Have you serviced the transmission in the last 20-30,000 miles(fluid & filter).If not this is a good place to start.Inspect the pan for any metal debris.Look at the color of the fluid & smell of it,it should be bright red & NOT smell burned.Scan the powertrain control system to check for any failure codes.This is an electronically controlled transmission.
I am sending a couple of repair flow charts to help.Maybe these will help you.I believe you probably have some internal problems(clutches slipping,pump fault).Your p1404 is the EGR.
DTC P0733 Circuit Description
The powertrain control module (PCM) uses the crankshaft position (CKP) sensor, input speed sensor (ISS) and output speed sensor (OSS) to determine engine speed, input shaft speed and output shaft speed. These sensor readings are used to determine the current gear ratio and RPM slip across the torque converter. The PCM uses this information from the sensors to determine if the commanded gear matches the actual gear. During normal driving conditions, the PCM will adapt main line pressure via the pressure control (PC) solenoid to prevent slipping and harsh shifts. Shift solenoid 3 is used to apply or release third gear clutch. The PCM controls 3rd gear by controlling the ground for shift solenoid 3. The PCM will turn the solenoid OFF, open the driver circuit, when 3rd gear is commanded On to apply 3rd clutch. Shift solenoid 3 is supplied ignition voltage from the fuel pump relay whenever the PCM commands the fuel pump relay ON. DTC P0733 sets when 3rd clutch still slips after the PCM has commanded high main line pressure.
DTC P0733 will set if the PCM detects an incorrect actual 3rd gear ratio when 3rd gear is commanded On when:
DTC P0733 diagnostic runs continuously once the above conditions have been met.
DTC P0733 is a type A DTC for 2000, type B for 2001.*
*Applicable to vehicles built after June 2000.
Important: If DTCs P0745, P0746, P0756, P0758, P0761, P0763, P0766, P0768 or P0789 is set, diagnose that DTC first. A diagnosed PC solenoid, shift solenoid 2, 3 or 4 low/high circuit fault DTC may have caused DTC P0733 to set.
Important: If a shift solenoid performance DTC P0783, 4th gear stuck ON, is set, diagnose that DTC first. A 4th gear stuck ON may cause no 3rd gear, no 2nd gear, or TCC stuck Off.
Refer to Pressure Ports - Air Check and Parts Description for pressure apply points and for component/location description.
Possible causes of no 3rd gear are listed in the flowchart on the succeeding page.
Verify TRANSMISSION ISS and TRANSMISSION OSS read correctly on Scan tool.
Make sure the pressure control, shift 2, shift 3 and shift 4 solenoids are not intermittently sticking. A sticking shift solenoid 4 may cause 4th gear to be applied from an initial start resulting in no 3rd gear. Audible sound should be similar for all solenoids. A muffled tone indicates the need for replacement.
The pressure control (PC) solenoid is used to control main line pressure to the transaxle hydraulic system. The powertrain control module (PCM) pulse width modulates (PWM) the PC solenoid whenever the engine is running. The PCM controls the PC solenoid by pulse width modulating an internal driver that pulls the solenoid circuit to ground. When the PC solenoid is commanded Off, main line pressure is highest. During normal shift operation, the PCM will only turn ON or OFF the 2, 3 or 4 shift solenoids and PWM the PC solenoid to prevent clutch slip and harsh shifts. The PC solenoid circuit is monitored for low and high voltage faults. The PCM also monitors main line pressure for low pressure. The PCM calculates main line pressure based on shift time and clutch slip. DTC P0745 sets when the PCM has set all forward no gear DTCs indicating all clutch packs are slipping resulting from low main line pressure.
DTC P0745 will set if the PCM has set DTC P0731, P0732, P0733 and P0734 indicating low main line pressure.
Since DTCs P0731, P0732, P0733, P0734 are set, no forward gear ratios are correct and most likely no forward gears are available.
DTC P0745 diagnostic runs continuously when the above conditions have been met.
DTC P0745 is a type D DTC.
Important: If DTC P0746 or P0747 is set, diagnose that DTC first. A diagnosed PC solenoid circuit DTC may have caused DTC P0745 to set.
Refer to Part Description and Pressure Ports Air Check for component location/description and main line pressure specifications and test procedures.
Ensure that the PC solenoid is not intermittently sticking. Audible sound should be similar for all solenoids. A muffled tone indicates the need for replacement.
An intermittent short to ground on circuit 1530 will cause low main line pressure. Use scan tool to command TRANS. SOLENOID POWER ON, while monitoring the PC SOLENOID - LOW VOLT or PC SOLENOID - OPEN test. Wiggling wires while monitoring the test may locate a problem.
PC solenoid resistance: 3.8-7.2 ohms
Nominal value: 4.5 ohms at 68°F
OK, 1 switch is the VSS it sends a square wave signal to the PCM at a speed modulated frequency.You will need a good Fluke meter to check this.If you can describe the other switch I will try & help you.
The smaller switch is a TFT(transmission fluid temperature sensor).
The transaxle fluid temperature (TFT) sensor is a thermistor that varies resistance according to changes in transaxle fluid temperature. The PCM supplies a five volt reference through a pull-up resistor to the sensor, which is connected to ground. When the sensor is cold it has high resistance (high signal voltage at PCM). As the sensor temperature increases, its resistance decreases (lower signal voltage at PCM). The PCM uses the signal voltage to determine transaxle fluid temperature.
The other is the input speed sensor(ISS)
The input speed sensor (ISS) is threaded into the transaxle case located near the transaxle fluid filter. The ISS produces an AC voltage of different amplitude and frequency depending on the velocity of the input shaft. The ISS uses 8 total machined notches off the 2nd gear clutch to produce different AC voltage signals. This ISS signal is sent to the PCM, which is used to determine the velocity of the input shaft. A readable input occurs when the input shaft speed is greater than 250 RPM.
The PCM uses the ISS to monitor the speed of the input shaft. In conjunction with the crankshaft position (CKP) sensor, the PCM can determine the slip across the torque converter. In conjunction with the output speed sensor (OSS), the PCM can determine the slip across the commanded gear clutch pack. The PCM can use this information to determine the torque converter slippage, clutch gear slippage, actual gear ratio or lack of main line hydraulic pressure.