2007 KIA CARNIVAL engine oil

2007 > 2.7L V6 GASOLINE >
INSPECTION
FUNCTION AND OPERATION PRICIPLE
Variable Intake manifold Solenoid (VIS) valves are installed on surge tank (VIS Valve #1) and intake manifold (VIS
Valve #2). These VIS valve #1 and #2 control vacuum modulators which activate valves in surge tank and intake
manifold. These valves are opened or closed by PCM according to engine condition (Refer to below table).
Engine Condition VIS Valve #1
(Surge Tank) VIS Valve #2
(In - manifold) Operation
Low
Speed Closed
ClosedIncreasing engine performance in low engine speed by
reducing intake interference among cylinders
Medium Speed Open
Open or closed Increasing intake efficiency
High
Speed Open
OpenMinimizing intake resistance by shortening intake manifold
length and increasing area of air entrance
SPECIFICATION
Item
Specification
Coil Resistance (Ω) 29.0 ~ 35.0 Ω at 20°C (68°F)
CIRCUIT DIAGRAM

2007 > 2.7L V6 GASOLINE >
SPECIFICATION
Item F4A51
Torque converter type 3 - element, 1 - stage, 2 - phase type
Transaxle type 4 - speed forward, 1 - speed reverse
Engine displacement 2.7L GSL
Gear ratio 1st
2.842
2nd 1.495
3rd 1.000
4th 0.731
Reverse 2.720
Final gear ratio 4.520
Shift pattern Variable
Shift range 4range ( P- R- N- D) + Sports mode
Shift range valve PWM ; 5EA(Duty control) , VFS
Planetary gear 2EA(Output planetary/Overdrive planetary)
Clutch 3EA
Brake 2EA
OWC 1EA
TIGHTENING TORQUE ITEM Nmkgf·m lb- ft
Control cable nut 8 ~ 120.8 ~ 1.2 5.8 ~ 8.6
Input shaft speed sensor 10 ~ 121.0 ~1.2 7 ~ 8
Output shaft speed sensor 10 ~ 121.0 ~1.2 7 ~ 8
Manual control lever 18 ~ 251.8 ~ 2.5 13 ~ 18
Transaxle range switch 10 ~ 121.0 ~1.2 7 ~ 8
Valve body cover 10 ~ 121.0 ~1.2 7 ~ 8
Valve body mounting bolt 10 ~ 121.0 ~1.2 7 ~ 8
Oil temperature sensor 10 ~ 121.0 ~1.2 7 ~ 8
Oil filler plug 29 ~ 342.9 ~ 3.421.4 ~ 25.1
Oil drain plug 40 ~ 504.0 ~ 5.0 29 ~ 36
Solenoid valve support 5 ~ 70.5 ~ 0.7 4 ~ 5
Pressure check plug 8 ~ 100.8 ~ 1.0 6 ~ 7
Transaxle mounting sub bracket nut 60 ~ 806.0 ~ 8.0 43 ~ 58
Transaxle mounting bracket bolts 40 ~ 554.0 ~ 5.5 29 ~ 40
Transaxle mounting insulator bolt 90 ~ 1109.0 ~ 1165 ~ 80
Transaxle and engine mounting bolt 65 ~ 856.5 ~ 8.5 47 ~ 61.5
Drive plate bolt 46 ~ 534.6 ~ 5.333.3 ~ 38.3

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

Shocks when changing from N to D, 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 D range and from N to R
range while the engine is idling, the cause is
probably abnormal line pressure or a
malfunction of the oil pump or valve body.a.
Abnormal line pressure
b. Malfunction of the oil pump
c. Malfunction of the valve body
Malfunction when
shifting Shocks and running up
If shocks occur when driving due to up
shifting or down shifting and the transmission
speed becomes higher than the engine
speed, the cause is probably abnormal line
pressure or a malfunction of a solenoid valve,
oil pump, valve body or of a brake or clutch. a.
Abnormal line pressure
b. Malfunction of each solenoid valve
c. Malfunction of the oil pump
d. Malfunction of the valve body
e. Malfunction of each brake or each clutch
Displaced shifting
points All points
If all shift points are displaced while driving,
the cause is probably a malfunction of the
output shaft speed sensor, TPS or of a
solenoid valve. a.
Malfunction of the output shaft speed
sensor
b. Malfunction of the throttle position sensor
c. Malfunction of each solenoid valve
d. Abnormal line pressure
e. Malfunction of the valve body
f. Malfunction of the TCM(PCM)
Some points
If some of the shift points are displaced while
driving, the cause is probably a malfunction of
the valve body, or it is related to control and
is not an abnormality. a.
Malfunction of the valve body
Does not shift No diagnosis codes
If shifting does not occur while driving and no
diagnosis codes are output, the cause is
probably a malfunction of the transaxle range
switch, or TCM(PCM) a.
Malfunction of the transaxle range
b. Malfunction of the TCM(PCM)
Malfunction while
driving Poor acceleration
If acceleration is poor even if down shifting
occurs while driving, the cause is probably a
malfunction of the engine system or of a
brake or clutch. a.
Malfunction of the engine system
b. Malfunction of the brake or clutch
Malfunction while
driving Vibration
If vibration occurs when driving at constant
speed or when accelerating and deceleration
in top range, the cause is probably abnormal
damper clutch pressure or a malfunction of
the engine system, damper clutch control
solenoid valve, torque converter or valve
body. a.
Abnormal damper clutch pressure
b. Malfunction of the engine system
c. Malfunction of the damper clutch control
solenoid valve
d. Malfunction of the torque converter
e. Malfunction of the valve body
Transaxle range switch system
The cause is probably a malfunction of the inhibitor switch circuit,
ignition switch circuit or a defective TCM(PCM). a.
Malfunction of the transaxle range switch
b. Malfunction of the ignition switch
c. Malfunction of connector
d. Malfunction of the TCM(PCM)
Idle position switch system
The cause is probably a defective idle position switch circuit, or a
defective TCM(PCM). a.
Malfunction of the triple pressure switch
b. Malfunction of connector
c. Malfunction of the TCM(PCM)

3. Prohibit Adaptive Controla. No learning is done
6. Prohibit Torque Reduction Request a. No torque reduction is sent to ECU
7. Prohibit Lockup Control a. Stay in non- lockup control state
8. Substitute Input Value Oil Temperature a. Set oil temperature(tf) to 80° C (192°F)
9. Substitute Value Speed Ratio a. Set speed ratio to 0.7
10. Substitute CAN Input Value a. Set engine torque to 42 Ë
b. Set throttle position to 50Ë
c. Set accelerator pedal signal to 50 Ë
d. Set engine speed (Ne) to 3000 rpm
e. Set vehicle speed to 0 km/h
f. Set status of air condition relay to OFF
11. Prohibit VFS control a. Stop the Line Pressure Control till IG Off
Failsafe according to the DTC
a.Refer the detail description in the previous page for the indicated number on the ‘Failsafe’ column.
Items Type of errorFailsafeOBD - II
relevant DTC DTC
Oil temperature sensor Short to ground
2, 3, 7, 8, 11P0712
P0712
Open or short to B+ P0713P0713
Stuck signal P0711P0711
Sensor fail P0711P0711
PG- A Short to ground
1,11P0717
P0717
Open or short to B+
PG- B Short to ground
P0722P0722
Open or short to B+
Sensor fail P0721P0721
Brake switch Open
2―P0713
Short to B+
LR Solenoid valve Short to B+
0,11P0750
P0750
Open or short to ground
2nd Solenoid valve Short to B+
P0760P0760
Open or short to ground
UD Solenoid valve Short to B+
P0755P0755
Open or short to ground
OD Solenoid valve Short to B+
P0765P0765
Open or short to ground
Open or short to B+ P0765P0765

13OIL TEMPERATURE °C40°CCurrent Oil temperature 80°C
14 SHIFT POSITION N,P,REV/1st G/…/5th
G D
Current shift position P, N
15 SELECT LEVEL P,N/R/D/SPORTS DCurrent shift lever position P, N
16 A/CON SWITCH OFF/ON/- /NOT
SUPP OFF
-
17 IDLE STATUS OFF/ON/- /NOT
SUPP ON
When idling, ON
18 BRAKE SWITCH OFF/ON/- /NOT
SUPP ON
When braking, ON
19 AUTO CRUISE
SWITCH OFF/ON/- /NOT
SUPP
20 AUTO CRUISE
RELEASE ―
―
21 SPORT MODE
SELECT SW OFF/ON/- /NOT
SUPP ON
When selecting sport mode, ON
22 SPORT MODE UP SW OFF/ON/- /NOT
SUPP ON
When Selecting Sport mode up, ON
23 SPORT MODE DOWN
SW OFF/ON/- /NOT
SUPP ON
When selecting sport mode down,
ON
24 A/T CONTROL RELAY
VOLT V
12.9V 0V
25 ENGINE TORQUE %20%
26 HIVEC MODE A/B/C/D/E/F/G/H/I/J/K FA/B/C/D is control mode, F is
release mode F
HIVEC - SAT(SIEMENS ADAPTIVE TRANSMISSION CONTROL) Mode (Shift Patten) Shift patten Description(Help)SCAN DISPLAY
ECONOMY Economy Driver shift patten for flat road A
MEDIUM Shift patten for medium road B
SPORTS Shift patten for sport road C
LOAD 1 Shift patten for low land, slow grade and slope D
LOAD 2 Shift patten for low land, steep grade and slope E
LOAD 3 Shift patten for downhill road F
LOAD 1 HI ALT Shift patten for high land, steep grade and slope G
LOAD 2 HI ALT Shift patten for low land, steep grade and slope H
HI TEMP Shift patten for high temperture ATF I
WARM UP Shift patten for exhaust gas decrease J
HOLD Shift patten for when hold, switch on K
Actuator inspection NO ITEM NAME Actuator DrivingCondition
1 LR SOLENOID(SCSV A) 1. IG Key ON
2. Inhibitor SW normal
3. P range
2
UD SOLENOID(SCSV B)

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