Discussion

New software has been released to address the following:

**On NS/GS models:**

1. Reduces a shudder condition that may be experienced during a light to moderate throttle 1-2 upshift with -1 C (30 F) degree fluid temperature or higher. This condition can be experienced more frequently as the fluid becomes hotter. **Replacement of 2-4 clutch components listed in TSB 21-11-96 Rev. A, should not be required.**

2. Reduces a shudder condition that may be experienced during a 2-3 upshift just after a 3-2 or 4-2 kick-down.

All models:

1. Be more tolerant of intermittent conditions that may cause MIL illumination, limp-in or DTC generation. Following is a list of symptom/conditions made more fault tolerant:

A. Begins in 2nd gear **(super cold shift schedule)** and does not shift until after a few minutes of driving. Possibly caused by **an intermittent** thermistor circuit fault.

A thermistor circuit that is in range electrically but falsely showing a temperature that is very cold, or very hot will cause the TCM to use modified shift schedules based on the temperature (ie. extreme cold - only 2nd gear and reverse, supercold - delayed shifts etc., or overheat - delayed shifts etc.). **It is important to note that the thermistor, input speed, and output speed sensors share a common ground. Problems in one circuit may affect the others.**

DTC 74 - CALCULATED TEMPERATURE IN USE may or may not be set. The new software will ignore the thermistor reading if not close to the calculated oil temperature at start-up.

The "TRANS TEMP DEG" and "TRANS TEMP STATE" seen on the DRB Ill may be derived from either the thermistor value or calculated oil temperature depending on fault or no fault conditions. To read the thermistor value for diagnostic purposes, use "TRANS TEMP VOLTAGE" on the DRB III with the engine running. This will give the actual thermistor value in volts and can be used to decide if the thermistor circuit is at fault. If the thermistor circuit is out of range, always check to make sure the electrical connections are corrosion/contamination free when performing diagnostics.

B. All PRNDL lights on with or without DTC 28 - CHECK SHIFTER SIGNAL. Possibly caused by a TRS circuit fault.

C. When shifter is moved between the 2/3 or L positions, transaxle stays in original position until driver shifts to OD/D or to N then back to OD/D. Possibly caused by a TRS circuit fault.

D. Intermittent limp-in (stuck in second gear) with pressure switch, speed sensor, or gear ratio DTC's. The new software will set the DTC when the fault is identified, but will not cause a limp-in condition until the fault has occurred several times.

2. Improves the shift schedule while towing in hilly conditions. The driver may describe this condition as being in the wrong gear or delayed upshifts after cresting a hill.

3. Includes capability to set new/improved DTC's (ie. DTC 76 - POWER UP AT SPEED etc.) and make use of the latest diagnostic tests listed in the 41TE/AE diagnostic manual (p/n 81-699-97148) and 42LE diagnostic manual (pin 81-699-97031).

On FJ 2.0L (non turbo) models:

1. Uses the 97 shift schedules on 96 model vehicles. Enhances mid throttle performance.

On 96/97 3.5L LH models:

1. Reduces engine surge during full EMCC application by raising its application from 41 mph to 47 mph.

NOTE:
VEHICLES THAT EXHIBIT THIS CONDITION MUST HAVE THE POWERTRAIN CONTROL MODULE FLASHED. **SEE TSB 18-15-98 FOR 96197 3.5L LH LIGHT SURGE BETWEEN 42 AND 50 MPH FOR MORE DETAILS.**