P2757

DTC P2757 Torque Converter Clutch Pressure Control Solenoid Performance (Shift Solenoid Valve SLU)

DESCRIPTION
The ECM uses the signals from the throttle position sensor, Air-flow meter, turbine (input) speed sensor, output speed sensor and crankshaft position sensor to monitor the engagement condition of the lock-up clutch.





Then the ECM compares the engagement condition of the lock-up clutch with the lock-up schedule in the ECM memory to detect a mechanical problems of the shift solenoid valve SLU, valve body and torque converter clutch.

P2757:

MONITOR DESCRIPTION
Torque converter lock-up is controlled by the ECM based on the turbine (input) speed sensor NT, output speed sensor SP2, engine rpm, engine load, engine temperature, vehicle speed, transmission temperature, and gear selection. The ECM determines the lock-up status of the torque converter by comparing the engine rpm (NE) to the input turbine rpm (NT). The ECM calculates the actual transmission gear by comparing input turbine rpm (NT) to output shaft rpm (SP2). When conditions are appropriate, the ECM requests "lock-up" by applying control voltage to the shift solenoid SLU. When the SLU is turned on, it applies pressure to the lock-up relay valve and locks the torque converter clutch.

If the ECM detects no lock-up after lock-up has been requested or if it detects lock-up when it is not requested, the ECM interprets this as a fault in the shift solenoid valve SLU or lock-up system performance.

The ECM will turn on the MIL and store the DTC.

Example:
When any of the following is met, the system judges it as a malfunction.
^ There is a difference in rotation between the input side (engine speed) and output side (input turbine speed) of the torque converter when the ECM commands lock-up.
(Engine speed is at least 70 rpm greater than input turbine speed.)
^ There is no difference in rotation between the input side (engine speed) and output side (input turbine speed) of the torque converter when the ECM commands lock-up off.
(The difference between engine speed and input turbine speed is less than 20 rpm.)

MONITOR STRATEGY





TYPICAL ENABLING CONDITIONS

Part 1:

Part 2:

TYPICAL MALFUNCTION THRESHOLDS





COMPONENT OPERATING RANGE





INSPECTION PROCEDURE
1. ACTIVE TEST

HINT:
Performing the ACTIVE TEST using the intelligent tester allows the relay, VSV, actuator and so on to operate without parts removal. Performing the ACTIVE TEST as the first step of troubleshooting is one method to shorten labor time.
It is possible to display the DATA LIST during the ACTIVE TEST.

(a) Warm up the engine.
(b) Turn the engine switch off.
(c) Connect the intelligent tester together with the CAN VIM (controller area network vehicle interface module) to the DLC3.
(d) Turn the engine switch on (IG).
(e) Turn on the tester.
(f) Select the item "DIAGNOSIS / OBD/MOBD / ECT / ACTIVE TEST".
(g) According to the display on the tester, perform the "ACTIVE TEST".





HINT:
^ This test can be conducted when the vehicle speed is 58 km/h (36 mph) or more.
^ This test can be conducted with the 5th or 6th gear.

(h) Lightly depress the accelerator pedal and check that the engine speed does not change abruptly.





HINT:
^ When changing the accelerator pedal opening angle while driving, if the engine speed does not change, lock-up is on.
^ Slowly release, but not fully, the accelerator pedal in order to decelerate. (Fully releasing the pedal will close the throttle valve and lock-up may be turned off automatically.)

Step 1(Part 1):

Steps 1(Part 2)-4(Part 1):

Step 4(Part 2):