11. Gradually depress the accelerator pedal with the right foot.
12. When the engine speed no longer increases, quickly read the line pressure and release the accelerator pedal.
13. Shift the selector lever to N position and let the engine idle for 1 minute or more to cool the ATF.
14. Read the line pressure at the engine stall speed for the D, D (HOLD), S, S (HOLD), L, L(HOLD) ranges and R

position in the same manner as in Steps 9-13.

Specified line pressure

: Includes each HOLD mode

Warning

• Removing the square-head plug when the ATF is hot can be dangerous. Hot ATF can come out of

the opening and badly burn you. Before removing the square-head plug, allow the ATF to cool.

AUTOMATIC TRANSAXLE

A6E5614W002

Position/Range

Line pressure (kPa {kgf/cm

, psi})

D, S, L*

idle

330—470 {3.4—4.8, 48—68}

Stall

1,160—1,320 {11.8—12.5, 168—191}

idle

490—710 {5.0—7.2, 71—102}

Stall

1,600—1,820 {16.3—18.6, 232—264}

AUTOMATIC TRANSAXLE

K–7

15. Remove the SSTs.
16. Install a new square head plug in the inspection port.

Tightening torque

5.0—9.8 N·m {50—100 kgf·cm, 44—86 in·lbf}

Evaluation of line pressure test

Stall Test

1. Perform mechanical system test preparation. (See

K–6 Mechanical System Test Preparation

2. Start the engine.
3. Firmly depress the brake pedal with the left foot.
4. Shift the selector lever to D range.

Caution

• If the accelerator pedal is pressed for longer than 5 seconds while the brake pedal is pressed, the

transaxle could be damaged. Therefore, perform Steps 5 and 6 within 5 seconds of each other.

5. Gently depress the accelerator pedal with the right foot.
6. When the engine speed no longer increases, quickly read the speed and release the accelerator pedal. When

the engine speed no longer increases, quickly read the speed and release the accelerator pedal.

7. Shift the selector lever to N position and let the engine idle for 1 minute or more to cool the ATF.
8. Perform a stall test of D (HOLD), S, S (HOLD), L, L (HOLD) and R range positions in the same manner as in

Steps 3—7.

9. Turn the ignition switch off.

Engine stall speed

: Includes each HOLD mode

Line pressure

Possible cause

Low pressure in all ranges

Worn oil pump
Oil leaking from oil pump, control valve body, and/or transaxle case
Pressure regulator valve sticking
Pressure control solenoid malfunction
Pressure modulator valve sticking
Solenoid reducing valve sticking

Low pressure in D and S only

Oil leaking from hydraulic circuit of forward clutch

Low pressure in L and R only

Oil leaking from hydraulic circuit of low and reverse brake

Low pressure in R only

Oil leaking from hydraulic circuit of reverse clutch

High pressure in all ranges

Pressure control solenoid malfunction
Pressure regulator valve sticking
Pressure modulator valve sticking
Pressure reducing valve sticking

Position/

Range

Engine stall speed (rpm)

D, S, L*

2,000—2,600

K–8

AUTOMATIC TRANSAXLE

Evaluation of stall test

Time Lag Test

1. Perform mechanical system test preparation. (See

K–6 Mechanical System Test Preparation

2. Use a stopwatch to measure the time it takes from shifting until shock is felt when shifting the selector lever

from N position to D range (non-HOLD mode). Take three measurements for each test and take the average
from the results using the following formula.

Formula:

Average time lag = (Time 1 + Time 2 + Time 3) / 3

3. Perform the test for the following shifts in the same manner Step 2.

• N position → D range (HOLD mode)

• N position → R position

Time lag

N position

→ D range ... 0.4—0.7 s

N position

→ R position ... 0.4—0.7 s

Evaluation of time lag test

End Of Sie

Condition

Possible cause

Above specification

In all forward ranges and R
position

Insufficient
line pressure

Worm oil pump

Oil leaking from oil pump, control valve, and/
or transaxle case

Pressure regulator valve sticking

Pressure control solenoid malfunction

Pressure modulator valve sticking

In forward ranges

Forward clutch slippage
One-way clutch 1 slippage

In D ranges

One-way clutch 2 slippage

In S ranges

2-4 brake band slippage

In L range and R position

Low and reverse brake slippage

In R position

Low and reverse brake slippage
Reverse clutch slipping
Perform road test to determine whether problem is low and
reverse brake or reverse clutch

• Engine braking felt in L range: Reverse clutch

• Engine braking not felt in L range: Low and reverse brake

Below specification

Engine out of tune

One-way clutch slipping within torque converter

Condition

Possible Cause

→ D shift

More than specification

Insufficient line pressure
Forward clutch slipping
Oil leaking from forward clutch fluid circuit
Shift solenoid A not operating properly

Less than specification

Forward accumulator not operating properly
Shift solenoid A not operating properly
Excessive line pressure

→ D (HOLD) shift

More than specification

Insufficient line pressure
Forward clutch slipping
Shift solenoid A not operating properly

Less than specification

Forward accumulator not operating properly
Shift solenoid A not operating properly
Excessive line pressure

→ R shift

More than specification

Insufficient line pressure
Low and reverse brake slipping
Reverse clutch slipping
Shift solenoid B not operating properly

Less than specification

Servo apply accumulator not operating properly
Shift solenoid B not operating properly
Excessive line pressure

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