Road Testing

Prior to performing a road test, check the fluid level, and control cable adjustments.
During the road test, the transaxle should be operated in each position to check for slipping and any variation in shifting.
If vehicle operates at high speeds, but has poor acceleration, the converter's overrunning clutch may be slipping. If acceleration is normal, but high throttle opening is needed for high speeds, the stator clutch may have seized.
Observe closely for slipping or engine speed flare up. Slipping or flare-up in any gear usually indicates clutch, band, or overrunning clutch problems. If the condition is far advanced, an overhaul will probably be necessary to restore normal operation.
In most cases, the clutch or band that is slipping can be determined by noting the transaxle operation in all selector positions. Then comparing which internal units are applied in those positions. The Elements in Use Chart provides a basis for road test analysis.





ELEMENTS IN USE AT EACH POSITION OF THE SELECTOR LEVER

The rear clutch is applied in both the D first gear and 1 first gear positions. Also the overrunning clutch is applied in D first gear and the low/reverse band is applied in 1 first gear position. If the transaxle slips in D range first gear, but does not slip in 1 first gear, the overrunning clutch is slipping. Similarly, if the transaxle slips in any two forward gears, the rear clutch is slipping.
Using the same procedure, the rear clutch and front clutch are applied in D third gear. If the transaxle slips in third gear, either the front clutch or the rear clutch is slipping. By selecting another gear which does not use one of those units, the unit which is slipping can be determined. If the transaxle also slips in reverse, the front clutch is slipping. If the transaxle does not slip in reverse, the rear clutch is slipping.
The process of eliminating can be used to detect any unit which slips and to confirm proper operation of good units. Road testing can usually diagnose slipping units. Although the actual cause of the problem may not be detected. Practically any condition can be caused by leaking hydraulic circuits or sticking valves.
Therefore, unless the condition is obvious, the transaxle should never be disassembled until hydraulic pressure tests have been performed.