Monitor Description

WARNING: This page is about a different car, the 2007 Toyota Land Cruiser. However, it is still accessible from the selected car via links, so may be relevant.

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 illuminate the MIL and store the DTC.

Example:

When one of the following conditions is met, the system determines that there is 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 ON.
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 35 rpm.