Mazda Protege 5. Manual - part 251

AUTOMATIC TRANSAXLE

05–17–13

05–17

Evaluation of line pressure test

Stall Test

1. Perform mechanical system test preparation. (See 05–17–11 Mechanical System Test Preparation.)
2. Start the engine and shift the selector lever to R position.

Caution

••••

Do not maintain WOT in any position/range for more than 5 seconds, or transaxle damage will
occur.

3. Firmly depress the brake pedal with the left foot, and depress the accelerator pedal to floor (WOT) with the

right.

4. When the engine speed no longer increases, quickly read the engine speed and release the accelerator pedal.
5. Shift the selector lever to N position and let the engine idle for 1 minute or more to cool the ATF.
6. Perform stall tests of D, 2, and 1 ranges in the same manner.

Engine stall speed

ZM engine: 2,300—2,600 rpm
FS engine: 2,200—2,500 rpm

7. Turn off the engine.

Evaluation of stall test

Condition

Possible cause

Low pressure in all positions/ranges

•

Worn oil pump

•

Oil leaking from oil pump, control valve body, and/or transaxle case

•

Pressure regulator valve stuck

•

Pressure control solenoid malfunction

•

Solenoid reducing valve stuck

Low pressure in D, 2, 1 only

•

Oil leaking from forward clutch hydraulic circuit

Low pressure in 2 only

•

Oil leaking from 2-4 brake band hydraulic circuit

Low pressure in 1, R only

•

Oil leaking from low and reverse brake hydraulic circuit

Low pressure in R only

•

Oil leaking from reverse clutch hydraulic circuit

Higher pressure in all positions/ranges

•

Pressure control solenoid malfunction and/or open harness

•

Pressure regulator valve stuck

•

PCM malfunction

Condition

Possible cause

Above specification

Insufficient line pressure, torque
converter pressure

•

Worn oil pump

•

Oil leaking from oil pump, control valve, and/or
transaxle case

•

Pressure regulator valve sticking

•

Converter relief valve sticking

•

Pressure control solenoid malfunction

In D, 2 and 1 ranges

•

Forward clutch slipping

In 2 range

•

2-4 brake band slipping

In 1 range and R position

•

Low and reverse brake slipping

In R position

•

Low and reverse brake slipping

•

Reverse clutch slipping

Perform road test to determine whether problem is in
low and reverse brake or reverse clutch

•

Engine braking felt in 1 range: Reverse clutch is
defective.

•

Engine braking not felt in 1 range: Low and reverse
brake is defective.

Below specification

•

Engine lack of power

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AUTOMATIC TRANSAXLE

05–17–14

Time Lag Test

1. Perform mechanical system test preparation. (See 05–17–11 Mechanical System Test Preparation.)
2. Start the engine and warm up the engine until the ATF temperature reaches 60—70

°°°°

C {141— 158

°°°°

F}.

3. Shift the selector lever from N position to D range.
4. Use a stopwatch to measure the time it takes from shifting until engagement is felt. Take 3 measurements for

each test and average the results using the following formula.

5. Perform the test for the following shifts in the same manner.

•

N position

→

R position

Average time lag

N position

→

D range: 0.4—0.7 sec

N position

→

R position: 0.4—0.7 sec

Evaluation of time lag test

End Of Sie

ROAD TEST

A3U051701030W06

Road Test Preparation

1. Inspect the engine coolant. (See 01–12–2 COOLING SYSTEM SERVICE WARNINGS.) (See 01–12–2

ENGINE COOLANT LEVEL INSPECTION.)

2. Inspect the engine oil. (See 01–11–2 ENGINE OIL INSPECTION.)
3. Inspect the ATF levels. (See 05–17–18 Automatic Transaxle Fluid (ATF) Level Inspection.)
4. Inspect the ignition timing. (See 01–10A–25 Ignition Timing Inspection.) (See 01–10B–25 Ignition Timing

Inspection.)

5. Inspect the idle speed. (See 01–10A–26 Idle Speed Adjustment.) (See 01–10B–26 Idle Speed Adjustment.)
6. Bring up the engine and transaxle to normal operating temperature.

X3U517WD8

Condition

Possible cause

→

D shift

More than specification

•

Low line pressure

•

Forward clutch slipping

•

Oil leaking from forward clutch fluid circuit

•

Shift solenoid A not operating properly

Less than specification

•

Forward accumulator not operating properly

•

Shift solenoid A not operating properly

•

Excessive line pressure

→

R shift

More than specification

•

Low line pressure

•

Low and reverse brake slipping

•

Reverse clutch slipping

•

Shift solenoid B not operating properly

Less than specification

•

Servo apply accumulator not operating properly

•

Shift solenoid B not operating properly

•

Excessive line pressure

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AUTOMATIC TRANSAXLE

05–17–15

05–17

Shift Diagram
D range (normal mode, O/D OFF switch OFF)
ZM

Z3U517W10

Z3U517W11

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AUTOMATIC TRANSAXLE

05–17–16

Vehicle speed at shift point table

D Range Test

1. Perform road test preparation. (See 05–17–14 Road Test Preparation.)
2. Shift the selector lever to D range.
3. Accelerate the vehicle at half and WOT.
4. Verify that 1

→

2, 2

→

3, and 3

→

4 upshifts and downshifts are obtained. The shift points must be as shown in the

table below.

•

If not as specified, inspect the PCM and ATX. (See 01–40A–7 PCM INSPECTION [ZM].) (See 01–40B–7
PCM INSPECTION [FS].) (See ATX Workshop Manual.)

5. Drive the vehicle in 4GR, 3GR, and 2GR and verify that kickdown occurs for 4

→

3, 3

→

2, 2

→

1 downshifts, and

that the shift points are as shown in the table below.

•

If not as specified, inspect the PCM and ATX. (See 01–40A–7 PCM INSPECTION [ZM].) (See 01–40B–7
PCM INSPECTION [FS].) (See ATX Workshop Manual.)

6. Decelerate the vehicle and verify that engine braking effect is felt in 2GR, 3GR and 4GR.

•

If not as specified, inspect the PCM and ATX. (See 01–40A–7 PCM INSPECTION [ZM].) (See 01–40B–7
PCM INSPECTION [FS].) (See ATX Workshop Manual.)

Range

Mode

Throttle

condition

Shift

Vehicle speed km/h {mph}

Turbine speed (rpm)

Normal

WOT

→

56—62 {35—38}

5,750—6,300

→

106—114 {66—70} 106—114 {66—70}

5,750—6,150

→

154—164 {96—

101}

158—168 {98—

104}

5,600—5,900

5,750—6,050

Half throttle

→

35—43 {22—26}

34—42 {22—26}

3,500—4,450

3,400—4,350

→

69—86 {43—53}

68—85 {43—52}

3,750—4,650

3,650—4,650

→

127—150 {79—93} 113—142 {71—88}

4,600—5,450

4,100—5,100

TCC ON

)

127—150 {79—93} 113—142 {71—88}

3,350—3,950

3,000—3,700

CTP

→

27—33 {17—20}

33—39 {21—24}

750—850

900—1,000

→

11—17 {7—10}

12—18 {8—11}

400—600

450—650

→

11—17 {7—10}

12—18 {8—11}

600—900

700—950

→

11—17 {7—10}

12—18 {8—11}

400—600

450—650

Kickdown
(WOT)

→

143—153 {89—94} 147—157 {92—97}

3,800—4,000

3,900—4,100

→

96—104 {60—64}

3,500—3,750

→

45—51 {28—31}

2,450—2,750

Power

WOT

→

56—62 {35—38}

5,750—6,300

→

106—114 {66—70} 106—114 {66—70}

5,750—6,150

→

154—164 {96—

101}

158—168 {98—

104}

5,600—5,900

5,750—6,050

Half throttle

→

35—43 {22—26}

34—42 {22—26}

3,500—4,450

3,400—4,350

→

69—86 {43—53}

68—85 {43—52}

3,750—4,650

3,650—4,650

→

127—150 {79—93} 113—142 {71—88}

4,600—5,450

4,100—5,100

CTP

→

27—33 {17—20}

33—39 {21—24}

750—850

900—1,000

→

11—17 {7—10}

12—18 {8—11}

400—600

450—650

→

11—17 {7—10}

12—18 {8—11}

600—900

700—950

→

11—17 {7—10}

12—18 {8—11}

400—600

450—650

Kickdown
(WOT)

→

143—153 {89—94} 147—157 {92—97}

3,800—4,000

3,900—4,100

→

96—104 {60—64}

3,500—3,750

→

45—51 {28—31}

2,450—2,750

—

→

154—160 {96—99}

158—164 {98—

101}

4,050—4,200

4,150—4,300

→

99—105 {62—65}

97—103 {61—63}

3,600—3,800

3,550—3,700

—

→

154—160 {96—99}

158—164 {98—

101}

4,050—4,200

4,150—4,300

→

99—105 {62—65}

97—103 {61—63}

3,600—3,800

3,550—3,700

→

42—48 {27—29}

2,300—2,600

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