Gear auto JR405E (2001-2006)

DIAGNOSIS (JR405E) 7A2-103

No. B3: Engine Races Up During Starting (Slip)

Description:
• The engine speeds up but the vehicle speed does not increase when the accelerator pedal is stepped on at

starting.

Diagnosis Hints:
• Slip of the clutch is suspected. If slip of the clutch has occurred, a DTC of "Gear ratio error" is stored.

Possible Cause:
• Slip of the clutch.

If slip of the clutch is caused, a DTC (gear ratio error) is stored.
• Dropped line pressure.
• Trouble in the control valve body (faulty operation, sticking, clogged oil passage).

7A2-104 DIAGNOSIS (JR405E)

Step Action Yes No
1
Gear ratio trouble diagnosis.
Travel in the vehicle and apply the following sequence for about 7
seconds or more in each position: Start in the L position (1st) to
2 position (2nd) to 3 position (3rd) to D position (4th). To detect
the gear ratio trouble exactly, this process should be carried out.

Go to Step 2 Go to Step 2

2 Are any DTCs stored?

Go to DTC Chart Go to Step 3

3 Is the quantity, contamination and smell of the ATF normal?

If the ATF level is
low, replenish up to
the specified level.

Go to Step 4 If the ATF is
extremely black and
contaminated and
smells burnt, slip of

the clutch is
supposed.
Overhaul the AT

unit.

4 Are the engine speed and other engine systems correct?

Repair the defect or

Go to Step 5 replace.

5 Inspection of electrical or mechanical fault
Is the signal from each pressure switch changed synchronously?

Control Valve Terminal AB RED/YEL C95 TCM
2-4 Brake Pressure SW Assembly H5 H4 (1) B1
(12) (12)
E54
(7) RED/YEL

L&R Brake Pressure SW YEL H4 H4 YEL
(12) (16) (10) (12) B12

High Clutch Pressure SW H5 H22

WHT/BLK (21) (8) WHT/BLK
(1) (20) B20

A: 4JJ1
B: 4JH1

TCM terminal B20 B1 B12 (Low & reverse
(High clutch (2-4 brake pressure brake pressure SW)
Position Gear pressure SW)
P - More than 10V SW) More than 10V
R More than 10V More than 10V -
N Reverse More than 10V More than 10V
- More than 10V More than 10V
D, 3, 2 More than 10V More than 10V
1st More than 10V More than 10V
L 2nd More than 10V More than 10V
3rd - - More than 10V
4th More than 10V Repair the defect or
1st - -
2nd More than 10V - More than 10V Go to Step 6 replace.
3rd More than 10V More than 10V
4th More than 10V More than 10V
- -
More than 10V
-
-

Step Action DIAGNOSIS (JR405E) 7A2-105
6 Yes No
Inspect the output voltage and the throttle opening signal of the
accelerator pedal position (APP) sensor using a Tech 2 or circuit
tester.
Is the voltage value in proportion to the throttle opening output?

[4JH1-TC]

APP ECM TCM
C56
(49) A47 (GND)

(38) A35 (Output) C56 RED/WHT C94
(16) A16
(57) A55 (+5V) A26 (28)

(69) A69 (Idle SW)

[4JJ1-TC]

APP Pedal Position Pedal Voltage as Observed
Sensor Position as Observed on the Tech2 (volt)
Pedal at
1 reset on the Tech2 (%)

1 Pedal at full travel 0 0.1-1.2
2 Pedal at reset
2 100 3.8-4.8
3 Pedal at full travel 0 3.8-4.8
3 Pedal at reset
100 0.2-1.2
Pedal at full travel 0 3.8-4.8

100 1.2-2.2

APP1 C40 C58 ECM TCM
(4) (27)
APP2 (5) BLK (12) J2-27 (GND) C94
APP3 (10) RED (11) (16) A16
(3) WHT (25) J2-12 (SIG) J2-56 C58 RED/WHT
(9) ORN/BLU (10) J2-11 (+5V) (56)
(8) BLU/ORN (9)
ORN (23) J2-25 (GND)
(7) (8)
(6) BLU/RED (7) J2-10 (SIG)
(1) BLU/WHT
J2-9 (+5V)
BLU
J2-23 (GND)

J2-8 (SIG)

J2-7 (+5V)

Repair the defect or

Go to Step 7 replace.

7 Check the power supply and earth of TCM.
Are the power supply and earth correct?

Battery A (RED/WHT) B (BLK/YEL) TCM
BLK C94
AB BLK (1) A1 (+B)

H4 H4 C95 B5 Check the power
(2) (15) (5) source harness and
earth harness (bolt
A: 4JJ1
B: 4JH1 tightening to the
body).
Go to Step 8

8 Is the stall revolution correct in the positions D, 3, 2 and L? Refer
to the STALL TEST section in this manual.

Repair the defect or

Go to Step 9 replace.

7A2-106 DIAGNOSIS (JR405E)

Step Action Yes No

9 Is the line pressure correct? Refer to the LINE PRESSURE
TEST section in this manual.

Trouble in the AT

assembly or control Repair the defect or

valve. replace.

DIAGNOSIS (JR405E) 7A2-107

No. B4: Large Shock When Shift Lever is Changed from N to D
Position or from N to R Position

Description:
• A large shock is felt when selecting D or R position from N position during idling, after warming up.

Diagnosis Hints:
• Check the entire condition of the vehicle for unusual faults (other than AT including faulty engine mount),

exhaust hanger, etc.
• With the fail-safe operation, select shock may grow worse. In such cases, check for the DTC. If no DTC is

issued, shock due to faulty operation of the control valve or burnt clutch is considered.

Possible Cause:
• High engine idling.
• Dislocated select lever, improper inhibitor switch adjusting point.
• Faulty or insufficient tightening of engine mount, exhaust mount.
• Play of suspension.
• Burnt clutch.
• Too low or high line pressure.
• Faulty input signal system.
• Faulty control valve. (faulty operation or sticking of accumulator)

7A2-108 DIAGNOSIS (JR405E)

No. B5: Engine Stalls When Selecting from N Position to
R, D, 3, 2 or L Position

Description:
• The engine stalls when selecting from N or P position to a run position during engine idling.

Diagnosis Hints:
• As the correct cause is attributable to the engine, faulty idle up, insufficient engine output, etc. are considered.
• As this is a cause of the AT system, faulty lock-up piston system (lockup engine stall) is considered.
• If the oil through resistance increases due to clogged oil cooler or some other reason, or if the ATF level

decreases, the lock-up piston works causing the engine stall.

Possible Cause:
• Disordered idling speed, faulty idle up, faulty engine output, shortage output.
• Insufficient ATF quantity (dropped level).
• Clogged oil cooler (foreign substance mixed in).
• Faulty lock-up piston (clogged oil passage of solenoid drive circuit, faulty operation).

Step Action Yes No

1 Gear ratio trouble diagnosis.
Travel in the vehicle and apply the following sequence for about 7
seconds or more in each position: Start in the L position (1st) to
2 position (2nd) to 3 position (3rd) to D position (4th). To detect
the gear ratio trouble exactly, this process should be carried out.

Go to Step 2 Go to Step 2

2 Are any DTCs stored?

Go to DTC Chart Go to Step 3

3 Is the quantity, contamination and smell of the ATF normal?

If the ATF level is
low, replenish up to
the specified level.

Go to Step 4 If the ATF is
extremely black and
contaminated and
smells burnt, slip of

the clutch is
suspected.
Overhaul the AT

unit.

4 Check the engine idle up speed
Does the idle speed increase when the air conditioning or other
electric load is turned on?

Go to Step 5 Repair the defect or
replace.

Step Action DIAGNOSIS (JR405E) 7A2-109
Yes No

5 Inspection of electrical or mechanical fault
When the D position is selected from N at idling speed, is the
signal to the lock-up solenoid turned off using the Tech 2 or
circuit tester?

Control Valve Terminal AB TCM
Lock-up Solenoid Assembly H5 H4 B17
(24) (14)
E54 BLK BLK C95
(4) (17)

Line Pressure Solenoid

VIO (4) (6) VIO
(6) (23) B23

A: 4JJ1
B: 4JH1

TCM terminal B17
Lock-up
Approx. 2.2 - 9.0 V (AC range) Find a cause to turn
At lock-up Approx. 1.0 - 2.0 V (AC range) on the lockup
solenoid
At unlock-up

Go to Step 6

6 Check of the clogging of the oil cooler
When blowing the oil cooler outlet with air, does some foreign
substance come out?

Clogged lock-up

solenoid oil

passage. Faulty

Clean or replace the operation of lock-up

oil cooler. piston.

Go to Step 7 Faulty control valve.

7 Is the stall revolution correct in the positions D, 3, 2 and L? Refer

the STALL TEST section in this manual.

Go to Step 8 Repair the defect or
replace.

8 Is the line pressure correct? Refer the LINE PRESSURE TEST
section in this manual.

Trouble in the AT

assembly or control Repair the defect or

valve. replace.

7A2-110 DIAGNOSIS (JR405E)

No. B6: Engine Starter Does Not Run in P or N Position
No. B7: Engine Starter Runs Except in P or N Position

Description:
• The engine starter does not run even though the P or N position is selected.
• The engine starter runs even though the positions R or D, 3, 2 or L are selected.

Possible Cause:
• Disordered select cable.
• Disordered Inhibitor switch, disconnection or short-circuit of inhibitor switch.

No. B8: Extended Time Lag When Shift Lever is Changed from N to D

Description:
• The shift time lag is longer than the standard value when the shift lever is changed from N to D.

Possible Cause:
• Forward position line pressure is low.
• Slip of the low clutch.
• Slip of the low one-way clutch.
• Trouble in the control valve body (faulty operation, sticking, clogged oil passage).
• Faulty low clutch duty solenoid operation.
• Shortage or faulty quality of ATF.

No. B9: Extended Time Lag When Shift Lever is Changed from N to R

Description:
• The shift time lag is longer than the standard value when the shift lever is changed from N to R.

Possible Cause:
• Reverse position line pressure is low.
• Slip of the low & reverse brake.
• Slip of the reverse clutch.
• Trouble in the control valve body (faulty operation, sticking, clogged oil passage).
• Faulty low & reverse brake duty solenoid operation.
• Shortage or faulty quality of ATF.

DIAGNOSIS (JR405E) 7A2-111

No. B10: Brake is Applied in R Position

Description:
• Brake is applied suddenly in R position.

Diagnosis Hints:
• Trouble in the AT main unit is suspected. However, the sensor system or output system may have some

influence on the trouble in the main unit and therefore these systems should also be checked to prevent a
recurrence of the trouble.

Possible Cause:
• Seized clutch (low clutch, high clutch, 2-4 brake).
• Shortage or faulty quality of ATF.
• Trouble in the control valve body (faulty operation, sticking, clogged oil passage).
• Disordered select cable (select indicator light indicates R but the hydraulic system is not in the R position).
• Malfunction of parking mechanism.

No. B11: Insufficient Starting or Shaking in D Position

Description:
• Insufficient starting or shaking in D position.

Possible Cause:
• Slip of the clutch (low clutch, low one-way clutch, reverse clutch, low & reverse brake).

If the slip of clutch is caused, a DTC (gear ratio error) is stored.
• Shortage or faulty quality of ATF.
• Dropped line pressure.
• Trouble in the control valve body (faulty operation, sticking, clogged oil passage).

No. B12: Noise or Vibration is Generated at Starting

Description:
• Noise or vibration is generated in the vicinity of AT at starting.

Diagnosis Hints:
• Cause other than AT can also be considered. Reproduce the running condition using a lift up, chassis dynamo,

etc. to investigate the origin of the noise and vibration and assist in diagnosis.
Caution:
Lifting up some units for testing could be dangerous. Ensure adequate safety measures are provided
and carry out the test with sufficient care.

Possible Cause:
Following sources of noise or vibration other than the AT can be considered.

• Noise from differential gears.
• Noise from propeller shaft.
• The bearing support in the middle of the propeller shaft has fatigued, and the bend angle of the propeller shaft

has changed, causing vibration when starting up.
• Unbalanced and poor uniformity of tires causes vibration.

7A2-112 DIAGNOSIS (JR405E)

No. C1: Engine Race-Up (Slip) When Gear is Shifted Up from 1st
to 2nd

No. C2: Engine Race-Up (Slip) When Gear is Shifted Up from
2nd to 3rd

No. C3: Engine Race-Up (Slip) When Gear is Shifted Up from 3rd
to 4th

No. C4: Engine Race-Up (Slip) When Gear is Shift Down or Kick-
down from 4th to 3rd

No. C5: Engine Race-Up (Slip) When Gear is Shift Down or Kick-
down from 4th to 2nd

No. C6: Engine Race-Up (Slip) When Gear is Shift Down or Kick-
down from 3rd to 2nd

No. C7: Engine Race-Up (Slip) When Gear is Shift Down or Kick-
down from 4th or 3rd to 1st

No. C8: Engine Race-Up (Slip) Others

Description:
• Engine speed-up occurs when the accelerator pedal is stepped on for acceleration, and the gear is shifted up.
• Engine speed-up occurs when the accelerator pedal is stepped on for acceleration, and the gear is shifted down

or for kick-down during steady run.
• Engine speed-up occurs when the accelerator pedal is stepped on for acceleration, and the gear is shifted down

or for kick-down during steady run.

Diagnosis Hints:
• Possibility of slip of the clutch is suspected. If slip of the clutch has occurred, a DTC of "Gear ratio error" is

stored.

Possible Cause:
• Slip of the clutch.

If slip of the clutch is caused, a DTC (gear ratio error) is stored.
• Dropped line pressure.
• Trouble in the control valve body (faulty operation, sticking, clogged oil passage).

DIAGNOSIS (JR405E) 7A2-113

Step Action Yes No
1
Gear ratio trouble diagnosis.
Travel in the vehicle and apply the following sequence for about 7
seconds or more in each position: Start in the L position (1st) to
2 position (2nd) to 3 position (3rd) to D position (4th). To detect
the gear ratio trouble exactly, this process should be carried out.

Go to Step 2 Go to Step 2

2 Are any DTCs stored? Go to DTC Chart Go to Step 3
3 Is the quantity, contamination and smell of the ATF normal?

If the ATF level is
low, replenish up to
the specified level.

Go to Step 4 If the ATF is
extremely black and
contaminated and
smells burnt, slip of

the clutch is
suspected.
Overhaul the AT

unit.

4 Are the engine speed and other engine systems correct?

Repair the defect or

Go to Step 5 replace.

5 Inspection of electrical or mechanical fault
Is the signal from each pressure switch changed synchronously?

Control Valve Terminal AB RED/YEL C95 TCM
2-4 Brake Pressure SW Assembly (1) B1
H5 H4
E54 (12) (12)
(7) RED/YEL

L&R Brake Pressure SW YEL H4 H4 YEL
High Clutch Pressure SW (12) (16) (10) (12) B12

WHT/BLK H5 H22 WHT/BLK
(1) (21) (8) (20) B20

A: 4JJ1
B: 4JH1

TCM terminal B20 B1 B12 (Low & reverse
(High clutch (2-4 brake pressure brake pressure SW)
Position Gear pressure SW)
P - More than 10V SW) More than 10V
R More than 10V -
N Reverse More than 10V
- More than 10V More than 10V
D, 3, 2 More than 10V More than 10V
1st More than 10V More than 10V
L 2nd More than 10V More than 10V
3rd More than 10V More than 10V
4th More than 10V Repair the defect or
1st - -
2nd - More than 10V
3rd More than 10V More than 10V
4th - More than 10V
-
More than 10V
More than 10V
More than 10V
-
-
More than 10V
-
-

Go to Step 6 replace.

7A2-114 DIAGNOSIS (JR405E)

Step Action Yes No
6
Inspect the output voltage and the throttle opening signal of the
accelerator pedal position (APP) sensor using a Tech 2 or circuit
tester.
Is a voltage value in proportion to the throttle opening output?

[4JH1-TC]

APP ECM TCM
C56
(49) A47 (GND)

(38) A35 (Output) C56 RED/WHT C94
(16) A16
(57) A55 (+5V) A26 (28)

(69) A69 (Idle SW)

[4JJ1-TC]

APP Pedal Position Pedal Voltage as Observed
Sensor Position as Observed on the Tech2 (volt)
Pedal at
1 reset on the Tech2 (%)

1 Pedal at full travel 0 0.1-1.2
2 Pedal at reset
2 100 3.8-4.8
3 Pedal at full travel 0 3.8-4.8
3 Pedal at reset
100 0.2-1.2
Pedal at full travel 0 3.8-4.8

100 1.2-2.2

APP1 C40 C58 ECM TCM
(4) (27)
APP2 (5) BLK (12) J2-27 (GND) C94
APP3 (10) RED (11) (16) A16
(3) WHT (25) J2-12 (SIG) J2-56 C58 RED/WHT
(9) ORN/BLU (10) J2-11 (+5V) (56)
(8) BLU/ORN (9)
ORN (23) J2-25 (GND)
(7) (8)
(6) BLU/RED (7) J2-10 (SIG)
(1) BLU/WHT
J2-9 (+5V)
BLU
J2-23 (GND)

J2-8 (SIG)

J2-7 (+5V)

Repair the defect or

Go to Step 7 replace.

7 Check the power supply and earth of TCM.
Are the power supply and earth correct?

Battery A (RED/WHT) B (BLK/YEL) TCM
BLK C94
AB BLK (1) A1 (+B)

H4 H4 C95 B5 Check the power
(2) (15) (5) source harness and
earth harness (bolt
A: 4JJ1
B: 4JH1 tightening to the
body).
Go to Step 8

8 Is the stall revolution correct in the positions D, 3, 2 and L? Refer
to the STALL TEST section in this manual.

Repair the defect or

Go to Step 9 replace.

Step Action DIAGNOSIS (JR405E) 7A2-115
Yes No

9 Is the line pressure correct? Refer to the LINE PRESSURE
TEST section in this manual.

Trouble in the AT

assembly or control Repair the defect or

valve. replace.

7A2-116 DIAGNOSIS (JR405E)

No. C9: Braking Feel When Gear is Shifted Up from 1st to 2nd
No. C10: Braking Feel When Gear is Shifted Up from 2nd to 3rd
No. C11: Braking Feel When Gear is Shifted Up from 3rd to 4th

Description:
• A braking feeling is experienced when the accelerator pedal is stepped on for acceleration, and the gear is

shifted up.

Diagnosis Hints:
• Slip of the clutch is suspected. If slip of the clutch has occurred, a DTC of "Gear ratio error" is stored.

Possible Cause:
• Slip of the clutch.

If slip of the clutch is caused, a DTC (gear ratio error) is stored.
• Dropped line pressure.
• Trouble in the control valve body (faulty operation, sticking, clogged oil passage).

DIAGNOSIS (JR405E) 7A2-117

Step Action Yes No
1
Gear ratio trouble diagnosis.
Travel in the vehicle and apply the following sequence for about 7
seconds or more in each position: Start in the L position (1st) to
2 position (2nd) to 3 position (3rd) to D position (4th). To detect
the gear ratio trouble exactly, this process should be carried out.

Go to Step 2 Go to Step 2

2 Are any DTCs stored? Go to DTC Chart Go to Step 3
3 Is the quantity, contamination and smell of the ATF normal?
If the ATF level is
low, replenish up to
the specified level.

Go to Step 4 If the ATF is
extremely black and
contaminated and
smells burnt, slip of

the clutch is
suspected.
Overhaul the AT

unit.

4 Are the engine speed and other engine systems correct?

Repair the defect or

Go to Step 5 replace.

5 Inspection of electrical or mechanical fault
Is the signal from each pressure switch changed synchronously?

Control Valve Terminal AB RED/YEL C95 TCM
2-4 Brake Pressure SW Assembly (1) B1
H5 H4
E54 (12) (12)
(7) RED/YEL

L&R Brake Pressure SW YEL H4 H4 YEL
High Clutch Pressure SW (12) (16) (10) (12) B12

WHT/BLK H5 H22 WHT/BLK
(1) (21) (8) (20) B20

A: 4JJ1
B: 4JH1

TCM terminal B20 B1 B12 (Low & reverse
(High clutch (2-4 brake pressure brake pressure SW)
Position Gear pressure SW)
P - More than 10V SW) More than 10V
R More than 10V More than 10V -
N Reverse More than 10V More than 10V
- More than 10V More than 10V
D, 3, 2 More than 10V More than 10V
1st More than 10V More than 10V
L 2nd More than 10V More than 10V
3rd - - More than 10V
4th More than 10V Repair the defect or
1st - -
2nd More than 10V - More than 10V Go to Step 6 replace.
3rd More than 10V More than 10V More than 10V
4th More than 10V
- -

- More than 10V

-

7A2-118 DIAGNOSIS (JR405E)

Step Action Yes No
6
Inspect the output voltage and the throttle opening signal of the
accelerator pedal position (APP) sensor using a Tech 2 or circuit
tester.
Is the voltage value in proportion to the throttle opening output?

[4JH1-TC]

APP ECM TCM
C56
(49) A47 (GND)

(38) A35 (Output) C56 RED/WHT C94
(16) A16
(57) A55 (+5V) A26 (28)

(69) A69 (Idle SW)

[4JJ1-TC]

APP Pedal Position Pedal Voltage as Observed
Sensor Position as Observed on the Tech2 (volt)
Pedal at
1 reset on the Tech2 (%)

1 Pedal at full travel 0 0.1-1.2
2 Pedal at reset
2 100 3.8-4.8
3 Pedal at full travel 0 3.8-4.8
3 Pedal at reset
100 0.2-1.2
Pedal at full travel 0 3.8-4.8

100 1.2-2.2

APP1 ECM TCM

APP2 C40 BLK C58 J2-27 (GND) C94
APP3 (4) RED (27) (16) A16
(5) WHT (12) J2-12 (SIG) J2-56 C58 RED/WHT
(10) ORN/BLU (11) J2-11 (+5V) (56)
(3) BLU/ORN (25)
(9) ORN (10) J2-25 (GND)
(8) (9)
BLU/RED (23) J2-10 (SIG)
(7) BLU/WHT (8)
(6) (7) J2-9 (+5V)
(1) BLU
J2-23 (GND)

J2-8 (SIG)

J2-7 (+5V) Repair the defect or

Go to Step 7 replace.

7 Check the power supply and earth of TCM.
Are the power supply and earth correct?

Battery A (RED/WHT) B (BLK/YEL) TCM
BLK C94
AB BLK (1) A1 (+B)

H4 H4 C95 B5 Check the power
(2) (15) (5) source harness and
earth harness (bolt
A: 4JJ1
B: 4JH1 tightening to the
body).
Go to Step 8

8 Is the stall revolution correct in the positions D, 3, 2 and L? Refer
to the STALL TEST section in this manual.

Repair the defect or

Go to Step 9 replace.

Step Action DIAGNOSIS (JR405E) 7A2-119
Yes No

9 Is the line pressure correct? Refer to the LINE PRESSURE TEST
section in this manual.

Trouble in the AT

assembly or control Repair the defect or

valve. replace.

7A2-120 DIAGNOSIS (JR405E)

No. C12: Large Shock When Gear is Shifted from 1st to 2nd or
from 2nd to 1st

No. C13: Large Shock When Gear is Shifted from 2nd to 3rd or
from 3rd to 2nd

No. C14: Large Shock When Gear is Shifted from 3rd to 4th or
from 4th to 3rd

No. C15: Large Shock When Kick-down
No. C16: Large Shock When The Accelerator Pedal On or Off

(with No Gear Shift)
No. C17: Large Shock When Gear is Shifted Down from 2nd to 1st

in L Position
No. C18: Large Shock (Other)
No. C19: Large Shock When Vehicle Speed is Downed by No

Accelerator Pedal or Vehicle is Stopped

Description:
• A large shock is felt when the accelerator pedal is stepped on for acceleration and the gear is shifted up or

down.
• A large shock is felt when the accelerator pedal is stepped on for kick-down.
• A large shock is felt when the accelerator pedal is not stepped on.
• A large shock is felt when the shift lever is selected in L position.

Diagnosis Hints:
• The same causes as in "No. C1 - C8: Engine races up (slip)" are considered.

No. C20: Large lock-up shock

Description:
• A large shock is felt at lock-up.

Diagnosis Hints:
• Incorrect properties of the input sensor or faulty lock-up piston pressure system should be considered.
• Trouble diagnosis flow is the same as "No. I1: No lock-up".

No. C21: Shift Down or Engine Over-run When The Accelerator
Pedal is Stepped on in 4th Gear

Description:
• Shift down or engine over-run above the kick-down area.

Diagnosis Hints:
• The same causes as "No. C1 - C8: Engine races up (slip)" are considered.

DIAGNOSIS (JR405E) 7A2-121

No. D1: Faulty Gear Shifting (Different from Shift Pattern)

Description:
• Gear is shifted, different from the specified shift pattern.

Diagnosis Hints:
• When inspecting faulty gear shifting, it is important to distinguish between the fault of the electric system and

mechanical system (AT main unit).
• Fault of electric system.

Monitor the output signal (each solenoid driving signal) using the Tech 2. If a trouble signal is sent to the
solenoid synchronously with the faulty gear shifting, the fault is originated in the electric system.
Monitor the input signal (signal from each sensor) using the Tech 2 and find an input signal which has an output
signal (each solenoid driving signal) subjected to a fault.
Fault of the electric system may be derived from temperature or vibration. For instance, although the engine is
normal while it is cold, fault may occur when the engine is warmed up or the vehicle is running.
• Fault of mechanical system.
If the gear is incorrectly shifted, irrespective of the operating signal (ON-OFF) of each solenoid, the fault is
originated from the machine system (AT).
If the clutch slips, or the ATF smells burnt or is contaminated or black, or the stall speed increases.

Possible Cause:
• Disordered select cable.
• Disordered inhibitor switch.
• Slip of the clutch.

If slip of the clutch is caused, a DTC (gear ratio error) is stored.
• Fixing at 3rd position (fail-safe activated)

Since the gear is fixed at the 3rd position because of the fail-safe function, the "Faulty gear shifting" trouble
occurs. In this case, the DTC is memorized.
When TCM stops operation because of faulty TCM ground, the gear is fixed at the 3rd position for a mechanical
reason. In this case, no DTC is memorized.
• Incorrect properties of the throttle opening signal (serial communication) of the accelerator pedal position (APP)
sensor.
The throttle opening signal which is sent by serial communication from ECM and TCM is an important signal for
gear shifting. In the case of an ECM fault, or when the APP sensor does not issue a voltage signal according to
the throttle opening, the gear is not shifted by stepping on the accelerator.
If the output voltage of the APP sensor changes freely, even though the throttle opening is constant, the gear is
shifted incorrectly.

• Faulty speed sensor.

7A2-122 DIAGNOSIS (JR405E)
When a signal from the speed sensor becomes "out of order", it may be caused by a change to the vehicle
speed and faulty gear shifting.

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

↑↑

↓↓

Step Action Yes No
1 Go to Step 2
Dislocation or disordering of the select lever. Adjust the select
Does the vehicle move when the brake is released, a position cable.
other than the P position is selected, and the vehicle is pushed?

2 Gear ratio trouble diagnosis.
Travel in the vehicle and apply the following sequence for about 7
seconds or more in each position: Start in the L position (1st) to 2
position (2nd) to 3 position (3rd) to D position (4th). To detect the
gear ratio trouble exactly, this process should be carried out.

Go to Step 3 Go to Step 3

3 Are any DTCs stored?

Go to DTC Chart Go to Step 4

4 Is the quantity, contamination and smell of the ATF normal?

If the ATF level is
low, replenish up to
the specified level.

Go to Step 5 If the ATF is
extremely black and
contaminated and
smells burnt, slip of

the clutch is
suspected.

Step Action DIAGNOSIS (JR405E) 7A2-123
5 Yes No

Inspection of electrical or mechanical fault

Is the signal to each solenoid and pressure switch changed

synchronously to the faulty gear shift?

Control Valve Terminal AB BLU/BLK C95 TCM
L&R Brake Solenoid Assembly (6) B6
H5 H4
2-4 Brake Solenoid E54 BLU/BLK (13) (11)
(5)
BLK/YEL
BLK/YEL

High Clutch Solenoid (9) (22) (5) (7) B7
RED
RED

Low Clutch Solenoid (10) (5) (7) (8) B8
WHT/BLU
WHT/BLU

(3) (14) (2) (9) B9

(11) GRY/RED (1) (1) GRY/RED (22) B22 (GND)

A: 4JJ1
B: 4JH1

TCM terminal B20 B1 B12 (Low & reverse
(High clutch (2-4 brake pressure brake pressure SW)
Position Gear pressure SW)
P More than 10V SW) More than 10V
R - More than 10V -
N More than 10V
Reverse More than 10V More than 10V
D, 3, 2 More than 10V More than 10V
- More than 10V More than 10V
L More than 10V More than 10V
1st More than 10V More than 10V
More than 10V
2nd - -
- More than 10V
3rd More than 10V More than 10V
- More than 10V
4th -
More than 10V
1st More than 10V
More than 10V
2nd -
-
3rd More than 10V
-
4th -

Control Valve Terminal AB RED/YEL C95 TCM
2-4 Brake Pressure SW Assembly H5 H4 (1) B1
(12) (12)
E54
(7) RED/YEL

L&R Brake Pressure SW (12) YEL H4 H4 YEL (12) B12
High Clutch Pressure SW (16) (10)

WHT/BLK H5 H22 WHT/BLK
(1) (21) (8) (20) B20

A: 4JJ1
B: 4JH1

TC M term inal B8 B9 B7 B6
(H igh clutch (Low clutch (2-4 brake (Low & reverse
Position Gear - s o le n o id ) brake solenoid)
P solenoid) s o le n o id ) Approx. 6.8V
Approx. 6.8V - (AC range) Approx. 6.2V
R Reverse Approx. 6.8V (AC range)
(AC range) - (AC range) -
N- Approx. 6.8V Approx. 6.8V
- (AC range) Approx. 6.8V
D, 3, 2 1st (AC range) Approx. 6.8V (AC range)
Approx. 6.8V - (AC range)
2nd Approx. 6.8V In case of a fault in
(AC range) - - (AC range) the machine
3rd Approx. 6.8V
- Approx. 6.8V Approx. 6.8V system, repair that
4th (AC range) (AC range) (AC range) portion or replace
Approx. 6.8V Approx. 6.8V -
L 1st (AC range) Approx. 6.8V the unit.
(AC range) - Approx. 6.8V (AC range) Slip of the clutch or
2nd - (AC range)
- - Approx. 6.8V fault of control
3rd - (AC range) valve.
- Approx. 6.8V -
4th Approx. 6.8V (AC range)
(AC range) Approx. 6.8V - Approx. 6.8V
(AC range) (AC range)
Approx. 6.8V
(AC range) Approx. 6.8V
- (AC range)

- Approx. 6.8V
(AC range)

Go to Step 6

7A2-124 DIAGNOSIS (JR405E)

Step Action Yes No
6 Go to Step 7
Inspection of inhibitor switch using a Tech 2 or circuit tester. Adjust the inhibitor
Inspect the output voltage and the throttle opening signal of the switch.
accelerator pedal position (APP) sensor using a Tech 2 or circuit
tester.

Inhibitor SW E51 YEL/VIO AB YEL/VIO C94 TCM
P (2) BLK/GRN (2) A2 (P)
R H15 H23
N (2) (1) (3) A17 (3)
D
3 RED/YEL
2 (4)
L
RED/BLK (9) (6) PNK/BLK C95 B2 (2)
Start SW (8) (18) (4) RED/BLK (2) B10 (N)
(25) (7) BLU B11 (D)
BLU (8) (5) RED/YEL (10) B19 (R)
(5) (17) (2) PNK/BLU B21 (L)
(11)
BLK/GRN
(1) (19)

PNK/BLK (21)
(9)

PNK/BLU (1) (38) WHT Key Switch
(6) BLK/WHT
(3) (15) BLK Starter Relay
B WHT ICU (W/ Immobiliser)
(3) (4) (3) Ground (W/O Immobiliser)

BLK/WHT (37) A: 4JJ1
(10) H4 H5 B: 4JH1

(7) BLK

B

A

AB

TCM terminal A2 B19 B10 B11 B17 B2 B21
Position
10 – - - - - - -
P 14.5V - - - -
R 10 – - - - - -
N - 14.5V 10 – - - -
D - 10 – 14.5V 10 – - -
3 - - 14.5V - 14.5V 10 – -
2 - - - 14.5V 10 –
L - - - - - - 14.5V
-
- -

- -

- -

Step Action DIAGNOSIS (JR405E) 7A2-125
Yes No

7 Is the voltage value in proportion to the throttle opening output?

[4JH1-TC]

APP ECM TCM
C56
(49) A47 (GND)

(38) A35 (Output) C56 RED/WHT C94
(16) A16
(57) A55 (+5V) A26 (28)

(69) A69 (Idle SW)

[4JJ1-TC]

APP Pedal Position Pedal Voltage as Observed
Sensor Position as Observed on the Tech2 (volt)
Pedal at
1 reset on the Tech2 (%)

1 Pedal at full travel 0 0.1-1.2
2 Pedal at reset
2 100 3.8-4.8
3 Pedal at full travel 0 3.8-4.8
3 Pedal at reset
100 0.2-1.2
Pedal at full travel 0 3.8-4.8

100 1.2-2.2

APP1 ECM TCM

APP2 C40 BLK C58 J2-27 (GND) C94
APP3 (4) RED (27) (16) A16
(5) WHT (12) J2-12 (SIG) J2-56 C58 RED/WHT
(10) ORN/BLU (11) J2-11 (+5V) (56)
(3) BLU/ORN (25)
(9) ORN (10) J2-25 (GND)
(8) (9)
BLU/RED (23) J2-10 (SIG)
(7) BLU/WHT (8)
(6) (7) J2-9 (+5V)
(1) BLU
J2-23 (GND)

J2-8 (SIG)

J2-7 (+5V) Repair the defect or

Go to Step 8 replace.

8 Inspect the output signal of the speed sensor using a Tech 2 or
circuit tester.
Is the data displayed in the Tech 2 correct or the output voltage
correct in the circuit tester?

Speed E30 Key SW AB YEL/RED C95 TCM
Sensor (2) YEL/RED (13) B13
(1) H5 H4
(3) BLK (15) (4)

E10

A: 4JJ1
B: 4JH1

TCM terminal B13 Repair the defect or
Condition Approx. 6.5V (AC range)

20km/h（12mph） at L position
in 1st gear

Go to Step 9 replace.

7A2-126 DIAGNOSIS (JR405E)

Step Action Yes No

9 Check the power supply and earth of TCM. Go to Step 10 Check the power
Are the power supply and earth correct? Go to Step 11 source harness and
earth harness (bolt
Battery A (RED/WHT) B (BLK/YEL) TCM
BLK C94 tightening to the
AB BLK (1) A1 (+B) body).

H4 H4 C95 B5 Repair the defect or
(2) (15) (5) replace.

A: 4JJ1
B: 4JH1

10 Is the stall revolution correct in the positions D, 3, 2 and L? Refer
to the STALL TEST section in this manual.

11 Is the line pressure correct? Refer to the LINE PRESSURE TEST
section in this manual.

Trouble in the AT

assembly or control Repair the defect or

valve. replace.

DIAGNOSIS (JR405E) 7A2-127

No. D2: Gear is Shifted Frequently

Description:
• Gear is shifted down immediately even though the accelerator pedal is stepped on a little in the positions D, 3, 2,

or L position.

Diagnosis Hints:
• The same cause as "No. D1: Faulty gear shifting" is considered. However, a faulty input signal of the

accelerator pedal position (APP) sensor or speed sensor, a faulty input signal of the inhibitor switch, or a fault of
the TCM power source, earth, or ground return wire should be considered first.
• Then, slip of the clutch, or a fault on the control valve are considered.

No. D3: Gear Shift Point is Low or High at All Point
No. D4: Gear Shift Point is Low or High at Limited Area

Description:
• Gear shift point is deviated from the shift diagram.
• Gear is not shifted up properly, even though the vehicle is accelerating.
• Gear is not shifted immediately and enough acceleration cannot be obtained, even though the accelerator pedal

is being stepped on.

Diagnosis Hints:
• If the cause is not a faulty gear shift, then a disordered APP sensor or faulty input of the speed sensor should be

considered. The output signal of the APP sensor is changed to a linear one.
(Refer the paragraph about the faulty APP sensor of "No. D1: Faulty gear shifting".)

No. D5: No Kick-down

Description:
• The engine speeds up but the vehicle speed does not increase when the accelerator pedal is being stepped on

at starting.

Diagnosis Hints:
• When the gear shift is normal, only without kick-down, there is a possibility of a fault with the APP sensor.

Check that the throttle voltage increases linearly in proportion to the throttle opening.
(Refer the paragraph about the faulty APP sensor of "No. D1: Faulty gear shifting".)

7A2-128 DIAGNOSIS (JR405E)

No. E1: No Gear Shift

Description:
• Gear is fixed, such as no shifting the gear from 1st to 2nd, 2nd to 3rd, and 3rd to 4th.
• Sometimes the gear is shifted, and sometimes it is not.

Diagnosis Hints:
• Fixing at same gear speed, a signal error from the accelerator pedal position (APP) sensor or trouble in the AT

main unit are suspected.

Possible Cause:
• Slip of the clutch (low clutch, high clutch and 2-4 brake).

If slip of the clutch is caused, a DTC (gear ratio error) is stored.
• Dropped line pressure.
• Fixing at 3rd gear (fail-safe activated).

Since the gear is fixed at the 3rd position because of the fail-safe function, the "No gear shift" trouble occurs. In
this case, the DTC is memorized.
When TCM stops operation because of faulty TCM ground, the gear is fixed at the 3rd position for a mechanical
reason. In this case, no DTC is memorized.
• Incorrect properties of the throttle opening signal (serial communication) of the APP sensor.
The throttle opening signal (serial communication) of the APP sensor does not change in proportion to the
throttle opening. In this case, fixing at the high or low gear causes a "No Gear Shift" trouble.
• Trouble in the control valve body (faulty operation, sticking, clogged oil passage)

Step Action Yes No
1 Go to Step 2 Go to Step 2
Gear ratio trouble diagnosis.
Travel in the vehicle and apply the following sequence for about
7 seconds or more in each position: Start in the L position (1st)
to 2 position (2nd) to 3 position (3rd) to D position (4th) (to
detect the gear ratio trouble exactly, this process should be
carried out).

2 Are any DTCs stored?

Go to DTC Chart Go to Step 3

3 Is the quantity, contamination and smell of the ATF normal?

If the ATF level is
low, replenish up to
the specified level.

Go to Step 4 If the ATF is
extremely black and
contaminated and
smells burnt, slip of

the clutch is
suspected.
Overhaul the AT

unit.

DIAGNOSIS (JR405E) 7A2-129

Step Action Yes No
4 Go to Step 5
Inspection of inhibitor switch using a Tech 2 or circuit tester. Adjust the inhibitor
When the select lever is operated, is the data displayed in the switch.
Tech 2 correct or the voltage at each position correct?

Inhibitor SW E51 YEL/VIO AB YEL/VIO C94 TCM
P (2) BLK/GRN (2) A2 (P)
R H15 H23
N (2) (1) (3) A17 (3)
D
3 RED/YEL
2 (4)
L
RED/BLK (9) (6) PNK/BLK C95 B2 (2)
Start SW (8) (18) (4) RED/BLK (2) B10 (N)
(25) (7) BLU B11 (D)
BLU (8) (5) RED/YEL (10) B19 (R)
(5) (17) (2) PNK/BLU B21 (L)
(11)
BLK/GRN
(1) (19)

PNK/BLK (21)
(9)

PNK/BLU (1) (38) WHT Key Switch
(6) BLK/WHT
(3) (15) BLK Starter Relay
B WHT ICU (W/ Immobiliser)
(3) (4) (3) Ground (W/O Immobiliser)

BLK/WHT (37) A: 4JJ1
(10) H4 H5 B: 4JH1

(7) BLK

B

A

AB

TCM terminal A2 B19 B10 B11 B17 B2 B21
Position
10 – - - - - - -
P 14.5V - - - -
R 10 – - - - - -
N - 14.5V 10 – - - -
D - 10 – 14.5V 10 – - -
3 - - 14.5V - 14.5V 10 – -
2 - - - 14.5V 10 –
L - - - - - - 14.5V
-
- -

- -

- -

7A2-130 DIAGNOSIS (JR405E)

Step Action Yes No
5
Inspect the output voltage and throttle opening signal of the
accelerator pedal position (APP) sensor using a Tech 2 or circuit
tester.
Is the voltage value in proportion to the throttle opening output?

[4JH1-TC]

APP ECM TCM
C56
(49) A47 (GND)

(38) A35 (Output) C56 RED/WHT C94
(16) A16
(57) A55 (+5V) A26 (28)

(69) A69 (Idle SW)

[4JJ1-TC]

APP Pedal Position Pedal Voltage as Observed
Sensor Position as Observed on the Tech2 (volt)
Pedal at
1 reset on the Tech2 (%)

1 Pedal at full travel 0 0.1-1.2
2 Pedal at reset
2 100 3.8-4.8
3 Pedal at full travel 0 3.8-4.8
3 Pedal at reset
100 0.2-1.2
Pedal at full travel 0 3.8-4.8

100 1.2-2.2

APP1 ECM TCM

APP2 C40 BLK C58 J2-27 (GND) C94
APP3 (4) RED (27) (16) A16
(5) WHT (12) J2-12 (SIG) J2-56 C58 RED/WHT
(10) ORN/BLU (11) J2-11 (+5V) (56)
(3) BLU/ORN (25)
(9) ORN (10) J2-25 (GND)
(8) (9)
BLU/RED (23) J2-10 (SIG)
(7) BLU/WHT (8)
(6) (7) J2-9 (+5V)
(1) BLU
J2-23 (GND)

J2-8 (SIG)

J2-7 (+5V)

Go to Step 6 Repair the defect or
replace.

6 Check the power supply and earth of TCM.
Are the power supply and earth correct?

TCM

Battery A (RED/WHT) B (BLK/YEL) C94
AB (1) A1 (+B)

H4 H4 BLK C95 B5 Check the power
(2) (15) (5) source harness and

BLK

A: 4JJ1 earth harness (bolt
B: 4JH1 tightening to the

Go to Step 7 body).

7 Inspection of speed sensor and turbine sensor.

Have the speed sensor and turbine sensor failed at the same

time? (No DTC is stored at the time of trouble) Repair the defect or

replace. Go to Step 8

DIAGNOSIS (JR405E) 7A2-131

Step Action Yes No

8 Is the stall revolution correct in the positions D, 3, 2 and L? Refer
to the STALL TEST section in this manual.

Go to Step 9 Repair the defect or
replace.

9 Is the line pressure correct? Refer to the LINE PRESSURE Trouble in the AT
TEST section in this manual.

assembly or control Repair the defect or

valve. replace.

7A2-132 DIAGNOSIS (JR405E)

No. E2: Only 4th gear (O/D) is Not Selectable

Description:
• Gear is not shifted up from 3rd to 4th even though the vehicle is accelerating.

Possible Cause:
• Disordered select cable.
• Disordered inhibitor switch.
• ATF thermo sensor detects low oil temperature (4th gear is prohibited temperature less than 10°C {50°F}).
• Clogged oil passage of low clutch duty solenoid.
• Trouble in the control valve body (faulty operation, sticking, clogged oil passage).

Step Action Yes No
1 Go to Step 2
Dislocation or disordering of the select lever. Adjust the select
Does the vehicle move when the brake is released, a position cable.
other than the P position is selected, and the vehicle is pushed?

2 Gear ratio trouble diagnosis.
Travel in the vehicle and apply the following sequence for about 7
seconds or more in each position: Start in the L position (1st) to 2
position (2nd) to 3 position (3rd) to D position (4th). To detect the
gear ratio trouble exactly, this process should be carried out.

Go to Step 3 Go to Step 3

3 Are any DTCs stored?

Go to DTC Chart Go to Step 4

4 Is the quantity, contamination and smell of the ATF normal?

If the ATF level is
low, replenish up to
the specified level.

Go to Step 5 If the ATF is
extremely black and
contaminated and
smells burnt, slip of

the clutch is
suspected.
Overhaul the AT

unit.

DIAGNOSIS (JR405E) 7A2-133

Step Action Yes No
5 Go to Step 6
Inspection of inhibitor switch using a Tech 2 or circuit tester. Adjust the inhibitor
When the select lever is operated, is the data displayed in the switch.
Tech 2 correct or the voltage at each position correct?

Inhibitor SW E51 YEL/VIO AB YEL/VIO C94 TCM
P (2) BLK/GRN (2) A2 (P)
R H15 H23
N (2) (1) (3) A17 (3)
D
3 RED/YEL
2 (4)
L
RED/BLK (9) (6) PNK/BLK C95 B2 (2)
Start SW (8) (18) (4) RED/BLK (2) B10 (N)
(25) (7) BLU B11 (D)
BLU (8) (5) RED/YEL (10) B19 (R)
(5) (17) (2) PNK/BLU B21 (L)
(11)
BLK/GRN
(1) (19)

PNK/BLK (21)
(9)

PNK/BLU (1) (38) WHT Key Switch
(6) BLK/WHT
(3) (15) BLK Starter Relay
B WHT ICU (W/ Immobiliser)
(3) (4) (3) Ground (W/O Immobiliser)

BLK/WHT (37) A: 4JJ1
(10) H4 H5 B: 4JH1

(7) BLK

B

A

AB

TCM terminal A2 B19 B10 B11 B17 B2 B21

Position 10 – - - - - - -
P 14.5V -
R 10 – - - - - -
N - 14.5V -
D 10 – - - - -
3 - - 14.5V -
2 10 – - - 10 –
L - - - 14.5V 14.5V
10 – -
- - - - 14.5V
10 –
- - - - - 14.5V

- - - - - -

6 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 10°C (50°F)?

ATF Term inal BLU AB BLU C95 TCM
Tem p. Assem bly (4) B4 (+)
Sensor H5 H4
E54 (7) (8)
(2)

BLU/BLK BLU/BLK

(8) (16) (3) (14) B14 (-)

A: 4JJ1
B: 4JH1

TCM terminal B4 (Output voltage)

Temperature (deg. C) 1.55
20

40 1.08

60 0.7

80 0.5

100 0.3 Repair the defect or
120 0.2
Go to Step 7 replace.

7 Is the stall revolution correct in the positions D, 3, 2 and L? Refer

the STALL TEST section in this manual. Repair the defect or

Go to Step 8 replace.

8 Is the line pressure correct? Refer the LINE PRESSURE TEST

section in this manual. Trouble in the AT

assembly or control Repair the defect or

valve. replace.

7A2-134 DIAGNOSIS (JR405E)

No. E3: Gear is Shifted from 2nd to 3rd in 2 Position
No. E4: Gear is Shifted from 1st to 2nd in L Position
No. E5: Gear is Shifted from 3rd to 4th in 3 Position

Description:
• Gear is shifted from 2nd to 3rd in 2 position
• Gear is shifted from 1st to 2nd in L position
• Gear is shifted from 3rd to 4th in 3 position

Possible Cause:
• Disordered select cable.
• Disordered inhibitor switch.
• Trouble in the control valve body (faulty operation, sticking, clogged oil passage).

DIAGNOSIS (JR405E) 7A2-135

No. F1: Low Maximum Speed or Poor Acceleration

Description:
• Starting acceleration is poor.
• Acceleration is slow, even though the accelerator pedal is stepped on during the running.

Diagnosis Hints:
• In addition to the low engine output, faulty gear shifting of the AT or fixing at the 3rd position may also be

possible. Therefore, if "maximum speed is low, and acceleration is poor", it should be cleared up whether the
trouble originates from the engine system or the AT system by a running test, inspection of stall revolution, etc.

Possible Cause:
• Clogged air cleaner, out of injection timing, dropped compression pressure, etc.
• Fixing at 3rd position (fail-safe activated).

Since the gear is fixed at the 3rd position because of the fail-safe function, the "Maximum speed is low, and
acceleration is poor" trouble occurs. In this case, the DTC is memorized.
When TCM stops operation because of faulty TCM ground, the gear is fixed at the 3rd position for a mechanical
reason. In this case, no DTC is memorized.
• Disordered inhibitor switch.
• Incorrect properties of the throttle opening signal (serial communication) of accelerator pedal position (APP)
sensor.
The throttle opening signal (serial communication) of the APP sensor does not change in proportion to the
throttle opening. In this case, fixing at the high or low gear causes a "Maximum Speed is Low and Acceleration
is Poor" trouble.
• Slip of the clutch (low clutch, high clutch).
• If slip of the clutch is caused, a DTC (gear ratio error) is stored.
• Dropped line pressure.
• Trouble in the torque converter system (faulty operation).

Step Action Yes No
1 Go to Step 2
Test Drive. Clogged air
Is the gear smoothly shifted in the order of 1st to 2nd, 2nd to 3rd, cleaner, out of
3rd to 4th gear and lock up? injection timing,

dropped
compression
pressure, etc.

2 Gear ratio trouble diagnosis.
Travel in the vehicle and apply the following sequence for about 7
seconds or more in each position: Start in the L position (1st) to 2
position (2nd) to 3 position (3rd) to D position (4th) (to detect the
gear ratio trouble exactly, this process should be carried out)

Go to Step 3 Go to Step 3

3 Are any DTCs stored?

Go to DTC Chart Go to Step 4

7A2-136 DIAGNOSIS (JR405E)

Step Action Yes No

4 Is the quantity, contamination and smell of the ATF normal?

Go to Step 5 If the ATF level is
low, replenish up to
the specified level.

If the ATF is
extremely black and
contaminated and
smells burnt, slip of

the clutch is
suspected.
Overhaul the AT

unit.

5 Inspection of inhibitor switch using a Tech 2 or circuit tester.
When the select lever is operated, is the data displayed in the
Tech 2 correct or the voltage at each position correct?

Inhibitor SW E51 YEL/VIO AB YEL/VIO C94 TCM
P (2) BLK/GRN (2) A2 (P)
R H15 H23
N (2) (1) (3) A17 (3)
D
3 RED/YEL
2 (4)
L
RED/BLK (9) (6) PNK/BLK C95 B2 (2)
Start SW (8) (18) (4) RED/BLK (2) B10 (N)
(25) (7) BLU B11 (D)
BLU (8) (5) RED/YEL (10) B19 (R)
(5) (17) (2) PNK/BLU B21 (L)
(11)
BLK/GRN
(1) (19)

PNK/BLK (21)
(9)

PNK/BLU
(6)

B WHT (1) (38) WHT Key Switch
(3) BLK/WHT
(3) (15) BLK Starter Relay
BLK/WHT ICU (W/ Immobiliser)
(10) (4) (3) Ground (W/O Immobiliser)

(7) BLK (37) A: 4JJ1
H4 H5 B: 4JH1
B

A

AB

TCM terminal A2 B19 B10 B11 B17 B2 B21
Position
10 – - - - - - -
P 14.5V - - -
R 10 – - - - - -
N - 14.5V - - -
D - 10 – - 10 – - -
3 - - 14.5V 14.5V 10 – -
2 - 10 – - 14.5V 10 –
L - - - 14.5V - - 14.5V
-
- - -

- - -

- - -

Go to Step 6 Adjust the inhibitor
switch.

Step Action DIAGNOSIS (JR405E) 7A2-137
6 Yes No
Inspect the output voltage and throttle opening signal of the
accelerator pedal position (APP) sensor using a Tech 2 or circuit
tester.
Is the voltage value in proportion to the throttle opening output?

[4JH1-TC]

APP ECM TCM
C56
(49) A47 (GND)

(38) A35 (Output) C56 RED/WHT C94
(16) A16
(57) A55 (+5V) A26 (28)

(69) A69 (Idle SW)

[4JJ1-TC]

APP Pedal Position Pedal Voltage as Observed
Sensor Position as Observed on the Tech2 (volt)
Pedal at
1 reset on the Tech2 (%)

1 Pedal at full travel 0 0.1-1.2
2 Pedal at reset
2 100 3.8-4.8
3 Pedal at full travel 0 3.8-4.8
3 Pedal at reset
100 0.2-1.2
Pedal at full travel 0 3.8-4.8

100 1.2-2.2

APP1 C40 C58 ECM TCM
(4) (27) C94
APP2 (5) BLK (12) J2-27 (GND) (16) A16
APP3 (10) RED (11)
(3) WHT (25) J2-12 (SIG) J2-56 C58 RED/WHT
(9) ORN/BLU (10) J2-11 (+5V) (56)
(8) BLU/ORN (9)
ORN (23) J2-25 (GND)
(7) (8)
(6) BLU/RED (7) J2-10 (SIG)
(1) BLU/WHT
J2-9 (+5V)
BLU
J2-23 (GND)

J2-8 (SIG)

J2-7 (+5V)

Repair the defect or

Go to Step 7 replace.

7 Check the power supply and earth of TCM.
Are the power supply and earth correct?

TCM

Battery A (RED/WHT) B (BLK/YEL) C94
AB (1) A1 (+B)

H4 H4 BLK C95 B5 Check the power
(2) (15) (5) source harness and
earth harness (bolt
BLK
tightening to the
A: 4JJ1 body).
B: 4JH1

Go to Step 8

8 Is the stall revolution correct in the positions D, 3, 2 and L? Refer
to the STALL TEST section in this manual.

Repair the defect or

Go to Step 9 replace.

9 Is the line pressure correct? Refer to the LINE PRESSURE TEST

section in this manual. Trouble in the AT

assembly or control Repair the defect or

valve. replace.

7A2-138 DIAGNOSIS (JR405E)

No. F2: Engine Races Up During Acceleration (Slip)

Description:
• The engine speeds up but the vehicle speed does not increase when the accelerator pedal is being stepped on

for acceleration during running.

Diagnosis Hints:
• The same causes as "No. C1 - C8: Engine races up (slip) by upshift or downshift" are considered.

When the condition of No. C1-C8 grows worse, symptom of No. F2 results.

No. F3: Noise or Vibration During the Running in R, D, 3, 2 or L Position

Description:
• Noise or vibration is generated in the vicinity of AT during the running.

Diagnosis Hints:
• Cause other than AT can be also considered. Reproduce the running condition using a lift, chassis dynamo, etc.

to investigate the origin of the noise and vibration and assist in diagnosis.
Caution:
Lifting up some units for testing could be dangerous. Ensure adequate safety measures are provided
and carry out the test with sufficient care.

Possible Cause:
Following sources of noise or vibration, other than the AT, can be considered.

• Noise from differential gears.
• Noise from propeller shaft.
• The bearing support in the middle of the propeller shaft has fatigued, and the bend angle of the propeller shaft

has changed, causing vibration at the time of start.
• Unbalanced and poor uniformity of tires causes vibration.

No. F4: Engine Brake Does Not Apply in L Position

Description:
• The engine brake does not apply, allowing the vehicle to run freely when the accelerator pedal is released at low

speed in L position.

Possible Cause:
• Slip of the clutch (low & reverse brake)

If slip of the clutch is caused, a DTC (gear ratio error) is stored.
• Faulty input/output signal system.

Low & reverse brake duty solenoid
• Faulty control valve (faulty operation, sticking).

DIAGNOSIS (JR405E) 7A2-139

No. F5: Engine Stalls Before Vehicle Stops from Running

Description:
• The engine stalls simultaneously with the vehicle when the brake pedal is stepped on to stop the vehicle during

running.
Possible Cause:
• Trouble on the engine system side (fuel injection control, engine speed control, etc.) is considered.
• Refer to "No. B5: Engine stalls when selecting from N position to R, D, 3, 2 or L position".

No. G1: Vehicle Moves in P Position or Parking Gear is Not
Disengaged other than P Position

Description:
• Vehicle moves even though it stops on a slope and P position is selected.
• Vehicle does not move even though a position other than P is selected, and the accelerator pedal is being

stepped on.
Possible Cause:
• Trouble with the parking mechanism (noise or shock may result).
• Disordered selector cable (only when traveling in the P position).
• If the vehicle moves in the N position, follow the procedure of "No. B1: Vehicle runs in N position".

No. G2: Creep Force is Large

Description:
• Vehicle accelerates in the positions D, 3, 2, L, and R, even though the accelerator pedal is not being stepped on.
Possible Cause:
• Too high engine idling speed (not attributable to AT).

7A2-140 DIAGNOSIS (JR405E)

No. G3: Creep Force is Small

Description:
• Vehicle does not move, even though a run position is selected on a flat road during idling.

Diagnosis Hints:
• When the creep force is small in all positions, low engine output is considered. Another possible cause is slip of

the clutch. If the creep is normal only in the R position, operation of the fail-safe function due to trouble in the
electrical system is considered.

Possible Cause:
• Slip of the clutch (low clutch).

If slip of the clutch is caused, a DTC (gear ratio error) is stored.
• Low engine output (low idling speed, out of injection timing, lowered compression pressure, etc.).
• Shortage or faulty quality of ATF.
• Disconnection or short circuit of solenoid valve output.
• Clogged oil passage of solenoid valve output.
• Faulty ground return line in AT assembly.

If the ground return line earth is faulty, clutch pressure may decrease causing slip of the clutch.
• Trouble in the torque converter system (faulty operation).

Step Action Yes No

1 Gear ratio trouble diagnosis. Go to Step 2 Go to Step 2
Travel in the vehicle and apply the following sequence for Go to DTC Chart Go to Step 3
about 7 seconds or more in each position: Start in the L If the ATF level is low,
position (1st) to 2 position (2nd) to 3 position (3rd) to D replenish up to the
position (4th) (to detect the gear ratio trouble exactly, this specified level.
process should be carried out)

2 Are any DTCs stored?

3 Is the quantity, contamination and smell of the ATF normal?

Go to Step 4 If the ATF is extremely
black and

contaminated and
smells burnt, slip of the

clutch is suspected.
Overhaul the AT unit.

4 Are the idling speed and other engine systems normal?

Repair the defect or

Go to Step 5 replace.

5 Is the stall revolution normal in the positions D, 3, 2 and L?

Refer to the STALL TEST section in this manual. Repair the defect or

Go to Step 6 replace.

6 Is the line pressure normal? Refer to the LINE PRESSURE Trouble in the AT
TEST section in this manual. assembly or control
Repair the defect or

valve. replace.

DIAGNOSIS (JR405E) 7A2-141

No. G4: Large Noise During Idling with the Vehicle in Stop State

Description:
• The transmission is noisy during idling speed in all positions.

Diagnosis Hints:
• Causes such as the solenoid operating sound or a faulty oil pump are considered.
• Distinguishing 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 other than the AT may be generated around the engine, and should be checked

carefully.
Note:
When the noise is generated only at the time of a gear shift, it may be the sound of ATF flowing 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 components. If the sound varies depending on the vehicle speed, it may
be the gear noise of the output system, or the gear noise of the input system or a faulty torque
converter.
In all cases, 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 lock-up clutch facing or insufficient engagement due to dropped working pressure are

considered. Trouble diagnosis flow is the same as "No. I1: No lock-up".
Note:
When the lock-up clutch facing 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:
• A large shock is felt at lock-up.
• Lock-up point is excessively high or low.

Diagnosis Hints:
• Incorrect properties of the input sensor or faulty lock-up piston pressure system are considered.
• Trouble diagnosis flow is the same as "No. I1: No lock-up".

7A2-142 DIAGNOSIS (JR405E)

No. I1: No Lock-up

Description:
• Lock-up is not performed in spite of the lock-up control conditions being satisfied.

Diagnosis:
• Lock-up 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 sent correctly, causing no lock-up, clogged lock-up solenoid oil

passage or malfunction of the lock-up piston may be considered.
• Even with the lock-up area, the output signal to the lock-up solenoid is not sent, a fault of the ATF thermo sensor

controlling the lockup may be considered. (Lock-up is not operated at ATF temperature less than 20°C {68°F}.)
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 20°C {68°F}.).
• 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 Is the quantity, contamination and smell of the ATF normal?

If the ATF level is
low, replenish up to
the specified level.

Go to Step 3 If the ATF is
extremely black and
contaminated and
smells burnt, slip of

the clutch is
suspected.
Overhaul the AT

unit.

Step Action DIAGNOSIS (JR405E) 7A2-143
3 Yes No
Inspection of electrical or mechanical fault.
When the ATF oil temperature is above 20°C (68°F) and the
vehicle speed is 80 km/h (50 mph), check if the ON signal is
issued to the lock-up solenoid by using the Tech 2 or circuit
tester?

Control Valve Terminal AB TCM
Lock-up Solenoid Assembly H5 H4 B17
(24) (14)
E54 BLK BLK C95
(4) (17)

Line Pressure Solenoid

VIO (4) (6) VIO
(6) (23) B23

A: 4JJ1 Clogged oil
B: 4JH1 passage of lock-up
solenoid or faulty
TCM terminal B17 operation of lock-
Lock-up
Approx. 2.2 - 9.0V (AC range) up piston. Go to Step 4
At lock-up Approx. 1.0 – 2.0V (AC range)

At unlock-up

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 10°C (50°F)?

ATF Term inal BLU AB BLU C95 TCM
Assem bly (4) B4 (+)
Tem p. H5 H4
Sensor E54 (7) (8)
(2)

BLU/BLK BLU/BLK

(8) (16) (3) (14) B14 (-)

A: 4JJ1
B: 4JH1

TCM terminal B4 (Output voltage)

Temperature (deg. C) 1.55 Monitor the electric
20 1.08
40 0.7 system input
60 0.5
80 0.3 sensor signal and
100 0.2
120 find a signal Repair the defect or

causing no lockup. replace.

7A2-144 DIAGNOSIS (JR405E)

No. J1: Oil Leaks from Breather

Description:
• Oil leaks from breather.

Possible Cause:
• The ATF quantity is excessive.

No. J2: Oil Leaks Between Engine and Converter Housing
No. J3: Oil Leaks Between Converter Housing and Main Case
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 the clutch.

If slip of the 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.

DIAGNOSIS (JR405E) 7A2-145

No. Z2: Mode Lamp (Power Drive or 3rd Start) Does Not Light Up
When The Power Mode or 3rd Start Mode is Turned On

Description:
• The mode lamp on the instrument panel does not light up though the power mode or 3rd start mode is turned on

with the ignition switch in ON position.

Possible Cause:
• Faulty mode select switch is considered.
• Bulb burn out.

No. Z3: Mode Lamp (Power Drive or 3rd Start) Lights Up When
The Power Mode or 3rd Start Mode is Turned Off

Description:
• The mode lamp on the instrument panel lights up though the power mode or 3rd start mode is turned off with the

ignition switch in ON position.

Possible Cause:
• Faulty mode select switch is considered.

No. Z4: Oil Temperature Warning Lamp Lights up

Description:
• Sometimes, the oil temperature warning lamp lights up.

Possible Cause:
• When the vehicle is stuck in the mud or continues to accelerate under overload, and ATF temperature exceeds

145 °C (293°F), the oil temperature warning lamp lights up.
• If the oil temperature warning lamp lights up under usual service condition, following causes are considered.
• ATF level has increased for some fault.

Refer to "No. Z1: Transmission overheat".
• Lights up due to error of the ATF oil thermo sensor.

No. Z5: Select Lever Feeling is Faulty.

Description:
• Select lever feeling is faulty.

Possible Cause:
• Disordered select cable.
• Disordered select lever.
• Faulty Manual plate.

7A2-146 DIAGNOSIS (JR405E)

No. Z6: Poor Fuel Consumption

Description:
• Poor fuel consumption.

Diagnosis Hints:
• The same causes as "No. C1 - C8: Engine races up (slip) by upshift or downshift" are considered.

No. Z7: Pattern Select Switch is Faulty

Description:
• Shift pattern does not change even though the pattern select switch is turned on.

Possible Cause:
• A faulty mode select switch is considered.

No. Z8: Oil is Splashed During the Running

Description:
• Oil is splashed during running.

Possible Cause:
• ATF quantity is too high.

No. Z9: Abnormal Smell

Description:
• Abnormal smell.

Diagnosis Hints:
• A trouble in the AT main unit.

No. Z10: ATF Quantity is Low or High

Description:
• Oil quantity is low or high.

Possible Cause:
• If the oil level is high.

ATF temperature is low when ATF quantity is checked.
• If the oil level is low.

An ATF leak is considered. Check the AT main unit and cooler circuit.

DIAGNOSIS (JR405E) 7A2-147

No. Z11: Abnormal Oil Pressure

Description:
• Oil pressure is low or high.

Possible Cause:
• Line pressure solenoid electrical and hydraulic circuit may have a problem such as wire disconnection, clogged

circuit or valve stuck.
• If oil pressure is low, a faulty oil pump is considered.

7A2-148 DIAGNOSIS (JR405E)

Stall Test

CAUTION:
Because A/T may break down, do not perform the stall test continuously.

Procedure
1. Chock the four wheels.
2. Warm up the engine.
3. Fully apply the parking brake.
4. Step down strongly on the brake pedal with your left foot.

(Keep this state until the test is complete.)
5. Start the engine.
6. Turn off the A/C.
7. Shift into the “D” position. Step all the way down on the

accelerator pedal with your right foot. Quickly record the
highest speed as soon as the engine speed gets stabilized.
*Finish this procedure in 5 seconds, or the automatic
transmission may be broken.
8. Shift into the “N” position and maintain the engine idling
condition for more than 1 minute.

Stall Speed
Standard: 2220 ± 150 rpm [4JH1-TC] *

2050 ± 150 rpm [4JJ1-TC] *
* Ambient temperature to be between roughly
10°C (50°F) and 40°C (104°F)

Evaluation
1. If the stall speed is higher than the standard value in all

positions.
• Low line pressure.

• Abraded oil pump.

• Faulty operation of the low clutch.

• Adjustment error of or faulty inhibitor switch.

• ATF leaking from the oil pump, control valve, or
transmission case.

• Fixed pressure regulator valve and pilot valve.

2. If the stall speed is higher than the standard value in
the positions D, 3, 2 and L positions.
• Slip of the low clutch.

• Slip of the low one-way clutch.

3. If the stall speed is higher than the standard value in R
position.
• Slip of the low & reverse brake.

• Slip of the reverse clutch.

4. If the stall speed is lower than the standard value in all
positions.
• Slip of the one-way clutch (in torque converter).

• Faulty engine.

DIAGNOSIS (JR405E) 7A2-149

Line Pressure Test

Procedure

1. Chock the four wheels.
2. Warm up the engine.
3. Fully apply the parking brake.
4. Step down strongly on the brake pedal with your left foot.

(Keep this state until the test is completed.)
5. Start the engine.
6. Shift into the “D” position. Step all the way down on the

accelerator pedal with your right foot. Quickly record the oil
pressure as soon as the engine speed gets stabilized.
*Finish this procedure in 5 seconds, or the automatic
transmission may be broken.

7. Shift into the “N” position and maintain the engine idling
condition for more than 1 minute.

The above test (6 and 7) is similarly operated in “3”, “2”, “L”
and “R” position.

Line Pressure Engine Speed Line Pressure (kPa)
Standard: Idling 350 – 480
Stall
Position Idling 1050 – 1250
D, 3, 2 or L Stall 450 – 650

R 1400 – 1630

Evaluation

1. If the line pressure is lower than the standard value at
idling in all positions.
• Abraded oil pump.

• Faulty operation of each solenoid.

• Sticking of the pressure regulator valve or pilot valve.

• Fatigued pressure regulator valve or pilot valve spring.

• ATF leaking from the oil strainer, oil pump, pressure
regulator valve, torque converter relief valve or pressure
relief valve.

2. If the line pressure is lower than the standard value at
idling in the positions D, 3, 2 and L.
• ATF leaking from the low clutch hydraulic circuit.

3. If the line pressure is lower than the standard value at
idling in R position.
• ATF leaking from the reverse hydraulic circuit.

• ATF leaking from the low and reverse brake hydraulic
circuit.

7A2-150 DIAGNOSIS (JR405E)

4. If the line pressure is lower than the standard value at
idling in L and R positions.
• ATF leaking from the low and reverse brake hydraulic
circuit.

5. If the line pressure is higher than the standard value at
idling in all positions.
• Throttle opening signal reception error.
• Faulty oil temperature sensor.
• Faulty operation of low clutch solenoid.
• Sticking pilot valve.
• Sticking pressure regulator valve or plug.

6. If the line pressure is lower than the standard value at
stall speed in all positions.
• Throttle opening signal reception error.
• Faulty operation of line pressure solenoid.
• Faulty operation of low clutch solenoid.
• Sticking pilot valve.
• Sticking pressure regulator valve or plug.

1. Oil Cooler Out

2. R Position Line Pressure Detection Port
(Low & Reverse Brake Pressure Detection Port)

3. D, 3, 2 & L Position Line Pressure Detection Port
(Low Clutch Pressure Detection Port)

4. Oil Cooler In

Time Lag Test DIAGNOSIS (JR405E) 7A2-151

Procedure
1. Chock the four wheels.
2. Warm up the engine.
3. Apply the parking brake.
4. Step on the foot brake fully.
5. Set the select lever from N to D or N to R position.
6. Record the time from when moving the select button until

feeling the shock.

Time Lag
Standard:
N to D Position: Below 0.7 Seconds
N to R Position: Below 1.2 Seconds

Evaluation
1. If the time lag is out of the standard value range when

shifting N to D position.
• Forward position line pressure is low.
• Slip of the low clutch.
• Slip of the low one-way clutch.
• Trouble in the control valve body (faulty operation,

sticking, clogged oil passage).
• Faulty low clutch duty solenoid operation.
• Shortage or faulty quality of the ATF.
2. If the time lag is out of the standard value range when
shifting N to R position.
• Reverse position line pressure is low.
• Slip of the low & reverse brake.
• Slip of the reverse clutch.
• Trouble in the control valve body (faulty operation,

sticking, clogged oil passage).
• Faulty low & reverse brake duty solenoid operation.
• Shortage or faulty quality of the ATF.

7A2-152 DIAGNOSIS (JR405E)

Test Drive

NOTE:
Perform the test at the normal operation ATF temperature
50 - 80°C (122 – 176°F).
Drive the vehicle on level ground so as not to change to
up and down hill control.

1. D position test in Normal and Power shift pattern.
1) Shift into the D position and hold the accelerator pedal
constant at the 50% and 100% accelerator pedal
position.
2) 1-2, 2-3, 3-4 and lock-up, upshift should take place, and
shift points should match those shown in the diagram.
3) Also check to see that downshift is made from 4-3, 3-2
and 2-1 downshift point is within the limits shown in the
diagram.

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

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

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