NO.18 EXCESSIVE SHIFT SHOCK IS FELT WHEN UPSHIFTING AND DOWNSHIFTING [FS5A-EL]

id050308804600

18

Excessive shift shock is felt when upshifting and downshifting
DESCRIPTION
•  Excessive shift shock is felt when depressing accelerator pedal to accelerate at upshifting.
•  During cruising, excessive shift shock is felt when depressing accelerator pedal at downshifting.
POSSIBLE CAUSE
•  Shift shock may worsen when the fail-safe is operating. The shift shock has worsened if the APP sensor, input/turbine speed sensor, or VSS signal malfunctions.
1.  Clutch slippage, burnt (Forward clutch, 2–4 brake band, 3–4 clutch)
•  Line pressure low, high
•  Shift solenoid D malfunction
•  Shift solenoid E malfunction
•  Shift solenoid A malfunction
•  Shift solenoid B malfunction
•  Shift solenoid C malfunction
•  Pressure control solenoid B malfunction
•  Pressure control solenoid A malfunction
•  Control valve body malfunction
•  Body GND malfunction
2.  Signal malfunction
•  TFT sensor malfunction
•  VSS malfunction
•  Sensor GND malfunction
•  APP sensor malfunction
•  Input/turbine speed sensor malfunction
3.  Poor hydraulic operation (Malfunction in range change)
•  Oil pressure switch malfunction
•  Forward accumulator malfunction
•  Servo apply accumulator malfunction
4.  Engine mounts installation
•  Loose attaching bolts
•  Worn parts
Note
•  Before following the troubleshooting steps, make sure that the Automatic Transaxle On-Board Diagnostic and Automatic Transaxle Basic Inspection are conducted. (See ON-BOARD DIAGNOSTIC SYSTEM DTC INSPECTION [FS5A-EL].) (See BASIC INSPECTION [FS5A-EL].)

Diagnostic procedure

STEP

INSPECTION

ACTION
1
Inspect the engine mounts for loose tightening bolts or worn parts.
Are all engine mounts normal?
Yes
Go to the next step.
No
Readjust, retighten or replace the engine mounts.
2
Perform the stall test.
(See MECHANICAL SYSTEM TEST [FS5A-EL].)
Is the stall speed normal?
Yes
Go to the next step.
No
Repair or replace any malfunctioning parts according to the inspection result.
3
Inspect the value at the following PCM PID using the M-MDS.
(See ON-BOARD DIAGNOSTIC TEST [MZR 1.8, MZR 2.0, MZR 2.5].)
(See ON-BOARD DIAGNOSTIC TEST [MZR 2.0 DISI].)
•  APP
Is the PID value normal?
(See PCM INSPECTION [MZR 1.8, MZR 2.0, MZR 2.5].)
(See PCM INSPECTION [MZR 2.0 DISI].)
Yes
Go to the next step.
No
Repair or replace any malfunctioning parts according to the inspection result.
4
Disconnect the TCM connector.
Is the resistance between the ground terminal at the TCM connector and the body ground less than 5.0 ohms?
Yes
Go to the next step.
No
Repair or replace the wiring harness for a possible open circuit.
Reconnect the TCM connector.
5
Inspect the value at the following TCM PID using the M-MDS.
(See ON-BOARD DIAGNOSTIC SYSTEM PID/DATA MONITOR INSPECTION [FS5A-EL].)
•  LPS
Is the PID value normal?
Yes
Overhaul the control valve body and repair or replace any malfunctioning parts.
(See Automatic Transaxle Workshop Manual FS5A-EL.)
If any problem remains, overhaul the transaxle and repair or replace any malfunctioning parts.
(See Automatic Transaxle Workshop Manual FS5A-EL.)
No
Repair or replace any malfunctioning parts according to the inspection result.
6
•  Verify the test results.
―  If normal, return to the diagnostic index to service any additional symptoms.
―  If the malfunction remains, inspect the related Service Information and perform repair or diagnosis.
•  If the vehicle is repaired, troubleshooting is completed.
•  If the vehicle is not repaired or additional diagnostic information is not available, replace the TCM.