gear to 2nd gear.
2) L&R brake is released in 1st gear when the vehicle speed is more than 5KPH approximately.
Torque converter and shaft
The torque converter consists of an impeller(pump), turbine and stator assembly in a single unit. The pump is
connected to the engine crankshaft and turns as the engine turns. This drawing force is transmitted to the turbine
through the oil which is recycled by the stator.
The transmission has two parallel shafts ; the input shaft and the output shaft. Both shafts are in line with the engine
crankshaft. The input shaft includes the overdrive clutch, reverse clutch, underdrive clutch, one way clutch, 2ND brake,
low&reverse brake, overdrive planetary carrier, output planetary carrier and transfer drive gear. The output shaft
includes the transfer driven gear.
CLUTCHES
The gear changing mechanism utilizes three multi- disc clutches. The retainers of these clutches are fabricated from
high- precision sheet metal for lightness and ease of production. Also, more responsive gearshifts at high engine
speeds are achieved by a pressure- balanced piston mechanism that cancels out centrifugal hydraulic pressure. This
mechanism replaces the conventional ball check valve.
UNDERDRIVE CLUTCH
The underdrive clutch operates in 1st, 2nd, and 3rd gears and transmits driving force from the input shaft to the
underdrive sun gear(A).
The components comprising the under clutch are as illustrated below.

functioning.c.
Malfunction of the TCM(PCM)
Driving impossible Starting impossible
Starting is not possible when the selector
lever is in P or N range. In such cases, the
cause is probably a defective engine system,
torque converter or oil pump. a.
Malfunction of the engine system
b. Malfunction of the torque converter
c. Malfunction of the oil pump
Does not move forward
If the vehicle does not move forward when
the selector lever is shifted from N to D, 3, 2
or L range while the engine is idling, the
cause is probably abnormal line pressure or a
malfunction of the underdrive clutch or valve
body. a.
Abnormal line pressure
b. Malfunction of the underdrive solenoid
valve
c. Malfunction of the underdrive clutch
d. Malfunction of the valve body
Does not reverse
If the vehicle does not reverse when the
selector lever is shifted from N to R range
while the engine is idling, the cause is
probably abnormal pressure in the reverse
clutch or low and reverse brake or a
malfunction of the reverse clutch, low and
reverse brake or valve body. a.
Abnormal reverse clutch pressure
b. Abnormal low and reverse brake pressure
c. Malfunction of the low and reverse brake
solenoid valve
d. Malfunction of the reverse clutch
e. Malfunction of the low and reverse brake
f. Malfunction of the valve body
Does not move (forward or reverse)
If the vehicle does not move forward or
reverse when the selector lever is shifted to
any position while the engine is idling, the
cause is probably abnormal line pressure or a
malfunction of the power train, oil pump or
valve body. a.
Abnormal line pressure
b. Malfunction of power train
c. Malfunction of the oil pump
d. Malfunction of the valve body
Malfunction when
starting Engine stalling when shifting
If the engine stalls when the selector lever is
shifted from N to D or R range while the
engine is idling, the cause is probably a
malfunction of the engine system, damper
clutch solenoid valve, valve body or torque
converter (damper clutch malfunction). a.
Malfunction of the engine system
b. Malfunction of the damper clutch control
solenoid valve
c. Malfunction of the valve body
d. Malfunction of the torque converter
(Malfunction of the damper clutch)
Shocks when changing from N to D and large
time lag
If abnormal shocks or a time lag of 2 seconds
or more occur when the selector lever is
shifted from N to D range while the engine is
idling, the cause is probably abnormal
underdrive clutch pressure or a malfunction of
the underdrive clutch, valve body or idle
position switch. a.
Abnormal underdrive clutch pressure
b. Abnormal low and reverse brake pressure
c. Malfunction of the underdrive solenoid
valve
d. Malfunction of the valve body
e. Malfunction of the idle position switch
Malfunction when
starting Shocks when changing from N to R and large
time lag
If abnormal shocks or a time lag of 2 seconds
or more occur when the selector lever is
shifted from N to R range while the engine is
idling, the cause is probably abnormal reverse
clutch pressure or low and reverse brake
pressure, or a malfunction of the reverse
clutch, low and reverse brake, valve body or
idle position switch. a.
Abnormal reverse clutch pressure
b. Abnormal low and reverse brake pressure
c. Malfunction of the low and reverse
solenoid valve
d. Malfunction of the reverse clutch
e. Malfunction of the low and reverse brake
f. Malfunction of the valve body
g. Malfunction of the idle position switch

32ND SOLENOID(SCSV C)
Solenoid valve driver for 5sec.3. P range
4. Vehicle speed 0km/h
5. Engine stop
6. No failure
7. TPS < 1V
4
OD SOLENOID(SCSV D)
5 TORQUE CONVERTER SOLENOID VALVE
6 A/T CONTROL RELAY OFF for 3 sec. -
7 INTELLIGENT SHIFT PROHIBIT Prohibit until IG off -
8 CLEAR LEARNING VALUE --
ROAD TEST
No.Condition OperationJudgment value Check item
1 Ignition switch : OFF
Ignition switch
(1) ON Battery voltage (mV)
Control relay
2 a.
Ignition switch :
ON
b. Engine : Stopped
c. Selector lever
position : P Selector lever position
(1) P, (2) R, (3) N, (4) D
(1) P, (2) R, (3) N, (4)
DTransaxle range switch
Accelerator pedal
(1) Released
(2) Half depressed
(3) Depressed (1) 400~1,000 mV
(2)Gradually rises
from (1)
(3) 4,500~5,000 mVThrottle position sensor
Brake pedal
(1) Depressed
(2) Released (1) ON
(2) OFF
Brake switch
3 a.
Ignition switch : ST
b. Engine : Stopped Starting test with lever P or
N range
Starting should be
possibleStarting possible or
impossible
4 Warming up
Drive for 15 minutes or
more so that the automatic
fluid temperature becomes
70~90°C Gradually rises to
70~90°C
Oil temperature sensor
5 a.
Engine : Idling
b. Selector lever
position : N A/C switch
(1) ON
(2) OFF
(1) ON
(2) OFF
Triple pressure switch
Accelerator pedal
(1) Released
(2) Half depressed (1) ON
(2) OFF
Idle position switch
(1) 600~900 rpm
(2) Gradually rises
from (1)
(1) Data changes Communication with
engine - ECU
Selector lever position
(1) N→D
(2) N→R Should be no
abnormal shifting
shocks
Time lag should be
within 2 secondsMalfunction when starting
Selector lever position
: N (Carry out on a
flat and straight road) Selector lever position and
vehicle speed
a. Idling in 1st gear
(Vehicle stopped)
b. Driving at constant
speed of 20 km/h in 1st
gear (2) 1st, (4) 3rd, (3)
2nd, (5) 4th
Shift condition
(2) 0%, (4) 100%, (3)
100%, (5) 100% Low and reverse solenoid
valve
(2) 0%, (4) 0%, (3)
0% Underdrive solenoid valve

5.Move the selector lever to the "D" position, fully depress the accelerator pedal and take a reading of the maximum
engine speed at this time.
Stall speed : 2,100~2,900rpm
a.The throttle should not be left fully open for any more than five seconds.
b. If carrying out the stall test two or more times, move the selector lever to the "N" position and run the
engine at 1,000 r/min to let the automatic transaxle fluid cool down before carrying out subsequent tests.
6. Move the selector lever to the "R" position and carry out the same test again.
TORQUE CONVERTER STALL TEST CONCLUSION
1.Stall speed is too high in both "D" and "R" ranges
a. Low line pressure
b. Low & reverse brake(B) slippage
2. Stall speed is to high in "D" range only
a. Underdrive clutch(C) slippage
3. Stall speed is too high in "R" range only
a. Reverse clutch(A) slippage
4. Stall speed too low in both "D" and "R" ranges
a. Malfunction of torque converter(D)
b. Insufficient engine output
HYDRAULIC PRESSURE TEST
1.Warm up the engine until the automatic transaxle fluid temperature is 80- 100°C.
2. Lift up the vehicle so that the wheels are free to turn.
3. Connect the special tool (oil pressure gauge) to each pressure discharge port.
4. Measure the hydraulic pressure at each port under the conditions given in the standard hydraulic pressure table,
and check that the measured values are within the standard value ranges.
5. If a value is outside the standard range, correct the problem while referring to the hydraulic pressure test diagnosis
table.

2007 > 2.7L V6 GASOLINE >
SERVICE ADJUSTMENT PROCEDURE
Automatic transaxle fluid
INSPECTION 1. Drive the vehicle until the fluid reaches normal operating temperature [70~80°C].
2. Place the vehicle on a level surface.
3. Move the selector lever through all gear positions. This will fill the torque converter and the hudraulic system with
fluid and move the selector lever to the "N" (Neutral) or "P"(Park) position.
4. Before removing the oil level gauge, wipe all contaminants from around the oil level gauge. Then take out the oil
level gauge and check the condition of the fluid.
If the fluid smells as if it is burning, it means that the fluid has been contaminated by fine particles from the
bushes and friction materials, a transaxle overhaul may be necessary.
5. Check that the fluid level is at the HOT mark on the oil level gauge. If the fluid level is low, add automatic transaxle
fluid until the level reaches the "HOT" mark.
Auto transaxle fluid:
DIAMOND ATF SP - III, SK ATF SP - III
Quantity : 8.5ℓ (9.0 US qt, 7.5 lmp.qt)
Low fluid level can cause a variety of a abnormal conditions because it allows the pump to take in air along
with fluid. Air trapped in the hydraulic system forms bubbles, which are compressable. Therefore, pressures
will be erratic, causing delayed shifting ,slipping clutches and brakes, etc. Improper filling can also raise fluid
level too high. When the transaxle has too much fluid, gears churn up foam and acuise the same conditions
which occur with low fluid level, resulting in accelerated deterioration of automatic transaxle fluid. In either
case, air bubbles can cause overheating, and fluid oxidation, which can interfere with normal valve, clutch, and
brake operation. Foaming can also result in fluid escaping from the transaxle vent where it may be mistaken
for a leak.
6. Insert the oil level gauge(A) securely.
When new, automatic transmission fluid should be red. The red dye is added so the assembly plant can
identify it as transmission fluid and distinguish it from engine oil or antifreeze. The red dye, which is not an
indicator of fluid quality, is not permanent. As the vehicle is driven the transmission fluid will begin to look
darker. The color may eventually appear light brown.

19.Remove the under cover (A).
20.Drain the transaxle fluid.
21. Drain power steering fluid through the return tube(A). (see ST group)
22.Disconnect the power steering pressure tube (A) from the power steering oil pump.
23.Disconnect the lower arm, the tie rod end ball joint, the stabilizer bar link from the front knuckle. (see SS group)
24. Remove the roll stopper mounting bolts.
25. Remove the mounting bolts from the sub frame by supporting the sub frame with a jack. (see SS group)
26. Remove drive shaft from transaxle. (see DS group).
27. Install a jack for supporting the transaxle assembly.
28. Remove the drive plate bolts (A) and the transaxle lower mounting bolts (B- 4EA).

17.Disconnect the power steering pressure hose (A) from the power steering oil pump. (see ST group)
18.Drain the tranaxle fluid through the drain plug.
19. Remove the hanger(A).
20.Disconnect the lower arm, the tie rod end ball joint, the stabilizer bar link from the front knuckle. (see SS group)
21. Remove the roll stopper mounting bolt(A).
22.Remove the power steering return tube mounting bolt(A)