ON-BOARD DIAGNOSTIC SYSTEM MALFUNCTION DETECTION FUNCTION [TCM (GW6A-EL, GW6AX-EL)]

id0502o9280100

Purpose/Function

Construction/Operation

DTC 7-digit code definition

•  When related systems or components have failed, the CM stores the DTC of the malfunctioning part in the CM memory, and allows for the retrieval of the store data using scanning tool when necessary. The DTCs are indicated using seven digits. Each digit indicates the following.

am3uun00001750

DTC table

DTC separate detection condition

DTC No.	Description	Detection condition
P0218:00	Automatic transaxle protection control	•  Under the following conditions, the ATF temperature is 135 °C {275 °F} or more for 10 s: ―  Engine is running. ―  TFT sensor related DTC is not recorded.
P0500:00	Vehicle speed signal circuit malfunction	•  Under the following conditions, the vehicle speed signal input from DSC HU/CM is incorrect: ―  Engine is running. ―  The vehicle is driven in D position or R position. ―  Output shaft speed sensor related DTC is not recorded ―  There is correlation between output shaft speed sensor speed and turbine/input shaft speed sensor speed.
P0666:00	ECU internal temperature sensor circuit malfunction	•  Under the following condition, there is malfunction in circuit of ECU internal temperature sensor: ―  Battery voltage is 8 V or more.
P0667:00	ECU internal temperature sensor/performance problem	•  Under the following conditions, the difference between ECU internal temperatures of three ECU internal temperature sensors are 15 °C {59 °F} or more: ―  Engine is running. ―  Soaked for 6 hours or more. ―  No malfunction in ECU internal temperature sensor circuit
P06B8:00	NVRAM malfunction	•  Under the following condition, TCM internal NVRAM data retention/read/write disabled: ―  Battery voltage is 8 V or more.
P0706:00	Transaxle range sensor range/performance problem	•  Under the following condition, pattern identification error in switch condition of transaxle range sensors 1 to 4: ―  Battery voltage is 8 V or more.
P0707:00	Transaxle range sensor circuit low input	•  Under the following condition, incorrect voltage in any one of transaxle range sensors 1 to 4: ―  Battery voltage is 8 V or more.
P0708:00	Transaxle range sensor circuit high input	•  Under the following condition, incorrect voltage in any one of transaxle range sensors 1 to 4: ―  Battery voltage is 8 V or more.
P0711:00	TFT sensor range/performance problem	•  Under the following conditions, the ATF temperature is 20 °C {68 °F} or less: ―  Certain period has elapsed since engine start. ―  ECU internal temperature sensor related DTC is not recorded. ―  Soaked for 6 hours or more. ―  The ECU internal temperature is the specified temperature or more. ―  The vehicle is driven at the specified speed or more. •  Under the following conditions, the ATF temperature is 120 °C {248 °F} or more: ―  Certain period has elapsed since engine start. ―  ECU internal temperature sensor related DTC is not recorded. ―  Soaked for 6 hours or more. ―  The ECU internal temperature is the specified temperature or less.
P0712:00	TFT sensor circuit low input	•  Under the following condition, the TFT sensor voltage is 0.12 V or less for 5 s: ―  Battery voltage is 8 V or more.
P0713:00	TFT sensor circuit high input	•  Under the following conditions, the ATF temperature is −40 °C {−40 °F} or less: ―  Battery voltage is 8 V or more. ―  The ECU internal temperature is the specified temperature or more. ―  ECU internal temperature sensor related DTC is not recorded.
P0715:00	Turbine/input shaft speed sensor/sensor output range malfunction	•  Under the following conditions, the difference between engine speed signal and turbine/input shaft speed signal is 400 rpm or more for 1 s: ―  Engine is running. ―  Turbine/input shaft speed sensor is 9,000 rpm or less. ―  The gear shift position is in the neutral condition.
P0716:00	Turbine/input shaft speed sensor range/performance problem	•  Under the following condition, the turbine/input shaft speed is 9,000 rpm or more for 1 s: ―  Battery voltage is 8 V or more.
P0717:00	Open circuit in turbine/input shaft speed sensor circuit	•  Under the following conditions, the turbine/input shaft speed sensor signal is not input for 1 s: ―  Engine is running. ―  Vehicle speed signal related DTC is not recorded. ―  Vehicle speed is 16 km/h {9.9 mph} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  DTC U0121:00 is not recorded.
P0720:00	Output shaft speed sensor range/performance problem	•   Under the following conditions, there is difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal: ―  Engine is running. ―  The vehicle is driven at the specified speed or more. ―  Vehicle speed signal related DTC is not recorded. ―  There is no difference between vehicle speed signal from DSC HU/CM and turbine/input shaft speed sensor signal. ―  DTC P0721:00 and P0722:00 are not recorded.
P0721:00	Output shaft speed sensor/sensor output range malfunction	•  Under the following condition, the output shaft speed is 13,560 rpm or more in forward or 2,000 rpm or more in reverse for a continuous 1 s: ―  Battery voltage is 8 V or more.
P0722:00	Open circuit in output shaft speed sensor circuit	•  Under the following conditions, the output shaft speed sensor signal is not input: ―  Engine is running. ―  Vehicle speed signal related DTC is not recorded. ―  The vehicle is driven at the specified speed or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  DTC U0121:00 is not recorded.
P0729:00	6GR incorrect ratio	•  In D position, 6GR, the following phenomenon occurs: ―  There is difference between turbine/input shaft speed and output shaft speed sensor speed for 230 to 1,980 ms (varies with ATF temperature and ECT) during shift-up. ―  There is difference between turbine/input shaft speed and output shaft speed sensor speed for 1,500 to 3,900 ms (varies with ATF temperature) while driving without shifting.
P0731:00	1GR incorrect ratio	•  In D position, 1GR, the following phenomenon occurs: ―  Speed ratio is 0.75 to 1.2 for 2,000 ms while vehicle is stopped in D position. ―  There is difference between turbine/input shaft speed and output shaft speed sensor speed for 230 to 1,980 ms (varies with ATF temperature and ECT) during shift-up. ―  There is difference between turbine/input shaft speed and output shaft speed sensor speed for 1,500 to 3,900 ms (varies with ATF temperature) while driving without shifting.
P0732:00	2GR incorrect ratio	•  In D position, 2GR, the following phenomenon occurs: ―  There is difference between turbine/input shaft speed and output shaft speed sensor speed for 230 to 1,980 ms (varies with ATF temperature and ECT) during shift-up. ―  There is difference between turbine/input shaft speed and output shaft speed sensor speed for 1,500 to 3,900 ms (varies with ATF temperature) while driving without shifting.
P0733:00	3GR incorrect ratio	•  In D position, 3GR, the following phenomenon occurs: ―  There is difference between turbine/input shaft speed and output shaft speed sensor speed for 230 to 1,980 ms (varies with ATF temperature and ECT) during shift-up. ―  There is difference between turbine/input shaft speed and output shaft speed sensor speed for 1,500 to 3,900 ms (varies with ATF temperature) while driving without shifting.
P0734:00	4GR incorrect ratio	•  In D position, 4GR, the following phenomenon occurs: ―  There is difference between turbine/input shaft speed and output shaft speed sensor speed for 230 to 1,980 ms (varies with ATF temperature and ECT) during shift-up. ―  There is difference between turbine/input shaft speed and output shaft speed sensor speed for 1,500 to 3,900 ms (varies with ATF temperature) while driving without shifting.
P0735:00	5GR incorrect ratio	•  In D position, 5GR, the following phenomenon occurs: ―  There is difference between turbine/input shaft speed and output shaft speed sensor speed for 230 to 1,980 ms (varies with ATF temperature and ECT) during shift-up. ―  There is difference between turbine/input shaft speed and output shaft speed sensor speed for 1,500 to 3,900 ms (varies with ATF temperature) while driving without shifting.
P0736:00	Gear reverse incorrect ratio	•  Speed ratio is 0.75 to 1.2 for 2,000 ms while vehicle is stopped in R position.
P073D:00	Neutral incorrect ratio	•  In P or N position, the following phenomenon occurs: ―  Speed ratio is 0.5 or less for 2 s while vehicle is stopped in P or N position.
P0741:00	TCC control solenoid stuck off	•  Under the following conditions, difference in slip amount over 5 s compared to target slip amount is 200 rpm or more, and TCC feedback hydraulic pressure is 200 kPa {2.04 kgf/cm2, 29.0 psi} or more occurs: ―  Selector lever position is D position. ―  No electrical malfunction in TCC control solenoid ―  During TCC or TCC feedback ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Engine is running. ―  ATF temperature is −25 °C {−13 °F} or more. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0743:00	TCC control solenoid circuit malfunction	•  Under the following condition, the TCM detects the TCC control solenoid circuit malfunction: ―  Battery voltage is 10.5 V or more.
P0746:00	Pressure control solenoid stuck off	•  Under the following conditions, pressure control solenoid stuck-off detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0748:00	Pressure control solenoid circuit malfunction	•  Under the following condition, the TCM detects the pressure control solenoid circuit malfunction: ―  Battery voltage is 10.5 V or more.
P0751:00	Shift solenoid No.1 stuck off	•  Under the following conditions, shift solenoid No.1 stuck-off detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0752:00	Shift solenoid No.1 stuck on	•  Under the following conditions, shift solenoid No.1 stuck-on detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0753:00	Shift solenoid No.1 circuit malfunction	•  Under the following condition, the TCM detects the shift solenoid No.1 circuit malfunction: ―  Battery voltage is 10.5 V or more.
P0756:00	Shift solenoid No.2 stuck off	•  Under the following conditions, shift solenoid No.2 stuck-off detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0757:00	Shift solenoid No.2 stuck on	•  Under the following conditions, shift solenoid No.2 stuck-on detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0758:00	Shift solenoid No.2 circuit malfunction	•  Under the following condition, the TCM detects the shift solenoid No.2 circuit malfunction: ―  Battery voltage is 10.5 V or more.
P0761:00	Shift solenoid No.3 stuck off	•  Under the following conditions, shift solenoid No.3 stuck-off detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0762:00	Shift solenoid No.3 stuck on	•  Under the following conditions, shift solenoid No.3 stuck-on detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0763:00	Shift solenoid No.3 circuit malfunction	•  Under the following condition, the TCM detects the shift solenoid No.3 circuit malfunction: ―  Battery voltage is 10.5 V or more.
P0766:00	Shift solenoid No.4 stuck off	•  Under the following conditions, shift solenoid No.4 stuck-off detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0767:00	Shift solenoid No.4 stuck on	•  Under the following conditions, shift solenoid No.4 stuck-on detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0768:00	Shift solenoid No.4 circuit malfunction	•  Under the following condition, the TCM detects the shift solenoid No.4 circuit malfunction: ―  Battery voltage is 10.5 V or more.
P0771:00	On/off solenoid stuck off	•  Under the following conditions, on/off solenoid stuck-off detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0772:00	On/off solenoid stuck on	•  Under the following conditions, on/off solenoid stuck-on detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0773:00	On/off solenoid circuit malfunction	•  Under the following condition, the TCM detects the on/off solenoid circuit malfunction: ―  Battery voltage is 10.5 V or more.
P0780:00	Gear shifting malfunction	•  Gear ratio malfunction while in any gear 1st to 6th or clutch-slip DTC (P0729:00, P0731:00, P0732:00, P0733:00, P0734:00, P0735:00, P1728:00) occurs and vehicle is driven under gear ratio malfunction condition from fail-safe, or use of gear speeds in which clutch slip occurs is restricted. •  Determined that vehicle may be in danger due to clutch not engaging by TCM direction according to signal from the oil pressure switch.
P0819:00	M position switch/Up switch/Down switch signal error	•  Under the following conditions, any of (1) to (4) conditions occurs for 1 s: ―  Engine is running. ―  Battery voltage is 8 V or more. ―  Transaxle range sensor related DTC is not recorded. (1) M position switch signal is on even though forward oil pressure switch is on in any position other than D position. (2) M position switch signal is off even though up or down switch signal is on in D position. (3) Up switch signal is on even though M position switch signal is off in any position other than D position. (4) Down switch signal is on even though M position switch signal is off in any position other than D position.
P0842:00	Oil pressure switch No.1 (Oil pressure switch B) stuck on	•  Under the following conditions, oil pressure switch No.1 stuck-on detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0843:00	Oil pressure switch No.1 (Oil pressure switch B) stuck off	•  Under the following conditions, oil pressure switch No.1 stuck-off detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0847:00	Oil pressure switch No.2 (Oil pressure switch A) stuck on	•  Under the following conditions, oil pressure switch No.2 stuck-on detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0848:00	Oil pressure switch No.2 (Oil pressure switch A) stuck off	•  Under the following conditions, oil pressure switch No.2 stuck-off detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0872:00	Oil pressure switch No.3 (Oil pressure switch A) stuck on	•  Under the following conditions, oil pressure switch No.3 stuck-on detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0873:00	Oil pressure switch No.3 (Oil pressure switch A) stuck off	•  Under the following conditions, oil pressure switch No.3 stuck-off detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0877:00	Oil pressure switch No.4 (Oil pressure switch B) stuck on	•  Under the following conditions, oil pressure switch No.4 stuck-on detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0878:00	Oil pressure switch No.4 (Oil pressure switch B) stuck off	•  Under the following conditions, oil pressure switch No.4 stuck-off detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P0882:00	TCM power supply voltage low	•  Under the following conditions, the TCM power supply voltage is 8—10.5 V or less (varies with ATF temperature): ―  5 s or more has elapsed or battery voltage exceeds 11 V or more for 0.2 s since engine speed increases −200 rpm or more of target idle speed. ―  Selector lever position is D or R position.
P0883:00	TCM power supply voltage high	•  TCM power supply voltage is 18 V or more for 5 s.
P0C2C:00	Electric AT oil pump mechanical malfunction	•  The actual electric AT oil pump rotation speed under the following conditions is 100 rpm or less for a continuous 10 s: ―  Electric AT oil pump rotation speed command value is 500 rpm or more. ―  Electric AT oil pump relay is ON. ―  DTC P181F:00 and P0C2D:00 are not recorded.
P0C2D:00	Electric AT oil pump rotation malfunction	•  The actual electric AT oil pump rotation speed under the following conditions is 100 rpm or less for a continuous 10 s: ―  Electric AT oil pump rotation speed command value is 500 rpm or more. ―  Electric AT oil pump relay is ON. ―  DTC P181F:00 is not recorded.
P1728:00	Clutch slippage	•  Under the following conditions, turbine/input shaft speed suddenly increases 300 rpm or more for 1,450 ms: ―  Engine is running. ―  Vehicle speed is 5 km/h {3 mph} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Not shifting ―  Selector lever position is D position. ―  Turbine/input shaft speed is 1,200 rpm or more. ―  Oil pressure switch pattern (1st—6th) is normal.
P1738:00	Automatic transaxle internal malfunction	•  Malfunction location cannot be determined based on combination of gear ratio malfunction and oil pressure switch pattern malfunction.
P1784:00	Hi cut valve stuck off/R-3-5 cut valve stuck on	•  Under the following conditions, hi cut valve stuck-off or R-3-5 cut valve stuck-on detected by combination of gear ratio malfunction and oil pressure switch pattern malfunction: ―  Engine is running. ―  ATF temperature is 20 °C {68 °F} or more. ―  There is no difference between vehicle speed signal from DSC HU/CM and output shaft speed sensor signal. ―  Turbine/input shaft speed sensor and output shaft speed sensor DTC is not recorded.
P181F:00	Electric AT oil pump/Electric AT oil pump relay circuit malfunction	•  If the TCM detects any of the following conditions for a continuous 5 s: ―  Electric AT oil pump circuit has a malfunction. ―  Electric AT oil pump relay circuit has a malfunction.
P2530:00	Ignition switch stuck off	•  If the IG ON time count of the instrument cluster proceeds 5 s under the following condition: ―  Ignition switch signal off
P2712:00	Oil pump shift valve stuck	•  Under the following conditions, oil pressure switch No.1 OFF output continues for 10 s: ―  During i-stop operation ―  Selector lever position is D or N position. ―  During electric AT oil pump operation ―  Oil pressure switch, low clutch and transaxle range sensor are normal. ―  Rate of speed change normal
P2855:00	Low clutch hydraulic circuit/sealing malfunction	•  Slow engaging after operating selector lever from N to D position.
U0073:00	CAN system communication error (HS CAN)	•  Under the following condition, a communication error (HS CAN) occurs: ―  Battery voltage is 10 V or more.
U0074:00	CAN system communication error (local CAN between TCM and PCM)	•  Under the following condition, a communication error (local CAN between TCM and PCM) occurs: ―  Battery voltage is 10 V or more.
U0100:00	Communication error to PCM (HS CAN)	•  Under the following condition, the TCM cannot receive the signal from PCM (HS CAN): ―  Battery voltage is 10 V or more.
U0115:00	Communication error to PCM (local CAN between TCM and PCM)	•  Under the following condition, the TCM cannot receive the signal from PCM (local CAN between TCM and PCM): ―  Battery voltage is 10 V or more.
U0121:00	Communication error to DSC HU/CM	•  Under the following condition, the TCM cannot receive the signal from DSC HU/CM: ―  Battery voltage is 10 V or more.
U0131:00	Communication error to EPS control module	•  Under the following condition, the TCM cannot receive the signal from EPS control module: ―  Battery voltage is 10 V or more.
U0155:00	Communication error to instrument cluster	•  Under the following condition, the TCM cannot receive the signal from instrument cluster: ―  Battery voltage is 10 V or more.
U0214:00	Communication error to start stop unit	•  Under the following condition, the TCM cannot receive the signal from start stop unit: ―  Battery voltage is 10 V or more.
U0442:00	Invalid data received from PCM (local CAN between TCM and PCM)	•  Under the following condition, the TCM detects the invalid PCM signal for 0.5 s: ―  Battery voltage is 10 V or more.

Drive cycle

•  The drive cycle is the period of time from when the engine is started to the next time the engine is started.

•  One drive cycle, as shown in the figure, indicates the period from the time engine is started to the next time the engine is started. If this period is repeated twice it then becomes two drive cycles.

am3uun00002080

•  To detect DTCs, a required number of drive cycles for pre-detection has been set. For the number of drive cycles required for detection, refer to the DTC table.

Pending code

•  The pending code is temporary malfunction code which differs from DTCs which are recorded when the TCM detects a transaxle malfunction.

•  DTCs are recorded in the TCM according to the number of drive cycles when the TCM detects a transaxle malfunction. At the same time, pending code is recorded in the TCM regardless of the number of drive cycles.

•  Pending code recorded in the TCM is erased from the TCM, from the next drive cycle, when the TCM determines that the transaxle is normal.

Status byte for DTC

•  The status byte is the two-digit code (two digits after hyphen (-)) after the DTC.

am5uun00000323

•  The status byte is a code which indicates the pending code, current/past malfunction status, or warning illumination status.

•  The status byte can be read by performing a CMDTC self test using the M-MDS.

•  For details on the status byte, refer to the explanation on the M-MDS when reading the DTC.

Self-test function

•  When the self-test is implemented, the TCM performs diagnosis of the transaxle control system. If a malfunction is detected with the results of the diagnosis, an applicable DTC is recorded. A recorded DTC can be read by the M-MDS.

•  By implementing the self-test function, verification of the current malfunction and verification after repair is facilitated.

CMDTC (Continuous Memory Diagnostic Trouble Code) self-test

•  The CMDTC self-test is a function which reads all DTCs recorded in the TCM after the previous DTCs are erased no matter whether they are past malfunctions or current malfunctions.

KOEO (Key On Engine Off) self-test

•  The KOEO self-test can perform malfunction diagnosis of DTCs corresponding to this self-test function when the ignition is switched ON and the engine is stopped. This self-test implements based on the test implementation command signal sent to the TCM from the M-MDS.

Freeze frame data/Snapshot data

Freeze frame data

•  The freeze frame data consists of data for vehicle and transaxle control system operation conditions when malfunctions in the transaxle control system are detected and stored in the TCM.

•  Freeze frame data is stored at the instant the malfunction indicator lamp illuminates, and only a part of the DTC data is stored.

Snapshot data

•  The data for all DTCs currently detected is stored.

Recorded DTC timing

―  For DTCs with one drive cycle, data is recorded during the malfunction determination period.

―  For DTCs with two drive cycles, data is recorded during non-determination (1st diagnosis) periods.

Freeze frame data item table

Snapshot data item table