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Vans & Minivans Toyota Sienna Slipping/Non-responsive Throttle in 2007 Sienna
38 messages, Last post on Oct 19, 2009 at 10:32 AM
You are in the Toyota Sienna Forum. Your Host is Karens
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Replying to: caravan2 (Nov 23, 2007 9:05 am) Understand I am in Puerto Rico so prices here can be wacky. The K&N cone filter at pep boys here was 79 bucks. I was not going to pay over 80 with taxes for a filter. They had a another filter there, cone style, that was even bigger and rated just as good as K&N that I purchased for a little over 40 bucks. It was called Power Adder. I had never heard of them before but these type of filters, performance that is, are really all the same. I made the intake myself for my Sedona since no one makes an intake. I did not replace my intake tubing I just removed my airbox and retrofitted the air filter to the end in the stock intake tubing right after the MAF. (mass airflow sensor) I know sounds a little scary but it took me like 15 min to do and is working great. By the way what year and make is your van?
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Replying to: lavrishevo (Nov 23, 2007 4:56 pm) You're correct that they claim that it lasts longer BUT they say, it has to be cleaned with oil that is sold by them. I'm not sure how much that oil costs.. but is not cheap, I'm sure... Mine is 2007 Sienna. Is your OEM filter is also cone?
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Replying to: caravan2 (Nov 25, 2007 8:47 am) No mine came with a cheapo fram type air filter and my original K&N filter looked just like yours. Flat and about the same size. The cone was an addition of my own since it is more flowing you just have to retrofit it on your intake tube or get a full intake. |
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Replying to: ateixeira (Nov 15, 2007 8:20 am) Also said- no one is complaining about it....  To me, it feels like my old chevy van did before the transmission failed. What's a girl to do? Please keep me posted! Rivka
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Replying to: rivkag (Jun 17, 2008 7:53 pm) http://www-odi.nhtsa.dot.gov/ If enough people complain that they find a pattern, they can force Toyota to fix it. |
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Replying to: ateixeira (Nov 15, 2007 11:52 am) |
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Replying to: hewhohesitates (Oct 14, 2009 6:22 pm) http://townhall-talk.edmunds.com/direct/view/.f169148/7#MSG7 wwest was saying something about the trans waiting for revs for pressure to build up in order to shift, and there being a longer-than-usual delay when it has to downshift two gears (i.e. 4th to 2nd after a right angle turn).
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Replying to: hewhohesitates (Oct 14, 2009 6:22 pm) Well, sorta. Due to a transaxle design change beginning back in '98 your transaxle is NOT able to complete, QUICKLY complete, a downshift that immediately follows an upshift. DBW has many positive aspects but in the instance is used as a "cover-up" for the design flaw. In instances when the downshift cannot be quickly completed DBW is used to delay the onset of rising engine torque even though you have re-applied pressure to the gas pedal. |
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Replying to: ateixeira (Oct 15, 2009 10:29 am) Prior to ~'98 Toyota (all marques..??) automatic transaxles had this same "feature". ATF line pressure was always sustained at a fairly high level using the ATF gear type pump, a fixed relief valve (3000PSI..??) and an accumulator to provide a reserve source of ATF line pressure in situations, brief situations, wherein the ATF pump could not replenish (engine idling) the fluid pressure as fast as it was being "used". Like your "old" hydraulic power stearing pump the parasitic losses of this technique are a substantial detriment to FE. The PS pressure pump must be sized to provide full functionality even in the worse case. For the power stearing pump this happens to be with the engine idling during parking, say parallel parking. Now, drive straight down the road at 70 MPH and just imagine the volume of hydraulic fluid be pumped only to be bypassed directly back into the sump having reached ~3000PSI. Same for yesterday's ATF gear pump. The pressure relief spring/valve has been replaced by a solenoid PWM control system such that the ATF line pressure is now under constant, "real-time", control by the engine/transaxle ECU. "On demand" ATF line pressure, no accumulator needed, nor desired. So the ATF line pressure can be dropped to some minimum level, maybe even ZERO, when conditions warrant. No detriment to FE when driving along, cruising, constant speed cruising, at 70MPH....2200 RPM. No un-necessary level of ATF pump loading as you climb, accelerate, through the gears, engine ROARING to 5,000 RPM at WOT. But.... Require a quick downshift immediately after an upshift, an upshift having resulted from a lift throttle, FULL lift throttle event.....Engine RPM has dropped to idle and there is NO reserve ATF line pressure. (***1) '99 or early '00 F/awd RX300..expect transaxle failure within 50,000 miles. (***2) Late '00 F/awd RX300...watch out for BURNED ATF. (***3) '01 and later F/awd RX300..burned and dirty ATF in as little as 40,000 miles. Either drain/flush ATF each 15,000 miles or check ATF condition at each engine oil/filter change. (***4) RX330...DBW adopted to delay rising engine torque until transaxle shifting can be fully completed. Driver's begin complaining of HAZARDOUS situations when acceleration is unexpectedly, inadvertently, delayed for 1-2 seconds. (***5) RX350...Firmware revised, driver now being "watched".
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Replying to: wwest (Oct 17, 2009 10:11 am) Like in my speed bump scenario. You let off the gas to slow down for a speed bump, then hit the gas after going over it, and you sense that hesitation. |
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