This CD presentation is addressed to sales and service personnel and contains basic technical information about the features of the RAV4 (CVT). This CD.

Name: This CD presentation is addressed to sales and service personnel and contains basic technical information about the features of the RAV4 (CVT). This CD.
Uploaded: 2017-06-23T19:47:57+00:00
Duration: PTM44S29
Channel: Zoe Shana Barber
Description: This CD presentation is addressed to sales and service personnel and contains basic technical information about the features of the RAV4 (CVT). This CD.

This CD presentation is addressed to sales and service personnel and contains basic technical information about the features of the RAV4 (CVT). This CD is STRICTLY for IN-DISTRIBUTOR and DEALER USE.

This CD presentation contains photos for the prototype version of the vehicle.
As such, some of the photos shown here may vary from the model in your market. The presentations and files on this CD contain technical information as of May 2008. Please consult the latest NCF, owner’s manual, and repair manual for details.

K111F CVT (Continuously Variable Transmission)
-W Overall A metal belt type continuously variable transmission with electronic hydraulic control Transaxle Type K111F Engine Type 3ZR-FAE Type Forward and Reverse Drive Shift Mechanism Electronically controlled planetary gear type Transaxle Electronic hydraulic control metal belt type continuously variable transmission Gear Ratio Forward 2.396 to 0.428 Reverse*1 1.668 Differential Gear Ratio*2 5.791 Shift Lever Position P – R – N – D – M Fluid Type CVT Fluid TC Fluid Capacity [Liter (US qts, Imp. qts)] 8.7 (9.2, 7.7) Line-off of CVT models are December 2008. CVT is mounted only for European Models. CVT: Continuously Variable Transmission *1: Planetary Gear Ratio Included *2: Reduction Gear Ratio Included

K111F CVT -W Features of CVT CVT perform speed ratio control using a pair of pulleys Secondary Pulley Pulley Width = Large Pulley Width = Small Metal Belt Primary Pulley INPUT OUTPUT Engine Speed Vehicle Speed General AT CVT (Shaded Region) 1st 2nd 3rd 4th Speed Ratio While general automatic transaxles provide stepped speed ratio control with a planetary gear, CVT perform speed ratio control using a pair of pulleys. During speed ratio control, continuous speed variation is possible by varying the pulley width. Furthermore, a wider range of speed ratios ensures excellent fuel consumption characteristics. Pulley Width = Small Pulley Width = Large Low Speed Ratio High Speed Ratio Operation of CVT

Enlargement of fuel cut area when deceleration
K111F CVT -W Features of CVT Driving near optimal fuel consumption is allowed : CVT : General AT Optimal Fuel Consumption Enlarged Fuel Cut Area Specific Fuel Consumption Map Speed Ratio Control Area for CVT 1st 2nd 3rd Engine Torque Engine Speed 4th ON Compared with general stepped speed ratio control AT, driving near optimal fuel consumption (previously set high torque area with good fuel consumption rate) is allowed, making it possible to draw maximum engine performance. Extending the lock-up area to the low speed side makes it possible to use the high efficiency area during acceleration and to enlarge fuel cut area during deceleration, contributing to excellent fuel consumption characteristics. A lower engine speed during high-speed driving due to a wide range of gear ratios and high gears provides excellent fuel consumption characteristics. Fuel Cut OFF Engine Speed Vehicle Speed Enlargement of fuel cut area when deceleration Area used when driving

Engine Speed During Full Throttle Acceleration
K111F CVT -W Features of CVT Engine speed in a high output range can be maintained : CVT : General AT Maximum Engine Output Point Engine Speed The CVT can efficiently use the high output area maximizing the driving force of the engine because it allows acceleration while keeping an efficient engine speed unlike general stepped speed ratio control AT. Time Engine Speed During Full Throttle Acceleration

Chart of Driving Force Characteristics
K111F CVT -W Features of CVT Smooth driving force characteristics : CVT : General AT High Effective Driving Force Area in CVT Driving Force The general stepped gear AT determines the driving force characteristics of the engine (engine speed and relation between torque and vehicle speed, etc.) with each gearshift. Therefore, while driving force characteristics are of curves drawn by each gearshift for general AT, CVT makes it possible to set driving force characteristics in a flexible manner. This allows smooth speed ratio control characteristics and maximized engine characteristics, compared with driving characteristics involving steps generated upon stepped gearshift. It maximizes engine performance by reducing the initial time lag generated upon depressing of the accelerator and providing optimal control of driving force (engine speed x output shaft torque). High Vehicle Speed Chart of Driving Force Characteristics

K111F CVT Components -W Forward and Reverse Drive Shift Mechanism
Torque Converter with Lock-up Clutch Primary Pulley Continuously Variable Transmission and Metal Belt Metal Belt Oil Pump Secondary Pulley Reduction Gear Parking Lock Mechanism Differential Gear

(Hydraulic Control Unit)
K111F CVT -W Components 3 Speed Sensors CVT Fluid Warmer Oil Pressure Sensor Overflow Plug Valve Body Unit (Hydraulic Control Unit)

Reference (K111F CVT) Components (K210 CVT) K210 CVT -W
Forward and Reverse Drive Shift Mechanism Secondary Pulley Torque Converter with Lock-up Clutch Metal Belt Primary Pulley CVT Fluid Warmer K210 CVT

K111F CVT Torque Converter with Lock-up Clutch
Damper structure allowing lock-up from low speed range Turbine Runner Lock-up Clutch Pump Impeller Stator Damper Structure Construction of the torque converter is basically the same as general AT. [Specifications] Torque Converter Type: Three-control element, one-stage, two-phase torque converter (with lock-up mechanism) Engine Stalling Torque Ratio: 1.900 One-way Clutch

K111F CVT -W Oil Pump The oil pump is combined with the torque converter, lubricates the parts and supplies operating pressure to the hydraulic control Construction of the oil pump is basically the same as general AT. Oil Pump

Continuously Variable Transmission
K111F CVT -W Gear Train Consists of a planetary gear, continuously variable transmission, reduction gear and differential gear Reverse Brake Input Shaft Primary Pulley Metal Belt Forward Clutch Secondary Pulley Planetary Gear Unit [Number of Teeth] Planetary Gear - Sun Gear: 71 - Pinion Gear: 16 - Ring Gear: 102 Reduction Gear - Drive Gear: 26 - Driven Gear: 40 Final Gear - Drive Gear: 18 - Driven Gear: 64 Reduction Gear Continuously Variable Transmission Final Gear

K111F CVT Gear Train Operation (D Position) D position D position -W
(Lowest Ratio) D position (Highest Ratio) Pulley Width = Large Pulley Width = Small OFF OFF ON ON Pulley Width = Small Pulley Width = Large

K111F CVT Gear Train Operation (N and R Position) N position
-W Gear Train Operation (N and R Position) N position R position Pulley Width = Large Pulley Width = Large OFF ON OFF OFF Pulley Width = Small Pulley Width = Small

K111F CVT Continuously Variable Transmission and Metal Belt
-W Continuously Variable Transmission and Metal Belt Performs speed ratio control by varying the pulley width with piston operation of the primary and secondary pulleys Metal Belt Primary Pulley Secondary Pulley

Double Piston Structure
K111F CVT -W Continuously Variable Transmission and Metal Belt Double piston structure for the primary pulley reduces the diameter of the hydraulic chamber Primary Pulley Secondary Pulley Hydraulic Chamber Before Stroke During Stroke Double Piston Structure

K111F CVT Continuously Variable Transmission and Metal Belt
-W Continuously Variable Transmission and Metal Belt The metal belt allows power transmission with the compressive effect of element (element extrusion) Metal Belt Steel Ring (Two Lines) NOTE: The general chain or rubber belt transmits power with pulling force. Element

(With Centrifugal Fluid Pressure Canceling Mechanism)
K111F CVT -W Forward and Reverse Drive Shift Mechanism A single pinion type planetary gear is used Forward Clutch (With Centrifugal Fluid Pressure Canceling Mechanism) It consists of a reverse brake fixing the ring gear and a forward clutch connecting input shaft and sun gear. Centrifugal fluid pressure canceling mechanism is used for the forward clutch. Reverse Brake

[During Forward Driving] [During Reverse Driving]
K111F CVT -W Forward and Reverse Drive Shift Mechanism Operation [During Forward Driving] [During Reverse Driving] Forward Clutch: ON Reverse Brake: OFF Input Shaft Forward Clutch: OFF Reverse Brake: ON Input Shaft [During Forward Driving] The forward clutch is engaged and driving force is input into the sun gear. Therefore, the driving force from the engine is transmitted to the continuously variable transmission through the sun gear in the same direction. [During Reverse Driving] Driving force from the engine is input into the ring gear with the forward clutch OFF. Driving force is transmitted to the continuously variable transmission in the reverse rotation by action with the planetary carrier locked by the reverse brake.

Oil Temperature Sensor
K111F CVT -W Valve Body Unit Consists of the upper and lower valve bodies, 5 solenoid valves and oil temperature sensor Upper Valve Body Bottom Side Lower Valve Body Solenoid Valve SL Solenoid Valve DSU Oil Temperature Sensor Solenoid Valve DS2 Solenoid Valve DS1 Solenoid Valve SLS Solenoid Valve Type Function DS1 Duty Controls the amount of fluid flowing into the primary pulley (shift up control) DS2 Controls the amount of fluid flowing from the primary pulley (shift down control) SL ON / OFF Switches the function of SLS solenoid DSU Controls the lock-up clutch hydraulic pressure SLS Liner Controls secondary pulley pressure Controls line pressure

Reference (K111F CVT) Valve Body Unit Hydraulic control block diagram
-W Valve Body Unit Hydraulic control block diagram Primary Pulley Oil Pump Secondary Pulley Valve Body Unit CVT Speed Ratio Control Belt Clamp Pressure Control Lock-up Clutch Pressure Control Manual Valve Forward / Reverse Clutch Pressure Control Linear Solenoid Valve SLS Solenoid Valve DS1 Solenoid Valve DS2 Solenoid Valve SL Solenoid Valve DSU ECM (CVT ECU)

K111F CVT Valve Body Unit Belt Clamp Pressure Control Mechanism
-W Valve Body Unit Belt Clamp Pressure Control Mechanism Belt clamp pressure is controlled by regulating the secondary pulley pressure Primary Pulley Line Pressure Modulator Valve No.1 Primary Regulator Belt clamp pressure is necessary for transmitting torque. Belt clamp pressure is controlled by regulating the secondary pulley pressure. Linear solenoid valve is used to control the belt clamp pressure by the optimal fluid pressure. Line Pressure Modulator Valve No.2 Linear Solenoid Valve SLS Oil Pump Secondary Pulley

K111F CVT Valve Body Unit Speed Ratio Control Mechanism
-W Valve Body Unit Speed Ratio Control Mechanism Speed ratio control is performed by controlling fluid flowing into and from the primary pulley Primary Pulley Speed Ratio Control Valve No.1 (Shift Up Control) Check Valve Solenoid Valve DS1 Speed ratio control is performed by controlling fluid flowing into and from the primary pulley. This control is electronically performed, allowing greater flexibility to the speed ratio control. In addition, separating the acceleration and deceleration control achieved fine control and high reliability. Speed Ratio Control Valve No.2 (Shift Down Control) Oil Pump Solenoid Valve DS2 Secondary Pulley

K111F CVT Speed Sensor and Pressure Sensor
-W Speed Sensor and Pressure Sensor 3 speed sensors and 1 pressure sensor are used Speed Sensor NT (Hall IC Type) Speed Sensor NOUT (Hall IC Type) NIN NOUT NT Oil Pressure Sensor Oil Pressure Sensor Speed Sensor NIN: Detects primary pulley speed, Pick-up coil type Speed Sensor NOUT: Detects reduction drive gear speed (= secondary pulley speed), Hall IC type Speed Sensor NT: Detects forward clutch drum speed (= input shaft speed), Hall IC type Oil Pressure Sensor: Detects belt clamp pressure (= pressure for secondary pulley) Speed Sensor NIN

K111F CVT Parking Lock Mechanism
-W Parking Lock Mechanism The parking lock mechanism locks the rotation of the secondary pulley Secondary Pulley Parking Lock Gear (Secondary Pulley) Parking Lock Pawl Construction of the parking lock mechanism is basically the same as general AT.

K111F CVT CVT Fluid Warmer Function as fluid warmer after engine start
Function as fluid cooler during driving From Cylinder Block To Heater Core The CVT fluid warmer increases the warm-up speed of CVT fluid upon engine start and functions as an oil cooler during normal driving. CVT Fluid Warmer : Engine Coolant Flow : CVT Fluid Flow

K111F CVT CVT Fluid Use the Toyota Genuine CVT fluid TC
-W CVT Fluid Use the Toyota Genuine CVT fluid TC Overflow type fluid level detection mechanism is used Front Refill Plug Drain Plug Front Overflow Tube Overflow Plug

Service Point (K111F CVT) CVT Fluid Adjustment
-W CVT Fluid Adjustment Outline of fluid adjustment procedure 1. Refill fluid Specified Amount of Fluid 2. Adjust fluid temperature The K111F CVT does not have an oil filler tube and oil level gauge. When adding fluid, add fluid through the refill hole on the transaxle case. The fluid level can be adjusted by draining excess fluid through the overflow tube of the oil pan. NOTICE: Removing of the overflow plug without engine running will flow out fluid. Follow the fluid adjustment procedures to prevent accidental loss of fluid. With Fluid Circulation (Engine Running) 3. Adjust fluid level Proper Level

Service Point (K111F CVT) CVT Fluid Adjustment Procedure
-W CVT Fluid Adjustment Procedure 1. Refill fluid Lift the vehicle Remove the refill plug and the overflow plug Tighten the overflow tube to the specified torque Fill up fluid from the refill hole until overflowing from the overflow tube Install the overflow plug Refill specified amount* of fluid from the refill hole Install the refill plug Lower the vehicle Add Specified Amount of Fluid [1. Refill fluid] 1. Lift the vehicle. 2. Remove the refill plug and the overflow plug. (Use a 6 mm socket hexagon wrench when removing the overflow plug.) 3. Using a 6 mm socket hexagon wrench, tighten the overflow tube to the specified torque. NOTICE: If the overflow tube is not tightened to the specified torque, the amount of fluid cannot be precisely adjusted. 4. Fill up fluid from the refill hole until overflowing from the overflow tube. 5. Temporarily install the overflow plug. 6. Refill specified amount of fluid from the refill hole NOTE: Refill amount differs depending on the operation that was performed. (Refer to the repair manual.) 7. Temporarily install the refill plug to avoid fluid spillage. 8. Lower the vehicle. *: Refill amount differs depending on the operation that was performed

-W CVT Fluid Adjustment Procedure 2. Adjust fluid temperature Connect TC and CG of DLC3 Start the engine Slowly move the shift lever from P to D, and then back to P Move the shift lever back and forth between N and D quickly Shift to P and remove the SST Warm-up the engine until the “D” indication lights up 1.5 sec. or less P R N D M + - N D 6 sec. or more [CVT fluid temperature check] 1. Using SST, connect the TC and CG of DLC3 (SST No ). 2. Start the engine. 3. Slowly move the shift lever from P to D, and then back to P with brake depressing. NOTE: Keep the shift lever at each position for approx. 3 sec.. 4. Move the shift lever back and forth between N and D at an interval of 1.5 seconds for 6 seconds or more. NOTE: When transfer to the fluid temperature detection mode, the shift range indicator indicates “D” for 2 sec.. 5. Move the shift lever to P position and remove the SST from DLC3. 6. Warm-up the engine until the “D” shift indicator lights up. NOTE: “D” shift indicator shows the CVT fluid temp. condition. - OFF: Lower than the proper temp. - ON: Proper temp. (30 to 40 °C [86 to 104 F°]) - Blink: Higher than the proper temp. OFF ON Blink D Shift Indicator 30 °C (86 °F) Proper Temp. 40 °C (104 °F)

-W CVT Fluid Adjustment Procedure 3. Adjust fluid level Lift the vehicle with engine running Remove the overflow plug If fluid overflows, proceed to next step If no fluid overflow, add fluid until it overflows from the overflow plug hole Check that the fluid flow has slowed and only drips come out Install the overflow plug Install the refill plug Lower the vehicle Engine Running (Fluid Circulating) + Proper Fluid Temp. Adjust Fluid Level [3. Adjust fluid level] NOTICE: The fluid temperature must be between 30 and 40°C (86 and 104°F) to accurately check the fluid level. 1. Lift the vehicle with engine running. 2. Remove the overflow plug. - If fluid overflows from overflow tube, proceed to next step. - If no fluid overflow, add fluid through the refill hole until fluid comes out of the overflow hole. 3. Check that the fluid flow has slowed and only drips come out. NOTE: The fluid flow will not completely stop because the fluid expands as its temperature increases. 4. Install overflow plug with a new gasket. 5. Install refill plug with a new gasket. 6. Lower the vehicle. Proper Level

K111F CVT Shift Lever Cable length adjustment mechanism
-W Shift Lever Cable length adjustment mechanism Electrical type shift lock system Shift Lever Shift Lock Release Button Cable Length Adjustment Mechanism Transmission Control Cable Shift lock system is the same as general AT. Cable length adjustment mechanism is used to improve serviceability. Shift Lock ECU Shift Lock Solenoid P Detection Switch Transaxle Assembly

Service Point (K111F CVT) Shift Lever
-W Shift Lever Cable length adjustment procedure 1. Apply the parking brake Move the shift lever to N position 4. Release the cable Lock Piece N Slider 2. Disconnect the end of the cable 5. Install the cable to the retainer 6. Install the end of the cable 7. Lock the cable [Adjustment Procedure] 1. Apply the parking brake and move the shift lever to N position. 2. Disconnect the end of the transmission control cable. 3. Disconnect the transmission control cable from the shift lever retainer. (For details, refer to Repair Manual) 4. Pull out the lock piece to release the transmission control cable. Slide the slider of the transmission control cable in the direction indicated by the arrow and pull the lock piece outward. 5. Install the transmission control cable to the shift lever retainer. (For details, refer to Repair Manual) 6. Install the end of the transmission control cable. 7. To lock the transmission control cable, push the lock piece into the adjuster case. 8. Check the operation and function of the shift lever. Release Lock 3. Disconnect the cable from the retainer 8. Check the shift lever operation Retainer

K111F CVT Electronic Control System Engine-CVT Integrated Control
-W Electronic Control System Engine-CVT Integrated Control Acceleration Improvement Control (Linear Feeling Improvement Control) Shifting Control in Uphill/Downhill Traveling Speed Ratio Control Sport Sequential Shiftmatic Lock-up Clutch Control NOTE: “Sport Sequential Shiftmatic” is a temporary name

K111F CVT Engine-CVT Integrated Control
-W Engine-CVT Integrated Control By communicating various signals, this control realizes smooth, powerful driving and excellent fuel economy CVT Engine ECM Engine Torque Fuel Cut Signal Accelerator Pedal Depressed Angle etc. By communicating various signals between the engine control and the CVT control, this control realizes smooth, powerful driving and excellent fuel economy. Engine Control CVT Control Lock-up Clutch Control Signal Torque-down Request etc.

The acceleration feeling is improved
K111F CVT -W Acceleration Improvement Control (Linear Feeling Improvement Control) This control improves the acceleration feeling for the operation of the accelerator pedal : With Control : Without Control Accelerator Pedal Depressed Angle The acceleration is kept constant for a constant accelerator pedal depressed angle Vehicle Acceleration The acceleration feeling is improved ECM (CVT ECU) determines the drive’s acceleration demand from the change of the vehicle speed and accelerator pedal depressed angle, and making the driving force control with a good acceleration feel. Increasing engine speed along with increased vehicle speed Engine Speed Time

K111F CVT Shifting Control in Uphill/Downhill Traveling
For a smooth driving Shift Down Shift Up Shift Down Shift Up Without Control While driving uphill, this control prohibits up shifting for a smooth driving. While driving downhill, this control automatically downshifts to achieve the optimal engine brake effect. Shift Up Shift Down With Control Prohibits up shifting Prohibits up shifting for a smooth driving Brake Operation Downshifts to achieve the optimal engine brake effect

K111F CVT Speed Ratio Control
-W Speed Ratio Control The target primary pulley speed is set to obtain the optimum speed ratio to achieve comfortable driving Speed Sensor NIN Park/Neutral Position Switch Transmission Control Switch Vehicle Speed Stop Light Signal etc. ECM (CVT ECU) Target Primary Pulley Speed Actual Primary Pulley Speed Solenoid Valve DS2 Solenoid Valve DS1 D Position M Position [D Position] Maximize fuel consumption characteristics and driving performance by engine-CVT integrated control. [M Position] Controls the speed ratio in 7-step. Lowest Ratio 1st Primary Pulley Speed Primary Pulley Speed Control Area 7th Highest Ratio 7-step Speed Ratio Vehicle Speed Vehicle Speed

K111F CVT Sport Sequential Shiftmatic
-W Sport Sequential Shiftmatic In the M position, the driver can select the speed ratio from 7-step speed ratio ECM CVT Control Engine Control “+” or “-” M Position ETCS-i Control Speed Ratio Control 7-step Speed Ratio Shift Lever (M Position) 1st Through cooperative control with ETCS-i (Electronic Throttle Control System-intelligent), excellent shift change response has been achieved. NOTE: “Sport Sequential Shiftmatic” is a temporary name. 7th Primary Pulley Speed Engine CVT Vehicle Speed Paddle Switch NOTE: “Sport Sequential Shiftmatic” is a temporary name

Shift Position Indicator
K111F CVT -W Sport Sequential Shiftmatic Speed ratio is changed by moving the shift lever to "+" or "-" position or pulling the paddle switch + - Shift Position Indicator When the vehicle is stopped, automatically shifts down to M1. During M position, automatically shifts up to prevent engine overrun and automatically shifts down to prevent engine stall. If it is not possible to shift down due to high vehicle speed and engine speed, shift down is limited and informs driver by sounding buzzer and blinking shift position indicator. Vehicle stopped

(Temporary “M” Position Control)
K111F CVT -W Sport Sequential Shiftmatic During D position, it can temporary drive with the stepped speed ratio by pulling the paddle switch + - D Position (Temporary “M” Position Control) D Position (Normal Control) + - During this control, the speed ratio is changed by operating the paddle switch. In the M position, shift position indicator indicates “M”, but during this control, the shift position indicator indicates “D”. When the shift lever is moved to M position while this control, normal M position control is activated. Accelerator pedal is depressed longer than the specified time in the same speed ratio Accelerator pedal depressed angle is large (When ECM judges that acceleration is insufficient in the selected speed ratio) Pull and hold the paddle switch “+” for the specified time Vehicle is stopped

K111F CVT Lock-up Clutch Control
-W Lock-up Clutch Control Wider lock-up area to improve fuel economy Large Accelerator Pedal Depressed Angle Lock-up Operating Range Compared to general AT, the lock-up control operates from lower vehicle speed, and operating area while deceleration is extended to enlarge fuel cut area. This achieves excellent fuel consumption. High Vehicle Speed

K111F CVT -W Fail-safe [1/2] This function minimizes the loss of operation when any abnormality occurs in the following parts Malfunction Part Fail-safe Function CVT Operation Speed Sensor NIN Calculate primary pulley speed (NIN) from turbine speed (NT) Normal Speed Sensor NOUT Calculate secondary pulley speed (NOUT) from wheel speed (vehicle speed sensor) Speed Sensor NT Calculate turbine speed (NT) from primary pulley speed (NIN) Solenoid Valve DS1 The current to the solenoid valve DS1 is cut off Speed ratio is lower than the normal Solenoid Valve DS2 The current to the solenoid valve DS2 is cut off Speed ratio is higher than the normal

K111F CVT -W Fail-safe [2/2] This function minimizes the loss of operation when any abnormality occurs in the following parts Malfunction Part Fail-safe Function CVT Operation Solenoid Valve DSU The current to the solenoid valve DSU is cut off Lock-up clutch control is prohibited Solenoid Valve SL The current to the solenoid valve SL is cut off Pressure control for the forward clutch and reverse brake is discontinued Solenoid Valve SLS The current to the solenoid valve SLS is cut off Belt clamp pressure is maximized Speed ratio is fixed to specified ratio Oil Temperature Sensor Fix the temperature Normal

(Assembly Replacement)
Service Point (K111F CVT) -W Replacement Transaxle assembly is an assembly replacement parts (Do not disassembly the transaxle assembly) Replaceable Parts Mounting Bracket CVT Fluid Warmer Speed Sensors (NT, NIN, NOUT) Oil Seals Oil Pressure Sensor Park/Neutral Position Switch Oil Seal Refill Plug Oil Pan Transaxle Assembly (Assembly Replacement) Overflow Tube Overflow Plug Drain Plug

Initialization and Calibration
Service Point (K111F CVT) -W Initialization and Calibration After replacing the following parts, perform the initialization and calibration Replacement Initialization and Calibration ECM Transaxle Assembly Oil Pressure Sensor CVT Calibrated Value Initialization CVT Oil Pressure Calibration

Service Point (K111F CVT) Initialization and Calibration
-W Initialization and Calibration Initialization and calibration procedure Procedure Vehicle Condition Ignition switch OFF Shift lever P position Parking brake applied 1 CVT Calibrated Value Initialization Connect the intelligent tester Turn the ignition switch ON Perform “Powertrain / Engine and ECT / Utility / Reset Memory” 2 CVT Oil Pressure Calibration Turn the ignition switch OFF and wait for 30 sec. or more Turn the ignition switch ON and wait for 2 sec. or more Start the engine and wait for 5 sec. or more Perform “Powertrain / Engine and ECT / Utility / CVT Oil Pressure Calibration Check” NOTE: During calibration, the idling speed rises

(The table below is only major item)
Service Point (K111F CVT) -W DATA LIST (The table below is only major item) Item Measurement Item Range A/T Oil Pressure CVT oil pressure to MPa Solenoid (DS1) Solenoid DS1 status ON or OFF Solenoid (DS2) Solenoid DS2 status Solenoid (SLS) Solenoid SLS status NOUT Sensor Voltage NOUT sensor voltage 0 to 5 V SPD (NIN) Primary pulley speed 0 to rpm SPD (NOUT) Secondary pulley speed CVT Calibration CVT fluid pressure calibration status Incomplete / Complete

1st (2.4) / 2nd (1.5) / 3rd (1.0) / 4th (0.7) / 5th (0.43)
Service Point (K111F CVT) -W ACTIVE TEST Item Test Part Control Range Vehicle Condition Control the Shift Position Set to specific speed ratio 1st (2.4) / 2nd (1.5) / 3rd (1.0) / 4th (0.7) / 5th (0.43) [() = Speed Ratio] Vehicle speed is between 20 to 45 km/h (12 to 28 mph) Activate the Solenoid (DS1) Operate the solenoid DS1 ON or OFF Engine stopped Shift lever P or N position Activate the Solenoid (DS2) Operate the solenoid DS2 Activate the Lock Up Set the CVT to the lock-up condition Activate the Solenoid (DSU) Operate the solenoid DSU Activate the Solenoid (SL) Control the current to the solenoid SL MIN or MAX Control the SLS Pressure Control the belt clamp pressure High or Low Engine idling Activate the Solenoid (SLS) Control the current to the solenoid SLS Connect the TC and TE1 Turn on and off TC and TE1 connection -

This CD presentation is addressed to sales and service personnel and contains basic technical information about the features of the RAV4 (CVT). This CD.

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This CD presentation is addressed to sales and service personnel and contains basic technical information about the features of the RAV4 (CVT). This CD.

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