CONTINUOUSLY VARIABLE TRANSAXLE SYSTEM, Diagnostic DTC:P0746, P0776, P2714, P2757, P2829

DTC Code DTC Name
P0746 Pressure Control Solenoid "A" Performance (Shift Solenoid Valve DS1)
P0776 Pressure Control Solenoid "B" Performance (Shift Solenoid Valve DS2)
P2714 Pressure Control Solenoid "D" Performance (Shift Solenoid Valve SLT)
P2757 Torque Converter Clutch Pressure Control Solenoid Control Circuit Performance (Shift Solenoid Valve DSU)
P2829 Pressure Control Solenoid "K" Performance (Shift Solenoid Valve SLS)

DESCRIPTION

The ECM uses each solenoid to perform gear ratio changes, and control belt clamping pressure, line pressure, and lock-up.

Shift solenoid valves DS1 and DS2 control gear ratio changes. Shift solenoid valve SLS controls belt clamping pressure. Shift solenoid valve SLT controls line pressure. Shift solenoid valve DSU controls lock-up.

DTC Code

DTC Detection Condition


  1. Diagnosis Condition

  2. Malfunction Status

  3. Malfunction Time

  4. Other

 Trouble Area
P0746

  1. The vehicle is accelerating.

  2. Up-shift is not possible. The actual gear ratio is higher than the target.

  3. 2 seconds

  4. 2 trip detection logic

 Continuously variable transaxle assembly

  1. The vehicle is decelerating or stopped.

  2. Down-shift is not possible. The actual gear ratio is lower than the target.

  3. 1 second

  4. 2 trip detection logic

  1. The vehicle speed is constant at a speed of 65 km/h (40 mph) or more and the target gear ratio is the lowest possible gear ratio.

  2. The actual gear ratio is higher than the target.

  3. 1 second

  4. 2 trip detection logic

  1. The lock-up signal is on.

  2. The difference between the engine speed (NE) and input turbine speed (NT) is large.

  3. 1 second

  4. 2 trip detection logic
P0776

  1. The vehicle is accelerating.

  2. Up-shift is not possible. The actual gear ratio is higher than the target.

  3. 2 seconds

  4. 2 trip detection logic

 Continuously variable transaxle assembly

  1. The vehicle is decelerating or stopped.

  2. Down-shift is not possible. The actual gear ratio is lower than the target.

  3. 1 second

  4. 2 trip detection logic

  1. The vehicle speed is constant at a speed of 65 km/h (40 mph) or more and the target gear ratio is the lowest possible gear ratio.

  2. The actual gear ratio is higher than the target.

  3. 1 second

  4. 2 trip detection logic

  1. The lock-up signal is on.

  2. The difference between the engine speed (NE) and input turbine speed (NT) is large.

  3. 1 second

  4. 2 trip detection logic
P2714

  1. The vehicle is accelerating.

  2. Up-shift is not possible. The actual gear ratio is higher than the target.

  3. 2 seconds

  4. 2 trip detection logic

 Continuously variable transaxle assembly

  1. The vehicle speed is constant at a speed of 65 km/h (40 mph) or more and the target gear ratio is the lowest possible gear ratio.

  2. The actual gear ratio is higher than the target.

  3. 1 second

  4. 2 trip detection logic

  1. The vehicle is accelerating from a stop (before the vehicle speed exceeds 8 km/h (5 mph))

  2. The gear ratio is higher than the threshold.

  3. 0.2 seconds

  4. 2 trip detection logic
P2757

  1. The lock-up signal is on.

  2. The difference between the engine speed (NE) and input turbine speed (NT) is large.

  3. 1 second

  4. 2 trip detection logic

 Continuously variable transaxle assembly

  1. The lock-up signal is off.

  2. The difference between the engine speed (NE) and input turbine speed (NT) is small.

  3. 1 second

  4. 2 trip detection logic
P2829

  1. The vehicle speed is constant at a speed of 65 km/h (40 mph) or more and the target gear ratio is the lowest possible gear ratio.

  2. The actual gear ratio is higher than the target.

  3. 1 second

  4. 2 trip detection logic

 Continuously variable transaxle assembly

  1. The vehicle is accelerating from a stop (before the vehicle speed exceeds 8 km/h (5 mph))

  2. The gear ratio is higher than the threshold.

  3. 0.2 seconds

  4. 2 trip detection logic

MONITOR DESCRIPTION

The ECM compares the actual gear ratio with the target gear ratio. When the actual gear ratio and target gear ratio are different, the ECM detects the problem, illuminates the MIL and stores the DTC.

When lock-up control (on/off) is performed with the torque converter clutch, the ECM compares the input turbine speed (NT) and engine speed (NE) to detect mechanical problems inside shift solenoid valve DSU. When the speeds are different than expected, the ECM detects the problem, illuminates the MIL and stores the DTC.

INSPECTION PROCEDURE

PROCEDURE


  1. CHECK DTC OUTPUT (IN ADDITION TO DTC P0746, P0776, P2714, P2757 AND P2829)


    1. Connect the intelligent tester to the DLC3.

    2. Turn the ignition switch to ON.

    3. Turn the intelligent tester on.

    4. Enter the following menus: Powertrain / Engine and ECT / DTC.

    5. Read the DTCs using the tester.

      Result
      Result Proceed to
      Only P0746, P0776, P2714, P2757 and/or P2829 is output A
      P0746, P0776, P2714, P2757 and/or P2829 and other DTCs are output B

      Tech Tips

      If any other DTCs besides P0746, P0776, P2714, P2757 or P2829 are output, perform troubleshooting for those DTCs first.


    B

    GO TO DTC CHART Click here

    A

  2. REPLACE CONTINUOUSLY VARIABLE TRANSAXLE ASSEMBLY


    1. Replace the continuously variable transaxle assembly Click here.


    NEXT

  3. PERFORM INITIALIZATION

    Note


    • Performing reset memory will clear the learned values of both the yaw rate sensor (deceleration sensor 0 point calibration) and CVT oil pressure (CVT oil pressure calibration). Make sure to perform reset memory, yaw rate sensor 0 point calibration and CVT oil pressure calibration when replacing any of the parts shown in the following table:

      Replaced Part

      • Continuously variable transaxle assembly

      • ECM

      • Oil pressure sensor

      • Yaw rate sensor

    • After performing reset memory, always perform yaw rate sensor (deceleration sensor 0 point) calibration first, and then CVT oil pressure calibration.

    • Always perform 0 point calibration with the vehicle on level ground.

    • Do not shake or vibrate the vehicle during 0 point calibration.


    1. Using the intelligent tester, perform reset memory, deceleration sensor 0 point calibration and CVT oil pressure calibration Click here.

    2. Check that no DTC is stored.


    NEXT

    END