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Nag1 21-2

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100% found this document useful (1 vote)

2K views829 pages

Nag1 21-2

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Jorge Arturo

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21 - 2

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

. 126 . 128 . 130 . 133 . 136 . 138 . 141 . 150 . 151 . 154 . 157 . 160 . 163 . 166 . 169 . 172 . 175 . 177 . 179 . 181 . 183 . 185 . 187 . 190 U1119-LOST FCM MESSAGE . . . . . . . . . . . U1400-IMPLAUSIBLE TPS SIGNAL RECEIVED . . . . . . . . . . . . . . . . . . . . . . . . . U1401-IMPLAUSIBLE ENGINE SPEED SIGNAL RECEIVED . . . . . . . . . . . . . . . . . . U1402-IMPLAUSIBLE ENGINE TEMPERATURE SIGNAL RECEIVED . . . . . U1404-IMPLAUSIBLE STATIC ENGINE TORQUE SIGNAL RECEIVED . . . . . . . . . . U1405-IMPLAUSIBLE MINIMUM ENGINE TORQUE SIGNAL RECEIVED . . . . . . . . . . U1406-IMPLAUSIBLE MAXIMUM ENGINE TORQUE SIGNAL RECEIVED . . . . . . . . . . U1407-IMPLAUSIBLE ENGINE TORQUE REQUEST SIGNAL RECEIVED . . . . . . . . . . U1408-IMPLAUSIBLE BRAKE SIGNAL RECEIVED . . . . . . . . . . . . . . . . . . . . . . . . . U1409-IMPLAUSIBLE LEFT FRONT WHEEL SPEED SIGNAL RECEIVED . . . . . . . . . . . . U140A-IMPLAUSIBLE RIGHT FRONT WHEEL SPEED SIGNAL RECEIVED . . . . . U140B-IMPLAUSIBLE LEFT REAR WHEEL SPEED SIGNAL RECEIVED . . . . . . . . . . . . U140C-IMPLAUSIBLE RIGHT REAR WHEEL SPEED SIGNAL RECEIVED . . . . . . . . . . . . U140D-IMPLAUSIBLE WHEEL SPEED SIGNALS RECEIVED . . . . . . . . . . . . . . . . . U140F-IMPLAUSIBLE ENGINE VARIANT DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U1410-IMPLAUSIBLE/MISSING FCM VARIANT DATA . . . . . . . . . . . . . . . . . . . . . U1507-IMPLAUSIBLE ENGINE TEMPERATURE MESSAGE DATA LENGTH RECEIVED . . . . . . . . . . . . . . . . . . . . . . . . . U1509-IMPLAUSIBLE ENGINE VARIANT MESSAGE DATA LENGTH RECEIVED . . . . U150A-IMPLAUSIBLE FCM VARIANT MESSAGE DATA LENGTH RECEIVED . . . . STANDARD PROCEDURE NAG1 PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE . . . . . NAG1 TRANSMISSION VERIFICATION TEST - VER 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . SCHEMATICS AND DIAGRAMS ..........

LX
. 193 . 196 . 198 . 200 . 202 . 204 . 206 . 208 . 210 . 212 . 214 . 216 . 218 . 220 . 222 . 224

P1639-TCM INTERNAL-CAN 2 RAM PERFORMANCE . . . . . . . . . . . . . . . . . . . . P1644-INCORRECT VARIANT/ CONFIGURATION . . . . . . . . . . . . . . . . . . . P1704-INPUT SPEED SENSOR 1 OVERSPEED . . . . . . . . . . . . . . . . . . . . . . . P1705-INPUT SPEED SENSOR 2 OVERSPEED . . . . . . . . . . . . . . . . . . . . . . . P1731-INCORRECT GEAR ENGAGED . . . . P2638-TORQUE MANAGEMENT FEEDBACK SIGNAL PERFORMANCE . . . . . . . . . . . . . . P2767-INPUT SPEED SENSOR 2 CIRCUIT NO SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . P2783-TORQUE CONVERTER TEMPERATURE TOO HIGH . . . . . . . . . . . . P2784-INPUT SPEED SENSOR 1/2 CORRELATION . . . . . . . . . . . . . . . . . . . . . U0002-CAN C BUS OFF PERFORMANCE . U0100-LOST COMMUNICATION WITH ECM/PCM . . . . . . . . . . . . . . . . . . . . . . . . . U0103-LOST COMMUNICATION WITH ELECTRIC GEAR SHIFT MODULE . . . . . . . U0121-LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE . . . . . . . . . . U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE . . . . . . . . . . . U0155-LOST COMMUNICATION WITH CLUSTER/CCN . . . . . . . . . . . . . . . . . . . . . U0164-LOST COMMUNICATION WITH HVAC CONTROL MODULE . . . . . . . . . . . . . . . . . U0401-IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM . . . . . . . . . . . . . . . . . . . . U0404-IMPLAUSIBLE DATA RECEIVED FROM ESM . . . . . . . . . . . . . . . . . . . . . . . . U0415-IMPLAUSIBLE DATA RECEIVED FROM ABS . . . . . . . . . . . . . . . . . . . . . . . . . U0423-IMPLAUSIBLE DATA RECEIVED FROM CLUSTER/CCN . . . . . . . . . . . . . . . . U0424-IMPLAUSIBLE DATA RECEIVED FROM HVAC CONTROL MODULE . . . . . . . U0431-IMPLAUSIBLE DATA FROM FCM .. U110B-LOST ENGINE COOLANT MESSAGE . . . . . . . . . . . . . . . . . . . . . . . . . U1118-LOST ENGINE MESSAGE . . . . . . . .

. 226 . 228 . 230

. 232 . 233 . 234

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

DIAGNOSIS AND TESTING

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 3

P0219ENGINE OVERSPEED
For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) monitors the engine speed over the CAN bus. If the engine speed is greater than 4100+ 800 RPM, the TCM assumes that either the information from the Powertrain Control Module (PCM) is incorrect or that a major mechanical problem exist. Once the DTC is set, the TCM will position the transmission gear into neutral to protect the engine and transmissin from damage. The transmission will remain in neutral and will not be revaluated by the TCM until the ignition is cycled. When Monitored: Continuously with the ignition on, engine running, with the transmission in gear with a valid Engine RPM message received at least once, and the CAN Bus Circuit and Engine CAN Message Missing are not active. Set Condition: Engine speed is greater than 5700 RPM + 500 RPM. Possible Causes MECHANICAL ENGINE PROBLEM MECHANICAL TRANSMISSION PROBLEM POWERTRAIN CONTROL MODULE TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK FOR OTHER TRANSMISSION DTCS

With the scan tool, check for other transmission DTCs. Are there any gear ratio and/or speed sensor DTCs present in addition to P0219? Yes No >> Refer to the Symptom Category and perform the appropriate symptom. If speed sensor DTCs are present, perform their respective test first. >> Go To 2

CHECK IF ENGINE MECHANICAL PROBLEMS ARE PRESENT Determine if any Engine mechanical problems are present. Are there any Engine mechanical problems present? Yes >> Repair engine as necessary. Refer to 9 - ENGINE-SERVICE INFORMATION for the appropriate repair procedures. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 3

21 - 4

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0219ENGINE OVERSPEED (CONTINUED)

CHECK IF TRANSMISSION MECHANICAL PROBLEMS ARE PRESENT Determine if any Transmission mechanical problems are present. Turn the ignition off to the lock position. Remove the Transmission Oil Pan and inspect for excessuve debris or a plugged Transmission Oil Filter. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1/FILTER - STANDARD PROCEDURE). Is there any debris, plugged Transmission Oil Filter, or signs of an internal transmission problem? Yes >> Repair Transmission as necessary. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 REMOVAL). Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 4

TEST DRIVE VEHICLE

NOTE: The Engine and Transmission must not have mechanical problems and be operating normally before proceeding with this test. Replace and program the Powertrain Control Module (PCM) per the Service Information. Refer to 8 - ELECTRICAL/ ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE for the appropriate service procedures. Reassemble any previously disconnected connectors and/or components. With the scan tool, erase Transmission DTCs. Road test the vehicle. With the scan tool, read Transmission DTCs. Did DTC P0219-ENGINE OVERSPEED reset? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 5

P0562-BATTERY VOLTAGE LOW

21 - 6

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0562-BATTERY VOLTAGE LOW (CONTINUED)

For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) monitors ignition voltage. The DTC will set if the monitored battery voltage drops below 8.5 volts and a temporary limp in will be activated. If the voltage rises above 9.0 volts, normal operations is resumed and the TCM will record the DTC as a one trip fault. The DTC will only mature to a full DTC if the voltage is less than 8.5 volts with a engine speed greater than 2000 RPM for a least 60 seconds. When Monitored: Continuously with the ignition on. Set Condition: When monitored battery voltage drops below 8.5 volts. Possible Causes ENGINE CHARGING SYSTEM DTCS LOW BATTERY VOLTAGE (A1) B (+) CIRCUIT HIGH RESISTANCE (Z912) GROUND CIRCUIT HIGH RESISTANCE (F942) FUSED TRANSMISSION RELAY OUTPUT CIRCUIT HIGH RESISTANCE TRANSMISSION RELAY TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK FOR ENGINE CHARGING SYSTEM DTCS With the scan tool, read Engine DTCs. Are there any Engine Charging System DTCs present? Yes No >> Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS and perform the appropriate symptom. >> Go To 2

CHECK SYSTEM VOLTAGE Start the engine. With the scan tool, under transmission, check system voltage. Is the transmission system voltage above 9.0 volts? Yes >> Go To 7 >> Go To 3

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 7

P0562-BATTERY VOLTAGE LOW (CONTINUED)

CHECK THE (A1) B (+) CIRCUIT

Turn the ignition off to the lock position. Remove the Transmission Control relay. Ignition on, engine not running. Using a 12-volt test light connected to ground, check the (A1) B (+) circuit in the Transmission Relay connector. NOTE: The test light must illuminate brightly. Compare the brightness to that of a direct connection to the battery. Does the test light illuminate brightly? Yes No >> Go To 4 >> Repair the (A1) B (+) circuit for high resistance. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

CHECK THE (F942) TRANSMISSION RELAY OUTPUT CIRCUIT

Turn the ignition off to the lock position. Remove the Transmission Relay. Connect a jumper wire between the (A1) B (+) circuit and the (F2) Transmission Relay Output circuit in the Transmission Relay connector. Start the engine. With the scan tool, under transmission, check system voltage. Is the transmission system voltage above 9.0 volts? Yes >> Replace the Transmission Relay. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 5

21 - 8

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0562-BATTERY VOLTAGE LOW (CONTINUED)

CHECK THE (F942 )FUSED TRANSMISSION RELAY OUTPUT CIRCUIT

Turn the ignition off to the lock position. Disconnect the TCM C1 harness connector. Ignition on, engine not running.. Using a 12-volt test light connected to ground, check the (F942) Fused Transmission Relay Output circuit in the TCM C1 harness connector. NOTE: The test light must illuminate brightly. Compare the brightness to that of a direct connection to the battery. Does the test light illuminate brightly? Yes No >> Go To 6 >> Repair the (F942) Fused Transmission Relay Output circuit for high resistance. Make sure the check the fuze cavities. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

CHECK (Z912) GROUND CIRCUIT

Turn the ignition off to the lock position. Using a 12-volt test light connected to 12-volts, check the (Z912) Ground circuit in the TCM C1 harness connector. Does the test light illuminate brightly? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Repair the (Z912) Ground circuit for high resistance.

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 9

P0562-BATTERY VOLTAGE LOW (CONTINUED)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. Where there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

21 - 10

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0563-BATTERY VOLTAGE HIGH

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 11

P0563-BATTERY VOLTAGE HIGH (CONTINUED)

For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) monitors ignition voltage. The DTC will set and temporary limp-in will be activated, if the monitored battery voltage rises above 16.9 volts. If the voltage drops below 16.4 volts, normal operations is resumed and the TCM will record the DTC as a one trip fault. The DTC will only mature to a full DTC if the voltage rises above 16.9 volts with a engine speed greater than 2000 RPM for a least 60 seconds. When Monitored: Continuously with the ignition on. Set Condition: When the monitored battery voltage rises above 16.9 volts. Possible Causes CHARGING SYSTEM OVERCHARGE CONDITION JUMP START OFF A 24 VOLT SYSTEM TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK FOR CHARGING SYSTEM DTCS With the scan tool, read Engine DTCs. NOTE: This includes any one trip faults. Are there any Engine Charging System DTCs present? Yes No >> Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS and perform the appropriate symptom. >> Go To 2

CHECK IF VOLTAGE IS GREATER THAN 16.9 VOLTS Start the engine and raise the engine speed to 2000 RPM. With the scan tool, monitor the Transmission system voltage for at least 60 seconds. Does the Transmission system voltage read above 16.9 volts for any period of time? Yes >> Go To 4 >> Go To 3

VERIFY IF VEHICLE WAS JUMP STARTED WITH 24-VOLT SYSTEM Verify if the vehicle was jump started by another vehicle using a 24-volt charging system. Was the vehicle jump started by another vehicle using a 24-volt charging system? Yes >> This is the cause of the DTC. Erase the DTC and return the vehicle to the customer. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 5

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0563-BATTERY VOLTAGE HIGH (CONTINUED)

CHECK BATTERY VOLTAGE

Start the engine and raise the engine speed to 2000 RPM. With the scan tool, read the Transmission system voltage. With a voltmeter, measure the battery voltage at the battery. Compare the readings. Does the voltage readings match between the Transmission scan tool reading and the battery voltmeter reading? Yes >> Repair the charging system for an over charging condition. Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS and diagnose the appropriate symptom as if the DTC is current. >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 13

P0602-CONTROL MODULE PROGRAMMING ERROR/NOT PROGRAMMED

21 - 14

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0602-CONTROL MODULE PROGRAMMING ERROR/NOT PROGRAMMED (CONTINUED)

For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. If the TCM detects that the variables that dictate the vehicle application are not present, the controller will enter Limp-in mode and illuminate the MIL. When Monitored: Continuously with the ignition on. Set Condition: If the TCM detects that the variables that dictate the vehicle application are not present. Possible Causes CONTROLLER NOT CODED TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF TCM IS FLASHABLE

NOTE: Controller is programmed with generic software and will not allow the correct vehicle Powertrain management. With the scan tool, record the vehicles controller part number. Select Use Controller Part Number under the Flash Tab. Flash the controller with the correct software. Were you able to update (flash) the controller successfully? Yes No >> Test Complete. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 15

P0604-INTERNAL CONTROL MODULE RAM

21 - 16

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0604-INTERNAL CONTROL MODULE RAM (CONTINUED)

For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. If the TCM detects an error with the controllers Random Access Memory (RAM), the controller will enter Limp-in mode and illuminate the MIL. When Monitored: Continuously with the ignition on. Set Condition: If the TCM detects an error with the controllers Random Access Memory (RAM). Possible Causes TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

TRANSMISSION CONTROL MODULE

View repair Repair Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 17

P0605-INTERNAL CONTROL MODULE ROM

21 - 18

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0605-INTERNAL CONTROL MODULE ROM (CONTINUED)

For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. If the TCM detects an error with the controllers Read Only Memory (ROM), the controller will enter Limp-in mode and illuminate the MIL. When Monitored: Continuously with the ignition on. Set Condition: If the TCM detects an error with the controllers Read Only Memory (ROM). Possible Causes TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

TRANSMISSION CONTROL MODULE

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 19

P0613-INTERNAL TRANSMISSION PROCESSOR

21 - 20

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0613-INTERNAL TRANSMISSION PROCESSOR (CONTINUED)

For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. If the TCM detects an error with the controllers processor, the controller will enter Limp-in mode and illuminate the MIL. When Monitored: Continuously with the ignition on. Set Condition: If the TCM detects an error with the controllers processor. Possible Causes TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

TRANSMISSION CONTROL MODULE

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 21

P0642-SENSOR REFERENCE VOLTAGE 1 CIRCUIT LOW

21 - 22

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0642-SENSOR REFERENCE VOLTAGE 1 CIRCUIT LOW (CONTINUED)

For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Sensor Supply Voltage circuit supplies a 6-volt power supply to the two input speed sensors. The Sensor Supply Voltage circuit is constantly monitored for correct voltage between 4.8 to 7.2 volts. If the voltage does not stay within the 4.8 to 7.2 volt range, the appropriate DTC will set. When Monitored: Continuously with the ignition on and no undervoltage condition exist. Set Condition: When the monitored sensor voltage is not within specified limits drops below 4.8 volts. Possible Causes SPEED SENSOR DTCS PRESENT (T72) SENSOR SUPPLY VOLTAGE SHORT TO GROUND INTERNAL SHORT IN THE ELECTROHYDRAULIC CONTROL UNIT ASSEMBLY TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK FOR SPEED SENSOR DTCS With the scan tool, check for other transmission DTCs. Are there any speed sensor DTCs present? Yes >> Refer to the Transmission category and perform the appropriate symptom(s). (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING) >> Go To 2

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 23

P0642-SENSOR REFERENCE VOLTAGE 1 CIRCUIT LOW (CONTINUED)

CHECK FOR (T72) SENSOR SUPPLY VOLTAGE SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the Electrohydraulic Control Unit Assembly harness connector. Disconnect the TCM C2 harness connectors. Measure the resistance between ground and the (T72) Sensor Supply Voltage circuit in the TCM harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the (T72) Sensor Supply Voltage circuit for a short to ground Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 3

CHECK FOR A SHORT IN THE ELECTOHYDRAULIC CONTROL UNIT

Reconnect the Electrohydraulic Control Unit Assembly harness connector. Measure the resistance between ground and the (T72) Sensor Supply Voltage circuit in the TCM harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the Electrohydraulic Control Unit Assembly for a short to ground. Refer to 21- AUTOMATIC TRANSMISSION-AUTOMATIC TRANSMISSION NAG1/SERVICE INFORMATION for proper service procedures. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

21 - 24

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0643-SENSOR REFERENCE VOLTAGE 1 CIRCUIT HIGH

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 25

P0643-SENSOR REFERENCE VOLTAGE 1 CIRCUIT HIGH (CONTINUED)

For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Sensor Supply Voltage circuit supplies a 6 volt power supply for the two input speed sensors. The Sensor Supply Voltage circuit is constantly monitored for correct voltage between 4.8 to 7.2 volts. If the voltage does not stay within the 4.8 to 7.2 volt range, the appropriate DTC will set. When Monitored: Continuously with the ignition on and no overvoltage condition exist. Set Condition: When the monitored sensor voltage is not within specified limits and rises above 7.2 volts. Possible Causes (T72) SENSOR SUPPLY VOLTAGE CIRCUIT SHORT TO VOLTAGE (T72) SENSOR SUPPLY VOLTAGE CIRCUIT SHORT TO OTHER CIRCUITS TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK FOR SPEED SENSOR DTCS With the scan tool, check for other transmission DTCs. Are there any speed sensor and/or temperature sensor DTCs present? Yes >> Refer to the Transmission category and perform the appropriate symptom(s). (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING) >> Go To 2

CHECK SOLENOID SUPPLY VOLTAGE ON THE SCAN TOOL Start the engine. With the scan tool, check the Transmission Solenoid Supply Voltage. Is the Transmission Solenoid Supply Voltage above 7.2 volts? Yes >> Go To 3 >> Go To 5

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0643-SENSOR REFERENCE VOLTAGE 1 CIRCUIT HIGH (CONTINUED)

CHECK (T72) SENSOR SUPPLY CIRCUIT VOLTAGE

While back probing, measure the voltage of the (T72) Solenoid Supply Voltage circuit in the TCM harness connector. Does the measured voltage match the voltage reading on the scan tool 0.2 volts? Yes No >> Go To 4 >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

(T72) SENSOR SUPPLY VOLTAGE CIRCUIT SHORT TO ANOTHER CIRCUIT

Turn the ignition off to the lock position. Disconnect the Transmission Electrohydraulic Control Unit Assembly harness connector. Disconnect all TCM harness connectors. Measure the resistance between the (T72) Solenoid Supply Voltage circuit and all other circuits in the Transmission Electrohydraulic Control Unit harness connector. Is the resistance below 5.0 ohms between the (T72) Solenoid Supply Voltage circuit and all other circuits in the Transmission Electrohydraulic Control Unit Assembly harness connector? Yes >> Repair the (T72) Solenoid Supply Voltage circuit for a short to another circuit(s). Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 27

P0643-SENSOR REFERENCE VOLTAGE 1 CIRCUIT HIGH (CONTINUED)

21 - 28

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0657-SOLENOID SUPPLY VOLTAGE CIRCUIT

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 29

P0657-SOLENOID SUPPLY VOLTAGE CIRCUIT (CONTINUED)

For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Solenoid Supply Voltage output of the Transmission Control Module (TCM) provides the voltage to the three shift, two pressure and TCC solenoids. The output is active whenever the system is in normal operation. If a major system fault is detected, this output is turned off to ensure that no solenoids are active. When Monitored: When the output is active and no undervoltage condition exists. Set Condition: When the monitored supply voltage and battery voltage differ by 3.6 volts. Possible Causes (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT OPEN (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO GROUND (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO VOLTAGE (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO ANOTHER CIRCUIT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

(T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO VOLTAGE With the scan tool, check for other transmission DTCs. Is the DTC P1629-TCM INTERNAL - SOLENOID SUPPLY/WATCHDOG also present? Yes >> When both P0657-SOLENOID SUPPLY VOLTAGE CIRCUIT and P1629-TCM INTERNAL - SOLENOID SUPPLY/WATCHDOG DTCs set at the same time indicates that the (T78) Solenoid Supply Voltage circuit is shorted to voltage. Repair the Solenoid Supply Voltage circuit for a short to voltage. If no short to voltage is present, using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 2

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0657-SOLENOID SUPPLY VOLTAGE CIRCUIT (CONTINUED)

(T78) SOLENOID SUPPLY VOLTAGE CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the TCM C1 and C2 harness connectors. Disconnect the Electrohydraulic Control Unit Assembly harness connector. Measure the resistance of the (T78) Solenoid Supply Voltage circuit between the TCM C2 harness connector and the Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the (T78) Solenoid Supply Voltage circuit for an open. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 3

(T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (T78) Solenoid Supply Voltage circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T78) Solenoid Supply Voltage circuit for a short to ground. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 4

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 31

P0657-SOLENOID SUPPLY VOLTAGE CIRCUIT (CONTINUED)

(T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO ANOTHER CIRCUIT

Measure the resistance between the (T78) Solenoid Supply Voltage circuit and all other circuits in the Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms between the (T78) Solenoid Supply Voltage circuit and any other circuit(s) in the Electrohydraulic Control Unit Assembly harness connector? Yes >> Repair the (T78) Solenoid Supply Voltage circuit for a short to another circuit(s). Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0710-TRANSMISSION TEMPERATURE SENSOR CIRCUIT

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 33

P0710-TRANSMISSION TEMPERATURE SENSOR CIRCUIT (CONTINUED)

For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Electrohydraulic Control Unit Assembly of the NAG1 transmission contains a temperature sensor to monitor the transmission oil temperature. This sensor is wired in series with the transmission Park/Neutral switch. The Transmission Control Module (TCM) expects to see a valid voltage level from the sensor when the shifter is in Reverse or any forward Drive position. The TCM also expects to see an open circuit condition when the shifter is in the Park or Neutral position. When the controller detects an open circuit when in Reverse or any forward drive position the DTC will set. Note: Due to a open circuit condition in Park or Neutral, the TCM substitutes the Transmission Temperature reading with Engine Temperature when in Park or Neutral When Monitored: Continuously with the ignition on. Set Condition: When the TCM detects an open circuit when in Reverse or any forward drive position the DTC will set. Possible Causes SHIFT LEVER ASSEMBLY OUT OF ADJUSTMENT (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT OPEN (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORT TO VOLTAGE (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORT TO OTHER CIRCUITS (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORT TO ANOTHER CIRCUIT(S) SHIFT LEVER ASSEMBLY TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF SPEED SENSOR DTCS ARE PRESENT With the scan tool, read Transmission DTCs. Are there any speed sensor DTCs present also? Yes >> Refer to the Transmission category and perform the appropriate symptom(s). (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING) >> Go To 2

CHECK IF SHIFT LEVER ASSEMBLY SHIFT CABLE IS OUT OF ADJUSTMENT Check the Shift Lever Assembly shift cable for proper adjustment. Refer to 21- AUTOMATIC TRANSMISSION-AUTOMATIC TRANSMISSION NAG1/SERVICE INFORMATION for the proper service procedures. Is the Shift Lever Assembly shift cable properly adjusted? Yes >> Go To 3 >> Adjust the Shift Lever Assembly shift cable per the Service Information. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1/GEAR SHIFT CABLE - ADJUSTMENTS) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0710-TRANSMISSION TEMPERATURE SENSOR CIRCUIT (CONTINUED)

CHECK IF ENGINE STARTS IN PART OR NEUTRAL Attempt to start the engine in Park or Neutral. Does the engine start in either Park or Neutral? Yes >> Go To 4 >> Go To 5

TRANSMISSION TEMPERATURE SENSOR-P/N SWITCH

Turn the ignition off to the lock position. Disconnect the TCM C2 harness connector. Place the gear selector in Drive. Measure the resistance of the Transmission Temperature Sensor between the (T54) Temperature Sensor-P/N Switch Signal circuit and the (T13) Sensor Ground circuit in the TCM C2 harness connector. Is the resistance between 500 to 2500 ohms? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Electrohydraulic Control Unit Assembly and Transmission Temperature Sensor-P/N Switch pins and connector terminals for corrosion, damage, or terminal push out. If no problems are found, replace the Transmission Temperature Sensor-P/N Switch. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1/ELECTROHYDRAULIC UNIT - DISASSEMBLY) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

CHECK THE TRANSMISSION TEMPERATURE SENSOR-P/N SWITCH Turn the ignition off to the lock position. Reconnect the TCM C2 harness connector. Disconnect the Electrohydraulic Control Unit Assembly harness connector. NOTE: This procedure may set various DTCs to multiple modules connected to the CAN bus. Disregard and erase any DTCs that may set after completion of this procedure. With the Shift Lever in the Park position, attempt to start the engine. Does the engine start? Yes >> Replace the Transmission Temperature Sensor-P/N Switch. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1/ELECTROHYDRAULIC UNIT - DISASSEMBLY) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 6

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 35

P0710-TRANSMISSION TEMPERATURE SENSOR CIRCUIT (CONTINUED)

CHECK IF THE (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT IS SHORTED TO GROUND

Turn the ignition off to the lock position. Reconnect the Electrohydraulic Control Unit Assembly harness connector. Disconnect the TCM C1 and C2 harness connectors. Measure the resistance between ground and the (T54) Temperature Sensor-P/N Switch Signal circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T54) Temperature Sensor-P/N Switch Signal circuit for a short to ground. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 7

CHECK IF (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT IS SHORTED TO ANOTHER CIRCUIT(S)

Measure the resistance between the (T54) Temperature Sensor-P/N Switch Signal circuit and all other circuits in the TCM C1 and C2 harness connectors. Is the resistance below 5.0 ohms between the (T54) Temperature Sensor-P/N Switch Signal circuit and any other circuit(s)? Yes >> Repair the (T54) Temperature Sensor-P/N Switch Signal circuit for a short to another circuit(s). Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0712-TRANSMISSION TEMPERATURE SENSOR LOW

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 37

P0712-TRANSMISSION TEMPERATURE SENSOR LOW (CONTINUED)

For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Electrohydraulic Control Unit Assembly of the NAG1 transmission contains a temperature sensor to monitor the transmission oil temperature. This sensor is wired in series with the transmission Park/Neutral switch. The Transmission Control Module (TCM) expects to see a valid voltage level from the sensor when the shifter is in Reverse or any forward Drive position. The TCM also expects to see an open circuit condition when the shifter is in the Park or Neutral position. When the controller detects an open circuit when in Reverse or any forward drive position the DTC will set. Note: The TCM substitutes the Transmission Temperature reading with Engine Temperature due to a open circuit condition in Park or Neutral. When Monitored: Continuously with the ignition on. Set Condition: When the TCM detects the Temperature sensor input is below 0.5 volts. Possible Causes (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORT TO GROUND (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORT TO ANOTHER CIRCUIT TRANSMISSION TEMPERATURE SENSOR-P/N SWITCH TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK FOR SHIFT LEVER ASSEMBLY DTCS With the scan tool, check for Shift Lever Assembly DTCs. Are there any Shift Lever Assembly DTCs present? Yes >> Refer to Shift Lever Assembly symptom list and perform the appropriate symptom. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 2

CHECK THE SHIFT LEVER ASSEMBLY CABLE FOR PROPER ADJUSTMENT Check the Shift Lever Assembly Cable for proper adjustment. Refer to 21- AUTOMATIC TRANSMISSION-AUTOMATIC TRANSMISSION NAG1/SERVICE INFORMATION for the appropriate service procedure. Is the Shift Lever Assembly Cable for properly adjusted? Yes >> Go To 3 >> Adjust the Shift Lever Assembly Cable per the Service Information. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1/GEAR SHIFT CABLE - ADJUSTMENTS) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

21 - 38

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0712-TRANSMISSION TEMPERATURE SENSOR LOW (CONTINUED)

CHECK THE (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT FOR A SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the TCM C2 harness connector. Measure the resistance between ground and the (T54) Temperature Sensor-P/N Switch Signal circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T54) Temperature Sensor-P/N Switch Signal circuit for a short to ground. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 4

CHECK THE (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT

Disconnect the TCM C1 harness connector. Disconnect the Transmission Electrohydraulic Control Unit Assembly harness connector. Measure the resistance between the (T54) Temperature Sensor-P/N Switch Signal circuit and all other circuits in the TCM C1 and C2 harness connectors. Is the resistance below 5.0 ohms between the (T54) Temperature Sensor-P/N Switch Signal circuit and any other circuit(s)? Yes >> Repair the (T54) Temperature Sensor-P/N Switch Signal circuit for a short to another circuit(s). Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 39

P0714-TRANSMISSION TEMPERATURE SENSOR INTERMITTENT

21 - 40

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0714-TRANSMISSION TEMPERATURE SENSOR INTERMITTENT (CONTINUED)

For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Electrohydraulic Control Unit Assembly of the NAG1 transmission contains a temperature sensor to monitor the transmission oil temperature. This sensor is wired in series with the transmission Park/Neutral switch. The Transmission Control Module (TCM) expects to see a valid voltage level from the sensor when the shifter is in Reverse or any forward Drive position. The TCM also expects to see an open circuit condition when the shifter is in the Park or Neutral position. When the controller detects an open circuit when in Reverse or any forward drive position the DTC will set. Note: The TCM substitutes the Transmission Temperature reading with Engine Temperature due to a open circuit condition in Park or Neutral. When Monitored: Continuously with the ignition on and the Transmission Temperature below 170 C (338 F). Set Condition: When the TCM detects the Temperature sensor input changes more than 10 C (50 F) between each 20 mSec sensor read. Possible Causes WIRING AND CONNECTORS TRANSMISSION TEMPERATURE SENSOR - P/N SWITCH TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK WIRING AND CONNECTORS Ignition on, engine not running. With the scan tool, monitor the Transmission Temperature. Apply the parking brake. With the brakes firmly applied, place the gear selector in Drive. While monitoring the scan tool, wiggle the wires and connectors from the TCM to the Electrohydraulic Control Unit. Did the transmission temperature fluctuate while wiggling the wires? Yes >> Repair the wiring and/or connectors as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 2

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 41

P0714-TRANSMISSION TEMPERATURE SENSOR INTERMITTENT (CONTINUED)

CHECK IF DTC RESETS Replace the Transmission Temperature Sensor - P/N Switch. Refer to 21- AUTOMATIC TRANSMISSION-AUTOMATIC TRANSMISSION NAG1/SERVICE INFORMATION for proper service procedure. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. With the scan tool, read Transmission DTCs. Did DTC P0714 reset? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

21 - 42

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0717-INPUT SPEED SENSOR 1 CIRCUIT NO SIGNAL

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 43

P0717-INPUT SPEED SENSOR 1 CIRCUIT NO SIGNAL (CONTINUED)

For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Input Speed Sensor 1 (N2) is one of two hall effect speed sensors that are used by the Transmission Control Module (TCM) to calculate the transmissions turbine speed. Since the turbine speed could not be measured directly, two of the drive elements are measured. Two input speed sensors are required because both elements are not active in all gears. When Monitored: Engine speed greater than 450 RPM with none of the following DTCs present: engine speed, TCM undervoltage, output speed sensor, and/or rear wheel speed DTCs. Also required are all wheel speeds above 250 RPM and no wheel slip detected (signal from the ABS system). Set Condition: If the Input Speed Sensor 1 (N2) signal is equal to 0 RPM. Possible Causes (T72) SENSOR SUPPLY VOLTAGE CIRCUIT OPEN (T70) INPUT SPEED SENSOR 1 (N2) SIGNAL CIRCUIT OPEN (T70) SPEED SENSOR 1 (N2) SIGNAL CIRCUIT SHORT TO ANOTHER CIRCUIT (T13) SENSOR GROUND CIRCUIT OPEN (T13) SENSOR GROUND CIRCUIT SHORT TO ANOTHER CIRCUIT (T70) SPEED SENSOR 1 (N2) SIGNAL CIRCUIT SHORT TO GROUND (T13) SENSOR GROUND CIRCUIT SHORT TO GROUND SPEED SENSOR 1 (N2) TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF DTC IS CURRENT

NOTE: The Transmission Control Module stores under Environmental Data the transmission operating conditions when the DTC was set. Before erasure of any DTC, record all information pertaining to the DTC, even if there is more than one DTC stored. With the scan tool, erase transmission DTCs. Using the Environmental Data previously recorded, drive the vehicle and try to duplicate the conditions in which the DTC originally set. Does the DTC reset? Yes No >> Go To 2 >> Go To 10

21 - 44

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0717-INPUT SPEED SENSOR 1 CIRCUIT NO SIGNAL (CONTINUED)

CHECK THE (T72) SENSOR SUPPLY VOLTAGE CIRCUIT FOR AN OPEN

Turn the ignition off to the lock position. Disconnect the TCM C2 harness connector. Disconnect the Electrohydraulic Control Unit Assembly harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance of the (T72) Sensor Supply Voltage circuit from the TCM C2 harness connector to the Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the (T72) Sensor Supply Voltage circuit for an open. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 3

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 45

P0717-INPUT SPEED SENSOR 1 CIRCUIT NO SIGNAL (CONTINUED)

CHECK THE (T70) INPUT SPEED SENSOR 1 (N2) SIGNAL CIRCUIT FOR AN OPEN

Measure the resistance of the (T70) Input Speed Sensor 1 (N2) Signal circuit from the TCM C2 harness connector to the Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the (T70) Input Speed Sensor 1 (N2) Signal circuit for an open. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 4

21 - 46

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0717-INPUT SPEED SENSOR 1 CIRCUIT NO SIGNAL (CONTINUED)

CHECK THE (T13) SENSOR GROUND CIRCUIT FOR AN OPEN

Measure the resistance of the (T13) Sensor Ground circuit from the TCM C2 harness connector to the Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the (T13) Sensor Ground circuit for an open. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 5

CHECK THE (T70) INPUT SPEED SENSOR 1 (N2) SIGNAL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT(S)

Measure the resistance of the (T70) Input Speed Sensor 1 (N2) Signal circuit to all the other circuits in the Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms between the (T70) Input Speed Sensor 1 (N2) Signal circuit and any other circuit(s) in the Electrohydraulic Control Unit Assembly harness connector? Yes >> Repair the (T70) Input Speed Sensor 1 (N2) Signal circuit for a short to another circuit(s). Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 6

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 47

P0717-INPUT SPEED SENSOR 1 CIRCUIT NO SIGNAL (CONTINUED)

CHECK THE (T70) INPUT SPEED SENSOR 1 (N2) SIGNAL CIRCUIT FOR A SHORT TO GROUND

Measure the resistance between ground and the (T70) Input Speed Sensor 1 (N2) Signal circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T70) Input Speed Sensor 1 (N2) Signal circuit for a short to ground. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 7

CHECK THE (T13) SENSOR GROUND CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT(S)

Measure the resistance between the (T13) Sensor Ground circuit to all the other circuits in the Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms between the (T13) Sensor Ground circuit and any other circuit(s) in the Electrohydraulic Control Unit Assembly harness connector. Yes >> Repair the (T13) Sensor Ground circuit for a short to another circuit(s) Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 8

21 - 48

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0717-INPUT SPEED SENSOR 1 CIRCUIT NO SIGNAL (CONTINUED)

CHECK THE (T13) SENSOR GROUND CIRCUIT FOR A SHORT TO GROUND

Measure the resistance between ground and the (T13) Sensor Ground circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T13) Sensor Ground circuit for a short to ground. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 9

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 49

P0717-INPUT SPEED SENSOR 1 CIRCUIT NO SIGNAL (CONTINUED)

CHECK THE INPUT SPEED SENSOR 1 (N2) SIGNAL

Reconnect the Electrohydraulic Control Unit Assembly harness connector. Using a Lab Scope, backprobe the (T70) Input Speed Sensor 1 (N2) Signal circuit at the TCM C2 harness connector. WARNING: Properly support the vehicle. Raise all drive wheels off the ground. Start the engine. WARNING: To avoid personal injury or death, keep hands and feet clear of rotating wheels. Place gear selector in drive and increase vehicle speed to engage 2nd gear. Compare the scope pattern on the Lab Scope with a typical 5-volt square wave pattern. Is the scope pattern comparable to the typical 5-volt square wave signal scope pattern? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 ELECTRICAL/ELECTRONIC CONTROL MODULES/ TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 STANDARD PROCEDURE) >> Replace the Input Speed Sensor 1 (N2) per the Service Information. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1/ELECTROHYDRAULIC UNIT - DISASSEMBLY) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

21 - 50

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0717-INPUT SPEED SENSOR 1 CIRCUIT NO SIGNAL (CONTINUED)

10.

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 51

P0730-INCORRECT GEAR RATIO

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) constantly calculates the transmission ratio based on the input speed sensor 1 and 2 (N2-N3) signals and the calculated output shaft speed. The intent of this diagnostic is to detect if the transmission is trying to mechanically shift into a lower gear then the TCM intends. When Monitored: Engine RPM greater than 450 RPM, output speed greater than 180 RPM, no N2 - N3 input speed sensor errors present, no gear selector lever errors present, no ABS system errors, and all wheel speeds above 450 RPM. Set Condition: No shifting operation and detected gear is not the actual gear. No shifting operation - detected (calculated) gear is less than actual (expected) gear, no plausible gear is calculated, actual turbine speed - calculated turbine speed is greater than 300 RPM or calculated transmission ratio is above threshold. During an Upshift detected (calculated) gear is less than actual (expected) gear. During Downshift - detected (calculated) gear is less than actual (expected) gear. Possible Causes INTERNAL TRANSMISSION PROBLEM TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK FOR INTERNAL TRANSMISSION PROBLEM Determine if there are any Transmission mechanical problems present. Remove the Transmission Oil Pan and inspect for excessive debris or a plugged Transmission Oil Filter. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1/FILTER - STANDARD PROCEDURE) Is there any Transmission mechanical problems present? Yes >> Repair internal transmission as necessary per the Service Information. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - REMOVAL) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

21 - 52

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0731-GEAR RATIO ERROR IN 1ST

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) constantly calculates the transmission ratio based on the input speed sensor 1 and 2 (N2-N3) signals and the calculated output shaft speed. The intent of this diagnostic is to detect if the transmission is slipping or an invalid gear ratio is present. When Monitored: Engine RPM greater than 450 RPM, output speed greater than 180 RPM, no N2 - N3 input speed sensor errors present, no gear selector lever errors present, no ABS system errors, and all wheel speeds above 450 RPM. Set Condition: No shifting operation and detected gear is not the actual gear. No shifting operation - detected (calculated) gear is less than actual (expected) gear, no plausible gear is calculated, actual turbine speed - calculated turbine speed is greater than 300 RPM or calculated transmission ratio is above threshold. During an Upshift detected (calculated) gear is less than actual (expected) gear. During Downshift - detected (calculated) gear is less than actual (expected) gear. Possible Causes LOW TRANSMISSION FLUID OTHER TRANSMISSION DTCS PRESENT INTERNAL TRANSMISSION FAILURE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK FOR OTHER TRANSMISSION DTCS With the scan tool, check transmission DTCS Are there any solenoid and/or solenoid supply voltage DTCs present? Yes >> Refer to the Transmission category and perform the appropriate symptom(s). (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING) >> Go To 2

CHECK TRANSMISSION FLUID LEVEL Check the transmission fluid level per the Service Information. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1/FILTER - STANDARD PROCEDURE) Is the fluid level correct? Yes >> Go To 3 >> Properly adjust the fluid level per the Service Information. (Refer to 21 - TRANSMISSION/TRANSAXLE/ AUTOMATIC - NAG1/FILTER - STANDARD PROCEDURE) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 53

P0731-GEAR RATIO ERROR IN 1ST (CONTINUED)

CHECK IF DTC IS CURRENT With the scan tool, record the Environmental Data and erase Transmission DTCs. NOTE: If the TCM detects and stores a DTC, the TCM also stores the vehicles operating conditions under which the DTC originally set and is located in scan tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally set. Using the Environmental Data recorded earlier, test drive the vehicle while trying to duplicate the conditions in which the DTC originally set. Did the DTC P0731-GEAR RATIO ERROR IN 1ST reset? Yes >> Repair internal transmission as necessary per the Service Information. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - REMOVAL) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 4

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

21 - 54

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0732-GEAR RATIO ERROR IN 2ND

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) constantly calculates the transmission ratio based on the input speed sensor 1 and 2 (N2-N3) signals and the calculated output shaft speed. The intent of this diagnostic is to detect if the transmission is slipping or an invalid gear ratio is present. When Monitored: Engine RPM greater than 450 RPM, output speed greater than 180 RPM, no N2 - N3 input speed sensor errors present, no gear selector lever errors present, no ABS system errors, and all wheel speeds above 450 RPM. Set Condition: No shifting operation and detected gear is not the actual gear. No shifting operation - detected (calculated) gear is less than actual (expected) gear, no plausible gear is calculated, actual turbine speed - calculated turbine speed is greater than 300 RPM or calculated transmission ratio is above threshold. During an Upshift detected (calculated) gear is less than actual (expected) gear. During Downshift - detected (calculated) gear is less than actual (expected) gear. Possible Causes LOW TRANSMISSION FLUID OTHER TRANSMISSION DTCS PRESENT INTERNAL TRANSMISSION FAILURE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 55

P0732-GEAR RATIO ERROR IN 2ND (CONTINUED)

CHECK IF DTC IS CURRENT With the scan tool, record the Environmental Data and erase Transmission DTCs. NOTE: If the TCM detects and stores a DTC, the TCM also stores the vehicles operating conditions under which the DTC originally set and is located in scan tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally set. Using the Environmental Data recorded earlier, test drive the vehicle while trying to duplicate the conditions in which the DTC originally set. Did the DTC P0732-GEAR RATIO ERROR IN 2ND reset? Yes >> Repair internal transmission as necessary per the Service Information. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - REMOVAL) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 4

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

21 - 56

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0733-GEAR RATIO ERROR IN 3RD

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) constantly calculates the transmission ratio based on the input speed sensor 1 and 2 (N2-N3) signals and the calculated output shaft speed. The intent of this diagnostic is to detect if the transmission is slipping or an invalid gear ratio is present. When Monitored: Engine RPM greater than 450 RPM, output speed greater than 180 RPM, no N2 - N3 input speed sensor errors present, no gear selector lever errors present, no ABS system errors, and all wheel speeds above 450 RPM. Set Condition: No shifting operation and detected gear is not the actual gear. No shifting operation - detected (calculated) gear is less than actual (expected) gear, no plausible gear is calculated, actual turbine speed - calculated turbine speed is greater than 300 RPM or calculated transmission ratio is above threshold. During an Upshift detected (calculated) gear is less than actual (expected) gear. During Downshift - detected (calculated) gear is less than actual (expected) gear. Possible Causes LOW TRANSMISSION FLUID OTHER TRANSMISSION DTCS PRESENT INTERNAL TRANSMISSION FAILURE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK TRANSMISSION FLUID LEVEL Check the transmission fluid level per the Service Information. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1/FILTER - STANDARD PROCEDURE) Is the fluid level correct? Yes >> Go To 3 >> Properly adjust the fluid level per the Service Information. (Refer to 21 - TRANSMISSION/TRANSAXLE/ AUTOMATIC - NAG1/FILTER - STANDARD PROCEDURE). Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 57

P0733-GEAR RATIO ERROR IN 3RD (CONTINUED)

CHECK IF DTC IS CURRENT With the scan tool, record the Environmental Data and erase Transmission DTCs. NOTE: If the TCM detects and stores a DTC, the TCM also stores the vehicles operating conditions under which the DTC originally set and is located in scan tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally set. Using the Environmental Data recorded earlier, test drive the vehicle while trying to duplicate the conditions in which the DTC originally set. Did the DTC P0733-GEAR RATIO ERROR IN 3RD reset? Yes >> Repair internal transmission as necessary per the Service Information. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - REMOVAL) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 4

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

21 - 58

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0734-GEAR RATIO ERROR IN 4TH

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) constantly calculates the transmission ratio based on the input speed sensor 1 and 2 (N2-N3) signals and the calculated output shaft speed. The intent of this diagnostic is to detect if the transmission is slipping or an invalid gear ratio is present. When Monitored: Engine RPM greater than 450 RPM, output speed greater than 180 RPM, no N2 - N3 input speed sensor errors present, no gear selector lever errors present, no ABS system errors, and all wheel speeds above 450 RPM. Set Condition: No shifting operation and detected gear is not the actual gear. No shifting operation - detected (calculated) gear is less than actual (expected) gear, no plausible gear is calculated, actual turbine speed - calculated turbine speed is greater than 300 RPM or calculated transmission ratio is above threshold. During an Upshift detected (calculated) gear is less than actual (expected) gear. During Downshift - detected (calculated) gear is less than actual (expected) gear. Possible Causes LOW TRANSMISSION FLUID OTHER TRANSMISSION DTCS PRESENT INTERNAL TRANSMISSION FAILURE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 59

P0734-GEAR RATIO ERROR IN 4TH (CONTINUED)

CHECK IF DTC IS CURRENT With the scan tool, record the Environmental Data and erase Transmission DTCs. NOTE: If the TCM detects and stores a DTC, the TCM also stores the vehicles operating conditions under which the DTC originally set and is located in scan tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally set. Using the Environmental Data recorded earlier, test drive the vehicle while trying to duplicate the conditions in which the DTC originally set. Did the DTC P0734-GEAR RATIO ERROR IN 4TH reset? Yes >> Repair internal transmission as necessary per the Service Information. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - REMOVAL) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 4

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

21 - 60

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0735-GEAR RATIO ERROR IN 5TH

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) constantly calculates the transmission ratio based on the input speed sensor 1 and 2 (N2-N3) signals and the calculated output shaft speed. The intent of this diagnostic is to detect if the transmission is slipping or an invalid gear ratio is present. When Monitored: Engine RPM greater than 450 RPM, output speed greater than 180 RPM, no N2 - N3 input speed sensor errors present, no gear selector lever errors present, no ABS system errors, and all wheel speeds above 450 RPM. Set Condition: No shifting operation and detected gear is not the actual gear. No shifting operation - detected (calculated) gear is less than actual (expected) gear, no plausible gear is calculated, actual turbine speed - calculated turbine speed is greater than 300 RPM or calculated transmission ratio is above threshold. During an Upshift detected (calculated) gear is less than actual (expected) gear. During Downshift - detected (calculated) gear is less than actual (expected) gear. Possible Causes LOW TRANSMISSION FLUID OTHER TRANSMISSION DTCS PRESENT INTERNAL TRANSMISSION FAILURE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK TRANSMISSION FLUID LEVEL Check the transmission fluid level per the Service Information. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1/FILTER - STANDARD PROCEDURE) Is the fluid level correct? Yes >> Go To 3 >> Properly adjust the fluid level per the Service Information. (Refer to 21 - TRANSMISSION/TRANSAXLE/ AUTOMATIC - NAG1/FILTER - STANDARD PROCEDURE). Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 61

P0735-GEAR RATIO ERROR IN 5TH (CONTINUED)

CHECK IF DTC IS CURRENT With the scan tool, record the Environmental Data and erase Transmission DTCs. NOTE: If the TCM detects and stores a DTC, the TCM also stores the vehicles operating conditions under which the DTC originally set and is located in scan tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally set. Using the Environmental Data recorded earlier, test drive the vehicle while trying to duplicate the conditions in which the DTC originally set. Did the DTC P0735-GEAR RATIO ERROR IN 5TH reset? Yes >> Repair internal transmission as necessary per the Service Information. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - REMOVAL) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 4

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

21 - 62

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0742-TORQUE CONVERTER CLUTCH STUCK ON

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 63

P0742-TORQUE CONVERTER CLUTCH STUCK ON (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) constantly monitors the amount of torque converter slippage. When the torque converter clutch (TCC) is open the slippage is expected to be above a threshold. If the slippage is less then expected when the TCC is open, the TCM assumes that the TCC is stuck on. When Monitored: Ignition on, TCM not in initialization phase, No input speed sensor 1 or 2 (N2N3) DTCs, No CAN bus or ECM DTCs, No CAN engine speed signal or engine torque signal not implausible DTCs, Engine speed greater than 450 rpm, No shift in progress, Gear 1, 2, 3, 4 or 5 engaged, and the TCM torque converter status is OPEN Set Condition: Engine RPM (Turbine Speed) is greater than 30 RPM when engine torque less than 100 Nm (74.0 ft.lbs.) for period of 1.0 second. Possible Causes (T75) TCC SOLENOID CONTROL CIRCUIT SHORT TO GROUND (T75) TCC SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT INTERNAL TRANSMISSION LOCKUP CONTROL VALVE STICKING IN ITS BORE LEAKING TCC SOLENOID TORQUE CONVERTER TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF ENGINE STALLS OR STUMBLES IN GEAR Turn the ignition off to the lock position. Disconnect the Electrohydraulic Control Unit Assembly harness connector. NOTE: Check connectors - Clean/repair as necessary. Start the engine. With the brakes firmly applied, shift the gear selector into Drive. Did the engine stall or stumble? Yes >> Repair internal transmission. Pay particular attention to the components related to the TCC such as the Lockup Control Valve sticking in its bore or a leaking TCC Solenoid. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - REMOVAL) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 2

21 - 64

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0742-TORQUE CONVERTER CLUTCH STUCK ON (CONTINUED)

(T75) TCC SOLENOID CONTROL CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the TCM C2 harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between ground and the (T75) TCC Solenoid Control circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T75) TCC Solenoid Control circuit for a short to ground. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 3

(T75) TCC SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT

Measure the resistance between the (T75) TCC Solenoid Control circuit and all other circuits in the Transmission Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms between the (T75) TCC Solenoid Control circuit and all other circuits in the Transmission Electrohydraulic Control Unit Assembly harness connector? Yes >> Repair the (T75) TCC Solenoid Control circuit for a short to another circuit(s). Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 65

P0743-TCC SOLENOID CIRCUIT

21 - 66

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0743-TCC SOLENOID CIRCUIT (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The TCC Solenoid is activated when the Transmission Control Module (TCM) determines that the Torque Converter Clutch should be activated. The Torque Converter Clutch is a variable slip torque clutch that allows control of the slip from 5.5% to 95.5% of lock-up. The Clutch is controlled by the TCC Solenoid which is pulse width modulated (PWM) to provide the desired amount of slip. The clutch requires both an electrical PWM of 1000Hz and an hydraulic PWM of 100Hz. When Monitored: Continuously with the ignition on, engine running, with the transmission in gear, the TCC Solenoid is inactive, or when the TCC Solenoid is active and controlled above 25% duty cycle, with the Solenoid Supply voltage active. Set Condition: If the TCM detects on the TCC Solenoid control circuit: open, short to ground, short to voltage, internal short in the TCC Solenoid or an open in the TCC Solenoid. Possible Causes (T75) TCC SOLENOID CONTROL CIRCUIT OPEN (T75) TCC SOLENOID CONTROL CIRCUIT SHORT TO GROUND TCC SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT TCC SOLENOID TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF THE DTC IS CURRENT

NOTE: If the TCM detects and stores a DTC, the TCM also stores the vehicles operating conditions under which the DTC originally set. This information is located in scan tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally set. Turn the ignition off to the lock position. With the scan tool, erase Transmission DTCs. Using the Environmental Data recorded earlier, try to duplicate the conditions in which the DTC originally set. It may be necessary to test drive the vehicle. With the scan tool, read Transmission DTCs. Did the DTC P0743 reset? Yes No >> Go To 2 >> Go To 6

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 67

P0743-TCC SOLENOID CIRCUIT (CONTINUED)

CHECK THE (T75) TCC SOLENOID CONTROL CIRCUIT FOR AN OPEN

Turn the ignition off to the lock position. Disconnect the TCM C2 harness connector. Disconnect the Transmission Electrohydraulic Control Unit Assembly harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance of the (T75) TCC Solenoid Control circuit from the TCM C2 harness connector to the Transmission Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the (T75) TCC Solenoid Control circuit for an open. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 3

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0743-TCC SOLENOID CIRCUIT (CONTINUED)

CHECK THE (T75) TCC SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND

Measure the resistance between ground and the (T75) TCC Solenoid Control circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T75) TCC Solenoid Control circuit for a short to ground. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 4

CHECK THE (T75) TCC SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 69

P0743-TCC SOLENOID CIRCUIT (CONTINUED)

CHECK THE TCC SOLENOID RESISTANCE

Disconnect the Transmission Electrohydraulic Control Unit Assembly harness connector. Measure the resistance of the TCC Solenoid between the (T75) TCC Solenoid Control circuit and the (T78) Solenoid Supply circuit in the TCM C2 harness connector. Is the resistance of the TCC Solenoid between 2.0 and 4.0 ohms? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Replace the TCC Solenoid per the Service Information. (Refer to 21 - TRANSMISSION/TRANSAXLE/ AUTOMATIC - NAG1/ELECTROHYDRAULIC UNIT - DISASSEMBLY) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0748-MODULATOR PRESSURE SOLENOID CIRCUIT

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 71

P0748-MODULATOR PRESSURE SOLENOID CIRCUIT (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Modulating Pressure Control Solenoid Valves purpose is to control the modulating pressure depending on the continuously changing operating conditions, such as load and gear change. The Modulating Pressure Control Solenoid Valve is always active. The solenoid uses pulse width modulation (PWM) to control the transmissions hydraulic fluid pressure that is determined by the Transmission Control Module (TCM). When Monitored: Continuously with the ignition on, engine running, the Modulating Pressure Control Solenoid Valve is either off, or active with 25-75% duty cycle, with no Solenoid Supply Voltage DTCs present. Set Condition: When the Modulating Pressure Control Solenoid Valve is turned on and the Solenoid driver detects an error (the measured current is too different then the target current) or when the solenoid is off and a short to ground is detected. Possible Causes (T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT OPEN (T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT SHORT TO GROUND (T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT MODULATING PRESSURE CONTROL SOLENOID VALVE TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF THE DTC IS CURRENT

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0748-MODULATOR PRESSURE SOLENOID CIRCUIT (CONTINUED)

CHECK THE (T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT FOR AN OPEN

Turn the ignition off to the lock position. Disconnect the TCM C2 harness connector. Disconnect the Transmission Electrohydraulic Control Unit Assembly harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance of the (T76) Modulation Pressure Solenoid Control circuit between the TCM C2 harness connector and the Transmission Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the (T76) Modulation Pressure Solenoid Control circuit for an open. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 3

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 73

P0748-MODULATOR PRESSURE SOLENOID CIRCUIT (CONTINUED)

CHECK THE (T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND

Measure the resistance between ground and the (T76) Modulation Pressure Solenoid Control circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T76) Modulation Pressure Solenoid Control circuit for a short to ground. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 4

CHECK THE (T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT

Measure the resistance between the (T76) Modulation Pressure Solenoid Control circuit and every other circuit in the Transmission Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the (T76) Modulation Pressure Solenoid Control circuit for a short to another circuit. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 5

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0748-MODULATOR PRESSURE SOLENOID CIRCUIT (CONTINUED)

CHECK THE MODULATING PRESSURE CONTROL SOLENOID VALVE

Reconnect the Transmission Electrohydraulic Control Unit Assembly harness connector. Measure the resistance between the (T76) Modulation Pressure Solenoid Control circuit and the (T78) Solenoid Supply Voltage circuit in the TCM C2 harness connector. Is the resistance between 2.5 and 6.5 ohms? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Replace the Modulating Pressure Control Solenoid Valve per the Service Information. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1/ELECTROHYDRAULIC UNIT - DISASSEMBLY)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 75

P0752-1-2/4-5 SOLENOID

21 - 76

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0752-1-2/4-5 SOLENOID (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The 1-2/4-5 Solenoid is activated when the Transmission Control Module (TCM) determines that the transmission must shift into or out of second or fifth gear. The solenoid is only activated during the actual shift of the transmission. When the solenoid is activated, hydraulic pressure is applied to the proper shift elements in the transmission to allow the desired shift. Once the shift is completed the solenoid is turned off. When Monitored: When both the 1-2/4-5 Solenoid and the Solenoid Supply voltage is active. Set Condition: When 1-2/4-5 Solenoid is turned on and the TCM detects any of the following in the 2-3 Solenoid Control circuit: open, short to ground, short to voltage, or a faulty 1-2/4-5 Solenoid Control driver in the TCM. Possible Causes (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT OPEN (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT SHORT TO GROUND (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT 1-2/4-5 SOLENOID TRANSMISSSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF THE DTC IS CURRENT

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 77

P0752-1-2/4-5 SOLENOID (CONTINUED)

CHECK THE (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR AN OPEN

Turn the ignition off to the lock position. Disconnect the TCM C2 harness connector. Disconnect the Transmission Electrohydraulic Control Unit Assembly harness connector. Measure the resistance of the (T76) 1-2/4-5 Solenoid Control circuit between the TCM C2 harness connector and the Transmission Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 3 >> Repair the (T76) 1-2/4-5 Solenoid Control circuit for an open. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0752-1-2/4-5 SOLENOID (CONTINUED)

CHECK THE (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND

Measure the resistance between ground and the (T76) 1-2/4-5 Solenoid Control circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T76) 1-2/4-5 Solenoid Control circuit for a short to ground. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 4

CHECK THE (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR A TO ANOTHER CIRCUIT

Measure the resistance between the (T76) 1-2/4-5 Solenoid Control circuit and every other circuit in the Transmission Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms between the (T76) 1-2/4-5 Solenoid Control circuit and any other circuit(s) in the Transmission Electrohydraulic Control Unit Assembly harness connector? Yes >> Repair the (T76) 1-2/4-5 Solenoid Control circuit for a short to another circuit(s). Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 5

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 79

P0752-1-2/4-5 SOLENOID (CONTINUED)

CHECK THE 1-2/4-5 SOLENOID

Reconnect the Transmission Electrohydraulic Control Unit Assembly harness connector. Measure the resistance of the 1-2/4-5 Solenoid between the (T76) 1-2/ 4-5 Solenoid Control circuit and the (T78) Solenoid Voltage Supply circuit in the TCM C2 harness connector. Is the resistance between 2.5 and 6.5 ohms? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Replace the 1-2/4-5 Solenoid per the Service Information. (Refer to 21 - TRANSMISSION/TRANSAXLE/ AUTOMATIC - NAG1/ELECTROHYDRAULIC UNIT - DISASSEMBLY) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0753-1-2/4-5 SOLENOID CIRCUIT

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 81

P0753-1-2/4-5 SOLENOID CIRCUIT (CONTINUED)

For a complete wiring diagram Refer to Section 8W

Theory of Operation
The 1-2/4-5 Solenoid is activated when the Transmission Control Module (TCM) determines that the transmission must shift into or out of second or fifth gear. The solenoid is only activated during the actual shift of the transmission. When the solenoid is activated, hydraulic pressure is applied to the proper shift elements in the transmission to allow the desired shift. Once the shift is completed the solenoid is turned off. When Monitored: When both the 1-2/4-5 Solenoid and the Solenoid Supply voltage is active. Set Condition:When 1-2/4-5 Solenoid is turned on and the TCM detects any of the following in the 2-3 Solenoid Control circuit: open, short to ground, short to voltage, or a faulty 1-2/4-5 Solenoid Control driver in the TCM. Possible Causes (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT OPEN (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT SHORT TO GROUND (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT 1-2/4-5 SOLENOID TRANSMISSSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF THE DTC IS CURRENT

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0753-1-2/4-5 SOLENOID CIRCUIT (CONTINUED)

CHECK THE (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR AN OPEN

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 83

P0753-1-2/4-5 SOLENOID CIRCUIT (CONTINUED)

CHECK THE (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND

CHECK THE (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0753-1-2/4-5 SOLENOID CIRCUIT (CONTINUED)

CHECK THE 1-2/4-5 SOLENOID

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 85

P0758-2-3 SOLENOID

21 - 86

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0758-2-3 SOLENOID (CONTINUED)

For a complete wiring diagram Refer to Section 8W

Theory of Operation
The 2-3 Solenoid is activated when the Transmission Control Module (TCM) determines that the transmission must shift into or out of 3rd gear. The solenoid is only activated during the shifting of the transmission. When the solenoid is activated, hydraulic pressure is applied to the proper shift elements in the transmission to allow the desired shift. Once the shift is completed the solenoid is turned off. When Monitored: When both the 2-3 Solenoid and the Solenoid Supply voltage is active. Set Condition: When 2-3 Solenoid is turned on and the TCM detects any of the following in the 2-3 Solenoid Control circuit: open, short to ground, short to voltage, or a faulty 2-3 Solenoid Control driver in the TCM. Possible Causes (T74) 2-3 SOLENOID CONTROL CIRCUIT OPEN (T74) 2-3 SOLENOID CONTROL CIRCUIT SHORT TO GROUND (T74) 2-3 SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT 2-3 SOLENOID TRANSMISSSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF THE DTC IS CURRENT

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 87

P0758-2-3 SOLENOID (CONTINUED)

CHECK THE (T74) 2-3 SOLENOID CONTROL CIRCUIT FOR AN OPEN

Turn the ignition off to the lock position. Disconnect the TCM C2 harness connector. Disconnect the Transmission Electrohydraulic Control Unit Assembly harness connector. Measure the resistance of the (T74) 2-3 Solenoid Control circuit between the TCM C2 harness connector and the Transmission Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 3 >> Repair the (T74) 2-3 Solenoid Control circuit for an open. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

21 - 88

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0758-2-3 SOLENOID (CONTINUED)

CHECK THE (T74) 2-3 SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND

Measure the resistance between ground and the (T74) 2-3 Solenoid Control circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T74) 2-3 Solenoid Control circuit for a short to ground. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 4

CHECK THE (T74) 2-3 SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT

Measure the resistance between the (T74) 2-3 Solenoid Control circuit and every other circuit in the Transmission Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms between the (T74) 2-3 Solenoid Control circuit and any other circuit(s) in the Transmission Electrohydraulic Control Unit Assembly harness connector? Yes >> Repair the (T74) 2-3 Solenoid Control circuit for a short to another circuit(s). Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 5

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 89

P0758-2-3 SOLENOID (CONTINUED)

CHECK THE 2-3 SOLENOID

Reconnect the Transmission Electrohydraulic Control Unit Assembly harness connector. Measure the resistance of the 2-3 Solenoid between the (T74) 2-3 Solenoid Control circuit and the (T78) Solenoid Voltage Supply circuit in the TCM C2 harness connector. Is the resistance between 2.5 and 6.5 ohms? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Replace the 2-3 Solenoid per the Service Information. (Refer to 21 - TRANSMISSION/TRANSAXLE/ AUTOMATIC - NAG1/ELECTROHYDRAULIC UNIT - DISASSEMBLY)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0758-2-3 SOLENOID CIRCUIT

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 91

P0758-2-3 SOLENOID CIRCUIT (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Diagnostic Test

CHECK IF THE DTC IS CURRENT

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0758-2-3 SOLENOID CIRCUIT (CONTINUED)

CHECK THE (T74) 2-3 SOLENOID CONTROL CIRCUIT FOR AN OPEN

Turn the ignition off to the lock position. Disconnect the TCM C2 harness connector. Disconnect the Transmission Electrohydraulic Control Unit Assembly harness connector. Measure the resistance of the (T74) 2-3 Solenoid Control circuit between the TCM C2 harness connector and the Transmission Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 3 >> Repair the (T74) 2-3 Solenoid Control circuit for an open. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 93

P0758-2-3 SOLENOID CIRCUIT (CONTINUED)

CHECK THE (T74) 2-3 SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND

CHECK THE (T74) 2-3 SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0758-2-3 SOLENOID CIRCUIT (CONTINUED)

CHECK THE 2-3 SOLENOID

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 95

P0762-3-4 SOLENOID

21 - 96

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0762-3-4 SOLENOID (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The 3-4 Solenoid is activated when the Transmission Control Module (TCM) determines that the transmission must shift into or out of 4th gear. The solenoid is only activated during the shifting of the transmission. When the solenoid is activated, hydraulic pressure is applied to the proper shift elements in the transmission to allow the desired shift. Once the shift is completed the solenoid is turned off. When Monitored: When both the 3-4 Solenoid and the Solenoid Supply voltage is active. Set Condition: When 3-4 Solenoid is turned on and the TCM detects any of the following in the 2-3 Solenoid Control circuit: open, short to ground, short to voltage, or a faulty 3-4 Solenoid Control driver in the TCM. Possible Causes (T73) 3-4 SOLENOID CONTROL CIRCUIT OPEN (T73) 3-4 SOLENOID CONTROL CIRCUIT SHORT TO GROUND (T73) 3-4 SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT 3-4 SOLENOID TRANSMISSSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF THE DTC IS CURRENT

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 97

P0762-3-4 SOLENOID (CONTINUED)

CHECK THE (T73) 3-4 SOLENOID CONTROL CIRCUIT FOR AN OPEN

Turn the ignition off to the lock position. Disconnect the TCM C2 harness connector. Disconnect the Transmission Electrohydraulic Control Unit Assembly harness connector. Measure the resistance of the (T73) 3-4 Solenoid Control circuit between the TCM C2 harness connector and the Transmission Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 3 >> Repair the (T73) 3-4 Solenoid Control circuit for an open. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0762-3-4 SOLENOID (CONTINUED)

CHECK THE (T73) 3-4 SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND

Measure the resistance between ground and the (T73) 3-4 Solenoid Control circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T73) 3-4 Solenoid Control circuit for a short to ground. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 4

CHECK THE (T73) 3-4 SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT

Measure the resistance between the (T73) 3-4 Solenoid Control circuit and every other circuit in the Transmission Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms between the (T73) 3-4 Solenoid Control circuit and any other circuit(s) in the Transmission Electrohydraulic Control Unit Assembly harness connector? Yes >> Repair the (T73) 3-4 Solenoid Control circuit for a short to another circuit(s). Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 5

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

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P0762-3-4 SOLENOID (CONTINUED)

CHECK THE 3-4 SOLENOID

Reconnect the Transmission Electrohydraulic Control Unit Assembly harness connector. Measure the resistance of the 3-4 Solenoid between the (T73) 3-4 Solenoid Control circuit and the (T78) Solenoid Voltage Supply circuit in the TCM C2 harness connector. Is the resistance between 2.5 and 6.5 ohms? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Replace the 3-4 Solenoid per the Service Information. (Refer to 21 - TRANSMISSION/TRANSAXLE/ AUTOMATIC - NAG1/ELECTROHYDRAULIC UNIT - DISASSEMBLY) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0763-3-4 SOLENOID CIRCUIT

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 101

P0763-3-4 SOLENOID CIRCUIT (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Diagnostic Test

CHECK IF THE DTC IS CURRENT

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0763-3-4 SOLENOID CIRCUIT (CONTINUED)

CHECK THE (T73) 3-4 SOLENOID CONTROL CIRCUIT FOR AN OPEN

Turn the ignition off to the lock position. Disconnect the TCM C2 harness connector. Disconnect the Transmission Electrohydraulic Control Unit Assembly harness connector. Measure the resistance of the (T73) 3-4 Solenoid Control circuit between the TCM C2 harness connector and the Transmission Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 3 >> Repair the (T73) 3-4 Solenoid Control circuit for an open. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

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P0763-3-4 SOLENOID CIRCUIT (CONTINUED)

CHECK THE (T73) 3-4 SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND

CHECK THE (T73) 3-4 SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0763-3-4 SOLENOID CIRCUIT (CONTINUED)

CHECK THE 3-4 SOLENOID

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 105

P0778-SHIFT PRESSURE SOLENOID CIRCUIT

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0778-SHIFT PRESSURE SOLENOID CIRCUIT (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Shift Pressure Solenoid is activated when the Transmission Control Module (TCM) determines that a transmission gear shift is required. The Shift Pressure Solenoid is pulse width modulated (PWM) controlled to allow the proper amount of hydraulic pressure to the shift elements. The Shift Pressure Solenoid is only activated during the shift of the transmission. When the Shift Pressure Solenoid is activated, hydraulic pressure is applied to the proper shift elements through one of the shift solenoids in the transmission to allow the desired shift. Once the shift is completed the solenoid is turned off. When Monitored: When the Shift Pressure Solenoid is: off, or active with 25-75% duty cycle, and the Solenoid Supply voltage is active. Set Condition: When Shift Pressure Solenoid is turned on and the TCM detects any of the following in the 2-3 Solenoid Control circuit: open, short to ground, short to voltage, or a faulty Shift Pressure Solenoid Control driver in the TCM. Possible Causes (T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT OPEN (T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT SHORT TO GROUND (T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT SHIFT PRESSURE SOLENOID TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF THE DTC IS CURRENT

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

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P0778-SHIFT PRESSURE SOLENOID CIRCUIT (CONTINUED)

CHECK THE (T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT FOR AN OPEN

Turn the ignition off to the lock position. Disconnect the TCM C2 harness connector. Disconnect the Transmission Electrohydraulic Control Unit Assembly harness connector. Measure the resistance of the (T77) Shift Pressure Solenoid Control circuit between the TCM C2 harness connector and the Transmission Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 3 >> Repair the (T77) Shift Pressure Solenoid Control circuit for an open. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0778-SHIFT PRESSURE SOLENOID CIRCUIT (CONTINUED)

CHECK THE (T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND

Measure the resistance between ground and the (T77) Shift Pressure Solenoid Control circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T77) Shift Pressure Solenoid Control circuit for a short to ground. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 4

CHECK THE (T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT

Measure the resistance between the (T77) Shift Pressure Solenoid Control circuit and every other circuit in the Transmission Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms between the (T77) Shift Pressure Solenoid Control circuit and any other circuit(s) in the Transmission Electrohydraulic Control Unit Assembly harness connector? Yes >> Repair the (T77) Shift Pressure Solenoid Control circuit for a short to another circuit(s). Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 5

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

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P0778-SHIFT PRESSURE SOLENOID CIRCUIT (CONTINUED)

CHECK THE SHIFT PRESSURE SOLENOID

Reconnect the Transmission Electrohydraulic Control Unit Assembly harness connector. Measure the resistance of the Shift Pressure Solenoid between the (T77) Shift Pressure Solenoid Control circuit and the (T78) Solenoid Voltage Supply circuit in the TCM C2 harness connector. Is the resistance between 2.5 and 6.5 ohms? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Replace the Shift Pressure Solenoid per the Service Information. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1/ELECTROHYDRAULIC UNIT - DISASSEMBLY) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P1629-TCM INTERNAL - SOLENOID SUPPLY/ WATCHDOG

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 111

P1629-TCM INTERNAL - SOLENOID SUPPLY/ WATCHDOG (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. During the power up of the controller, the TCM tests the ability of the TCM to shut down the Solenoid Supply Voltage circuit. The controller monitors the A/D feedback on the Solenoid Supply driver output to ensure that battery voltage is no longer present. Note: A short to voltage on the Solenoid Supply Voltage circuit or any one of the solenoids may set this DTC. When Monitored: Continuously with the ignition on. Set Condition: If the TCM detects voltage on the Solenoid Supply Voltage circuit when the TCM request the circuit to be off. Possible Causes (T78) SOLENOID SUPPY VOLTAGE CIRCUIT SHORT TO VOLTAGE TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK THE (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT

Turn the ignition off to the lock position. Disconnect the TCM C1 and C2 harness connectors. Disconnect the Transmission Electrohydraulic Control Unit Assembly harness connector. Measure the resistance between the (T78) Solenoid Supply Voltage circuit and every other circuit in the Transmission Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms between the (T78) Solenoid Supply Voltage circuit and any other circuit(s) in the Transmission Electrohydraulic Control Unit Assembly harness connector? Yes >> Repair the (T78) Solenoid Supply Voltage circuit for a short to another circuit(s). Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P1631-TCM INTERNAL- PROCESSOR CLOCK PERFORMANCE

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 113

P1631-TCM INTERNAL- PROCESSOR CLOCK PERFORMANCE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. This DTC indicates that there is an issue with the TCMs internal clock. If the TCM detects an error with the controllers internal clock, the controller will enter Limp-in mode and illuminate the MIL. When Monitored: Continuously with the ignition on. Set Condition: If the TCM detects an error with the controllers internal clock. Possible Causes TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

TRANSMISSION CONTROL MODULE

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P1632-TCM INTERNAL - TEST INTERNAL WATCHDOG PERFORMANCE

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 115

P1632-TCM INTERNAL - TEST INTERNAL WATCHDOG PERFORMANCE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. This DTC indicates that there is an issue with the TCMs internal watchdog failed. If the TCM detects an error with the controllers internal watchdog, the controller will enter Limp-in mode and illuminate the MIL. When Monitored: Continuously with the ignition on. Set Condition: If the TCM detects an error with the controllers internal watchdog. Possible Causes TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

TRANSMISSION CONTROL MODULE

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P1633-TCM INTERNAL - TEST EXTERNAL WATCHDOG PERFORMANCE

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 117

P1633-TCM INTERNAL - TEST EXTERNAL WATCHDOG PERFORMANCE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. This DTC indicates that there is an issue with the TCMs external watchdog. If the TCM detects an error with the controllers external watchdog, failed the power up test, the controller will enter Limp-in mode and illuminate the MIL. When Monitored: Continuously with the ignition on. Set Condition: If the TCM detects an error with the controllers external watchdogfailed the power up test. Possible Causes TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

TRANSMISSION CONTROL MODULE

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P1634-TCM INTERNAL- INTERNAL WATCHDOG PERFORMANCE

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 119

P1634-TCM INTERNAL- INTERNAL WATCHDOG PERFORMANCE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. This DTC indicates that the controllers microprocessor internal watchdog has detected an error. If the TCM microprocessor detects an internal watchdog error, the controller will enter Limp-in mode and illuminate the MIL. When Monitored: Continuously with the ignition on. Set Condition: If the TCM microprocessor internal watchdog detects an error. Possible Causes TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

TRANSMISSION CONTROL MODULE

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P1636-TCM INTERNAL- EXTERNAL WATCHDOG PERFORMANCE

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 121

P1636-TCM INTERNAL- EXTERNAL WATCHDOG PERFORMANCE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. This DTC indicates that watch dog circuitry external to the microprocessor has detected an error. If the TCM watch dog circuitry external to the microprocessor detects an error, the controller will enter Limp-in mode and illuminate the MIL. When Monitored: Continuously with the ignition on. Set Condition: If the TCM watch dog circuitry external to the microprocessor detects an error. Possible Causes TRANSMISSION CONTROL MODULE Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING)

Diagnostic Test

TRANSMISSION CONTROL MODULE

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P1637-TCM INTERNAL-EEPROM PERFORMANCE

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 123

P1637-TCM INTERNAL-EEPROM PERFORMANCE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. This DTC indicates that there is an internal error with the controllers Random Access Memory. If detected, the controller will enter Limp-in mode and illuminate the MIL. When Monitored: Continuously with the ignition on. Set Condition: If the TCM indicates that there is an internal error with the controllers Random Access Memory. Possible Causes TRANSMISSION CONTROL MODULE Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING)

Diagnostic Test

TRANSMISSION CONTROL MODULE

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P1638-TCM INTERNAL-CAN 1 RAM PERFORMANCE

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 125

P1638-TCM INTERNAL-CAN 1 RAM PERFORMANCE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. This DTC indicates that there is an internal error with the controllers Random Access Memory (RAM) on the CAN controller 1 section of the microprocessor. If detected, the controller will enter Limp-in mode and illuminate the MIL. When Monitored: Continuously with the ignition on. Set Condition: If the TCM detects an internal error with the controllers Random Access Memory (RAM) on the CAN controller 1 section of the microprocessor. Possible Causes TRANSMISSION CONTROL MODULE Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING)

Diagnostic Test

TRANSMISSION CONTROL MODULE

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P1639-TCM INTERNAL-CAN 2 RAM PERFORMANCE

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 127

P1639-TCM INTERNAL-CAN 2 RAM PERFORMANCE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. This DTC indicates that there is an internal error with the controllers Random Access Memory (RAM) on the CAN controller 2 section of the microprocessor. If detected, the controller will enter Limp-in mode and illuminate the MIL. When Monitored: Continuously with the ignition on. Set Condition: If the TCM detects an internal error with the controllers Random Access Memory (RAM) on the CAN controller 2 section of the microprocessor. Possible Causes TRANSMISSION CONTROL MODULE Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING)

Diagnostic Test

TRANSMISSION CONTROL MODULE

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P1644-INCORRECT VARIANT/CONFIGURATION

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 129

P1644-INCORRECT VARIANT/CONFIGURATION (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. If the TCM detects that the variables that dictate the vehicle application are not present, the controller will enter Limp-in mode and illuminate the MIL. When Monitored: Continuously with the ignition on. Set Condition: If the TCM detects that the variables that dictate the vehicle application are not present. Possible Causes CONTROLLER NOT CODED TRANSMISSION CONTROL MODULE Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

PERFORM TCM REPLACEMENT PROCEDURE

NOTE: Controller is programmed with generic software and will not allow the correct vehicle Powertrain management. With the scan tool, perform the TCM replacement procedure. Were you able to update the controller successfully? Yes >> Test Complete. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P1704-INPUT SPEED SENSOR 1 OVERSPEED

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 131

P1704-INPUT SPEED SENSOR 1 OVERSPEED (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The NAG1 transmission has two input speed sensors 1 and 2 (N2 and N3), both speed sensors are located on the valve body. The speed sensors are hall effect speed sensors that are used by the Transmission Control Module (TCM) to calculate the transmissions input speed. Since the input speed could not be measured directly, two of the drive elements are measured. Two input speed sensors were required because both drive elements are not active in all gears. The input speed sensors 1 and 2 will report the same input speed in gears 2nd, 3rd or 4th. If the 1 and 2 input speed sensor signals are not the same in these gears, the TCM will set the DTC P2784-Input Speed Sensor 1/2 Correlation. The input speed sensor 2 is not reported in 1st and 5th gears. The input speed sensor 1 (N2) is not reported in Reverse. The P01704-Input Speed Sensor 1 Overspeed and P01705-Input Speed Sensor 2 Overspeed DTCs are rationality checks designed to detect a major transmission failure. If either DTC is detected, the TCM will place the transmission in Neutral. When Monitored: Continuously with the ignition on, engine running, transmission in gear, and Input Speed Sensor 1 (N2) greater than 0 RPM Set Condition: If the RPM of the Input Speed Sensor 1 (N2) is greater than 7700 RPM. Possible Causes INTERNAL TRANSMISSION TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK TO SEE IF DTC IS CURRENT Turn the ignition on. With the scan tool, erase Transmission DTCs. Raise the vehicle on the hoist. Start the engine. With the scan tool, monitor the Input Speed Sensor 1 RPM. Firmly apply the brakes and place the gear selector in Drive. WARNING: To avoid personal injury or death, keep hands and feet clear of rotating wheels. Release the brakes and raise the engine RPM to allow the transmission to upshift to the 2-3 and 3-4 shift schedule. Did the Input Speed Sensor 1 display an RPM above 7700? Yes >> Go To 2 >> Go To 3

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P1704-INPUT SPEED SENSOR 1 OVERSPEED (CONTINUED)

INTERNAL TRANSMISSION This DTC is an indication of a internal transmission failure. Remove the Transmission Oil Pan and inspect for excessive debris such as clutch friction material or metal contamination. Is there any indication of an internal transmission failure? Yes >> Repair internal transmission as necessary per the Service Information. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - REMOVAL) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

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P1705-INPUT SPEED SENSOR 2 OVERSPEED

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P1705-INPUT SPEED SENSOR 2 OVERSPEED (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The NAG1 transmission has two input speed sensors 1 and 2 (N2 and N3), both speed sensors are located on the valve body. The speed sensors are hall effect speed sensors that are used by the Transmission Control Module (TCM) to calculate the transmissions input speed. Since the input speed could not be measured directly, two of the drive elements are measured. Two input speed sensors were required because both drive elements are not active in all gears. The input speed sensors 1 and 2 will report the same input speed in gears 2nd, 3rd or 4th. If the 1 and 2 input speed sensor signals are not the same in these gears, the TCM will set the DTC P2784-Input Speed Sensor 1/2 Correlation. The input speed sensor 2 is not reported in 1st and 5th gears. The input speed sensor 1 (N2) is not reported in Reverse. The P01704-Input Speed Sensor 1 Overspeed and P01705-Input Speed Sensor 2 Overspeed DTCs are rationality checks designed to detect a major transmission failure. If either DTC is detected, the TCM will place the transmission in Neutral. When Monitored: Continuously with the ignition on, engine running, transmission in gear, and Input Speed Sensor 2 (N3) greater than 0 RPM Set Condition: If the RPM of the Input Speed Sensor 2 (N3) is greater than 7700 RPM. Possible Causes INTERNAL TRANSMISSION TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK TO SEE IF DTC IS CURRENT Turn the ignition on. With the scan tool, erase Transmission DTCs. Raise the vehicle on the hoist. Start the engine. With the scan tool, monitor the Input Speed Sensor 2 RPM. Firmly apply the brakes and place the gear selector in Drive. WARNING: To avoid personal injury or death, keep hands and feet clear of rotating wheels. Release the brakes and raise the engine RPM to allow the transmission to upshift to the 2-3 and 3-4 shift schedule. Did the Input Speed Sensor 2 display an RPM above 7700? Yes >> Go To 2 >> Go To 3

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

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P1705-INPUT SPEED SENSOR 2 OVERSPEED (CONTINUED)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P1731-INCORRECT GEAR ENGAGED

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The TCM compares the calculated gear with the gear the transmission has actually engaged. The actual gear is identified by verifying the signals of the two input speed sensors 1 (N2) and 2 (N3) as well as the transmission output speed (from the ABS system). If the actual gear differs from the gear calculated by the TCM, the TCM value is adjusted to the engaged gear and a counter is increased by 2 points. If after a shift the engaged gear and the calculated gear still match, the counter is decreased by 1 point. A DTC is detected as soon as the counter exceeds a threshold. When Monitored: The conditions for gear detection are: engine speed greater than 450 rpm, no input speed sensor failures are active, no selector lever error active, selector lever is not in intermediate position, selector lever position is not showing power-up value, no output speed error is active, no transfer case error is active, output speed (ABS system) greater than 180 rpm, no wheel speed (ABS system) overspeed detected. Set Condition: The detected gear calculated by the TCM is not identical to the actual gear. Exception: detected gear is 1st and actual gear is 2nd. If the problem is present for three consecutive ignition cycles, the TCM places the transmission into Limp-in mode until the DTC is cleared by the scan tool. Possible Causes TRANSMISSION SOLENOID DTCS PRESENT ABS DTCS PRESENT INTERNAL TRANSMISSION TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF TRANSMISSION SOLENOID DTCS ARE PRESENT With the scan tool, check for other transmission DTCs. Are there any Transmission Solenoid DTCS present? Yes >> Refer to the Transmission category and perform the appropriate symptom(s). (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING) >> Go To 2

CHECK IF ABS DTCS ARE PRESENT With the scan tool, check for ABS DTCs. Are there any ABS DTCs present? Yes >> Refer to 5 - BRAKES - ABS ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 3

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

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P1731-INCORRECT GEAR ENGAGED (CONTINUED)

CHECK FOR INTERNAL TRANSMISSION PROBLEM This DTC is usually set due to an internal transmission problem such as but not limited to: stuck solenoid valve and/or contamination in the valve body, broken springs, leaking clutch seals, dislodged or broken snap ring. Inspect internal transmission. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING) Were there any problems found? Yes >> Repair internal transmission as necessary per the Service Information. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - REMOVAL) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P2638-TORQUE MANAGEMENT FEEDBACK SIGNAL PERFORMANCE

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 139

P2638-TORQUE MANAGEMENT FEEDBACK SIGNAL PERFORMANCE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) requests torque reductions over the CAN bus during a transmission shift to improve shift quality. The TCM verifies that the PCM / ECM has performed the requested torque reduction by monitoring the response to the request. If the response is not within a specified tolerance, the TCM increments a counter, and if this counter reaches a threshold, the DTC sets. When Monitored: Engine intervention active for at least 20 ms, no engine torque errors, engine torque demand is greater than 0. Set Condition: Torque Reduction acknowledge bit - not set, no shift aborts, the error flag Torque Reduction Acknowledge is not set, Powertrain controller not supporting torque requests. Possible Causes CAN BUS CIRCUIT DTC PRESENT TRANSMISSION CONTROL MODULE POWERTRAIN / ENGINE CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK FOR ENGINE DTC PRESENT With the scan tool, check engine DTCs. Are there any engine DTCs present? Yes >> Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS and diagnose the appropriate symptom. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 2

CHECK FOR CAN BUS DTCS With the scan tool, check for any CAN bus DTCs or a sign of a CAN bus failure. Are there any CAN bus DTCs present in any module other than the TCM or an overall indication of a CAN bus communication problem? Yes >> This is an indication of a CAN bus communication problem. Depending on the DTC, either refer to the module reporting the DTC and perform diagnostics for the appropriate symptom or refer to 8 - ELECTRICAL - ELECTRONIC CONTROL MODULES - ELECTRICAL DIAGNOSTICS and perform the appropriate symptom. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 3

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P2638-TORQUE MANAGEMENT FEEDBACK SIGNAL PERFORMANCE (CONTINUED)

CHECK IF DTC RESETS Turn the ignition off to the lock position. Replace and program the Powertrain Control Module per the Service Information. Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE for the appropriate service procedure. With the scan tool, record the Environmental Data and erase Transmission DTCs. NOTE: If the TCM detects and stores a DTC, the TCM also stores the vehicles operating conditions under which the DTC originally set and is located in scan tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally set. Using the Environmental Data recorded earlier, test drive the vehicle while trying to duplicate the conditions in which the DTC originally set. With the scan tool, read Transmission DTCs. Did the DTC P2638-TORQUE MANAGEMENT FEEDBACK SIGNAL PERFORMANCE reset? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

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P2767-INPUT SPEED SENSOR 2 CIRCUIT NO SIGNAL

21 - 142

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P2767-INPUT SPEED SENSOR 2 CIRCUIT NO SIGNAL (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Input Speed Sensor 2 (N3) is one of two hall effect speed sensors that are used by the Transmission Control Module (TCM) to calculate the transmissions turbine speed. Since the turbine speed could not be measured directly, two of the drive elements are measured. Two input speed sensors are required because both elements are not active in all gears. When Monitored: Engine speed greater than 450 RPM with none of the following DTCs present: engine speed, TCM undervoltage, output speed sensor, and/or rear wheel speed DTCs. Also required are all wheel speeds above 250 RPM and no wheel slip detected (signal from the ABS system). Set Condition: If the Input Speed Sensor 2 (N3) signal is equal to 0 RPM. Possible Causes (T72) SENSOR SUPPLY VOLTAGE CIRCUIT OPEN (T71) INPUT SPEED SENSOR 2 (N3) SIGNAL CIRCUIT OPEN (T71) SPEED SENSOR 2 (N3) SIGNAL CIRCUIT SHORT TO ANOTHER CIRCUIT (T13) SENSOR GROUND CIRCUIT OPEN (T13) SENSOR GROUND CIRCUIT SHORT TO ANOTHER CIRCUIT (T71) SPEED SENSOR 2 (N3) SIGNAL CIRCUIT SHORT TO GROUND (T13) SENSOR GROUND CIRCUIT SHORT TO GROUND INPUT SPEED SENSOR 2 (N3) TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF DTC IS CURRENT

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 143

P2767-INPUT SPEED SENSOR 2 CIRCUIT NO SIGNAL (CONTINUED)

CHECK THE (T72) SENSOR SUPPLY VOLTAGE CIRCUIT FOR AN OPEN

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P2767-INPUT SPEED SENSOR 2 CIRCUIT NO SIGNAL (CONTINUED)

CHECK THE (T71) INPUT SPEED SENSOR 2 (N3) SIGNAL CIRCUIT FOR AN OPEN

Measure the resistance of the (T71) Input Speed Sensor 2 (N3) Signal circuit from the TCM C2 harness connector to the Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the (T71) Input Speed Sensor 2 (N3) Signal circuit for an open. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 4

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 145

P2767-INPUT SPEED SENSOR 2 CIRCUIT NO SIGNAL (CONTINUED)

CHECK THE (T13) SENSOR GROUND CIRCUIT FOR AN OPEN

CHECK THE (T71) INPUT SPEED SENSOR 2 (N3) SIGNAL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT(S)

Measure the resistance of the (T71) Input Speed Sensor 2 (N3) Signal circuit to all the other circuits in the Electrohydraulic Control Unit Assembly harness connector. Is the resistance below 5.0 ohms between the (T71) Input Speed Sensor 2 (N3) Signal circuit and any other circuit(s) in the Electrohydraulic Control Unit Assembly harness connector? Yes >> Repair the (T71) Input Speed Sensor 2 (N3) Signal circuit for a short to another circuit(s). Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 6

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P2767-INPUT SPEED SENSOR 2 CIRCUIT NO SIGNAL (CONTINUED)

CHECK THE (T71) INPUT SPEED SENSOR 2 (N3) SIGNAL CIRCUIT FOR A SHORT TO GROUND

Measure the resistance between ground and the (T71) Input Speed Sensor 2 (N3) Signal circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T71) Input Speed Sensor 2 (N3) Signal circuit for a short to ground. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 7

CHECK THE (T13) SENSOR GROUND CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT(S)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 147

P2767-INPUT SPEED SENSOR 2 CIRCUIT NO SIGNAL (CONTINUED)

CHECK THE (T13) SENSOR GROUND CIRCUIT FOR A SHORT TO GROUND

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P2767-INPUT SPEED SENSOR 2 CIRCUIT NO SIGNAL (CONTINUED)

CHECK THE INPUT SPEED SENSOR 2 (N3) SIGNAL

Reconnect the Electrohydraulic Control Unit Assembly harness connector. Using a Lab Scope, backprobe the (T71) Input Speed Sensor 2 (N3) Signal circuit at the TCM C2 harness connector. WARNING: Properly support the vehicle. Raise all drive wheels off the ground. Start the engine. WARNING: To avoid personal injury or death, keep hands and feet clear of rotating wheels. Place gear selector in drive and increase vehicle speed to engage 2nd gear. Compare the scope pattern on the Lab Scope with a typical 5-volt square wave pattern. Is the scope pattern comparable to the typical 5-volt square wave signal scope pattern? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 ELECTRICAL/ELECTRONIC CONTROL MODULES/ TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Replace the Input Speed Sensor 2 (N3) per the Service Information. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1/ELECTROHYDRAULIC UNIT - DISASSEMBLY) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

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P2767-INPUT SPEED SENSOR 2 CIRCUIT NO SIGNAL (CONTINUED)

10.

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P2783-TORQUE CONVERTER TEMPERATURE TOO HIGH

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) monitors the friction loss of the torque converter clutch while it is in slipping mode. The TCM calculates friction loss using CAN communication signals such as, engine speed and engine torque, as well as the torque converter turbine speed computed by the TCM. Depending on the friction loss calculated in each program cycle, a corresponding value is added to a factor as long as the torque converter clutch is in slipping mode. The factor is set to 0 when the clutch is opened. If the factor reaches a specified value, a DTC is set. When Monitored: When the solenoid supply voltage is active. With no reporting Input Speed Sensor 1 or 2 (N2 - N3), CAN Bus, PCM, CAN Engine, and/or CAN Engine Speed DTCs present. Torque Converter Clutch in slip mode. Set Condition: When the friction loss factor reaches a predetermined threshold. Possible Causes INTERNAL TRANSMISSION OR TORQUE CONVER CLUTCH PROBLEM Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK FOR AN INTERNAL TRANSMISSION PROBLEM This DTC is an informational DTC. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. This is usually a sign of Torque Converter Clutch failure or an internal transmission problem. Check the Engine and Transmission Cooling Systems for proper operation. View repair. Repair Repair internal Transmission, Torque Converter, and/or Transmission and Engine Cooling systems as necessary. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - REMOVAL) and/or (Refer to 7 - COOLING - DIAGNOSIS AND TESTING) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

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P2784-INPUT SPEED SENSOR 1/2 CORRELATION

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P2784-INPUT SPEED SENSOR 1/2 CORRELATION (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Input Speed Sensors 1 and 2 (N2 - N3) will report the same speed in 2nd, 3rd and 4th gears. If the Input Speed Sensor 1 and 2 signals are not the same in these gears, the DTC will set. When Monitored: Engine speed greater than 450 RPM, no engine speed DTCs, no TCM undervoltage system operation, no output speed sensor DTCs (CAN signal from the ABS system), all wheel speeds above 250 RPM (CAN signal from the ABS system), no rear wheel speed DTCs (signal from the ABS system), and no wheel slip detected (CAN signal from the ABS system), no shifting operation, Input Speed Sensor 2 (N3) greater than 800 RPM and Input Speed Sensor 1 (N2) greater than 0 RPM and the TCM not in reset. Set Condition: If the speed difference between the Input Speed Sensors 1 and 2 (N2 - N3) is greater than 150 RPM. Possible Causes INTERNAL TRANSMISSION TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK FOR SPEED SENSOR OR SENSOR SUPPLY VOLTAGE DTCS With the scan tool, check for other transmission DTCs. Are any Input Speed Sensor and/or Sensor Supply Voltage DTCs present? Yes >> Refer to the Transmission category and perform the appropriate symptom(s). (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING) >> Go To 2

CHECK TO SEE IF INPUT SENSOR MISMATCH IS CURRENT

NOTE: If the TCM detects and stores a DTC, the TCM also stores the vehicles operating conditions under which the DTC originally set and is located in scan tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally set. With the scan tool, record the Environmental Data and erase Transmission DTCs. Using the Environmental Data recorded earlier, test drive the vehicle while trying to duplicate the conditions in which the DTC originally set. Did the DTC P2784-INPUT SPEED SENSOR 1/2 CORRELATION reset? Yes No >> Go To 3 >> Go To 4

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 153

P2784-INPUT SPEED SENSOR 1/2 CORRELATION (CONTINUED)

INTERNAL TRANSMISSION Turn the ignition off to the lock position. Remove the Transmission Oil Pan and inspect for debris, a plugged Transmission Oil Filter, or any sign of an internal transmission problem. Is there any debris, plugged Transmission Oil Filter, or any sign of an internal transmission problem? Yes >> Repair as necessary. Refer to 21- AUTOMATIC TRANSMISSION-AUTOMATIC TRANSMISSION NAG1/ SERVICE INFORMATION for the appropriate service procedures. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U0002-CAN C BUS OFF PERFORMANCE

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 155

U0002-CAN C BUS OFF PERFORMANCE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) receives information from the Engine, Anti-lock Brake System, and the Electronic Gear Shift control modules over the CAN C bus. The CAN C bus is a high speed communication bus that allows real time control capability between various controllers. Most messages are sent every 20 mSec, this means critical information can be shared between controllers. The CAN C bus is a two wire bus with a CAN (+) and a CAN (-) circuit. To reduce the potential of radio and other electrical noise interference, the CAN Bus circuit wiring is manufactured in a twisted pair within the electrical harness. When Monitored: Continuously with the ignition on. Set Condition: The TCM detects an: open, short to ground, short to voltage of the CAN C (+) or CAN C (-) circuits, short between the CAN C (+) or CAN C (-) circuits. Possible Causes TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK FCM FOR AN OVERALL CAN COMMUNICATION BUS FAILURE With the scan tool, check for FCM DTCs. Does the FCM report a CAN C Bus failure, or one or more CAN C Bus DTCs? Yes >> Refer to 8-ELECTRICAL - ELECTRONIC CONTROL MODULES - ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom. Perform the diagnostic procedure for U0001-CAN C BUS DTC first if it is present. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 2

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U0002-CAN C BUS OFF PERFORMANCE (CONTINUED)

CHECK IF THE DTC IS CURRENT

NOTE: When the Transmission Control Module (TCM) detects and stores a DTC, the TCM also stores the vehicles operating conditions under which the DTC originally set. This information is located in the scan tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally set. Ignition on, engine not running. With the scan tool, erase Transmission DTCs. Using the Environmental Data recorded earlier, try to duplicate the conditions in which the DTC originally set. It may be necessary to test drive the vehicle. With the scan tool, read Transmission DTCs. Did the DTC U0002-CAN C BUS OFF PERFORMANCE reset? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 3

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 157

U0100-LOST COMMUNICATION WITH ECM/PCM

21 - 158

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U0100-LOST COMMUNICATION WITH ECM/PCM (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) receives information from the Engine, Anti-lock Brake System, and the Electronic Gear Shift control modules over the CAN C bus. The CAN C bus is a high speed communication bus that allows real time control capability between various controllers. Most messages are sent every 20 mSec, this means critical information can be shared between multiple controllers almost instantaneously. The CAN C bus is a two wire bus with a CAN (+) and a CAN (-) circuit. To reduce the potential of radio and other electrical noise interference, the CAN Bus circuit wiring is manufactured using a twisted pair configuration within the electrical wiring harness. When Monitored: U0002-CAN C BUS OFF PERFORMANCE not present. One second after ignition on and not in Park or Neutral, no System Overvoltage or System Undervoltage condition present, or the transmission in Park or Neutral and engine RPM greater than 850 RPM. Set Condition: The DTC will set if a CAN ID was not received in the required time from the ECM or PCM. Possible Causes TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK THE FCM FOR CAN C BUS COMMUNICATION DTCS With the scan tool, check for FCM DTCs. Does the FCM report the DTC U0001-CAN C BUS or U0100-LOST COMMUNICATION WITH ECM/PCM? Yes >> Refer to 8-ELECTRICAL - ELECTRONIC CONTROL MODULES - ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom. Perform the diagnostic procedure for U0001-CAN C BUS first if it is present. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 2

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 159

U0100-LOST COMMUNICATION WITH ECM/PCM (CONTINUED)

CHECK IF THE DTC IS CURRENT

NOTE: When the Transmission Control Module (TCM) detects and stores a DTC, the TCM also stores the vehicles operating conditions under which the DTC originally set. This information is located in the scan tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally set. Ignition on, engine not running. With the scan tool, erase Transmission DTCs. Using the Environmental Data recorded earlier, try to duplicate the conditions in which the DTC originally set. It may be necessary to test drive the vehicle. With the scan tool, read Transmission DTCs. Did the DTC U0100-LOST COMMUNICATION WITH ECM/PCM reset? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 3

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

21 - 160

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U0103-LOST COMMUNICATION WITH ELECTRIC GEAR SHIFT MODULE

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 161

U0103-LOST COMMUNICATION WITH ELECTRIC GEAR SHIFT MODULE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) receives information from the Engine, Anti-lock Brake System, and the Electronic Gear Shift control modules over the CAN C bus. The CAN C bus is a high speed communication bus that allows real time control capability between various controllers. Most messages are sent every 20 mSec, this means critical information can be shared between multiple controllers almost instantaneously. The CAN C bus is a two wire bus with a CAN (+) and a CAN (-) circuit. To reduce the potential of radio and other electrical noise interference, the CAN Bus circuit wiring is manufactured using a twisted pair configuration within the electrical wiring harness. When Monitored: Continuously with the ignition on. Set Condition: The DTC will set if a valid CAN ID was not received in the required time from the Electronic Gear Shift Module. Possible Causes TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK THE FCM FOR CAN C BUS COMMUNICATION DTCS With the scan tool, check for FCM DTCs. Does the FCM report the DTC U0001-CAN C BUS DTC or U0100-LOST COMMUNICATION WITH ECM/PCM? Yes >> Refer to 8-ELECTRICAL - ELECTRONIC CONTROL MODULES - ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom. Perform the diagnostic procedure for U0001-CAN C BUS first if it is present. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 2

21 - 162

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U0103-LOST COMMUNICATION WITH ELECTRIC GEAR SHIFT MODULE (CONTINUED)

CHECK IF THE DTC IS CURRENT

NOTE: When the Transmission Control Module (TCM) detects and stores a DTC, the TCM also stores the vehicles operating conditions under which the DTC originally set. This information is located in the scan tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally set. Ignition on, engine not running. With the scan tool, erase Transmission DTCs. Using the Environmental Data recorded earlier, try to duplicate the conditions in which the DTC originally set. It may be necessary to test drive the vehicle. With the scan tool, read Transmission DTCs. Did the DTC U0100-LOST COMMUNICATION WITH ECM/PCM reset? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 3

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 163

U0121-LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE

21 - 164

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U0121-LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) receives information from the Engine, Anti-lock Brake System, and the Electronic Gear Shift control modules over the CAN C bus. The CAN C bus is a high speed communication bus that allows real time control capability between various controllers. Most messages are sent every 20 mSec, this means critical information can be shared between multiple controllers almost instantaneously. The CAN C bus is a two wire bus with a CAN (+) and a CAN (-) circuit. To reduce the potential of radio and other electrical noise interference, the CAN Bus circuit wiring is manufactured using a twisted pair configuration within the electrical wiring harness. When Monitored: Continuously with the ignition on. Set Condition: The DTC will set if a valid CAN ID was not received in the required time from the ABS. Possible Causes TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK THE FCM FOR CAN C BUS COMMUNICATION DTCS With the scan tool, check for FCM DTCs. Does the FCM report the DTC U0001-CAN C BUS DTC or U0121-LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE? Yes >> Refer to 8-ELECTRICAL - ELECTRONIC CONTROL MODULES - ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom. Perform the diagnostic procedure for U0001-CAN C BUS first if it is present. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 2

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 165

U0121-LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE (CONTINUED)

CHECK IF THE DTC IS CURRENT

NOTE: When the Transmission Control Module (TCM) detects and stores a DTC, the TCM also stores the vehicles operating conditions under which the DTC originally set. This information is located in the scan tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally set. Ignition on, engine not running. With the scan tool, erase Transmission DTCs. Using the Environmental Data recorded earlier, try to duplicate the conditions in which the DTC originally set. It may be necessary to test drive the vehicle. With the scan tool, read Transmission DTCs. Did the DTC U0121-LOST COMMUNICATION WITH ANTILOCK BRAKE MODULE reset? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 3

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

21 - 166

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 167

U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) receives information from the Engine, Anti-lock Brake System, and the Electronic Gear Shift control modules over the CAN C bus. The CAN C bus is a high speed communication bus that allows real time control capability between various controllers. Most messages are sent every 20 mSec, this means critical information can be shared between multiple controllers almost instantaneously. The CAN C bus is a two wire bus with a CAN (+) and a CAN (-) circuit. To reduce the potential of radio and other electrical noise interference, the CAN Bus circuit wiring is manufactured using a twisted pair configuration within the electrical wiring harness. When Monitored: Continuously with the ignition on. Set Condition: The DTC will set if a valid CAN ID was not received in the required time from the Front Control Module (FCM). Possible Causes TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK THE FCM FOR CAN C BUS COMMUNICATION DTCS With the scan tool, check for FCM DTCs. Does the FCM report the DTC U0001-CAN C BUS DTC or U0101-LOST COMMUNICATION WITH TCM? Yes >> Refer to 8-ELECTRICAL - ELECTRONIC CONTROL MODULES - ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom. Perform the diagnostic procedure for U0001-CAN C BUS first if it is present. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 2

21 - 168

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE (CONTINUED)

CHECK IF THE DTC IS CURRENT

NOTE: When the Transmission Control Module (TCM) detects and stores a DTC, the TCM also stores the vehicles operating conditions under which the DTC originally set. This information is located in the scan tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally set. Ignition on, engine not running. With the scan tool, erase Transmission DTCs. Using the Environmental Data recorded earlier, try to duplicate the conditions in which the DTC originally set. It may be necessary to test drive the vehicle. With the scan tool, read Transmission DTCs. Did the DTC U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE reset? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 3

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 169

U0155-LOST COMMUNICATION WITH CLUSTER/CCN

21 - 170

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U0155-LOST COMMUNICATION WITH CLUSTER/CCN (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) receives information from the Engine, Anti-lock Brake System, and the Electronic Gear Shift control modules over the CAN C bus. The CAN C bus is a high speed communication bus that allows real time control capability between various controllers. Most messages are sent every 20 mSec, this means critical information can be shared between multiple controllers almost instantaneously. The CAN C bus is a two wire bus with a CAN (+) and a CAN (-) circuit. To reduce the potential of radio and other electrical noise interference, the CAN Bus circuit wiring is manufactured using a twisted pair configuration within the electrical wiring harness. When Monitored: Continuously with the ignition on. Set Condition: The DTC will set if a valid CAN ID was not received in the required time from the Cluster/CCN. Possible Causes TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK THE FCM FOR CAN C BUS COMMUNICATION DTCS With the scan tool, check for FCM DTCs. Does the FCM report the DTC U0001-CAN C BUS DTC or U0155-LOST COMMUNICATION WITH CLUSTER/ CCN? Yes >> Refer to 8-ELECTRICAL - ELECTRONIC CONTROL MODULES - ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom. Perform the diagnostic procedure for U0001-CAN C BUS first if it is present. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 2

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 171

U0155-LOST COMMUNICATION WITH CLUSTER/CCN (CONTINUED)

CHECK IF THE DTC IS CURRENT

NOTE: When the Transmission Control Module (TCM) detects and stores a DTC, the TCM also stores the vehicles operating conditions under which the DTC originally set. This information is located in the scan tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally set. Ignition on, engine not running. With the scan tool, erase Transmission DTCs. Using the Environmental Data recorded earlier, try to duplicate the conditions in which the DTC originally set. It may be necessary to test drive the vehicle. With the scan tool, read Transmission DTCs. Did the DTC U0155-LOST COMMUNICATION WITH CLUSTER/CCN reset? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 3

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

21 - 172

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U0164-LOST COMMUNICATION WITH HVAC CONTROL MODULE

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 173

U0164-LOST COMMUNICATION WITH HVAC CONTROL MODULE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) receives information from the Engine, Anti-lock Brake System, and the Electronic Gear Shift control modules over the CAN C bus. The CAN C bus is a high speed communication bus that allows real time control capability between various controllers. Most messages are sent every 20 mSec, this means critical information can be shared between multiple controllers almost instantaneously. The CAN C bus is a two wire bus with a CAN (+) and a CAN (-) circuit. To reduce the potential of radio and other electrical noise interference, the CAN Bus circuit wiring is manufactured using a twisted pair configuration within the electrical wiring harness. When Monitored: Continuously with the ignition on. Set Condition: The DTC will set if a valid CAN ID was not received in the required time from the HVAC Control Module. Possible Causes TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK THE FCM FOR CAN C BUS COMMUNICATION DTCS With the scan tool, check for FCM DTCs. Does the FCM report the DTC U0001-CAN C BUS DTC or U0164-LOST COMMUNICATION WITH HVAC CONTROL MODULE? Yes >> Refer to 8-ELECTRICAL - ELECTRONIC CONTROL MODULES - ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom. Perform the diagnostic procedure for U0001-CAN C BUS first if it is present. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 2

21 - 174

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U0164-LOST COMMUNICATION WITH HVAC CONTROL MODULE (CONTINUED)

CHECK IF THE DTC IS CURRENT

NOTE: When the Transmission Control Module (TCM) detects and stores a DTC, the TCM also stores the vehicles operating conditions under which the DTC originally set. This information is located in the scan tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally set. Ignition on, engine not running. With the scan tool, erase Transmission DTCs. Using the Environmental Data recorded earlier, try to duplicate the conditions in which the DTC originally set. It may be necessary to test drive the vehicle. With the scan tool, read Transmission DTCs. Did the DTC U0164-LOST COMMUNICATION WITH HVAC CONTROL MODULE reset? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 3

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 175

U0401-IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM

21 - 176

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U0401-IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN message received at least once, and no U0002-CAN C Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN message from the Engine Control Module (ECM). Possible Causes FCM CAN BUS DTCS ENGINE DTCS TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF FCM CAN BUS DTCS ARE PRESENT With the scan tool, read FCM DTCs. Are there any FCM CAN BUS DTCs present? Yes >> Refer to 8-ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING and diagnose the appropriate symptom. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 2

CHECK IF ENGINE DTCS ARE PRESENT With the scan tool, read Engine DTCs. Are there any Engine DTCs present? Yes >> Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS and diagnose the appropriate symptom. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 177

U0404-IMPLAUSIBLE DATA RECEIVED FROM ESM

21 - 178

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U0404-IMPLAUSIBLE DATA RECEIVED FROM ESM (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the Electronic Shift Module (ESM). Possible Causes FCM CAN BUS DTCS PRESENT ELECTRONIC SHIFT MODULE DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

ELECTRONIC SHIFT MODULE DTCS PRESENT With the scan tool, read Electronic Shift Module (ESM) DTCs. Are there any ESM DTCs present? Yes >> Refer to Section 21 AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS and perform the appropriate diagnostic procedure. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

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U0415-IMPLAUSIBLE DATA RECEIVED FROM ABS

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U0415-IMPLAUSIBLE DATA RECEIVED FROM ABS (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the ABS control module. Possible Causes FCM CAN BUS DTCS PRESENT ABS DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF ABS DTCS ARE PRESENT With the scan tool, read ABS DTCs. Are there any ABS DTCs present? Yes >> Refer to Section 5 - BRAKES - ABS ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

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U0423-IMPLAUSIBLE DATA RECEIVED FROM CLUSTER/CCN

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U0423-IMPLAUSIBLE DATA RECEIVED FROM CLUSTER/CCN (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the CLUSTER/CCN. Possible Causes CAN BUS DTCS PRESENT CLUSTER/CCN MODULE DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF CLUSTER/CCN DTCS ARE PRESENT With the scan tool, read CLUSTER/CCN DTCs. Are there any CLUSTER/CCN DTCs present? Yes >> Refer to Section Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/INSTRUMENT CLUSTER - ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

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U0424-IMPLAUSIBLE DATA RECEIVED FROM HVAC CONTROL MODULE

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U0424-IMPLAUSIBLE DATA RECEIVED FROM HVAC CONTROL MODULE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the HVAC control module. Possible Causes CAN BUS DTCS PRESENT HVAC DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF HVAC DTCS ARE PRESENT With the scan tool, read HVAC DTCs. Are there any HVAC DTCs present? Yes >> Refer to Section 24 - HVAC - ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

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U0431-IMPLAUSIBLE DATA FROM FCM

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U0431-IMPLAUSIBLE DATA FROM FCM (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the FCM. Possible Causes FCM CAN BUS DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK FOR FCM CAN BUS DTCS With the scan tool, read FCM DTCs. Are there any FCM CAN BUS DTCs present? Yes >> Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

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U110B-LOST ENGINE COOLANT MESSAGE

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U110B-LOST ENGINE COOLANT MESSAGE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) receives information from the Engine, Anti-lock Brake System, and the Electronic Gear Shift control modules over the CAN C bus. The CAN C bus is a high speed communication bus that allows real time control capability between various controllers. Most messages are sent every 20 mSec, this means critical information can be shared between multiple controllers almost instantaneously. The CAN C bus is a two wire bus with a CAN (+) and a CAN (-) circuit. To reduce the potential of radio and other electrical noise interference, the CAN Bus circuit wiring is manufactured using a twisted pair configuration within the electrical wiring harness. When Monitored: Continuously with the ignition on. Set Condition: The DTC will set if a valid CAN ID was not received in the required time from the ECM/PCM. Possible Causes TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 189

U110B-LOST ENGINE COOLANT MESSAGE (CONTINUED)

CHECK IF THE DTC IS CURRENT

NOTE: When the Transmission Control Module (TCM) detects and stores a DTC, the TCM also stores the vehicles operating conditions under which the DTC originally set. This information is located in the scan tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally set. Ignition on, engine not running. With the scan tool, erase Transmission DTCs. Using the Environmental Data recorded earlier, try to duplicate the conditions in which the DTC originally set. It may be necessary to test drive the vehicle. With the scan tool, read Transmission DTCs. Did the DTC U110B-LOST ENGINE COOLANT MESSAGE reset? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 3

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U1118-LOST ENGINE MESSAGE

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 191

U1118-LOST ENGINE MESSAGE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) receives information from the Engine, Anti-lock Brake System, and the Electronic Gear Shift control modules over the CAN C bus. The CAN C bus is a high speed communication bus that allows real time control capability between various controllers. Most messages are sent every 20 mSec, this means critical information can be shared between multiple controllers almost instantaneously. The CAN C bus is a two wire bus with a CAN (+) and a CAN (-) circuit. To reduce the potential of radio and other electrical noise interference, the CAN Bus circuit wiring is manufactured using a twisted pair configuration within the electrical wiring harness. When Monitored: Continuously with the ignition on. Set Condition: The DTC will set if a valid CAN ID was not received in the required time from the ECM/PCM. Possible Causes TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U1118-LOST ENGINE MESSAGE (CONTINUED)

CHECK IF THE DTC IS CURRENT

NOTE: When the Transmission Control Module (TCM) detects and stores a DTC, the TCM also stores the vehicles operating conditions under which the DTC originally set. This information is located in the scan tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally set. Ignition on, engine not running. With the scan tool, erase Transmission DTCs. Using the Environmental Data recorded earlier, try to duplicate the conditions in which the DTC originally set. It may be necessary to test drive the vehicle. With the scan tool, read Transmission DTCs. Did the DTC U1118-LOST ENGINE MESSAGE reset? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 3

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 193

U1119-LOST FCM MESSAGE

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U1119-LOST FCM MESSAGE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The Transmission Control Module (TCM) receives information from the Engine, Anti-lock Brake System, and the Electronic Gear Shift control modules over the CAN C bus. The CAN C bus is a high speed communication bus that allows real time control capability between various controllers. Most messages are sent every 20 mSec, this means critical information can be shared between multiple controllers almost instantaneously. The CAN C bus is a two wire bus with a CAN (+) and a CAN (-) circuit. To reduce the potential of radio and other electrical noise interference, the CAN Bus circuit wiring is manufactured using a twisted pair configuration within the electrical wiring harness. When Monitored: Continuously with the ignition on. Set Condition: The DTC will set if a valid CAN ID was not received in the required time from the FCM. Possible Causes TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK THE FCM FOR CAN C BUS COMMUNICATION DTCS With the scan tool, check for FCM DTCs. Does the FCM report the DTC U0001-CAN C BUS or U0101-LOST COMMUNICATION WITH TCM? Yes >> Refer to 8-ELECTRICAL - ELECTRONIC CONTROL MODULES - ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom. Perform the diagnostic procedure for U0001-CAN C BUS first if it is present. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 2

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 195

U1119-LOST FCM MESSAGE (CONTINUED)

CHECK IF THE DTC IS CURRENT

NOTE: When the Transmission Control Module (TCM) detects and stores a DTC, the TCM also stores the vehicles operating conditions under which the DTC originally set. This information is located in the scan tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally set. Ignition on, engine not running. With the scan tool, erase Transmission DTCs. Using the Environmental Data recorded earlier, try to duplicate the conditions in which the DTC originally set. It may be necessary to test drive the vehicle. With the scan tool, read Transmission DTCs. Did the DTC U1119-LOST FCM MESSAGE reset? Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Go To 3

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for any possible open or shorted circuits. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply. Were there any problems found? Yes >> Repair as necessary. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Test Complete.

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U1400-IMPLAUSIBLE TPS SIGNAL RECEIVED

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 197

U1400-IMPLAUSIBLE TPS SIGNAL RECEIVED (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the ECM/PCM. Possible Causes FCM CAN BUS DTCS PRESENT ECM/PCM DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF ECM/PCM DTCS ARE PRESENT With the scan tool, read engine DTCs. Are there any engine DTCs present? Yes >> Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS and diagnose the appropriate symptom. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U1401-IMPLAUSIBLE ENGINE SPEED SIGNAL RECEIVED

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 199

U1401-IMPLAUSIBLE ENGINE SPEED SIGNAL RECEIVED (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the ECM/PCM. Possible Causes FCM CAN BUS DTCS PRESENT ENGINE MODULE DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF ENGINE DTCS ARE PRESENT With the scan tool, read engine DTCs. Are there any engine DTCs present? Yes >> Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS and diagnose the appropriate symptom. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U1402-IMPLAUSIBLE ENGINE TEMPERATURE SIGNAL RECEIVED

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 201

U1402-IMPLAUSIBLE ENGINE TEMPERATURE SIGNAL RECEIVED (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the ECM/PCM. Possible Causes FCM CAN BUS DTCS PRESENT ECM/PCM DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF ENGINE DTCS ARE PRESENT With the scan tool, read engine DTCs. Are there any engine DTCs present? Yes >> Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS and diagnose the appropriate symptom. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U1404-IMPLAUSIBLE STATIC ENGINE TORQUE SIGNAL RECEIVED

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 203

U1404-IMPLAUSIBLE STATIC ENGINE TORQUE SIGNAL RECEIVED (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the ECM/PCM. Possible Causes FCM CAN BUS DTCS PRESENT ECM/PCM DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF ENGINE DTCS ARE PRESENT With the scan tool, read engine DTCs. Are there any engine DTCs present? Yes >> Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS and diagnose the appropriate symptom. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U1405-IMPLAUSIBLE MINIMUM ENGINE TORQUE SIGNAL RECEIVED

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 205

U1405-IMPLAUSIBLE MINIMUM ENGINE TORQUE SIGNAL RECEIVED (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the ECM/PCM. Possible Causes FCM CAN BUS DTCS PRESENT ECM/PCM DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF ENGINE DTCS ARE PRESENT With the scan tool, read engine DTCs. Are there any engine DTCs present? Yes >> Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS and diagnose the appropriate symptom.</ Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U1406-IMPLAUSIBLE MAXIMUM ENGINE TORQUE SIGNAL RECEIVED

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 207

U1406-IMPLAUSIBLE MAXIMUM ENGINE TORQUE SIGNAL RECEIVED (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the ECM/PCM. Possible Causes FCM CAN BUS DTCS PRESENT ECM/PCM DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF ENGINE DTCS ARE PRESENT With the scan tool, read engine DTCs. Are there any engine DTCs present? Yes >> Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS and diagnose the appropriate symptom. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

21 - 208

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U1407-IMPLAUSIBLE ENGINE TORQUE REQUEST SIGNAL RECEIVED

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 209

U1407-IMPLAUSIBLE ENGINE TORQUE REQUEST SIGNAL RECEIVED (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the ECM/PCM. Possible Causes FCM CAN BUS DTCS PRESENT ECM/PCM DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF ENGINE DTCS ARE PRESENT With the scan tool, read engine DTCs. Are there any engine DTCs present? Yes >> Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS and diagnose the appropriate symptom. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

21 - 210

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U1408-IMPLAUSIBLE BRAKE SIGNAL RECEIVED

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 211

U1408-IMPLAUSIBLE BRAKE SIGNAL RECEIVED (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the ABS control module. Possible Causes FCM CAN BUS DTCS PRESENT ABS DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF ABS DTCS ARE PRESENT With the scan tool, read ABS DTCs. Are there any ABS DTCs present? Yes >> Refer to 5 - BRAKES - ABS ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

21 - 212

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U1409-IMPLAUSIBLE LEFT FRONT WHEEL SPEED SIGNAL RECEIVED

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 213

U1409-IMPLAUSIBLE LEFT FRONT WHEEL SPEED SIGNAL RECEIVED (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the ABS control module. Possible Causes FCM CAN BUS DTCS PRESENT ABS CONTROL MODULE DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U140A-IMPLAUSIBLE RIGHT FRONT WHEEL SPEED SIGNAL RECEIVED

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 215

U140A-IMPLAUSIBLE RIGHT FRONT WHEEL SPEED SIGNAL RECEIVED (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the ABS control module. Possible Causes FCM CAN BUS DTCS PRESENT ABS CONTROL MODULE DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

21 - 216

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U140B-IMPLAUSIBLE LEFT REAR WHEEL SPEED SIGNAL RECEIVED

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 217

U140B-IMPLAUSIBLE LEFT REAR WHEEL SPEED SIGNAL RECEIVED (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the ABS control module. Possible Causes FCM CAN BUS DTCS PRESENT ABS CONTROL MODULE DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

21 - 218

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U140C-IMPLAUSIBLE RIGHT REAR WHEEL SPEED SIGNAL RECEIVED

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 219

U140C-IMPLAUSIBLE RIGHT REAR WHEEL SPEED SIGNAL RECEIVED (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the ABS control module. Possible Causes FCM CAN BUS DTCS PRESENT ABS CONTROL MODULE DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

21 - 220

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U140D-IMPLAUSIBLE WHEEL SPEED SIGNALS RECEIVED

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 221

U140D-IMPLAUSIBLE WHEEL SPEED SIGNALS RECEIVED (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the ABS control module. Possible Causes FCM CAN BUS DTCS PRESENT ABS CONTROL MODULE DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

21 - 222

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U140F-IMPLAUSIBLE ENGINE VARIANT DATA

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 223

U140F-IMPLAUSIBLE ENGINE VARIANT DATA (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the ECM/PCM. Possible Causes FCM CAN BUS DTCS PRESENT ECM/PCM DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK IF ECM/PCM DTCS ARE PRESENT With the scan tool, read ECM/PCM DTCs. Are there any ECM/PCM DTCs present? Yes >> Refer to 9 - ENGINE ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

21 - 224

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U1410-IMPLAUSIBLE/MISSING FCM VARIANT DATA

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 225

U1410-IMPLAUSIBLE/MISSING FCM VARIANT DATA (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the FCM. Possible Causes FCM CAN BUS DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

CHECK FOR FCM CAN BUS DTCS With the scan tool, read FCM DTCs. Are there any FCM CAN BUS DTCs present? Yes >> Refer to 8-ELECTRICAL - ELECTRONIC CONTROL MODULES - ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION) Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

21 - 226

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U1507-IMPLAUSIBLE ENGINE TEMPERATURE MESSAGE DATA LENGTH RECEIVED

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 227

U1507-IMPLAUSIBLE ENGINE TEMPERATURE MESSAGE DATA LENGTH RECEIVED (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the ECM/PCM. Possible Causes FCM CAN BUS DTCS PRESENT ECM/PCM DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

21 - 228

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U1509-IMPLAUSIBLE ENGINE VARIANT MESSAGE DATA LENGTH RECEIVED

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 229

U1509-IMPLAUSIBLE ENGINE VARIANT MESSAGE DATA LENGTH RECEIVED (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the ECM/PCM. Possible Causes FCM CAN BUS DTCS PRESENT ECM/PCM DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

21 - 230

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

U150A-IMPLAUSIBLE FCM VARIANT MESSAGE DATA LENGTH RECEIVED

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 231

U150A-IMPLAUSIBLE FCM VARIANT MESSAGE DATA LENGTH RECEIVED (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of bytes for each ID. When Monitored: Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Performance DTC present. Set Condition: When the TCM detects an incorrect CAN ID from the FCM. Possible Causes FCM CAN BUS DTCS PRESENT TRANSMISSION CONTROL MODULE Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

Diagnostic Test

21 - 232

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

STANDARD PROCEDURE NAG1 PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W

1.
Low fluid level can be the cause of many transmission problems. If the fluid level is low, locate and repair the leak then check and adjust the fluid level in accordance with the Service Information. Always perform diagnostics with a fully charged battery to avoid false symptoms. With the scan tool, read the engine DTCs. Check and repair all engine DTCs prior to performing transmission symptom diagnostic procedures. With the scan tool, read and record all Transmission DTCs. NOTE: If the TCM detects and stores a DTC, the TCM also stores the vehicles operating conditions under which the DTC originally set and is located in scan tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally set. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors.Check connectors - Clean/repair as necessary. Most DTCs set on start up but some must be set by driving the vehicle such that all diagnostic monitors have run. Verify flash level of transmission controller. Some problems are corrected by software upgrades to the transmission controller. Verify no variant DTCs are present. If variant DTCs are present, perform their respective test first. If the TCM (EGS) is flashed, perform a EGS initialization with the scan tool to relearn variant coding. Check for any Service Information Tune-ups or Service Bulletins that may apply. NOTE: Were there any repairs that fixed the customers complaint? Yes No >> Testing complete. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. >> Refer to 21 - AUTOMATIC TRANSMISSION - AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom.

AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

21 - 233

NAG1 TRANSMISSION VERIFICATION TEST - VER 1

1.
Reconnect any disconnected components. Connect the scan tool to the Data Link Connector. With the scan tool, erase ABS DTCs. With the scan tool, erase PCM DTCs. With the scan tool, erase TCM DTCs. With the scan tool, display the Transmission temperature. Start and run the engine until the Transmission temperature is above 43 C (110 F). Check the Transmission fluid and adjust if necessary. Refer to the Service Information for the proper Fluid Fill procedure. NOTE: If internal repairs were performed and the shift quality is still poor, it may be necessary to check the internal repair. If the TCM (EGS) is flashed or replaced, with the scan tool, perform a EGS initialization to relearn variant coding. If internal transmission repairs are performed or replacement of the Transmission Control Module, perform a TCM ADAPTATION procedure. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE) ROAD TEST PROCEDURE Road test the vehicle. Make fifteen to twenty 12, 23, 34, and 45 upshifts. Perform these shifts from a standing start to 72 Kmh (45 MPH) with a constant throttle opening of 20 to 25 degrees. With speeds below 40 Kmh (25 MPH), make five to eight wide open throttle kickdowns to 1st gear. Allow at least 5 seconds each in 2nd and 3rd gear between each kickdown. With the scan tool, read Transmission DTCs. Were any Diagnostic Trouble Codes set? Yes No >> Repair is not complete, refer to the Transmission category and perform the appropriate symptom. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING) >> Repair is complete. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

SCHEMATICS AND DIAGRAMS

NAG1 TRANSMISSION CIRCUIT DIAGRAM

AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

21 - 235

AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

TABLE OF CONTENTS
page AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS DIAGNOSIS AND TESTING P0562BATTERY VOLTAGE LOW . . . . . . . P0563BATTERY VOLTAGE HIGH . . . . . . . P0607ECU INTERNAL PERFORMANCE . . P0930BTSI CONTROL CIRCUIT LOW . . . P0931BTSI CONTROL CIRCUIT HIGH . . . P2775AUTOSTICK UPSHIFT SWITCH CIRCUIT PERFORMANCE . . . . . . . . . . . . . P2779AUTOSTICK DOWNSHIFT SWITCH CIRCUIT PERFORMANCE . . . . . . . . . . . . U0002CAN C BUS OFF PERFORMANCE U0100LOST COMMUNICATION WITH ECM/PCM . . . . . . . . . . . . . . . . . . . . . . . . U0121LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE . . . . . . . . . U0141LOST COMMUNICATION WITH FRONT CONTROL MODULE . . . . . . . . . . page

. . 248 . . 249 . . 251 . . 253 . . 255

. 236 . 238 . 240 . 241 . 244 . 247

AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

DIAGNOSIS AND TESTING

21 - 236

AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

P0562BATTERY VOLTAGE LOW

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagramRefer to Section 8W

Theory of Operation
The Shift Lever Assembly monitors ignition voltage. The DTC will set if the monitored battery voltage drops below 6.0 volts and a temporary limp in will be activated. If the voltage rises above 9.0 volts, normal operations is resumed. When Monitored: Continuously with the ignition on. Set Condition: When monitored battery voltage drops below 6.0 volts. Possible Causes VEHICLE CHARGING SYSTEM (F902) IGNITION UNLOCK RUN START CIRCUIT (Z911) GROUND CIRCUIT SHIFT LEVER ASSSEMBLY Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING)

Diagnostic Test

CHECK (F902) IGNITION UNLOCK RUN START CIRCUIT

Turn the ignition off to the lock position. Disconnect the Shift Lever Assembly harness connector. Turn the ignition on. Using a 12-volt test light connected to ground, check the (F902) Ignition Unlock Run Start circuit in the Shift Lever Assembly harness connector. NOTE: The test light must illuminate brightly. Compare the brightness to that of a direct connection to the battery. Does the test light illuminate brightly? Yes No >> Go To 6 >> Repair the (F902) Ignition Unlock Run Start circuit for high resistance. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1.

AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

21 - 237

P0562BATTERY VOLTAGE LOW (CONTINUED)

CHECK (Z911) GROUND CIRCUIT

Turn the ignition off to the lock position. Using a 12-volt test light connected to 12-volts, check the (Z911) Ground circuit in the Shift Lever Assembly harness connector. NOTE: The test light must illuminate brightly. Compare the brightness to that of a direct connection to the battery. Does the test light illuminate brightly? Yes >> Go To 7 Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1. >> Repair the (Z911) Ground circuit for high resistance.

SHIFT LEVER ASSEMBLY Reconnect all disconnected harness connectors. With the scan tool, erase Shift Lever DTCs. Start the engine and raise the engine speed to 2000 RPM. With the scan tool, read Shift Lever DTCs. Did the P0562BATTERY VOLTAGE LOW DTC reset? Yes >> Replace the Shift Lever Assembly per the Service Information Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. >> Test Complete.

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AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

P0563BATTERY VOLTAGE HIGH

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagramRefer to Section 8W

Theory of Operation
The Shift Lever Assembly monitors ignition voltage. The DTC will set, if the monitored battery voltage rises above 16.0 volts. When Monitored: Continuously with the ignition on. Set Condition: When the monitored battery voltage rises above 16.0 volts. Possible Causes CHARGING SYSTEM DTCS VEHICLE WAS JUMP STARTED INCORRECTLY SHIFT LEVER ASSEMBLY Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING)

Diagnostic Test

VEHICLE WAS JUMP STARTED INCORRECTLY Verify if the vehicle was jump started by another vehicle using a 24-volt charging system or incorrectly jump started with the 12 volt battery in series. Was the vehicle jump started by another vehicle? Yes >> This is the cause of the DTC. Erase the DTC and return the vehicle to the customer. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. >> Go To 3

AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

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P0563BATTERY VOLTAGE HIGH (CONTINUED)

SHIFT LEVER ASSEMBLY Reconnect all disconnected harness connectors. With the scan tool, erase Shift Lever DTCs. Start the engine and raise the engine speed to 2000 RPM. With the scan tool, read Shift Lever DTCs. Did the P0562BATTERY VOLTAGE HIGH DTC reset? Yes >> Replace the Shift Lever Assembly per the Service Information Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. >> Test Complete.

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AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

P0607ECU INTERNAL PERFORMANCE

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagramRefer to Section 8W

Theory of Operation
The Shifter Lever Assembly performs various internal tests to verify proper controller operation. This DTC indicates that there is an issue with the Shifters internal processor. When Monitored: Continuously with the ignition on. Set Condition: If the Shift Lever Assembly controller detects an error with the optical sensors or internal checksum value is not correct. Possible Causes SHIFTER LEVER ASSEMBLY Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING)

Diagnostic Test

SHIFT LEVER ASSEMBLY

View repair Repair Using the schematics as a guide, check the Shifter Lever Assemby Control Module terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the Shift Lever Assembly per the Service Information. Refer to the 21 AUTOMATIC TRANSMISSION NAG1 Shift Mechanism for the appropriate service procedures. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1.

AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

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P0930BTSI CONTROL CIRCUIT LOW

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AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

P0930BTSI CONTROL CIRCUIT LOW (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagramRefer to Section 8W

Theory of Operation
The brake switch signal must be active before the shift lever can be moved out of the park position. The Shifter lever assembly receives two brake switch signals. The first signal is a CAN C Bus message sent to the shift lever assembly. The second signal is a hardwired brake switch signal to the shift lever assembly. The CAN C Bus message is the primary brake switch signal and the hardwired signal serves as the backup brake switch signal. When Monitored: Continuously with the ignition on. Set Condition: The DTC will set if the high side driver detects a short to ground for 10 seconds. Possible Causes ENGINE BRAKE DTCS PRESENT ABS DTCS PRESENT (B29) BRAKE SWITCH SIGNAL SHORT TO GROUND SHIFT LEVER ASSEMBLY Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING)

Diagnostic Test

ENGINE DTCS PRESENT With the scan tool, read Engine DTCs. Are there any Engine brake DTCs present? Yes >> Refer to 9 ENGINE ELECTRICAL DIAGNOSTICS and perform the appropriate diagnostic procedure. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. >> Go To 2

ABS MODULE DTCS PRESENT With the scan tool, read ABS Module DTCs. Are there any ABS DTCs present? Yes >> Refer to Section 5 - BRAKES - ABS ELECTRICAL DIAGNOSTICS and perform the appropriate diagnostic procedure. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. >> Go To 3

AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

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P0930BTSI CONTROL CIRCUIT LOW (CONTINUED)

(B29) BRAKE SWITCH SIGNAL SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the Shift Lever Assembly harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between ground and the (B29) Brake Switch Signal circuit. Is the resistance below 5.0 ohms? Yes No >> Repair the (B29) Brake Switch Signal for a short to ground. >> Go To 4

SHIFT LEVER ASSEMBLY Using the schematics as a guide, inspect the wiring and connectors. Repair as necessary. Pay particular attention to all power and ground circuits. If there are no possible causes remaining, view repair. Repair Replace the Shift Lever Assembly per the Service Information. Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1.

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AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

P0931BTSI CONTROL CIRCUIT HIGH

AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

21 - 245

P0931BTSI CONTROL CIRCUIT HIGH (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagramRefer to Section 8W

Theory of Operation
The brake switch signal must be active before the shift lever can be moved out of the park position. The Shifter lever assembly receives two brake switch signals. The first signal is a CAN C Bus message sent to the shift lever assembly. The second signal is a hardwired brake switch signal to the shift lever assembly. The CAN C Bus message is the primary brake switch signal and the hardwired signal serves as the backup brake switch signal. These two brake switch signals are compared against each other to verify proper brake switch operation. When Monitored: Continously with the ignition key on. Set Condition: The DTC will set if the high side driver detects an open load for 10 seconds. Possible Causes ENGINE BRAKE DTCS PRESENT ABS DTCS PRESENT (B29) BRAKE SWITCH SIGNAL OPEN (B29) BRAKE SWITCH SIGNAL SHORT TO VOLTAGE SHIFT LEVER ASSEMBLY Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING)

Diagnostic Test

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AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

P0931BTSI CONTROL CIRCUIT HIGH (CONTINUED)

(B29) BRAKE SWITCH SIGNAL OPEN

Turn the ignition off to the lock position. Disconnect the Shift Lever Assmbly harness connector. Disconnect the Stop Lamp Switch harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance of the (B29) Brake Switch Signal circuit between the Shift Lever Assembly harness connector and the Stop Lamp Switch. Is the resistance above 5.0 ohms? Yes No >> Repair the (B29) Brake Switch Signal for an open. >> Go To 4

(B29) BRAKE SWITCH SIGNAL SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the Shift Lever Assmbly harness connector. NOTE: Check connectors - Clean/repair as necessary. Turn the ignition on.. Measure the voltage of the (B29) Brake Switch Signal circuit. Is the voltage above 0.5 volts? Yes No >> Repair the (B29) Brake Switch Signal for a short to voltage. >> Go To 5

AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

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P2775AUTOSTICK UPSHIFT SWITCH CIRCUIT PERFORMANCE

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagramRefer to Section 8W

Theory of Operation
The AutoStick Switch is integrated into the Shift Lever Assembly. The gear requested by the AutoStick selection in then sent over the CAN C bus to the TCM to engage the requested gear. When Monitored: When in AutoStick mode. Set Condition: When the expected switch state is not correctly sensed by the Shift Lever Assembly. If the upshift switch signal is detected as active in gear position other than drive or both upshift and downshift signals are active at the same time. Possible Causes SHIFTER LEVER ASSEMBLY Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING)

SHIFTER LEVER ASSEMBLY

Using the schematics as a guide, inspect the wiring and connectors. Repair as necessary. Pay particular attention to all power and ground circuits. If there are no possible causes remaining, view repair. Repair Using the schematics as a guide, check the Shifter Lever Assembly Control Module terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the Shift Lever Assembly per the Service Information. Refer to Shift Mechanism for the appropriate service procedures. Perform NAG1 TRANSMISSION VERIFICATION TEST VER 1.

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AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

P2779AUTOSTICK DOWNSHIFT SWITCH CIRCUIT PERFORMANCE

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagramRefer to Section 8W

SHIFTER LEVER ASSEMBLY

AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

21 - 249

U0002CAN C BUS OFF PERFORMANCE

21 - 250

AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

U0002CAN C BUS OFF PERFORMANCE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagramRefer to Section 8W

Theory of Operation
Some controllers communicate with other controllers over the CAN C bus. The Shifter controller continuously monitors the bus activity and receives the messages it needs. The CAN C bus is also used to communicate transmission MIL status to the Engine Controller. Refer to 8-ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic procedures and for further possible causes.

AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

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U0100LOST COMMUNICATION WITH ECM/PCM

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AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

U0100LOST COMMUNICATION WITH ECM/PCM (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagramRefer to Section 8W

AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

21 - 253

U0121LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE

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AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

U0121LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagramRefer to Section 8W

Theory of Operation
Some controllers communicate with other controllers over the CAN C bus. The ABS controller continuously monitors the bus activity and receives the messages it needs. The CAN C bus is also used to communicate transmission MIL status to the Engine Controller. Refer to 8-ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic procedures and for further possible causes.

AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

21 - 255

U0141LOST COMMUNICATION WITH FRONT CONTROL MODULE

21 - 256

AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

U0141LOST COMMUNICATION WITH FRONT CONTROL MODULE (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHEMATICS AND DIAGRAMS) For a complete wiring diagramRefer to Section 8W

Theory of Operation
Some controllers communicate with other controllers over the CAN C bus. The FCM controller continuously monitors the bus activity and receives the messages it needs. The CAN C bus is also used to communicate transmission MIL status to the Engine Controller. Refer to 8-ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic procedures and for further possible causes.

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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TABLE OF CONTENTS
page AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . DIAGNOSIS AND TESTING AUTOMATIC TRANSMISSION . . . . . . . . . . PRELIMINARY . . . . . . . . . . . . . . . . . . . . . . ROAD TESTING .................... AUTOMATIC TRANSMISSION . . . . . . . . . . AIR CHECKING TRANSMISSION CLUTCH OPERATION . . . . . . . . . . . . . . . . . . . . . . . . STANDARD PROCEDURE - ALUMINUM THREAD REPAIR . . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . SCHEMATICS AND DIAGRAMS .......... SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . SPECIAL TOOLS - AUTOMATIC TRANSMISSION - NAG1 . . . . . . . . . . . . . . MECHANISM-BRAKE TRANSMISSION SHIFT INTERLOCK DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . DIAGNOSIS AND TESTING - BRAKE TRANSMISSION SHIFT INTERLOCK . . . . . ADJUSTMENTS - BRAKE TRANSMISSION SHIFT INTERLOCK .................. UNIT-ELECTROHYDRAULIC CONTROL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . FLUID AND FILTER DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . DIAGNOSIS AND TESTING EFFECTS OF INCORRECT FLUID LEVEL . CAUSES OF BURNT FLUID . . . . . . . . . . . . FLUID CONTAMINATION . . . . . . . . . . . . . . STANDARD PROCEDURE CHECK OIL LEVEL . . . . . . . . . . . . . . . . . . TRANSMISSION FILL ................ FLUID/FILTER SERVICE . . . . . . . . . . . . . . CLUTCH-FREEWHEELING DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . page DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 383 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 385 CABLE-GEARSHIFT DIAGNOSIS AND TESTING GEARSHIFT CABLE . . . . . . . . . . . . . . . . . . . 386 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 388 ADJUSTMENTS - GEARSHIFT CABLE . . . . . . 390 CLUTCHES-HOLDING DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 391 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 392 B1-HOLDING CLUTCH DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 393 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 394 B2-HOLDING CLUTCH DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 398 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 CLUTCHES-INPUT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 404 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 405 K1-INPUT CLUTCH DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 406 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 408 K2-INPUT CLUTCH DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 411 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 413 K3-INPUT CLUTCH DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 416 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 417 SENSORS-INPUT SPEED DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 419 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 420 PUMP-OIL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 420 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 421 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 421 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 422 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 422 BEARING-OUTPUT SHAFT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 423 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 425 SEAL-OUTPUT SHAFT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 427 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 427 CABLE-PARK LOCK REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 429 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 430 GEARTRAIN-PLANETARY DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 432 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 432

. 259 . 261 . 288 . 288 . 288 . 289 . 297 . 297 . 297 . 301 . 308 . 317 . 322 . 343 . 345

. 347 . 347 . 348 . 349 . 351 . 359 . 365 . 367 . 372 . 376 . 378 . 378 . 379 . 379 . 379 . 379 . 380 . 381 . 382 . 382

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. . . . 433 . . . . 434 . . . . . . . . . . . . . 435 . 436 . 437 . 439 TRANSMISSION TEMPERATURE OPERATION PARK/NEUTRAL CONTACT . . . TRANSMISSION TEMPERATURE CONVERTER-TORQUE DESCRIPTION . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . SEAL-TORQUE CONVERTER HUB REMOVAL . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . SENSOR

LX
. 446

DISASSEMBLY . . . . . . . . . . . . . . . . . . . . ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . MECHANISM-SHIFT DESCRIPTION . . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . SOLENOID DESCRIPTION . . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . . CONTACT-TEMPERATURE SENSOR/PARKNEUTRAL DESCRIPTION PARK/NEUTRAL CONTACT . . . . . . . . .

. . . . . . . . . . 447 SENSOR . 447 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 449 . 454 . 456 . 456

. . . . 441 . . . . 443

. . . . . . . . . . 457 . . . . . . . . . . 457

. . . . 446

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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DESCRIPTION

NAG1 Automatic Transmission

1 - TORQUE CONVERTER 2 - OIL PUMP 3 - DRIVESHAFT 4 - MULTI-DISC HOLDING CLUTCH B1 5 - DRIVING CLUTCH K1 6 - DRIVING CLUTCH K2 7 - MULTI-DISC HOLDING CLUTCH B3 8 - DRIVING CLUTCH K3 9 - MULTI-DISC HOLDING CLUTCH B2 10 - OUTPUT SHAFT 11 - PARKING LOCK GEAR 12 - INTERMEDIATE SHAFT 13 - FREEWHEEL F2 14 - REAR PLANETARY GEAR SET 15 - CENTER PLANETARY GEAR SET 16 - ELECTROHYDRAULIC CONTROL UNIT 17 - FRONT PLANETARY GEAR SET 18 - FREEWHEEL F1 19 - STATOR SHAFT 20 - TORQUE CONVERTER LOCK-UP CLUTCH

The NAG1 automatic transmission is an electronically controlled 5-speed transmission with a lock-up clutch in the torque converter. The ratios for the gear stages are obtained by 3 planetary gear sets. Fifth gear is designed as an overdrive with a high-speed ratio. NAG1 identifies a family of transmissions and means New Automatic Gearbox, generation 1. Various marketing names are associated with the NAG1 family of transmissions, depending on the transmisson variation being used in a specific vehicle. Some examples of the marketing names are: W5A300, W5A380, and W5A580. The marketing name can be interpreted as follows: W = A transmission using a hydraulic torque converter. 5 = 5 forward gears. A = Automatic Transmission. 580 = Maximum input torque capacity in Newton meters. The gears are actuated electronically/hydraulically. The gears are shifted by means of an appropriate combination of three multi-disc holding clutches, three multi-disc driving clutches, and two freewheeling clutches. Electronic transmission control enables precise adaptation of pressures to the respective operating conditions and to the engine output during the shift phase which results in a significant improvement in shift quality.

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

Furthermore, it offers the advantage of a flexible adaptation to various vehicle and engines. Basically, the automatic transmission with electronic control offers the following advantages: Reduces fuel consumption. Improved shift comfort. More favourable step-up through the five gears. Increased service life and reliability. Lower maintenance costs.

TRANSMISSION IDENTIFICATION
The transmission can be generically identified visually by the presence of a round 13-way connector located near the front corner of the transmission oil pan, on the right side. Specific transmission information can be found stamped into a pad on the left side of the transmission, above the oil pan rail.

TRANSMISSION GEAR RATIOS

The gear ratios for the NAG1 automatic transmission are as follows: 1st Gear . 2nd Gear 3rd Gear . 4th Gear . 5th Gear . Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.59:1 2.19:1 1.41:1 1.00:1 0.83:1 3.16:1

TRANSMISSION HOUSING
The converter housing and transmission are made from a light alloy. These are bolted together and centered via the outer multi-disc carrier of multi-disc holding clutch, B1. A coated intermediate plate provides the sealing. The oil pump and the outer multi-disc carrier of the multi-disc holding clutch, B1, are bolted to the converter housing. The stator shaft is pressed into it and prevented from rotating by splines. The electrohydraulic unit is bolted to the transmission housing from underneath. A sheet metal steel oil pan forms the closure.

MECHANICAL SECTION
The mechanical section consists of a input shaft, output shaft, a sun gear shaft, and three planetary gear sets which are coupled to each other. The planetary gear sets each have four planetary pinion gears. The oil pressure for the torque converter lock-up clutch and clutch K2 is supplied through bores in the input shaft. The oil pressure to clutch K3 is transmitted through the output shaft. The lubricating oil is distributed through additional bores in both shafts. All the bearing points of the gear sets, as well as the freewheeling clutches and actuators, are supplied with lubricating oil. The parking lock gear is connected to the output shaft via splines. Freewheeling clutches F1 and F2 are used to optimize the shifts. The front freewheel, F1, is supported on the extension of the stator shaft on the transmission side and, in the locking direction, connects the sun gear of the front planetary gear set to the transmission housing. In the locking direction, the rear freewheeling clutch, F2, connects the sun gear of the center planetary gear set to the sun gear of the rear planetary gear set.

ELECTROHYDRAULIC CONTROL UNIT

The electrohydraulic control unit comprises the shift plate made from light alloy for the hydraulic control and an electrical control unit. The electrical control unit comprises of a supporting body made of plastic, into which the electrical components are assembled. The supporting body is mounted on the shift plate and screwed to it. Strip conductors inserted into the supporting body make the connection between the electrical components and a plug connector. The connection to the wiring harness on the vehicle and the transmission control module (TCM) is produced via this 13-pin plug connector with a bayonet lock.

LX SHIFT GROUPS

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The hydraulic control components (including actuators) which are responsible for the pressure distribution before, during, and after a gear change are described as a shift group. Each shift group contains a command valve, a holding pressure shift valve, a shift pressure shift valve, overlap regulating valve, and a solenoid. The hydraulic system contains three shift groups: 1-2/4-5, 2-3, and 3-4. Each shift group can also be described as being in one of two possible states. The active shift group is described as being in the shift phase when it is actively engaging/disengaging a clutch combination. The 1-2/4-5 shift group control the B1 and K1 clutches. The 2-3 shift group controls the K2 and K3 clutches. The 3-4 shift group controls the K3 and B2 clutches.

OPERATION
The transmission control is divided into the electronic and hydraulic transmission control functions. While the electronic transmission control is responsible for gear selection and for matching the pressures to the torque to be transmitted, the transmissions power supply control occurs via hydraulic elements in the electrohydraulic control module. The oil supply to the hydraulic elements, such as the hydrodynamic torque converter, the shift elements and the hydraulic transmission control, is provided by way of an oil pump connected with the torque converter. The Transmission Control Module (TCM) allows for the precise adaptation of pressures to the corresponding operating conditions and to the engine output during the gearshift phase, resulting in a noticeable improvement in shift quality. The engine speed limit can be reached in the individual gears at full throttle and kickdown. The shift range can be changed in the forward gears while driving, but the TCM employs a downshift safeguard to prevent overrevving the engine. The system offers the additional advantage of flexible adaptation to different vehicle and engine variants.

EMERGENCY RUNNING FUNCTION

In order to ensure a safe driving state and to prevent damage to the automatic transmission, the TCM control module switches to limp-home mode in the event of critical faults. A diagnostic trouble code (DTC) assigned to the fault is stored in memory. All solenoid and regulating valves are thus de-energized. The net effect is: The last engaged gear remains engaged. The modulating pressure and shift pressures rise to the maximum levels. The torque converter lockup clutch is deactivated.

In order to preserve the operability of the vehicle to some extent, the hydraulic control can be used to engage 2nd gear or reverse using the following procedure: Stop the vehicle. Move selector lever to P . Switch off engine. Wait at least 10 seconds. Start engine. Move selector lever to D: 2nd gear. Move selector lever to R: Reverse gear. The limp-home function remains active until the DTC is rectified or the stored DTC is erased with the appropriate scan tool. Sporadic faults can be reset via ignition OFF/ON.

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CLUTCH APPLICATION
Refer to CLUTCH APPLICATION for which shift elements are applied in each gear position. CLUTCH APPLICATION GEAR 1 2 3 4 5 N R R - Limp In RATIO 3.59 2.19 1.41 1.00 0.83 N/A 3.16 1.93 X X X* X X X B1 X* B2 X X X X X X X X X X X X X X X X* B3 K1 K2 K3 X* X* F1 X F2 X X

* = The shift components required during coast.

FIRST GEAR POWERFLOW

First Gear Powerflow

1 - TORQUE CONVERTER LOCK-UP CLUTCH 2 - TORQUE CONVERTER TURBINE 3 - TORQUE CONVERTER IMPELLER 4 - HOLDING CLUTCH B1 5 - HOLDING CLUTCH B3 6 - HOLDING CLUTCH B2 7 - DRIVING CLUTCH K1 8 - FRONT PLANETARY ANNULUS GEAR 9 - DRIVING CLUTCH K2 10 - CENTER PLANETARY ANNULUS GEAR 11 - REAR PLANETARY ANNULUS GEAR 12 - DRIVING CLUTCH K3 13 - FRONT PLANETARY CARRIER A - ENGINE SPEED B - TRANSMISSION INPUT SPEED C - FIRST GEAR RATIO 14 - CENTER PLANETARY CARRIER 15 - REAR PLANETARY CARRIER 16 - TORQUE CONVERTER STATOR 17 - FRONT PLANETARY PINION GEARS 18 - CENTER PLANETARY PINION GEARS 19 - REAR PLANETARY PINION GEARS 20 - FREEWHEELING CLUTCH F1 21 - FRONT PLANETARY SUN GEAR 22 - CENTER PLANETARY SUN GEAR 23 - REAR PLANETARY SUN GEAR 24 - FREEWHEELING CLUTCH F2 25 - INPUT SHAFT 26 - OUTPUT SHAFT D - SECOND GEAR RATIO E - THIRD GEAR RATIO F - FIXED PARTS

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First Gear Powerflow

Torque from the torque converter is increased via the input shaft (25) and all three planetary gearsets and transferred to the output shaft (26). Front Planetary Gear Set The annulus gear (8) is driven by the input shaft (25). The sun gear (21) is held against the housing by the locked freewheel F1 (20) during acceleration and via the engaged multiple-disc holding clutch B1 (4) during deceleration. The planetary pinion gears (17) turn on the fixed sun gear (21) and increase the torque from the annulus gear (8) to the planetary carrier (13). The planetary carrier (13) moves at a reduced speed in the running direction of the engine. Rear Planetary Gear Set The annulus gear (11) turns at a reduced speed due to the mechanical connection to the front planetary carrier (15). The sun gear (23) is held against the housing by the engaged multiple-disc holding clutch B2 (6), by the locked freewheel F2 (24) during acceleration and by the engaged multiple-disc clutch K3 (12) during deceleration. The planetary gears (19) turn on the fixed sun gear (23) and increase the torque from the annulus gear (11) to the planetary carrier (15). The planetary carrier (15) moves at a reduced speed in the running direction of the engine.

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Center Planetary Gear Set The annulus gear (10) is driven at the same speed as the rear planetary carrier (15) as a result of a mechanical connection. The sun gear (22) is held against the housing by the multiple-disc holding clutch B2 (6). The planetary pinion gears (18) turn on the fixed sun gear (22) and increase the torque from the annulus gear (10) to the planetary carrier (14). The output shaft (26) connected to the planetary carrier (14) turns at a reduced speed in the running direction of the engine.

SECOND GEAR POWERFLOW

Second Gear Powerflow

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Second Gear Powerflow

Torque from the torque converter is increased via the input shaft (25) and the center and rear planetary gearset and transferred to the output shaft (26). Front Planetary Gear Set The planetary carrier (13) and sun gear (21) are connected via the engaged multiple-disc clutch K1 (7). The planetary gearset is therefore blocked and turns as a closed unit at the input speed due to the mechanical connection of the annulus gear (8) and input shaft. Rear Planetary Gear Set The annulus gear (11) turns at the input speed as a result of the mechanical connection to the front planetary carrier (13). The sun gear (23) is held against the housing by the engaged multiple-disc holding clutch B2 (6), by the locked freewheel F2 (24) during acceleration and by the engaged multiple-disc clutch K3 (12) during deceleration. The planetary pinion gears (19) turn on the fixed sun gear (23) and increase the torque from the annulus gear (11) to the planetary carrier (15). The planetary carrier (15) moves at a reduced speed in the running direction of the engine.

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Center Planetary Gear Set The annulus gear (10) is driven at the same speed as the rear planetary carrier (15) as a result of a mechanical connection. The sun gear (22) is held against the housing by the multiple-disc holding clutch B2 (6). The planetary pinion gears (18) turn on the fixed sun gear (22) and increase the torque from the annulus gear (10) to the planetary carrier (14). The output shaft (5) connected to the planetary carrier (14) turns at a reduced speed in the running direction of the engine.

THIRD GEAR POWERFLOW

Third Gear Powerflow

1 - TORQUE CONVERTER LOCK-UP CLUTCH 2 - TORQUE CONVERTER TURBINE 3 - TORQUE CONVERTER IMPELLER 4 - HOLDING CLUTCH B1 5 - HOLDING CLUTCH B3 6 - HOLDING CLUTCH B2 7 - DRIVING CLUTCH K1 8 - FRONT PLANETARY ANNULUS GEAR 9 - DRIVING CLUTCH K2 10 - CENTER PLANETARY ANNULUS GEAR 11 - REAR PLANETARY ANNULUS GEAR 12 - DRIVING CLUTCH K3 13 - FRONT PLANETARY CARRIER A - ENGINE SPEED B - TRANSMISSION INPUT SPEED 14 - CENTER PLANETARY CARRIER 15 - REAR PLANETARY CARRIER 16 - TORQUE CONVERTER STATOR 17 - FRONT PLANETARY PINION GEARS 18 - CENTER PLANETARY PINION GEARS 19 - REAR PLANETARY PINION GEARS 20 - FREEWHEELING CLUTCH F1 21 - FRONT PLANETARY SUN GEAR 22 - CENTER PLANETARY SUN GEAR 23 - REAR PLANETARY SUN GEAR 24 - FREEWHEELING CLUTCH F2 25 - INPUT SHAFT 26 - OUTPUT SHAFT C - FIRST GEAR RATIO D - FIXED PARTS

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Third Gear Powerflow

1 - TORQUE CONVERTER LOCK-UP CLUTCH 2 - TORQUE CONVERTER TURBINE 3 - TORQUE CONVERTER IMPELLER 4 - HOLDING CLUTCH B1 5 - HOLDING CLUTCH B3 6 - HOLDING CLUTCH B2 7 - DRIVING CLUTCH K1 8 - FRONT PLANETARY ANNULUS GEAR 9 - DRIVING CLUTCH K2 10 - CENTER PLANETARY ANNULUS GEAR 11 - REAR PLANETARY ANNULUS GEAR 12 - DRIVING CLUTCH K3 13 - FRONT PLANETARY CARRIER A - ENGINE SPEED B - TRANSMISSION INPUT SPEED 14 - CENTER PLANETARY CARRIER 15 - REAR PLANETARY CARRIER 16 - TORQUE CONVERTER STATOR 17 - FRONT PLANETARY PINION GEARS 18 - CENTER PLANETARY PINION GEARS 19 - REAR PLANETARY PINION GEARS 20 - FREEWHEELING CLUTCH F1 21 - FRONT PLANETARY SUN GEAR 22 - CENTER PLANETARY SUN GEAR 23 - REAR PLANETARY SUN GEAR 24 - FREEWHEELING CLUTCH F2 25 - INPUT SHAFT 26 - OUTPUT SHAFT C - FIRST GEAR RATIO D - FIXED PARTS

Torque from the torque converter is increased via the input shaft (25) and the center planetary gearset and transferred to the output shaft (26). Front Planetary Gear Set The planetary carrier (13) and sun gear (21) are connected via the engaged multiple-disc clutch K1 (7). The planetary gearset is therefore locked and turns as a closed unit at the input speed due to the mechanical connection of the annulus gear (8) and input shaft (25). Rear Planetary Gear Set The multiple-disc clutch K2 (9) is engaged and transfers the input speed of the input shaft (25) to the planetary carrier (15) via the annulus gear (10). The annulus gear (11) turns in the same way as the planetary carrier (15) due to the mechanical connection with the locked front planetary gearset. This planetary gearset is therefore locked and turns as a closed unit.

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Center Planetary Gear Set The annulus gear (10) turns at the input speed as a result of the engaged multiple-disc clutch K2 (9). The sun gear (22) is held against the housing by the multiple-disc holding clutch B2 (6). The planetary pinion gears (18) turn on the fixed sun gear (22) and increase the torque from the annulus gear (10) to the planetary carrier (14). The output shaft (26) connected to the planetary carrier (14) turns at a reduced speed in the running direction of the engine.

FOURTH GEAR POWERFLOW

Fourth Gear Powerflow

1 - TORQUE CONVERTER LOCK-UP CLUTCH 2 - TORQUE CONVERTER TURBINE 3 - TORQUE CONVERTER IMPELLER 4 - HOLDING CLUTCH B1 5 - HOLDING CLUTCH B3 6 - HOLDING CLUTCH B2 7 - DRIVING CLUTCH K1 8 - FRONT PLANETARY ANNULUS GEAR 9 - DRIVING CLUTCH K2 10 - CENTER PLANETARY ANNULUS GEAR 11 - REAR PLANETARY ANNULUS GEAR 12 - DRIVING CLUTCH K3 13 - FRONT PLANETARY CARRIER A - ENGINE SPEED 14 - CENTER PLANETARY CARRIER 15 - REAR PLANETARY CARRIER 16 - TORQUE CONVERTER STATOR 17 - FRONT PLANETARY PINION GEARS 18 - CENTER PLANETARY PINION GEARS 19 - REAR PLANETARY PINION GEARS 20 - FREEWHEELING CLUTCH F1 21 - FRONT PLANETARY SUN GEAR 22 - CENTER PLANETARY SUN GEAR 23 - REAR PLANETARY SUN GEAR 24 - FREEWHEELING CLUTCH F2 25 - INPUT SHAFT 26 - OUTPUT SHAFT B - TRANSMISSION INPUT SPEED

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Fourth Gear Powerflow

1 - TORQUE CONVERTER LOCK-UP CLUTCH 2 - TORQUE CONVERTER TURBINE 3 - TORQUE CONVERTER IMPELLER 4 - HOLDING CLUTCH B1 5 - HOLDING CLUTCH B3 6 - HOLDING CLUTCH B2 7 - DRIVING CLUTCH K1 8 - FRONT PLANETARY ANNULUS GEAR 9 - DRIVING CLUTCH K2 10 - CENTER PLANETARY ANNULUS GEAR 11 - REAR PLANETARY ANNULUS GEAR 12 - DRIVING CLUTCH K3 13 - FRONT PLANETARY CARRIER A - ENGINE SPEED 14 - CENTER PLANETARY CARRIER 15 - REAR PLANETARY CARRIER 16 - TORQUE CONVERTER STATOR 17 - FRONT PLANETARY PINION GEARS 18 - CENTER PLANETARY PINION GEARS 19 - REAR PLANETARY PINION GEARS 20 - FREEWHEELING CLUTCH F1 21 - FRONT PLANETARY SUN GEAR 22 - CENTER PLANETARY SUN GEAR 23 - REAR PLANETARY SUN GEAR 24 - FREEWHEELING CLUTCH F2 25 - INPUT SHAFT 26 - OUTPUT SHAFT B - TRANSMISSION INPUT SPEED

Speed and torque are not converted by the direct gear ratio of the 4th gear. Power is transferred from the input shaft (25) to the output shaft (26) via three locked planetary gearsets. Front Planetary Gear Set The planetary carrier (13) and sun gear (21) are connected via the engaged multiple-disc clutch K1 (7). The planetary gearset is therefore locked and turns as a closed unit at the input speed due to the mechanical connection of the annulus gear (8) and the input shaft (25). Rear Planetary Gear Set The multiple-disc clutch K2 (9) is engaged and transfers the input speed of the input shaft (25) to the planetary carrier (15) via the annulus gear (10). The annulus gear (11) turns in the same way as the planetary carrier (15) due to the mechanical connection with the locked front planetary gearset. The planetary gearset is therefore locked and turns as a closed unit.

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Center Planetary Gear Set The annulus gear (10) turns at the input speed as a result of the engaged multiple-disc clutch K2 (9). The multipledisc clutch K3 (12) connects the sun gears (22) and (23) of the rear and center planetary gearset. The planetary gearset is locked by the same speeds of the annulus gear (10) and the sun gear (22) and it turns as a closed unit.

FIFTH GEAR POWERFLOW

Fifth Gear Powerflow

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Fifth Gear Powerflow

Torque from the torque converter is increased via the input shaft (25) and all three planetary gearsets and transferred to the output shaft (26). Front Planetary Gear Set The annulus gear (8) is driven by the input shaft (25). The sun gear (21) is held against the housing by the locked freewheel F1 (20) during acceleration and via the engaged multiple-disc holding clutch B1 (4) during deceleration. The planetary pinion gears (17) turn on the fixed sun gear (21) and increase the torque from the annulus gear (8) to the planetary carrier (13). The planetary carrier (13) moves at a reduced speed in the running direction of the engine. Rear Planetary Gear Set The multiple-disc clutch K2 (9) is engaged and transfers the input speed of the input shaft (25) to the planetary carrier (15) via the annulus gear (10). The annulus gear (11) turns at a reduced speed due to the mechanical connection with the front planetary carrier (13). The planetary pinion gears (19) turn between the annulus gear (11) and the sun gear (23). The sun gear (23) moves at an increased speed in the running direction of the engine.

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Center Planetary Gear Set The annulus gear (10) turns at the input speed as a result of the engaged multiple-disc clutch K2 (9). The multipledisc clutch K3 (12) transfers an increased speed to the sun gear (22) due to the connection with the sun gear (23). The planetary pinion gears (18) turn between the annulus gear (10) and the sun gear (22). The speed of the planetary carrier (14) and the output shaft connected to the planetary carrier (5) lies between that of the annulus gear (10) and the sun gear (22). This provides a step-up ratio.

REVERSE GEAR POWERFLOW

Reverse Gear Powerflow

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Reverse Gear Powerflow

Torque from the torque converter is increased via the input shaft (25) and all three planetary gearsets and transferred with reversed direction of rotation to the output shaft (26). Front Planetary Gear Set The annulus gear (8) is driven by the input shaft (25). The sun gear (21) is held against the housing by the locked freewheel F1 (20) during acceleration and via the engaged multiple-disc holding clutch B1 (4) during deceleration. The planetary pinion gears (17) turn on the fixed sun gear (21) and increase the torque from the annulus gear (8) to the planetary carrier (13). The planetary carrier (13) moves at a reduced speed in the running direction of the engine. Rear Planetary Gear Set The planetary carrier (15) is held against the housing by the engaged multiple-disc holding clutch B3 (5). The annulus gear (11) turns at a reduced speed due to the mechanical connection to the front planetary carrier (13). The planetary gears (19) turn between the annulus gear (11) and the sun gear (23). The direction is reversed by the held planetary carrier (15) so that the sun gear (23) turns in the opposite direction to the running direction of the engine.

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Center Planetary Gear Set The annulus gear (10) is held against the housing by the multiple-disc holding clutch B3 (5) via the mechanical connection to the planetary carrier (15). The sun gear (22) turns backwards due to the engaged multiple-disc clutch K3 (12). The planetary gears (18) turn on the fixed annulus gear (10) and increase the torque from the sun gear (22) to the planetary carrier (14). The output shaft (26) connected to the planetary carrier (14) turns at a reduced speed in the opposite direction to the running direction of the engine.

REVERSE GEAR POWERFLOW - LIMP IN

Reverse Gear Powerflow - Limp In or 4WD Low Range

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Reverse Gear Powerflow - Limp In

Torque from the torque converter is increased via the input shaft (25) and all three planetary gearsets and transferred with reversed direction of rotation to the output shaft (26) and. Front Planetary Gear Set The clutch K1 (7) is shifted. The planetary carrier (13) and sun gear (21) are connected to each other as a result. The annulus gear (8) is driven via the input shaft (25). The planetary gear set is locked and turns as a unit.

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Rear Planetary Gear Set The planetary carrier (15) is held against the housing by the engaged multiple-disc holding clutch B3 (5). The annulus gear (11) turns at a reduced speed due to the mechanical connection to the front planetary carrier (13). The planetary pinion gears (19) turn between the annulus gear (11) and the sun gear (23). The direction is reversed by the held planetary carrier (15) so that the sun gear (23) turns in the opposite direction to the running direction of the engine. Center Planetary Gear Set The annulus gear (10) is held against the housing by the multiple-disc holding clutch B3 (5) via the mechanical connection to the planetary carrier (15). The sun gear (22) turns backwards due to the engaged multiple-disc clutch K3 (12). The planetary gears (18) turn on the fixed annulus gear (10) and increase the torque from the sun gear (22) to the planetary carrier (14). The output shaft (26) connected to the planetary carrier (14) turns at a reduced speed in the opposite direction to the running direction of the engine.

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SHIFT GROUPS/ SHIFT SEQUENCE

1-2 Shift - First Gear Engaged

First Gear Engaged

1 2 3 4 1-2/4-5 1-2/4-5 1-2/4-5 1-2/4-5 SHIFT SOLENOID OVERLAP VALVE SHIFT PRESSURE SHIFT VALVE HOLDING PRESSURE SHIFT VALVE 5 - 1-2/4-5 COMMAND VALVE 6 - DRIVING CLUTCH K1 7 - HOLDING CLUTCH B1

The end face of the command valve (5) is kept unpressurized via the solenoid valve for 1-2 and 4-5 shift (1). Because of the holding pressure shift valve (4), the working pressure (p-A) is present at the multiple-disc holding clutch B1 (7). Clutch K1 (6) is unpressurized.

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Shift Phase - 1-2 Shift Phase 1

1 2 3 4 1-2/4-5 1-2/4-5 1-2/4-5 1-2/4-5 SHIFT SOLENOID OVERLAP VALVE SHIFT PRESSURE SHIFT VALVE HOLDING PRESSURE SHIFT VALVE 5 - 1-2/4-5 COMMAND VALVE 6 - DRIVING CLUTCH K1 7 - HOLDING CLUTCH B1

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When the 1-2 and 4-5 shift solenoid valve (1) is turned on, the shift valve pressure (p-SV) is directed onto the end face of the command valve (5). The command valve is moved and the shift pressure (p-S) coming from the shift pressure shift valve (3) is directed via the command valve (5) onto clutch K1 (6). Simultaneously the clutch B1 (7) is subjected to overlap pressure by the overlap regulating valve (2). The pressure in the clutch B1 (7) as it disengages is controlled during the shift phase depending on engine load by the modulating pressure and the applying clutch pressure (the shift pressure in clutch K1). The controlled pressure in clutch B1 (7) is inversely proportional to the capacity of the clutch being engaged. The rising shift pressure (p-S) at clutch K1 (6) acts on the annular face of the overlap regulating valve (2) and reduces the overlap pressure regulated by the overlap regulating valve (2). When a corresponding pressure level is reached at the holding pressure shift valve (4), this valve switches over.

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Shift Phase - 1-2 Shift Phase 2

1 2 3 4 1-2/4-5 1-2/4-5 1-2/4-5 1-2/4-5 SHIFT SOLENOID OVERLAP VALVE SHIFT PRESSURE SHIFT VALVE HOLDING PRESSURE SHIFT VALVE 5 - 1-2/4-5 COMMAND VALVE 6 - DRIVING CLUTCH K1 7 - HOLDING CLUTCH B1

The B1 (7) pressure acting on the end face of the shift pressure shift valve (3) is replaced by the working pressure (p-A). The shift pressure is also routed to the spring end of the holding valve (4) and the holding valve downshifts. The line pressure is then routed to the command valve (5).

LX
Second Gear Engaged

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Second Gear Engaged

1 2 3 4 1-2/4-5 1-2/4-5 1-2/4-5 1-2/4-5 SHIFT SOLENOID OVERLAP VALVE SHIFT PRESSURE SHIFT VALVE HOLDING PRESSURE SHIFT VALVE 5 - 1-2/4-5 COMMAND VALVE 6 - DRIVING CLUTCH K1 7 - HOLDING CLUTCH B1

After the gearchange is complete, the pressure on the end face of the command valve (5) is reduced via the 1-2 and 4-5 shift solenoid valve (1), and the command valve (5) is pushed back to its basic position. Via the holding pressure shift valve (4) the working pressure (p-A) now passes via the command valve (5) to clutch K1 (6). The multiple-disc holding clutch B1 (7) is deactivated (unpressurized). The spring of the shift pressure shift valve (3) pushes the valve back to its basic position.

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Shift Phase - 2-1 Shift Phase 1

1 2 3 4 1-2/4-5 1-2/4-5 1-2/4-5 1-2/4-5 SHIFT SOLENOID OVERLAP VALVE SHIFT PRESSURE SHIFT VALVE HOLDING PRESSURE SHIFT VALVE 5 - 1-2/4-5 COMMAND VALVE 6 - DRIVING CLUTCH K1 7 - HOLDING CLUTCH B1

The 1-2/4-5 shift solenoid (1) is turned ON to apply shift pressure (p-S) to the end face of the 1-2/4-5 command valve (5). This allows the command valve to up-shift and the shift pressure coming from the 1-2/4-5 shift valve (3) is routed to the holding clutch B1 (7) via the command valve.

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Simultaneously, the pressure in the releasing clutch, K1 (6), is regulated at the 1-2/4-5 overlap valve (2). The pressure in the K1 clutch as it disengages is controlled during the shift phase depending on engine load, via the modulating pressure (p-MOD), and the shift pressure in clutch B1 (7). The increasing shift pressure in clutch B1, which also acts on the end face of the overlap valve, reduces the overlap pressure. Shift Phase - 2-1 Shift Phase 2

Shift Phase - 2-1 Shift Phase 2

1 2 3 4 1-2/4-5 1-2/4-5 1-2/4-5 1-2/4-5 SHIFT SOLENOID OVERLAP VALVE SHIFT PRESSURE SHIFT VALVE HOLDING PRESSURE SHIFT VALVE 5 - 1-2/4-5 COMMAND VALVE 6 - DRIVING CLUTCH K1 7 - HOLDING CLUTCH B1

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The pressure in clutch B1 (7) acting on the end face of the 1-2/4-5 holding valve (4) forces the valve to up-shift against the spring pressure and allows line pressure (p-A) to pass through the command valve (5). 2-1 Shift - First Gear Engaged

First Gear Engaged

1 2 3 4 1-2/4-5 1-2/4-5 1-2/4-5 1-2/4-5 SHIFT SOLENOID OVERLAP VALVE SHIFT PRESSURE SHIFT VALVE HOLDING PRESSURE SHIFT VALVE 5 - 1-2/4-5 COMMAND VALVE 6 - DRIVING CLUTCH K1 7 - HOLDING CLUTCH B1

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After the gear change is complete, the 1-2/4-5 shift solenoid (1) is turned off. This reduces the pressure on the end face of the 1-2/4-5 command valve (5) to 0 psi and the spring pressure downshifts the valve to its initial position. The line pressure (p-A) is switched to the holding clutch B1 (7) and the end face of the holding valve by the downshifted command valve. The upshifted holding valve also allows the remaining pressure in clutch K1 (6) to be vented. Gear Shift N to D (1st gear) - Engine Started

Engine Started
1 - HOLDING CLUTCH B1 2 - DRIVING CLUTCH K1 3 - HOLDING CLUTCH B3 4 - DRIVING CLUTCH K3 5 - HOLDING CLUTCH B2 PISTON 6 - HOLDING CLUTCH B2 PISTON OPPOSING FACE 7 - SHIFT PRESSURE REGULATING SOLENOID 8 - SHIFT PRESSURE REGULATING VALVE 9 - SHIFT VALVE B2 10 - 3-4 SHIFT SOLENOID 11 - PRESSURE HOLDING VALVE 12 - 3-4 HOLDING PRESSURE SHIFT VALVE 13 - 3-4 COMMAND VALVE 14 - 3-4 SHIFT PRESSURE SHIFT VALVE 15 - 3-4 OVERLAP REGULATING VALVE 16 - BALL VALVE 17 - 1-2/4-5 COMMAND VALVE 18 - 1-2/4-5 COMMAND VALVE 19 - BALL VALVE

With the engine started and the gearshift lever in the NEUTRAL or PARK positions, holding clutch B1 (1) and driving clutch K3 (4) are applied and the various valves in the 1-2/4-5 shift group are positioned to apply pressure to the holding clutch B2.

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Activation Sequence

Activation Sequence
1 - HOLDING CLUTCH B1 2 - DRIVING CLUTCH K1 3 - HOLDING CLUTCH B3 4 - DRIVING CLUTCH K3 5 - HOLDING CLUTCH B2 PISTON 6 - HOLDING CLUTCH B2 PISTON OPPOSING FACE 7 - SHIFT PRESSURE REGULATING SOLENOID 8 - SHIFT PRESSURE REGULATING VALVE 9 - SHIFT VALVE B2 10 - 3-4 SHIFT SOLENOID 11 - PRESSURE HOLDING VALVE 12 - 3-4 HOLDING PRESSURE SHIFT VALVE 13 - 3-4 COMMAND VALVE 14 - 3-4 SHIFT PRESSURE SHIFT VALVE 15 - 3-4 OVERLAP REGULATING VALVE 16 - BALL VALVE 17 - 1-2/4-5 COMMAND VALVE 18 - 1-2/4-5 COMMAND VALVE 19 - BALL VALVE

The selector valve opens the shift pressure (p-S) feed connection from the ball valve (19) with the shift valve B2 (9). With the shift valve B2 (9) in the upper position, shift pressure (p-S) travels behind the piston B2 (5) and simultaneously to the opposing face of the piston B2 (6). The multiple-disc holding clutch B2 begins to close. The pressure on the opposing face of the piston B2 (6) ensures a soft activation of the multiple-disc holding clutch B2.

LX
First Gear Engaged

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First Gear Engaged

1 - HOLDING CLUTCH B1 2 - DRIVING CLUTCH K1 3 - HOLDING CLUTCH B3 4 - DRIVING CLUTCH K3 5 - HOLDING CLUTCH B2 PISTON 6 - HOLDING CLUTCH B2 PISTON OPPOSING FACE 7 - SHIFT PRESSURE REGULATING SOLENOID 8 - SHIFT PRESSURE REGULATING VALVE 9 - SHIFT VALVE B2 10 - 3-4 SHIFT SOLENOID 11 - PRESSURE HOLDING VALVE 12 - 3-4 HOLDING PRESSURE SHIFT VALVE 13 - 3-4 COMMAND VALVE 14 - 3-4 SHIFT PRESSURE SHIFT VALVE 15 - 3-4 OVERLAP REGULATING VALVE 16 - BALL VALVE 17 - 1-2/4-5 COMMAND VALVE 18 - 1-2/4-5 COMMAND VALVE 19 - BALL VALVE

The TCM monitors the activation sequence via the speed of the input shaft, which slows down as the frictional connection in the multiple-disc holding clutch increases. When the speed drops to the specified level, the TCM shuts off the power to the 3-4 shift solenoid valve (10). The spring chamber of the shift valve B2 (9) is depressurized and switches downwards. This connects the line to the opposing face of the piston B2 (6) with the pressure holding valve (11). The pressure on the opposing face of the piston B2 (6) drops to a residual pressure. The working pressure (p-A) is formed and travels via the 2-3 holding pressure shift valve, the 2-3 command valve and the ball valve (16) to multi-plate clutch K3 (4) and via the 3-4 command valve (13) to the end face of the 3-4 shift pressure shift valve (14). The 3-4 shift pressure shift valve (14) is moved against the force of the spring towards the right. At the same time the 3-4 solenoid valve (10) is energized. This allows shift valve pressure (p-SV) to enter the spring chamber of the shift valve B2 (9) and to reach the end face of the 3-4 command valve (13). The shift valve B2 (9) is held in the upper position and the 3-4 command valve (13) switches towards the right. At the end face of the 3-4 shift pressure shift valve (14) the working pressure (p-A) is replaced by shift valve pressure (p-SV). The 3-4 command valve (13) moves to the left. Working pressure (p-A) travels via the holding pressure shift valve (12) and the 3-4 command valve (13) to the piston of multiple-disc holding clutch B2 (5).

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DIAGNOSIS AND TESTING AUTOMATIC TRANSMISSION

CAUTION: Before attempting any repair on a NAG1 automatic transmission, check for Diagnostic Trouble Codes with the appropriate scan tool. Transmission malfunctions may be caused by these general conditions: Poor engine performance. Improper adjustments. Hydraulic malfunctions. Mechanical malfunctions. Electronic malfunctions. Transfer case performance (if equipped). Diagnosis of these problems should always begin by checking the easily accessible variables: fluid level and condition, gearshift cable adjustment. Then perform a road test to determine if the problem has been corrected or if more diagnosis is necessary.

PRELIMINARY
Two basic procedures are required. One procedure for vehicles that are drivable and an alternate procedure for disabled vehicles (will not back up or move forward).

VEHICLE IS DRIVABLE
1. Check for transmission fault codes using the appropriate scan tool. 2. Check fluid level and condition. 3. Adjust gearshift cable if complaint was based on delayed, erratic, or harsh shifts. 4. Road test and note how transmission upshifts, downshifts, and engages.

VEHICLE IS DISABLED
1. Check fluid level and condition. 2. Check for broken or disconnected gearshift cable. 3. Check for cracked, leaking cooler lines, or loose or missing pressure-port plugs. 4. Raise and support vehicle on safety stands, start engine, shift transmission into gear, and note following: a. If propeller shaft turns but wheels do not, problem is with differential or axle shafts. b. If propeller shaft does not turn and transmission is noisy, stop engine. Remove oil pan, and check for debris. If pan is clear, remove transmission and check for damaged driveplate, converter, oil pump, or input shaft. c. If propeller shaft does not turn and transmission is not noisy, perform hydraulic-pressure test to determine if problem is hydraulic or mechanical.

ROAD TESTING
Before road testing, be sure the fluid level and control cable adjustments have been checked and adjusted if necessary. Verify that all diagnostic trouble codes have been resolved. Observe engine performance during the road test. A poorly tuned engine will not allow accurate analysis of transmission operation. Operate the transmission in all gear ranges. Check for shift variations and engine flare which indicates slippage. Note if shifts are harsh, spongy, delayed, early, or if part throttle downshifts are sensitive. Slippage indicated by engine flare, usually means clutch, overrunning clutch, or line pressure problems. A slipping clutch can often be determined by comparing which internal units are applied in the various gear ranges. The Clutch Application chart CLUTCH APPLICATION provides a basis for analyzing road test results.

LX
CLUTCH APPLICATION GEAR 1 2 3 4 5 N R R - Limp In RATIO 3.59 2.19 1.41 1.00 0.83 N/A 3.16 1.93 X X X* B1 X*

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B2 X X X

K1 X X X

K3 X* X*

F1 X

F2 X X

X X X X X X X X* X

X X X

* = The shift components required during coast.

AUTOMATIC TRANSMISSION
CONDITION Harsh N-D Engagement Harsh N-R Engagement POSSIBLE CAUSES 1. Transmission adaptation/ calibration. CORRECTION 1. Check for latest level TCM software. Perform the TCM adaptation procedure. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/ TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE) 2. Check TCM for DTCs. Repair as needed. 3. Check engine mounts, transmission mount, driveshaft couplings, rear crossmember mounts, axle mounts and axle lash. 4. Perform converter clutch diagnostics test. Inspect valve body for stuck or sticky lock up control valve. If valve motion is free, replace lock up solenoid and retest. 5. Inspect valve body for stuck or sticky regulator valve. 6. Remove, disassemble and repair transmission as necessary.

2. Transmission in limp-home mode. 3. Driveline lash/movement.

4. Converter clutch or lock up control valve malfunction.

5. Valve Body Malfunction. 6. Clutch or planetary component damage.

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CONDITION POSSIBLE CAUSES 1. Transmission adaptation/ calibration. CORRECTION

Delayed N-D or N-R Engagement

1. Check for latest level TCM software. Perform the TCM adaptation procedure. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/ TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE) 2. If vehicle moves normally after 3 seconds of shifting into gear, no repair is necessary. If longer, inspect pump for worn bushing. 3. Check and adjust fluid level. (Refer to 21 - TRANSMISSION/ AUTOMATIC - NAG1/FILTER STANDARD PROCEDURE) 4. Check TC out pressure, if < 10psi, check for plugged filter. Replace if needed. 5. Check for damaged/missing filter or cut/missing o-ring. 6. Inspect valve body for stuck/ sticky regulator valve or shift group valves. 7. Inspect pump for damage or excessive clearances. Replace if needed. 1. Check and adjust fluid level. (Refer to 21 - TRANSMISSION/ AUTOMATIC - NAG1/FILTER STANDARD PROCEDURE) 2. Inspect shift system. Adjust and/or replace worn/damaged parts. 3. Check TC out pressure, if < 10psi, check for plugged filter. Replace if needed. 4. Check for damaged/missing filter or cut/missing o-ring. 5. Remove valve body. Inspect or sticky/stuck regulator valve. If valve motion is free, replace line pressure solenoid and retest. If condition still exists check for worn/damaged pump. Replace pump assembly if needed.

2. Torque converter fluid drain back, delayed soft engagement.

3. Fluid Level Low.

4. Filter plugged.

5. Filter damaged or missing, missing o-ring. 6. Valve Body Malfunction.

7. Oil pump gears worn/damaged.

No Drive or Reverse Engagement (vehicle will not move)

1. Fluid level low.

2. Misadjusted/damaged shift cable.

3. Filter plugged.

4. Filter damaged or missing, missing filter o-ring. 5 Hydraulic system-Low/no line pressure.

LX
CONDITION Shudder garage shift R-D or D-R

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

POSSIBLE CAUSES 1. Transmission adaptation/ calibration. CORRECTION

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1. Check for latest level TCM software. Perform the TCM adaptation procedure. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/ TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE) 2. Instruct customer to wait until shift is complete prior to applying throttle. 1. Check for latest level TCM software. Perform the TCM adaptation procedure. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/ TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE) 2. Instruct customer to only shift into the desired range with the vehicle stopped and the service brake applied. 3. Check TCM for DTCs. Repair as needed. 1. Perform converter clutch diagnostics test. Inspect valve body for stuck or sticky lock up control valve. If valve motion is free, replace lock up solenoid and retest. 2. Replace torque converter. 1. Replace output flange and nut.

2. Customer applying throttle while shift is in progress. Harsh rolling garage shift R-D or D-R 1. Transmission adaptation/ calibration.

2. Customer shifting into desired range with vehicle motion.

3. Transmission in limp-home mode. Engine stalls when transmission is shifted into R or D. 1. Converter clutch or lock up control valve malfunction.

2. Defective torque converter. Clunk/click noise during garage shift from R-D or D-R Harsh Upshift or downshift 1. Stick-slip condition between output flange and output shaft nut upon torque reversal from R to D or D to R. Click on first launch. 1. Transmission adaptation/ calibration.

1. Check for latest level TCM software. Perform the TCM adaptation procedure. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/ TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE) 2. Inspect valve body for sticky/stuck valves. Repair as needed. If valve motion is free, replace shift pressure solenoid and line pressure solenoid and retest. 3. Remove, disassemble and repair transmission as needed.

2. Valve body malfunction.

3. Damaged or misbuilt clutch.

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CONDITION POSSIBLE CAUSES 1. Transmission adaptation/ calibration. CORRECTION

EMCC Shudder

1. Check for latest level TCM software. Perform the TCM adaptation procedure. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/ TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE) 2. Change fluid per service manual procedures. (Refer to 21 - TRANSMISSION/ AUTOMATIC - NAG1/FILTER STANDARD PROCEDURE) 3. Remove valve body. Inspect for sticky/stuck lock up control valve. If valve motion is free, replace the lock up solenoid and retest. 4. Replace torque converter. 1. Dust shield bent. Replace if needed. Torque converter bolt backed out. Replace with new bolt and torque to proper level. 2. Inspect driveplate. Replace if needed. 1. Check driveshaft, center bearing and axle for noise or contact with other components. 2. Replace output bearing and retest. 3. Remove, disassemble and repair transmission as needed. 1. Check and adjust fluid level. (Refer to 21 - TRANSMISSION/ AUTOMATIC - NAG1/FILTER STANDARD PROCEDURE) 2. Check TCM for DTCs. Repair as needed. 3. Check TC out pressure, if < 10psi, check for plugged filter. Replace if needed. 4. Check for damaged/missing filter or cut/missing o-ring. 5. Visually inspect for worn or damaged pump bushing. Replace pump assembly if needed. 6. Inspect for worn or damaged pump gears. Replace pump assembly if needed.

2. Fluid condition, contamination or wrong type.

3. Valve body malfunction.

4. Defective torque converter. Grating or Scraping Noise proportional to engine speed 1. Torque converter bolts contacting dust shield.

2. Damaged/broken drive plate. Grating or Scraping Noise proportional to transmission output speed 1. Driveshaft or rear axle noise.

2. Transmission output bearing noise. 3. Internal transmission damage. High pitched whine/noise related to engine speed 1. Fluid level low.

2. Transmission in limp-home mode. 3. Filter plugged.

4. Filter damaged or missing. 5. Oil pump bushing worn/ damaged.

6. Oil pump gears worn/ damaged.

LX
CONDITION Slips on 1-2 upshift

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

POSSIBLE CAUSES 1. Transmission adaptation/ calibration. CORRECTION

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1. Check for latest level TCM software. Perform the TCM adaptation procedure. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/ TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE) 2. Check and adjust fluid level. (Refer to 21 - TRANSMISSION/ AUTOMATIC - NAG1/FILTER STANDARD PROCEDURE) 3. Check for damaged/missing filter or cut/missing o-ring. 4. Check for sticky/stuck 2-3 shift pressure valve or regulator valve. 5. Disassemble transmission inspect for damaged F1 or K1 clutch. Repair as needed. 1. Check for latest level TCM software. Perform the TCM adaptation procedure. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/ TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE) 2. Check and adjust fluid level. (Refer to 21 - TRANSMISSION/ AUTOMATIC - NAG1/FILTER STANDARD PROCEDURE) 3. Check for damaged/missing filter or cut/missing o-ring. 4. Check for sticky/stuck 2-3 shift pressure valve or regulator valve. 5. Disassemble transmission, inspect for damaged F2 or B2 clutch. Repair as needed.

2. Fluid level low.

3. Filter damaged or missing. 4. Valve body malfunction.

5. F1 or K1 clutch damaged.

Slips on 2-3 upshift

1. Transmission adaptation/ calibration.

2. Fluid level low.

3. Filter damaged or missing. 4. Valve body malfunction.

5. F2 or B2 clutch damaged.

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

CONDITION POSSIBLE CAUSES 1. Transmission adaptation/ calibration. CORRECTION

Slips on 3-4 upshift

1. Check for latest level TCM software. Perform the TCM adaptation procedure. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/ TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE) 2. Check and adjust fluid level. (Refer to 21 - TRANSMISSION/ AUTOMATIC - NAG1/FILTER STANDARD PROCEDURE) 3. Check for damaged/missing filter or cut/missing o-ring. 4. Check for sticky/stuck 2-3 shift pressure valve or regulator valve. 5. Disassemble transmission, inspect for damaged K3 or B2 clutch. Repair as needed. 1. Check for latest level TCM software. Perform the TCM adaptation procedure. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/ TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE) 2. Check and adjust fluid level. (Refer to 21 - TRANSMISSION/ AUTOMATIC - NAG1/FILTER STANDARD PROCEDURE) 3. Check for damaged/missing filter or cut/missing o-ring. 4. Check for sticky/stuck 2-3 shift pressure valve or regulator valve. 5. Disassemble transmission, inspect for damaged B1 or K1 clutch. Repair as needed. 1. Check and adjust fluid level. (Refer to 21 - TRANSMISSION/ AUTOMATIC - NAG1/FILTER STANDARD PROCEDURE) 2. Check for damaged/missing filter or cut/missing o-ring. 1. Instruct the customer that they should not shift into N at vehicle speeds greater 25mph. 2. Inspect shift system for proper adjustment or damage. Check shifter for DTCs. Repair as needed.

2. Fluid level low.

3. Filter damaged or missing. 4. Valve body malfunction.

5. K3 or B2 clutch damaged.

Slips on 4-5 upshift

1. Transmission adaptation/ calibration.

2. Fluid level low.

3. Filter damaged or missing. 4. Valve body malfunction.

5. B1 or K1 clutch damaged.

In-gear shudder on heavy acceleration

1. Fluid level low.

2. Filter damaged or missing. No Drive engagement following a shift to N 1. Customer shifting into N at vehicle speeds greater than 25mph and tipping in on the throttle. 2. Shift system malfunction.

LX
CONDITION Reverse gear position blocked engagement when moving shift lever from D position

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

POSSIBLE CAUSES 1. Customer shifting into R at vehicle speeds greater than 7mph. CORRECTION

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1. Instruct customer that R shifter position is blocked at vehicle speeds greater than 7mph. 2. Inspect shift system for proper adjustment or damage. Check shifter for DTCs. Repair as needed. 1. Adjust shift cable and retest. 2. Check shifter DTCs. Inspect shift cable and lever assembly. Adjust and/or replace worn/ damaged parts. 3. Starter lockout contact malfunction. Remove valve body, replace lead frame assembly.

2. Shift system malfunction.

No Engine Cranking in P or N

1. Gearshift cable adjustment. 2. Shift system malfunction.

3. Valve body malfunction.

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

CONDITION POSSIBLE CAUSES 1. Leak in area of bell housing. CORRECTION

Fluid Leak

1. Check bolt torque on internal bell housing bolts. If loose, replace fastener and torque to proper level. If bolts are to proper torque level, check pump outer seal and impeller seal. Replace if needed. 2. Check connector for damaged(cut) or missing o-rings. Replace as needed. 3. Check for proper torque on oil pan clamps. Check for mis-positioned or rolled gasket. Repair as needed. 3. Replace Free Wheeling Clutch F2, Hollow Shaft, and Rear Sun Gear/Inner Disc Carrier K3. 4. Remove park guide plug. Check for damaged(cut) or missing o-ring. If o-ring is in good condition, install new plug. 5. Check for damaged shift lever seal or damaged lever. Repair as needed. 6. Check for worn/damaged slinger seal and output seal. Visually inspect output flange seal surface for damage. Repair as needed. 7. Check fluid level for overfill condition. Adjust as needed. If fluid level is within specification, ride check vehicle. Monitor transmission temperature. If high operating temperatures are observed, fluid may be contaminated or cooling system malfunctioning. Change fluid per service manual procedures. Refer to cooling system diagnostics if needed. 8. Inspect fill tube cap for proper installation. Inspect fill tube grommet between case and fill tube for leakage. Repair as needed.

2. Leak in area of control unit(valve body) electrical connector. 3. Leak in area of pan gasket.

3. Free Wheeling Clutch F2 Defective.

4. Leak in area of park guide plug.

5. Leak in area of shift lever.

6. Leak in area of output flange.

7. Leak in area of transmission vent.

8. Leak in area of transmission fill tube.

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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AIR CHECKING TRANSMISSION CLUTCH OPERATION

Air-pressure testing can be used to check transmission clutch operation. The test can be conducted with the transmission either in the vehicle or on the work bench, as a final check. Air-pressure testing requires that the oil pan and valve body be removed from the transmission. The clutch apply passages are shown in the NAG1 Clutch Application Ports graphic. NOTE: The air supply which is used must be free of moisture and dirt. Use a pressure of 30 psi to test clutch operation. Apply air pressure at each port. If the clutch is functioning, a soft thump will be heard as the clutch is applied. The clutch application can also be felt by touching the appropriate element while applying air pressure. As the air pressure is released, the clutch should also release.

NAG1 Clutch Application Ports

1 2 3 4 5 6 7 8 K1 CLUTCH APPLY PORT B1 CLUTCH APPLY PORT K2 CLUTCH APPLY PORT TORQUE CONVERTER CLUTCH APPLY PORT B3 CLUTCH APPLY PORT B2 CLUTCH COUNTER-PRESSURE PORT K3 CLUTCH APPLY PORT B2 CLUTCH APPLY PORT

STANDARD PROCEDURE - ALUMINUM THREAD REPAIR

Damaged or worn threads in the aluminum transmission case and valve body can be repaired by the use of HeliCoils, or equivalent. This repair consists of drilling out the worn-out damaged threads. Then tap the hole with a special Heli-Coil tap, or equivalent, and installing a Heli-Coil insert, or equivalent, into the hole. This brings the hole back to its original thread size. Heli-Coil, or equivalent, tools and inserts are readily available from most automotive parts suppliers.

REMOVAL
NOTE: If the transmission is being reconditioned (clutch/seal replacement) or replaced, it is necessary to perform the TCM Adaptation Procedure using the scan tool (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE).

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

1. Disconnect the negative battery cable. 2. Raise and support the vehicle. 3. For AWD vehicles, remove the transfer case, (Refer to 21 - TRANSMISSION/TRANSFER CASE - REMOVAL), and front axle, (Refer to 3 - DIFFERENTIAL & DRIVELINE/FRONT AXLE - REMOVAL). 4. For RWD vehicles: a. Mark propeller shaft (1) and the transmission flange (4) for assembly alignment. b. Remove the bolts (2) holding the rear propeller shaft coupler (3) to the transmission flange (4). c. Slide the propeller shaft (1) rearward until the coupler clears the propeller shaft pilot (5) on the transmission output shaft. NOTE: The starters are located on the right side of the transmission for RWD vehicles and they are on the left side for AWD vehicles. 5. Remove the bolts (2) holding the starter motor (1) to the transmission. (Refer to 8 - ELECTRICAL/ STARTING/STARTER MOTOR - REMOVAL) 6. Remove the starter (1) from the transmission starter pocket and safely relocate.

7. Remove the bolt (2) holding the torque converter access cover (1) to the transmission.

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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8. Remove the torque converter access cover (1) from the transmission. 9. Rotate crankshaft in clockwise direction until converter bolts (1) are accessible. Then remove bolts (1) one at a time. Rotate crankshaft with socket wrench on dampener bolt.

10. Disconnect the gearshift cable (1) from the transmission manual valve lever (3). 11. Loosen the bolts holding the shift cable retaining strap (2) to the transmission. 12. Remove the shift cable (1) from the transmission.

13. Remove bolt (3) and screw (1) holding the heat shield (2), if equipped, to the transmission.

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

14. Remove the heat shield (2) from the transmission. 15. Disconnect 13-pin plug connector (1). Turn bayonet lock of guide bushing (2) anti-clockwise. 16. Remove the 13-pin connector (1) from the transmission.

17. Disconnect transmission fluid cooler lines (1) at transmission fittings (2) and clips (3). 18. Disconnect the transmission vent hose from the transmission.

19. Support rear of engine with safety stand or jack. 20. Raise transmission slightly with service jack to relieve load on crossmember and supports. 21. Remove bolts (2) securing rear support and cushion (3) to transmission crossmember (1).

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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22. Remove bolts attaching crossmember (1) to frame and remove crossmember. 23. Remove the bolts (1) holding the engine oil pan (2) to the transmission (3).

24. Remove all remaining bolts (2) holding the engine (1) to the transmission (3). 25. Carefully work transmission and torque converter assembly rearward off engine block dowels. 26. Hold torque converter in place during transmission removal. 27. Lower transmission and remove assembly from under the vehicle. 28. To remove torque converter, carefully slide torque converter out of the transmission.

DISASSEMBLY
NOTE: If the transmission is being reconditioned (clutch/seal replacement) or replaced, it is necessary to perform the TCM Adaptation Procedure using the scan tool (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE). NOTE: Tag all clutch pack assemblies, as they are removed, for reassembly identification.

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

1. Remove the torque converter (1).

2. Place transmission in a vertical position. 3. Measure input shaft end play as follows: a. Attach Adapter 8266-18 (2) to Handle 8266-8 (1). b. Attach dial indicator C-3339 (3) to Handle 8266-8 (1). c. Install the assembled tool onto the input shaft of the transmission and tighten the retaining screw on Adapter 8266-18 (2) to secure it to the input shaft. d. Position the dial indicator plunger against a flat spot on the oil pump and zero the dial indicator. e. Move the input shaft in and out. Record the maximum travel for assembly reference.

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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4. Loosen guide bushing (12) and remove from transmission housing. 5. Detach oil pan (5). 6. Remove oil filter (4). 7. Unscrew Torx socket bolts (3) and remove electrohydraulic unit (2).

1 - HEAT SHIELD 2 - ELECTROHYDRAULIC UNIT 3 - BOLT 4 - OIL FILTER 5 - OIL PAN 6 - CLAMPING ELEMENT 7 - BOLT 8 - 13-PIN PLUG CONNECTOR 9 - BOLT 10 - GUIDE BUSHING

8. Place the transmission in PARK to prepare for the removal of the output shaft nut. 9. Remove the nut holding the propeller shaft flange to the output shaft and remove the flange. 10. Remove the transmission rear oil seal with a suitable slide hammer and screw. 11. Remove the transmission output shaft washer. Be sure to tag the washer since it is very similar to the geartrain end-play shim and they must not be interchanged. 12. Remove the transmission rear output shaft bearing retaining ring (1).

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

13. Position Bearing Remover 9082 (1) over the inner race of the output shaft bearing (3).

14. Slide the collar (3) on the Bearing Remover 9082 (1) downward over the fingers (4) of the tool.

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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15. Remove the output shaft bearing (3). 16. Remove the geartrain end-play shim from the output shaft. Be sure to tag the shim since it is very similar to the output shaft washer and they must not be interchanged.

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

Remove K1, K2, and K3 Clutches

1 - DRIVING CLUTCH K1 2 - SUN GEAR OF FRONT PLANETARY GEAR SET 3 - DRIVING CLUTCH K3, OUTPUT SHAFT , AND CENTER AND REAR PLANETARY GEAR SETS 4 - THRUST NEEDLE BEARING 5 - THRUST WASHER 6 - FRONT PLANETARY GEAR SET, DRIVING CLUTCH K2, AND INPUT SHAFT 7 - SEALING RINGS

17. Remove the bolts holding the transmission housing to the converter housing from inside the converter housing. 18. Stand the transmission upright on the converter housing. Be sure to use suitable spacers between the bench surface and the converter housing since the input shaft protrudes past the front surface of the housing. 19. Remove the remaining bolts holding the transmission housing to the converter housing. 20. 21. 22. 23. 24. Remove Remove Remove Remove Remove the transmission housing from the converter housing. output shaft with center and rear gear set and clutch K3 (3). thrust needle bearing (4) and thrust washer (5). input shaft with clutch K2 and front gear set (6). clutch K1 (1).

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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Remove Holding Clutch B1 and Oil Pump

1 - BOLTS - M6X32 2 - CONVERTER HOUSING 3 - INTERMEDIATE PLATE 4 - BOLTS - M8X35 5 - HOLDING CLUTCH B1 6 - OIL PUMP

25. Unscrew Torx socket bolts (4) and remove oil pump (6). Screw two opposed bolts into the oil pump housing and press the oil pump out of the converter housing by applying light blows with a plastic hammer. 26. Remove and discard the torque converter hub seal and the oil pump outer o-ring seal from the oil pump. 27. Unscrew Torx socket bolts (1) and remove multiple-disc holding clutch B1 (5) from converter housing. Screw two opposed bolts into the multiple-disc holding clutch B1 (5) and separate from the converter housing by applying light blows with a plastic hammer. 28. Detach intermediate plate (3) from converter housing (2).

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

Remove B2, B3, and Parking Gear

1 2 3 4 SNAP-RING HOLDING CLUTCH B3 DISCS SPRING WASHER HOLDING CLUTCH B2 5 - PARK GEAR 6 - TRANSMISSION HOUSING 7 - BOLTS - M8X60

29. Remove multiple-disc pack B3 (2) and spring washer (3) by removing snap-ring (1) in transmission housing. To facilitate removal of the snap-ring (1), compress the multiple-disc pack B3 (2). Note which clutch disc is removed just prior to the spring washer (3) for re-assembly. If the clutch discs are re-used, this disc must be returned to its original position on top of the spring washer. 30. Unscrew Torx socket bolts (7). 31. Remove multiple-disc holding clutch B2 (4) from transmission housing. The externally toothed disc carrier for multiple-disc holding clutch B2 is also the piston for multiple-disc holding clutch B3. 32. Remove parking lock gear (5).

ASSEMBLY
NOTE: If the transmission is being reconditioned (clutch/seal replacement) or replaced, it is necessary to perform the TCM Adaptation Procedure using the scan tool (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE).

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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Install B2, B3, and Parking Gear

1 2 3 4 SNAP-RING HOLDING CLUTCH B3 DISCS SPRING WASHER HOLDING CLUTCH B2 5 - PARK GEAR 6 - TRANSMISSION HOUSING 7 - BOLTS - M8X60

1. Insert parking lock gear (5). 2. Install multiple-disc holding clutch B2 (4) in transmission housing (6). 3. Screw in both Torx socket bolts (7). Tighten the bolts to 16 Nm (141 in.lbs.).

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NOTE: During the measurement the snap ring (7) must contact the upper bearing surface of the groove in the outer multiple-disc carrier (8). NOTE: Pay attention to sequence of discs. If the original clutch discs are reused, be sure to return the disc identified on disassembly as belonging on top of the spring washer (4) to its original location. Place new friction multiple-discs in ATF fluid for one hour before installing. 4. Insert and measure spring washer (4) and multipledisc pack B3 (2, 6). a. Put multiple-discs for multiple-disc holding clutch B3 together in the sequence shown in the illustration and insert individually. b.
1 - OUTER DISC - 6.5 MM 5 - PISTON (0.256 IN.) CAUTION: Apply only light pressure (less than 10 2 - OUTER DISCS - 1.8 MM 6 - FRICTION DISCS N (3 lbs.) of force) to the clutch pack when mea(0.071 IN.) 3 - OUTER DISCS - 1.8 MM 7 - SNAP-RING suring the clutch clearance with the feeler gauge. (0.071 IN.) Applying excessive force to the clutch will give an 4 - SPRING WASHER 8 - B3 DISC CARRIER incorrect reading and lead to a transmission failure.Using a feeler gauge, determine the play L at three points between the snap ring (7) and outer multiple-disc (1). B3 clutch clearance should be 1.0-1.4 mm (0.039-0.055 in.). Adjust the clearance as necessary.

c. Adjust with snap-ring (7), if necessary. Snap-rings are available in thicknesses of 3.2 mm (0.126 in.), 3.5 mm (0.138 in.), 3.8 mm (0.150 in.), 4.1 mm (0.162 in.), 4.4 mm (0.173 in.), and 4.7 mm (0.185 in.). 5. Check that the K1 clutch feed hole (1) in the inner hub of clutch B1 is free before installing clutch B1.

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Install Holding Clutch B1 and Oil Pump

1 - BOLTS - M6X32 2 - CONVERTER HOUSING 3 - INTERMEDIATE PLATE 4 - BOLTS - M8X35 5 - HOLDING CLUTCH B1 6 - OIL PUMP

6. Place intermediate plate (3) on converter housing (2) and align. NOTE: The intermediate plate can generally be used several times. The plate must not be coated with additional sealant 7. Install the holding clutch B1 (5) onto the converter housing and intermediate plate. Installed position of clutch B1 in relation to converter housing is specified by a plain dowel pin in clutch B1 (arrow). 8. Install the bolts to hold clutch B1 (5) to the converter housing. 9. Securely tighten multiple-disc holding clutch B1 (5) on converter housing (2) to 10 Nm (88.5 in.lbs.).

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10. Install new torque converter hub seal (1) into the oil pump using Seal Installer 8902A. 11. Install new oil pump outer o-ring seal onto oil pump. 12. Install oil pump (6) and securely tighten. Tighten the oil pump bolts to 20 Nm (177 in.lbs.).

Install K1, K2, and K3 Clutches

13. 14. 15. 16.

Using Install Install Install

grease, insert sealing rings (7) in the groove so that the joint remains together. the K1 (1) clutch onto the B1 clutch. input shaft with clutch K2 (6) and front gear set (1). front washer (5) and thrust needle bearing (4).

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17. Install output shaft with center and rear gear set and clutch K3 (3). 18. Using grease, install both Teflon rings in the groove at the rear of the output shaft so that the joint stays together. 19. Mount transmission housing on converter housing. 20. Screw in Torx socket bolts through the transmission housing into the converter housing. Tighten the bolts to 20 Nm (177 in.lbs.). NOTE: Verify that there are no nicks or other irregularities in the surface of the transmission case that will cause an inaccurate measurement. 21. Measure end-play between park pawl gear and grooved ball bearing in order to select the proper geartrain end-play shim. 22. Place Gauge Bar 6311 (1) on transmission housing. Using a depth gauge, measure from the gauge bar (1) to the parking lock gear (2).

23. Using a depth gauge, measure from the Gauge Bar 6311 (1) to the contact surface of the output shaft bearing (2) in the transmission housing. 24. Subtract the first figure from the second figure to determine the current end-play of the transmission. Select a shim such that the end-play will be 0.3-0.5 mm (0.012-0.020 in.). Shims are available in thicknesses of 0.2 mm (0.008 in.), 0.3 mm (0.012 in.), 0.4 mm (0.016 in.), and 0.5 mm (0.020 in.). 25. Install the selected end-play shim.

26. Screw in Torx socket bolts through the converter housing into the transmission housing. Tighten the bolts to 20 Nm (177 in.lbs.). 27. Install output shaft bearing (2) in rear transmission housing. Using Bearing Installer 9287 (1), install the output shaft bearing (2) into the transmission housing. The closed side of the plastic cage must point towards the parking lock gear.

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28. Install the retaining ring (1). Ensure that the retaining ring is seated correctly in the groove. 29. Check that there is no play between the bearing and the retaining ring using feeler gauge. 30. There must be no play between the retaining ring and the bearing. If the ring cannot be installed, a thinner ring must be used. If there is play between the ring and the bearing, a thicker ring must be installed. Retaining rings are available in thicknesses of 2.0 mm (0.079 in.), 2.1 mm (0.083 in.), and 2.2 mm (0.087 in.).

31. Rotate the transmission so that the bellhousing is pointed upward and ensuring that the output shaft is allowed to move freely. 32. Measure input shaft end-play. NOTE: If end-play is incorrect, transmission is incorrectly assembled, or the geartrain end-play shim is incorrect. The geartrain end-play shim is selective. a. Attach Adapter 8266-18 (2) to Handle 8266-8 (1). b. Attach dial indicator C-3339 (3) to Handle 8266-8 (1). c. Install the assembled tool onto the input shaft of the transmission and tighten the retaining screw on Adapter 8266-18 to secure it to the input shaft. d. Position the dial indicator plunger against a flat spot on the oil pump and zero the dial indicator. e. Move input shaft in and out and record reading. End play should be 0.3-0.5 mm (0.012-0.020 in.). Adjust as necessary.

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33. Install the output shaft washer onto the output shaft. 34. Install a new transmission rear seal into the transmission case with Seal Installer 8902A (1).

35. Place the transmission in PARK to prepare for the installation of the output shaft nut. 36. Inspect the seal protector on the rear of the output shaft flange. Replace the seal protector if damaged. the seal protector can be removed using a suitable pry tool and installed with a suitable tube style tool. 37. Install the propeller shaft flange onto the output shaft and install an new flange nut. Tighten the flange nut to 200 Nm (147.5 ft.lbs.). 38. Place the Staking Tool 9078 (2) and Driver Handle C-4171 onto the output shaft. 39. Rotate the Staking Tool 9078 (2) until the alignment pin (3) engages the output shaft notch (4).

40. Press downward on the staking tool (1) until the staking pin (3) contacts the output shaft nut flange (2). 41. Strike the Driver handle C-4171 with a suitable hammer until the output shaft nut is securely staked to the output shaft.

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42. Install electrohydraulic unit (2). Tighten the bolts to 8 Nm (71 in.lbs.). 43. Install oil filter (4). 44. Install oil pan (5). Tighten the bolts to 8 Nm (71 in.lbs.). 45. Install guide bushing (12).

1 - HEAT SHIELD 2 - ELECTROHYDRAULIC UNIT 3 - BOLT 4 - OIL FILTER 5 - OIL PAN 6 - CLAMPING ELEMENT 7 - BOLT 8 - 13-PIN PLUG CONNECTOR 9 - BOLT 10 - GUIDE BUSHING

46. Install the torque converter.

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INSTALLATION
1. Check torque converter hub and hub drive flats for sharp edges burrs, scratches, or nicks. Polish the hub and flats with 320/400 grit paper and crocus cloth if necessary. The hub must be smooth to avoid damaging pump seal at installation. 2. If a replacement transmission is being installed, transfer any components necessary, such as the manual shift lever and shift cable bracket, from the original transmission onto the replacement transmission. 3. Lubricate oil pump seal lip with transmission fluid.

4. Place torque converter (1) in position in transmission (2). CAUTION: Do not damage oil pump seal or converter hub while inserting torque converter into the front of the transmission. 5. Align torque converter to oil pump seal opening. 6. Insert torque converter hub into oil pump. 7. While pushing torque converter inward, rotate converter until converter is fully seated in the oil pump gears. 8. Check converter seating with a scale and straightedge (A). Surface of converter lugs should be at least 19 mm (3/4 in.) to rear of straightedge when converter is fully seated. 9. If necessary, temporarily secure converter with C-clamp attached to the converter housing.

10. Check condition of converter driveplate. Replace the plate if cracked, distorted or damaged. Also be sure transmission dowel pins are seated in engine block and protrude far enough to hold transmission in alignment. 11. Apply a light coating of Mopar High Temp Grease to the torque converter hub pocket in the rear pocket of the engines crankshaft. 12. Raise transmission (3) and align the torque converter with the drive plate and the transmission converter housing with the engine block (1). 13. Move transmission forward. Then raise, lower, or tilt transmission to align the converter housing with the engine block dowels. 14. Carefully work transmission forward and over engine block dowels until converter hub is seated in crankshaft. Verify that no wires, or the transmission vent hose, have become trapped between the engine block and the transmission. 15. Install two bolts (2) to attach the transmission to the engine. 16. Install remaining torque converter housing to engine bolts (2). Tighten to 39 Nm (29 ft.lbs.).

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17. Install rear transmission crossmember (1). Tighten crossmember to frame bolts to 68 Nm (50 ft.lbs.). 18. Install rear support (3) to transmission. Tighten bolts to 47 Nm (35 ft.lbs.). 19. Lower transmission onto crossmember and install bolts attaching transmission mount to crossmember. Tighten clevis bracket to crossmember bolts(2) to 47 Nm (39 ft.lbs.).

20. Remove engine support fixture.

21. Install the transmission (3) to engine oil pan (2) bolts (1). Tighten to 39 Nm (29 ft.lbs.).

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22. Connect the gearshift cable (1) to the transmission manual shift lever (3).

23. Check O-ring on plug connector (1) , and replace if necessary. 24. Install the plug connector (1) into the guide bushing (2). Turn bayonet lock of guide bushing (2) clockwise to connect plug connector (1).

25. Position the heat shield (2) , if equipped, onto the transmission housing and install the screw (1) and bolt (3) to hold the shield in place.

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CAUTION: It is essential that correct length bolts be used to attach the converter to the driveplate. Bolts that are too long will damage the clutch surface inside the converter. 26. Install all torque converter-to-driveplate bolts (1) by hand. 27. Verify that the torque converter is pulled flush to the driveplate. Tighten bolts to 42 Nm (30.5 ft. lbs.).

28. Install the torque converter bolt access cover (1) onto the transmission. Install the access cover bolt (2) and tighten to 11 Nm (8 ft.lbs.).

NOTE: The starters are located on the right side of the transmission for RWD vehicles and they are on the left side for AWD vehicles. 29. Install starter motor (1). (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR INSTALLATION)

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30. Connect the cooler line fittings (2) and cooler lines (1) to the transmission. NOTE: Inspect the fill tube grommet to determine if the grommet is new or used. If a new fill tube grommet is in the transmission case, pierce the center of the grommet with a ballpoint pen, or similar instrument, to prepare the grommet for the fill tube installation. 31. Install transmission fill tube. 32. Install exhaust components.

33. For AWD vehicles, install the transfer case, (Refer to 21 - TRANSMISSION/TRANSFER CASE INSTALLATION), and the front axle, (Refer to 3 DIFFERENTIAL & DRIVELINE/FRONT AXLE INSTALLATION). 34. For RWD vehicles: a. Align and connect the propeller shaft (1). (Refer to 3 - DIFFERENTIAL & DRIVELINE/ PROPELLER SHAFT - INSTALLATION) 35. Adjust gearshift cable if necessary. 36. Lower vehicle. 37. Connect negative battery cable. 38. Fill the transmission with the appropriate transmission fluid (Refer to LUBRICATION & MAINTENANCE/FLUID TYPES DESCRIPTION) according to the standard procedure (Refer to 21 - TRANSMISSION/AUTOMATIC - NAG1/FLUID AND FILTER - STANDARD PROCEDURE). NOTE: If the transmission is being reconditioned (clutch/seal replacement) or replaced, it is necessary to perform the TCM Adaptation Procedure using the scan tool (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE). 39. Verify proper operation.

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SCHEMATICS AND DIAGRAMS

HYDRAULIC FLOW IN PARK

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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HYDRAULIC FLOW IN REVERSE - FAILSAFE

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HYDRAULIC FLOW IN REVERSE

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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HYDRAULIC FLOW IN NEUTRAL - DEFAULT

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HYDRAULIC FLOW IN NEUTRAL

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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HYDRAULIC FLOW IN NEUTRAL TO DRIVE TRANSITION

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

HYDRAULIC FLOW IN DRIVE - FAILSAFE

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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HYDRAULIC FLOW IN DRIVE - FIRST GEAR

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HYDRAULIC FLOW IN DRIVE - FIRST TO SECOND GEAR TRANSITION

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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HYDRAULIC FLOW IN DRIVE - SECOND GEAR

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

HYDRAULIC FLOW IN DRIVE - SECOND TO THIRD GEAR TRANSITION

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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HYDRAULIC FLOW IN DRIVE - THIRD GEAR

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

HYDRAULIC FLOW IN DRIVE - THIRD TO FOURTH GEAR TRANSITION

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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HYDRAULIC FLOW IN DRIVE - FOURTH GEAR

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

HYDRAULIC FLOW IN DRIVE - FOURTH TO FIFTH GEAR TRANSITION

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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HYDRAULIC FLOW IN DRIVE - FIFTH GEAR

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

HYDRAULIC FLOW IN DRIVE - FIFTH GEAR - EMCC

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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HYDRAULIC FLOW IN DRIVE - FIFTH TO FOURTH GEAR TRANSITION

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

HYDRAULIC FLOW IN DRIVE - FOURTH TO THIRD GEAR TRANSITION

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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HYDRAULIC FLOW IN DRIVE - THIRD TO SECOND GEAR TRANSITION

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

HYDRAULIC FLOW IN DRIVE - SECOND TO FIRST GEAR TRANSITION

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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SPECIFICATIONS
GEAR RATIOS 1ST 2ND 3RD 4TH 5TH REVERSE SPECIFICATIONS COMPONENT Geartrain End-play Geartrain End-play Shim Rear Planetary Gear Set End-play Rear Planetary Gear Set Snap-rings B1 Clutch Clearance Double Sided Friction Discs B1 Clutch Clearance Single Sided Friction Discs 2 Disc 3 Disc 4 Disc 4 Disc 6 Disc 8 Disc B1 Clutch Snap-rings B2 Clutch Clearance B2 Clutch Snap-rings B3 Clutch Clearance B3 Clutch Snap-rings K1 Clutch Clearance Double Sided Friction Discs 3 Disc 4 Disc 5 Disc 6 Disc K1 Clutch Clearance Single Sided Friction Discs 6 Disc 8 Disc 10 Disc 12 Disc K1 Clutch Snap-rings K2 Clutch Clearance 3 Disc 4 Disc 5 Disc 6 Disc 4 Disc 5 Disc METRIC (mm) 0.3-0.5 0.2, 0.3, 0.4, and 0.5 0.15-0.6 3.0, 3.4, and 3.7 2.3-2.7 2.7-3.1 3.0-3.4 2.2-2.6 2.4-2.8 2.6-3.0 2.6, 2.9, 3.2, 3.5, 3.8, and 4.1 1.9-2.3 2.0-2.4 2.9, 3.2, 3.5, 3.8, and 4.1 1.0-1.4 3.2, 3.5, 3.8, 4.1, 4.4, and 4.7 2.7-3.1 3.0-3.4 3.3-3.7 3.6-4.0 2.4-2.8 2.6-3.0 2.8-3.2 2.9-3.3 2.6, 2.9, 3.2, 3.5, 3.8, and 4.1 2.3-2.7 2.4-2.8 2.5-2.9 2.7-3.1 INCH (in.) 0.012-0.020 0.008, 0.012, 0.016, 0.020 0.006-0.024 0.118, 0.134, 0.146 0.091-0.106 0.106-0.122 0.118-0.134 0.087-0.102 0.095-0.110 0.102-0.118 0.102, 0.114, 0.126, 0.138, 0.150, 0.162 0.075-0.091 0.079-0.095 0.114, 0.126, 0.138, 0.150, 0.162 0.039-0.055 0.126, 0.138, 0.150, 0.162, 0.173, 0.185 0.106-0.122 0.118-0.134 0.13-0.146 0.142-0.158 0.095-0.110 0.102-0.118 0.110-0.126 0.114-0.130 0.102, 0.114, 0.126, 0.138, 0.150, 0.162 0.091-0.106 0.095-0.110 0.099-0.114 0.106-0.122 3.59:1 2.19:1 1.41:1 1.00:1 0.83:1 3.16:1

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COMPONENT K2 Clutch Snap-rings METRIC (mm) 2.3, 2.6, 2.9, 3.2, 3.5, and 3.8 3 Disc 4 Disc 5 Disc 6 Disc 8 Disc 10 Disc K3 Clutch Snap-rings 2.3-2.7 2.4-2.8 2.5-2.9 2.3-2.7 2.4-2.8 2.5-2.9 2.0, 2.3, 2.6, 2.9, 3.2, and 3.5 INCH (in.)

0.091, 0.102, 0.114, 0.126, 0.138, 0.150 0.091-0.106 0.095-0.110 0.099-0.114 0.091-0.106 0.095-0.110 0.099-0.114 0.079, 0.091, 0.102, 0.114, 0.126, 0.138

K3 Clutch Clearance Double Sided Friction Discs K3 Clutch Clearance Single Sided Friction Discs

TORQUE SPECIFICATIONS DESCRIPTION Bolt, B2 Clutch Carrier Bolt, B1 Carrier to Converter Housing Bolt, Oil Pump Nut, Propeller Flange Nut, 4X4 Adapter Shaft Bolt, Electrohydraulic Unit Bolt, Transmission Housing to Converter Housing Bolts, 4X4 Adapter Housing Bolts, Oil Pan Screws, Valve Body/ Housing Side Cover Bolt, Shift Plate Bolt, Solenoid Leaf Spring Nut, Shifter Mechanism to Floor Pan Nm 16 10 20 200 200 8 20 Ft. Lbs. 147.5 147.5 In. Lbs. 141 88.5 177 71 177

20 8 4 8 8 7

177 71 35 71 71 65

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SPECIAL TOOLS - AUTOMATIC TRANSMISSION - NAG1

End Play Set - 8266 Dial Indicator - C-3339

Adapter, Geartrain End-play - 8266-18 Driver Handle C-4171

Bar, Gauge - 6311

Compressor, Multi-use Spring - 8900

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Remover, Bearing - 9082

Tool, Pressing - 8901

Installer, Bearing - 9287

Installer, Seal - 8902A

Tool, Staking - 9078

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MECHANISM-BRAKE TRANSMISSION SHIFT INTERLOCK

DESCRIPTION
The Brake Transmission Shifter/Ignition Interlock (BTSI) is a cable operated system that prevents the transmission gear shifter from being moved out of PARK without the proper driver inputs. The system also contains a solenoid that is integral to the shifter assembly. The solenoid works in conjunction with the park lock cable to permit shifter movement out of PARK when the brake is depressed and prevents shifter movement into REVERSE unless a shift into REVERSE is permitted. A BTSI override (2) is provided on the side of the shifter mechanism (1) to allow the vehicle to be shifted out of PARK in the event of an electrical failure.

OPERATION
The Brake Transmission Shifter/Ignition Interlock (BTSI) is engaged whenever the ignition switch is in the LOCK (1) position. An additional electrically activated feature will prevent shifting out of the PARK position unless the brake pedal is depressed at least one-half inch. A solenoid in the shifter assembly is energized when the ignition is in the ON position and the brake pedal is depressed. When the key is in the ON position and the brake pedal is depressed, the shifter is unlocked and will move into any position. The interlock system also prevents the ignition switch from being turned to the LOCK position, unless the shifter is in the gated PARK position.

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ACTION EXPECTED RESPONSE 1. Shifter CAN be shifted out of park. 2. Shifter CANNOT be shifted out of park. 3. Shifter CAN be shifted out of park. 4. Key cannot be returned to the LOCK position. 5. Key can be removed (after returning to LOCK position). 6. Shifter cannot be shifted out of PARK .

1. Turn key to the ACC position and depress brake pedal. 2. Turn key to the ON position, with foot off of brake pedal. 3. Turn key to the ON position and depress the brake pedal. 4. Leave shifter in any gear, except PARK , and try to return key to the LOCK position. 5. Return shifter to PARK and try to remove the key. 6. With the key removed, and the brake depressed, try to shift out of PARK .

NOTE: Any failure to meet these expected responses requires system adjustment or repair.

BTSI Override
In the event of an electrical failure, the vehicle can be shifted out of PARK by using the following procedure. 1. Turn the key to the ACC or ON position. 2. Remove the liner to the cubby bin to the right side of the shifter. 3. Depress the BTSI override (2) on the side of the shifter assembly (1). 4. While the override is depressed, move the shifter out of the PARK position. 5. Return the cubby bin liner to its original location.

DIAGNOSIS AND TESTING - BRAKE TRANSMISSION SHIFT INTERLOCK

SYSTEM VERIFICATION
1. Verify that the key can only be removed in the PARK position 2. When the shift lever is in PARK, the ignition key cylinder should rotate freely from ACC to LOCK. When the shifter is in any other gear or neutral position, the ignition key cylinder should not rotate to the LOCK position. 3. Shifting out of PARK should not be possible when the ignition key cylinder is in the ACC position and the brake pedal is not depressed. 4. Shifting out of PARK should not be possible while applying normal force on the shift lever and ignition key cylinder is in the ACC, ON, or START positions unless the foot brake pedal is depressed approximately 1/2 inch (12mm). 5. Shifting out of PARK should not be possible when the ignition key cylinder is in the LOCK position, regardless of the brake pedal position.

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6. Shifting between any gears, NEUTRAL or into PARK may be done without depressing foot brake pedal with ignition switch in ACC, ON, or START positions. DIAGNOSTIC CHART CONDITION KEY WILL NOT ROTATE TO THE LOCK POSITION. POSSIBLE CAUSE 1. Misadjusted Park Lock cable. CORRECTION 1. Adjust Park Lock cable. (Refer to 21 - TRANSMISSION AND TRANSFER CASE/AUTOMATIC TRANSMISSION/BRAKE TRANSMISSION SHIFT INTERLOCK SYSTEM ADJUSTMENTS) 2. Adjust gearshift cable. (Refer to 21 - TRANSMISSION AND TRANSFER CASE/AUTOMATIC TRANSMISSION/GEAR SHIFT CABLE - ADJUSTMENTS) 3. Remove burrs and cycle key several times to verify operation. 4. Inspect system components and repair/replace components as necessary. 1. Adjsut gearshift cable. (Refer to 21 - TRANSMISSION AND TRANSFER CASE/AUTOMATIC TRANSMISSION/GEAR SHIFT CABLE - ADJUSTMENTS)

2. Misadjusted gearshift cable.

3. Burrs on ignition key. 4. Binding or broken components.

VEHICLE WILL NOT START UNLESS SHIFTER IS HELD FORWARD, OR REARWARD, OF THE PARK POSITION.

1. Misadjusted gearshift cable.

ADJUSTMENTS - BRAKE TRANSMISSION SHIFT INTERLOCK

The park interlock cable is part of the brake/shift lever interlock system. Correct cable adjustment is important to proper interlock operation. The gear shift and park lock cables must both be correctly adjusted in order to shift out of PARK.

ADJUSTMENT PROCEDURE
1. Remove floor console as necessary for access to the park lock cable. (Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - REMOVAL) 2. Shift the transmission into the PARK position. 3. Turn ignition switch to LOCK position. Be sure ignition key cylinder is in the LOCK position. Cable will not adjust correctly in any other position. NOTE: If the key will not turn to the LOCK position, pull up on the cable lock button and manually move the cable in and out until the key can be turned to the LOCK position. 4. Pull cable lock button up to release cable, if necessary. 5. Remove and discard the cable adjuster lock pin, if a new cable is being installed. 6. Ensure that the cable is free to self-adjust by pushing cable rearward and releasing. 7. Push lock button down until it snaps in place. The lock should be 1-2mm below the surface of the cylinderical portion of the cable adjustment housing.

BTSI FUNCTION CHECK

1. Verify removal of ignition key allowed in PARK position only. 2. When the shift lever is in PARK, the ignition key cylinder should rotate freely LOCK position. When the shifter is in any other position, the ignition key should not rotate to the LOCK position.

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3. Shifting out of PARK should not be possible when the ignition key cylinder is in the ACC position and the brake pedal is not depressed. 4. Shifting out of PARK should not be possible while applying normal force on the shift lever and ignition key cylinder is in the ACC, ON, or START positions unless the foot brake pedal is depressed approximately 1/2 inch (12mm). 5. Shifting out of PARK should not be possible when the ignition key cylinder is in the LOCK position, regardless of the brake pedal position. 6. Shifting between any gears, NEUTRAL or into PARK may be done without depressing foot brake pedal with ignition switch in ACC, ON, or START positions. 7. The floor shifter lever and gate positions should be in alignment with all transmission detent positions. 8. Engine starts must be possible with shifter lever in PARK or NEUTRAL gate positions only. Engine starts must not be possible in any other gate positions other than PARK or NEUTRAL. 9. With the shifter lever handle in the: PARK position- apply forward force on center of handle and remove pressure. Engine start must be possible. PARK position- apply rearward force on center of handle and remove pressure. Engine start must be possible. NEUTRAL position- engine start must be possible. NEUTRAL position, engine running and brakes applied- Apply forward force on center of shift handle. Transmission should not be able to shift into REVERSE detent.

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UNIT-ELECTROHYDRAULIC CONTROL
DESCRIPTION
The electrohydraulic control unit comprises the shift plate (13) made from light alloy for the hydraulic control and an electrical control unit (12). The electrical control unit (12) comprises of a supporting body made of plastic, into which the electrical components (1 - 11) are assembled. The supporting body is mounted on the shift plate (13) and screwed to it. Strip conductors inserted into the supporting body make the connection between the electrical components and a plug connector. The connection to the wiring harness on the vehicle and the transmission control module (TCM) is produced via this 13-pin plug connector with a bayonet lock.

Electrical Unit Components

1 - SOLENOID CAP 2 - SOLENOID CAP 3 - BOLT - M6X32 4 - BOLT - M6X30 5 - LEAF SPRING 6 - MODULATING PRESSURE REGULATING SOLENOID VALVE 7 - SHIFT PRESSURE REGULATING SOLENOID 8 - 3-4 SHIFT SOLENOID 9 - TORQUE CONVERTER LOCK-UP SOLENOID 10 - 1-2/4-5 SHIFT SOLENOID 11 - 2-3 SHIFT SOLENOID 12 - ELECTRICHYDRAULIC CONTROL MODULE 13 - SHIFT PLATE

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ELECTRICAL CONTROL UNIT

The electric valve control unit (7) consists of a plastic shell which houses the RPM sensors (1,12), regulating solenoid valves (3, 4), solenoid valves (5, 6, 10), the TCC solenoid valve (11), the park/neutral contact (9), and the transmission oil temperature sensor (8). Conductor tracks integrated into the shell connect the electric components to a plug connection (2). This 13-pin plug connection (2) establishes the connection to the vehicle-side cable harness and to the transmission control module (TCM). With the exception of the solenoid valves, all other electric components are fixed to the conductor tracks.

HYDRAULIC CONTROL UNIT

Working Pressure (Line Pressure or Operating Pressure) (p-A) The working pressure provides the pressure supply to the hydraulic control and the transmission shift elements. It is the highest hydraulic pressure in the entire hydraulic system. The working pressure is regulated at the working pressure regulating valve in relation to the load and gear. All other pressures required for the transmission control are derived from the working pressure. Lubrication Pressure (p-Sm) At the working pressure regulating valve surplus oil is diverted to the lubrication pressure regulating valve, from where it is used in regulated amounts to lubricate and cool the mechanical transmission components and the torque converter. Furthermore, the lubrication pressure (p-Sm) is also used to limit the pressure in the torque converter. Shift Pressure (p-S) The shift pressure is determined by the shift pressure regulating solenoid valve and the shift pressure regulating valve. The shift pressure: Regulates the pressure in the activating shift element during the shift phase. Determines together with the modulating pressure the pressure reduction at the deactivating shift element as regulated by the overlap regulating valve. Initializes 2nd gear in limp-home mode. Modulating Pressure (p-Mod) The modulating pressure influences the size of the working pressure and determines together with the shift pressure the pressure regulated at the overlap regulating valve. The modulating pressure is regulated at the modulating pressure regulating solenoid valve, which is under regulating valve pressure. The modulating pressure is variable and relative to the engine load.

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Regulating Valve/Control Valve Pressure (p-RV) The regulating valve pressure is regulated at the regulating valve pressure regulating valve in relation to the working pressure (p-A) up to a maximum pressure of 8 bar (116 psi). It supplies the modulating pressure regulating solenoid valve, the shift pressure regulating solenoid valve and the shift valve pressure regulating valve. Shift Valve Pressure (p-SV) The shift valve pressure (p-SV) is derived from the regulating valve pressure (p-RV), is regulated at the shift valve pressure regulating valve and is then present at the: 1-2 and 4-5 shift solenoid valve. 3-4 shift solenoid valve. 2-3 shift solenoid valve. Torque converter lockup solenoid valve. 3-4 and 2-3 shift pressure shift valve. The shift valve pressure (p-SV) controls the command valves via the upshift/downshift solenoid valves. Overlap Pressure (p-) The overlap pressure controls the shift component pressure reduction during a shift phase. The pressure in a shift element as it disengages is controlled during the shift phase depending on engine load (modulating pressure) and the pressure in the shift element as it engages. The adjusted pressure is inversely proportional to the transmission capability of the shift element being engaged (controlled overlap). Working Pressure Regulating Valve (Operating Pressure) The working pressure regulating valve (4) is located in the valve housing of the shift plate. It regulates the primary pressure of the hydraulic system.

1 2 3 4

PRESSURE FROM K1/K2 END FACE TO TORQUE CONVERTER REGULATING VALVE WORKING PRESSURE REGULATING VALVE

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Torque Converter Lockup Clutch Regulating Valve

1 2 3 4 5 6 7 8 9

TORQUE CONVERTER LOCK-UP CLUTCH TORQUE CONVERTER OUTPUT TORQUE CONVERTER INPUT LUBRICATION TORQUE CONVERTER LOCK-UP SOLENOID TORQUE CONVERTER LOCK-UP CLUTCH REGULATING VALVE OIL COOLER LINE PRESSURE REGULATING VALVE OIL PUMP

The torque converter lock-up clutch regulating valve (6) is located in the valve housing of the electrohydraulic control module. The valve is responsible for the hydraulic control of the torque converter lockup clutch and distribution of the lubricating oil.

LX
Overlap Regulating Valve

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Each shift group is assigned one overlap regulating valve (1). The 1-2 / 4-5 overlap regulating valve is installed in the shift valve housing; the 2-3 and 3-4 overlap regulating valves are installed in the valve housing. The overlap regulating valve regulates the pressure reduction during a shift phase.

1 - OVERLAP REGULATING VALVE 2 - ANNULAR SURFACE ON OVERLAP REGULATING VALVE

Command Valve

Command Valve
1 - HOLDING CLUTCH B1 2 - DRIVING CLUTCH K1 3 - 1-2/4-5 COMMAND VALVE

Each shift group possesses one command valve (3). The 1-2 / 4-5 and 2-3 command valves are installed in the shift valve housing, the 3-4 command valve is installed in the valve housing. The command valve switches the shift group from the stationary phase to the shift phase and back again.

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Holding Pressure Shift Valve

1 - HOLDING PRESSURE SHIFT VALVE

Each shift group possesses one holding pressure shift valve (1). The 1-2 / 4-5 and 2-3 holding pressure shift valves are installed in the shift valve housing; the 3-4 holding pressure shift valve is installed in the valve housing. The holding pressure shift valve allocates the working pressure to one actuator of a shift group. Shift Pressure Shift Valve

Shift Pressure Shift Valve

1 2 3 4 1-2/4-5 COMMAND VALVE DRIVING CLUTCH K1 HOLDING CLUTCH B1 1-2/4-5 SHIFT PRESSURE SHIFT VALVE

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Each shift group possesses one shift pressure shift valve (4). The 1-2 / 4-5 and 2-3 shift pressure shift valves are installed in the shift valve housing; the 3-4 shift pressure shift valve is installed in the valve housing. It assigns the shift pressure (p-S) to the activating actuator and the overlap pressure (p-) regulated by the overlap regulating valve to the deactivating actuator. Lubrication Pressure Regulating Valve The lubrication pressure regulating valve (1) is located in the valve housing of the electrohydraulic control module. The valve controls the fluid to lubricate and cool the mechanical part of the transmission, and limits the pressure in the torque converter.

Shift Pressure Regulating Valve The shift pressure regulating valve (1) is located in the valve housing of the shift plate. It regulates the shift pressure (p-S).

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Regulating Valve Pressure Regulating Valve The regulating valve pressure regulating valve (1) is located in the valve housing of the electrohydraulic control module. It regulates the regulating valve/control valve pressure (p-RV).

Shift Valve Pressure Regulating Valve The shift valve pressure regulating valve (1) is located in the valve housing of the electrohydraulic control module. It regulates the shift valve pressure (p-SV).

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OPERATION
ELECTRICAL CONTROL UNIT
Signals from the transmission control module (TCM) are converted into hydraulic functions in the electric valve control unit (7). The RPM sensors (1, 12), starter interlock contact (9), and transmission oil temperature sensor (8) of the electric valve control unit (7) supply the TCM with input signals. The solenoid valves are controlled by the TCM and trigger the hydraulic functions.

HYDRAULIC CONTROL UNIT

Working Pressure Regulating Valve (Line Pressure or Operating Pressure) The working pressure (p-A) is regulated at the working pressure regulating valve (4) in relation to load (modulating pressure, p-Mod) and gear (K1 or K2 pressure) (1). The spring in the working pressure regulating valve sets a minimum pressure level (basic pressure).

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Torque Converter Lockup Clutch Regulating Valve

1 2 3 4 5 6 7 8 9

The torque converter lockup clutch regulating valve (6) regulates the torque converter lock-up clutch working pressure (p-TCC) in relation to the torque converter clutch control pressure (p-S/TCC). According to the size of the working pressure (p-A), the torque converter lockup clutch is either Engaged, Disengaged, or Slipping. When the regulating valve (6) is in the lower position, lubricating oil flows through the torque converter and oil cooler (8) into the transmission (torque converter lockup clutch unpressurized). In its regulating position (slipping, torque converter lockup clutch pressurized), a reduced volume of lubricating oil flows through the annular passage (7) bypassing the torque converter and passing direct through the oil cooler into the transmission. The rest of the lubricating oil is directed via the throttle a into the torque converter in order to cool the torque converter lockup clutch.

LX
Overlap Regulating Valve

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During the shift phase the pressure in the deactivating shift actuator is regulated in relation to the engine load (modulating pressure, p-Mod) and the pressure in the activating actuator. The regulated pressure is inversely proportional to the transfer capacity of the activating shift actuator (regulated overlap).

1 - OVERLAP REGULATING VALVE 2 - ANNULAR SURFACE ON OVERLAP REGULATING VALVE

Command Valve

Command Valve
1 - HOLDING CLUTCH B1 2 - DRIVING CLUTCH K1 3 - 1-2/4-5 COMMAND VALVE

When the end face is unpressurized (stationary phase), the working pressure (p-A) is directed to the actuated shift element. If the end face of the command valve is subjected to the shift valve pressure (p-SV) (shift phase), then the shift pressure (p-S) is switched to the activating element and the overlap pressure (p-) is switched to the deactivating element.

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Shift Valve Holding Pressure

1 - HOLDING PRESSURE SHIFT VALVE

The holding pressure shift valve (1) is actuated by the pressures present at the end face in the actuators and a spring. It assigns the working pressure (p-A) to the actuator with the higher pressure (taking into account the spring force and the effective surface area). The other element of the shift group is then unpressurized. The valve switches over only during the shift phase and only at a certain pressure ratio between the overlap pressure (p-) and the shift pressure (p-S).

LX
Shift Pressure Shift Valve

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Shift Pressure Shift Valve

1 2 3 4 1-2/4-5 COMMAND VALVE DRIVING CLUTCH K1 HOLDING CLUTCH B1 1-2/4-5 SHIFT PRESSURE SHIFT VALVE

When the multiple-disc brake B1 (3) is activated, the working pressure (p-A) is applied to the end face of the 1-2 / 4-5 shift pressure shift valve (4) via the command valve (1). Its shift state is maintained during the shift phase by substituting the shift element pressure acting on its end face (and which is variable during the shift phase) with a corresponding constant pressure. When the multi-plate clutch K1 (2) is activated, the end face of the shift valve is unpressurized during the stationary and shift phases, so the shift state is maintained during the shift phase in this case too. Lubrication Pressure Regulating Valve At the working pressure regulating valve surplus oil is diverted to the lubrication pressure regulating valve (1), from where the lubrication pressure (p-Sm) is used in regulated amounts to supply the transmission lubrication system including the torque converter.

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Shift Pressure Regulating Valve The shift pressure is determined by the shift pressure regulating solenoid valve and the shift pressure regulating valve (3). In addition, pressure from the clutch K2 (1) is also present at the annular surface (2) of the shift pressure regulating valve (3). This reduces the shift pressure in 2nd gear.

Regulating Valve Pressure Regulating Valve The regulating valve pressure (p-RV) is set at the regulating valve pressure regulating valve (1) in relation to the working pressure (p-A) as far as the maximum pressure.

Shift Valve Pressure Regulating Valve The non-constant regulating valve pressure (p-RV) is regulated to a constant shift valve pressure (p-SV) at the shift valve pressure regulating valve (1) and is used to supply the 1-2 and 4-5 / 3-4 / 2-3 solenoid valves and the torque converter lockup clutch PWM solenoid valve.

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REMOVAL
1. Move selector lever to position P . 2. Raise vehicle. 3. Remove bolt (3) and screw (1) holding the heat shield (2) to the transmission.

4. Disconnect 13-pin plug connector (1). Turn bayonet lock of guide bushing (2) anti-clockwise. 5. Loosen guide bushing (2) and remove from transmission housing.

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6. Detach oil pan (5). 7. Remove oil filter (4). 8. Unscrew Torx socket bolts (3) and remove electrohydraulic control module (2).

1 - HEAT SHIELD 2 - ELECTROHYDRAULIC UNIT 3 - BOLT 4 - OIL FILTER 5 - OIL PAN 6 - CLAMPING ELEMENT 7 - BOLT 8 - 13-PIN PLUG CONNECTOR 9 - BOLT 10 - GUIDE BUSHING

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DISASSEMBLY
1. Remove electrohydraulic unit from the vehicle. (Refer to 21 - TRANSMISSION/AUTOMATIC TRANSMISSION - NAG1/ELECTROHYDRAULIC UNIT - REMOVAL) 2. Remove solenoid caps (1, 2). 3. Unscrew Torx socket bolts (3, 4). NOTE: Pay attention to the different lengths of the Torx socket bolts. 4. Remove leaf springs (5). 5. Withdraw solenoid valves (6 - 11) from shift plate (13). NOTE: Check O-rings on solenoid valves for damage and replace if necessary. 6. Bend away retaining lug on stiffening rib on transmission oil temperature sensor. 7. Remove electrohydraulic control module (12) from the shift plate (13).

Electrical Unit Components

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8. Note the locations of the major shift valve group components for assembly reference. A - Operating and Lubricating Pressure Regulating valves and 2-3 Overlap valve B - 1-2/4-5 Shift Group and Shift, Shift Valve, and Regulating Valve Pressure Regulating Valves C - 3-4 Shift Group D - 2-3 Shift Group, TCC Lock-up, and B2 Regulating Valves

NOTE: Pay great attention to cleanliness for all work on the shift plate. Fluffy cloths must not be used. Leather cloths are particularly good. After dismantling, all parts must be washed and blown out with compressed-air, noting that parts may be blown away. 9. Unbolt leaf spring (5). 10. Unscrew Torx bolts (1). 11. Remove valve housing (2) from valve body (4). 12. Remove sealing plate (3).

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13. Remove the strainers (1, 2) for the modulating pressure and shift pressure control solenoid valves from the valve housing.

14. Remove the strainer (1) in the inlet to torque converter lock-up control solenoid valve.

NOTE: A total of 12 valve balls are located in the valve body, four made from plastic (4) and eight from steel (1, 3). 15. Note the location of all check balls (1, 3, 4) and the central strainer (2) for re-installation. Remove all check balls (1, 3, 4) and the central strainer (2).

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Valve Body Components

1 2 3 4 5 6 7 VALVE BODY 1-2/4-5 COMMAND VALVE 1-2/4-5 HOLDING PRESSURE SHIFT VALVE 1-2/4-5 SHIFT PRESSURE SHIFT VALVE 1-2/4-5 OVERLAP REGULATING VALVE, SLEEVE, AND PISTON SHIFT PRESSURE REGULATING VALVE REGULATING VALVE PRESSURE REGULATING VALVE 8 - SHIFT VALVE PRESSURE REGULATING VALVE 9 - B2 SHIFT VALVE 10 - 2-3 HOLDING PRESSURE SHIFT VALVE 11 - 2-3 COMMAND VALVE 12 - 2-3 SHIFT PRESSURE SHIFT VALVE 13 - TCC LOCK-UP REGULATING VALVE 14 - TCC DAMPER VALVE - if equipped

16. Remove the screws holding the side covers to the valve body and valve housing. 17. Remove all valves and springs from the valve body (1). Check all valves for ease of movement and shavings. NOTE: The sleeves and pistons of the overlap regulating valves must not be mixed up.

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Valve Housing Components

1 2 3 4 5 2-3 OVERLAP REGULATING VALVE, SLEEVE, AND PISTON VALVE HOUSING SELECTOR VALVE 3-4 HOLDING PRESSURE SHIFT VALVE 3-4 COMMAND VALVE 6 7 8 9 3-4 SHIFT PRESSURE SHIFT VALVE 3-4 OVERLAP REGULATING VALVE, SLEEVE, AND PISTON OPERATING PRESSURE REGULATING VALVE LUBRICATING PRESSURE REGULATING VALVE

18. Remove all valves and springs from the valve housing (2). Check all valves for ease of movement and shavings.

19. Remove the pressure supply valve (1) from the valve body.

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ASSEMBLY
NOTE: Pay great attention to cleanliness for all work on the shift plate. Fluffy cloths must not be used. Leather cloths are particularly good. After dismantling, all parts must be washed and blown out with compressed-air, noting that parts may be blown away. 1. Install the pressure supply valve (1) into the valve body.

Valve Body Components

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NOTE: The sleeves and pistons of the overlap regulating valves must not be mixed up. 2. Install all valves and springs from the valve body (1). Check all valves for ease of movement and shavings. 3. Install the screws to hold the side covers to the valve body. Tighten the screws to 4 Nm (35 in.lbs.).

Valve Housing Components

4. Install all valves and springs into the valve housing (2). Check all valves for ease of movement and shavings. 5. Install the screws to hold the side covers to the valve housing. Tighten the screws to 4 Nm (35 in.lbs.).

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NOTE: A total of 12 valve balls are located in the valve body, four made from plastic (4) and eight from steel (1, 3). 6. Install all check balls (1, 3, 4) and the central strainer (2).

7. Install the strainer (1) in the inlet to torque converter lock-up control solenoid valve.

8. Position the sealing plate (3) onto the valve body (4). 9. Install the valve housing (2) onto the valve body (4) and sealing plate (3). 10. Install the shift plate Torx bolts (1). Tighten the bolts to 8 Nm (71 in.lbs.). 11. Install leaf spring (5).

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12. Install the strainers (1, 2) for the modulating pressure and shift pressure control solenoid valves into the valve housing.

13. Install the electrohydraulic control module (12) onto the shift plate (13). 14. Bend the retaining lug on stiffening rib on transmission oil temperature sensor to retain the electrohydraulic control module. 15. Install the solenoid valves (6 - 11) into shift plate (13). NOTE: Check O-rings on solenoid valves for damage and replace if necessary. 16. Install the leaf springs (5). 17. Install the Torx socket bolts (3, 4). Tighten the bolts to 8 Nm (71 in.lbs.). NOTE: Pay attention to the different lengths of the Torx socket bolts. 18. Install the solenoid caps (1, 2). 19. Install the electrohydraulic unit into the vehicle.

Electrical Unit Components

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INSTALLATION
1. Position the electrohydraulic unit in the transmission housing. 2. Insert selector valve (1) in driver of detent plate (2). When installing the electrohydraulic control module in the transmission housing, the plastic part of the selector valve (1) must engage in the driver of the detent plate (2).

3. Install the Torx socket bolts (3) and torque to 8 Nm (71 in.lbs.). 4. Install a new oil filter (4). 5. Install oil pan (5) and torque the oil pan bolts to 8 Nm (71 in.lbs.). 6. Install the oil drain plug (8) with a new drain plug gasket (9). Torque the drain plug to 20 Nm (177 in.lbs.). 7. Install the guide bushing (2) into the transmission housing and install the bolt (11) to hold the guide bushing in place.

1 - HEAT SHIELD 2 - ELECTROHYDRAULIC UNIT 3 - BOLT 4 - OIL FILTER 5 - OIL PAN 6 - CLAMPING ELEMENT 7 - BOLT 8 - 13-PIN PLUG CONNECTOR 9 - BOLT 10 - GUIDE BUSHING

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8. Check O-ring on plug connector (1), and replace if necessary. 9. Install the plug connector (1) into the guide bushing (2). Turn bayonet lock of guide bushing (2) clockwise to connect plug connector (1).

10. Position the heat shield (2) onto the transmission housing and install the screw (1) and bolt (3) to hold the shield in place. 11. Fill the transmission with the correct oil (Refer to LUBRICATION & MAINTENANCE/FLUID TYPES DESCRIPTION) using the standard procedure (Refer to 21 - TRANSMISSION/AUTOMATIC NAG1/FLUID AND FILTER - STANDARD PROCEDURE - TRANSMISSION FILL).

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FLUID AND FILTER

DESCRIPTION
The oil level control is located on the electrohydraulic unit (4) and consists of the float (5) which is integrated into the electrohydraulic unit. The float is positioned to plug the opening (6) between the oil gallery (2) and gearset chamber (1) so that the rotating gearsets do not splash about in oil as the oil level rises. The oil level control reduces power loss and prevents oil from being thrown out of the transmission housing at high oil temperatures.

OPERATION
With low oil levels, the lubricating oil which flows constantly out of the gearset, flows back to oil gallery (2) though the opening (6). If the oil level rises, the oil presses the float (5) against the housing opening (6). The float (5) therefore separates the oil gallery (2) from the gearset chamber (1). The lubricating oil which continues to flow out of the gearsets is thrown against the housing wall, incorporated by the rotating parts and flows back into the oil gallery (2) through the upper opening (arrow).

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DIAGNOSIS AND TESTING EFFECTS OF INCORRECT FLUID LEVEL

A low fluid level allows the pump to take in air along with the fluid. Air in the fluid will cause fluid pressures to be low and develop slower than normal. If the transmission is overfilled, the gears churn the fluid into foam. This aerates the fluid and causing the same conditions occurring with a low level. In either case, air bubbles cause fluid overheating, oxidation, and varnish buildup which interferes with valve and clutch operation. Foaming also causes fluid expansion which can result in fluid overflow from the transmission vent or fill tube. Fluid overflow can easily be mistaken for a leak if inspection is not careful.

CAUSES OF BURNT FLUID

Burnt, discolored fluid is a result of overheating which has three primary causes. 1. Internal clutch slippage, usually caused by low line pressure, inadequate clutch apply pressure, or clutch seal failure. 2. A result of restricted fluid flow through the main and/or auxiliary cooler. This condition is usually the result of a faulty or improperly installed drainback valve, a damaged oil cooler, or severe restrictions in the coolers and lines caused by debris or kinked lines. 3. Heavy duty operation with a vehicle not properly equipped for this type of operation. Trailer towing or similar high load operation will overheat the transmission fluid if the vehicle is improperly equipped. Such vehicles should have an auxiliary transmission fluid cooler, a heavy duty cooling system, and the engine/axle ratio combination needed to handle heavy loads.

FLUID CONTAMINATION
Transmission fluid contamination is generally a result of: adding incorrect fluid failure to clean dipstick and fill tube when checking level engine coolant entering the fluid internal failure that generates debris overheat that generates sludge (fluid breakdown) failure to replace contaminated converter after repair The use of non-recommended fluids can result in transmission failure. The usual results are erratic shifts, slippage, abnormal wear and eventual failure due to fluid breakdown and sludge formation. Avoid this condition by using recommended fluids only. The dipstick cap and fill tube should be wiped clean before checking fluid level. Dirt, grease and other foreign material on the cap and tube could fall into the tube if not removed beforehand. Take the time to wipe the cap and tube clean before withdrawing the dipstick. Engine coolant in the transmission fluid is generally caused by a cooler malfunction. The only remedy is to replace the radiator as the cooler in the radiator is not a serviceable part. If coolant has circulated through the transmission, an overhaul is necessary. The torque converter should be replaced whenever a failure generates sludge and debris. This is necessary because normal converter flushing procedures will not remove all contaminants.

STANDARD PROCEDURE CHECK OIL LEVEL

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4. Shift through the transmission modes several times with the vehicle stationary and the engine idling 5. Warm up the transmission, wait at least 2 minutes and check the oil level with the engine running. Push the Oil Dipstick 9336 into transmission fill tube until the dipstick tip contacts the oil pan and pull out again, read off oil level, repeat if necessary. NOTE: The dipstick will protrude from the fill tube when installed.

NAG1 Transmission Fill Graph

6. Check transmission oil temperature using the appropriate scan tool. NOTE: The true transmission oil temperature can only be read by a scan tool in REVERSE or any forward gear position. (Refer to 21 - AUTOMATIC TRANSMISSION- NAG1/TRANSMISSION TEMPERATURE SENSOR/ PARK-NEUTRAL SWITCH - OPERATION) 7. The transmission Oil Dipstick 9336 has indicator marks every 10mm. Determine the height of the oil level on the dipstick and using the height, the transmission temperature, and the Transmission Fluid Graph, determine if the transmission oil level is correct. 8. Add or remove oil as necessary and recheck the oil level. 9. Once the oil level is correct, install the dipstick tube cap.

TRANSMISSION FILL
To avoid overfilling transmission after a fluid change or overhaul, perform the following procedure: 1. Verify that the vehicle is parked on a level surface. 2. Remove the dipstick tube cap.

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3. Add following initial quantity of Mopar ATF +4, Automatic Transmission Fluid, to the transmission: a. If only fluid and filter were changed, add 7.4 L (14.8 pts.) of transmission fluid to transmission. b. If the transmission was completely overhauled or the torque converter was replaced or drained, add 8.1 L (17.1 pts.) of transmission fluid to transmission. 4. Check the transmission fluid (Refer to 21 - TRANSMISSION/AUTOMATIC - NAG1/FLUID AND FLUID - STANDARD PROCEDURE - CHECK OIL LEVEL) and adjust as required.

FLUID/FILTER SERVICE
1. Run the engine until the transmission oil reaches operating temperature. 2. Raise and support vehicle. 3. Remove the bolts (5) and retainers (4) holding the oil pan to the transmission. 4. Remove the transmission oil pan (3) and gasket (2) from the transmission. 5. Remove the transmission oil filter (1) and o-ring from the electrohydraulic control unit. 6. Clean the inside of the oil pan (3) of any debris. Inspect the oil pan gasket (2) and replace if necessary. 7. Install a new oil filter (1) and o-ring into the electrohydraulic control unit. 8. Install the oil pan (3) and gasket (2) onto the transFluid/Filter Service Points mission. 9. Install the oil pan bolts (5) and retainers (4). Torque 1 - OIL FILTER 2 - OIL PAN GASKET the bolts to 8 Nm (70 in.lbs.). 3 - OIL PAN 10. Lower the vehicle and add 7.0 L (7.4 qts.) of 4 - RETAINER 5 - BOLT transmission fluid to the transmission. 11. Check the oil level (Refer to 21 - TRANSMISSION/AUTOMATIC - NAG1/FLUID AND FILTER - STANDARD PROCEDURE - CHECK OIL LEVEL).

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CLUTCH-FREEWHEELING
DESCRIPTION
Freewheeling clutches are installed in the front planetary gear set between the sun gear and the stator shaft, and in the rear planetary gear set between the sun gear and the intermediate shaft. The freewheel consists of an outer race (4), an inner race (7), a number of locking elements (3) and a cage (6) for these locking elements.

OPERATION
The freewheeling clutch optimizes individual gearshifts. They lock individual elements of a planetary gear set together or against the transmission housing in one direction of rotation to allow the torque to be transmitted. If the inner race (7) of the freewheeling clutch is locked and the outer race (4) turns counter-clockwise (1), the locking elements (3) adopt a diagonal position on account of their special contours, allowing the freewheel function. The inner race (4) slides under the locking elements (3) with minimal friction. If the rotation of the outer race (4) changes to clockwise (2), the locking elements (3) stand up and lock the outer and inner races (4, 7) together.

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DISASSEMBLY

Freewheeling Clutch F2
1 - HOLLOW SHAFT 2 - F2 CLUTCH SNAP-RING 3 - FREEWHEELING CLUTCH F2 4 - K3 INNER DISC CARRIER AND REAR PLANETARY SUN GEAR 5 - RETAINING RING 6 - O-RINGS

1. Remove retaining ring (5) from hollow shaft (1). 2. Remove rear sun gear (4) with the K3 internally toothed disk carrier and rear freewheeling clutch F2 (3). 3. Remove snap-ring (2) for freewheel. 4. Press freewheeling clutch (3) out of sun gear. 5. Check O-rings (6), replace if necessary.

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6. Check the anti-friction bearing (2) in the rear planetary sun gear for damage. Replace as necessary.

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ASSEMBLY

Freewheeling Clutch F2
1 - HOLLOW SHAFT 2 - F2 CLUTCH SNAP-RING 3 - FREEWHEELING CLUTCH F2 4 - K3 INNER DISC CARRIER AND REAR PLANETARY SUN GEAR 5 - RETAINING RING 6 - O-RINGS

NOTE: The side of the freewheeling clutch F2 (3) with the markings (directional arrow, part number, etc.) must be up when the clutch is installed in the sun gear (4). 1. Press freewheeling clutch F2 (3) into sun gear (4). 2. Install snap-ring (2) for freewheeling clutch. 3. Check O-rings (6) on hollow shaft, replace if necessary. 4. Install rear sun gear (4) with K3 internally toothed disc carrier and rear freewheeling clutch (3) onto the hollow shaft. 5. Verify proper operation of the freewheeling clutch F2. When the assembly is held with the F2 clutch snap-ring upward, it should be possible to rotate the hollow shaft counter-clockwise. 6. Install retaining ring (5) onto hollow shaft (1).

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CABLE-GEARSHIFT
DIAGNOSIS AND TESTING GEARSHIFT CABLE
1. The floor shifter lever and gate positions should be in alignment with all transmission PARK, NEUTRAL, and gear detent positions. 2. Engine starts must be possible with floor shift lever in PARK or NEUTRAL gate positions only. Engine starts must not be possible in any other gear position. 3. With floor shift lever handle push-button not depressed and lever in: a. PARK position - Apply forward force on center of handle and remove pressure. Engine starts must be possible. b. PARK position - Apply rearward force on center of handle and remove pressure. Engine starts must be possible. c. NEUTRAL position - Normal position. Engine starts must be possible. d. NEUTRAL position - Engine running and brakes applied, apply forward force on center of shift handle. Transmission shall not be able to shift from NEUTRAL to REVERSE.

REMOVAL
1. Shift transmission into PARK. 2. Raise vehicle. 3. Disengage the gearshift cable (1) eyelet at transmission manual shift lever (3) and pull cable out of the mounting bracket (2).

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4. Lower the vehicle. 5. Remove the floor console (Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - REMOVAL) as necessary to access the shift mechanism and cables. 6. If necessary, remove the bolts holding the shield, covering the gearshift and park lock cables, to the floorpan and remove the shield. 7. Remove the gearshift cable (1) from the shift lever pin (3). 8. Remove the gearshift cable retainer (2) from the notch (2) in the shifter assembly.

9. From under the hood, remove the shift cable grommet (2) from the dash panel. 10. Remove gearshift cable (1) from vehicle.

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INSTALLATION
1. From under the hood, route the gearshift cable (1) through the dash panel and toward the shifter assembly. 2. From under the hood, install the grommet (2) to the dash panel.

3. Engage the gearshift cable retainer (2) into the notch (2) in the shifter assembly. 4. Install the gearshift cable (1) onto the shift lever pin (3). 5. Loosen the cable adjustment screw (5), if necessary.

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6. From under the hood, route the gearshift cable (1) forward of the air conditioning lines and the heater hoses (2) and toward the transmission (3) manual lever.

7. Raise vehicle. 8. Verify that the transmission is in the PARK position by trying to rotate the propeller shaft. If the propeller shaft rotates, move the transmission manual shift lever to the full rearward position and turn the propeller shaft until the PARK system is engaged. 9. Route the gearshift cable (1) through the mounting bracket (2). 10. Engage the gearshift cable (1) eyelet onto the transmission manual shift lever (3).

11. Lower vehicle. 12. Verify that the shifter is in the PARK position. 13. Tighten the adjustment screw (5) to 7 Nm (65 in.lbs.). 14. Verify correct shifter operation. 15. If necessary, install the shield, covering the gearshift and park lock cables, to the floorpan and install the bolts to hold the shield to the floorpan. 16. Install the floor console (Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - INSTALLATION), lower instrument panel components (Refer to 23 BODY/INSTRUMENT PANEL/INSTRUMENT PANEL CENTER BEZEL - INSTALLATION) and dash panel insulation pad as necessary.

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ADJUSTMENTS - GEARSHIFT CABLE

Check adjustment by starting the engine in PARK and NEUTRAL. Adjustment is CORRECT if the engine starts only in these positions. Adjustment is INCORRECT if the engine starts in one but not both positions. If the engine starts in any position other than PARK or NEUTRAL, or if the engine will not start at all, the park/neutral position contact may be faulty. 1. Shift transmission into PARK. 2. Remove floor console as necessary for access to the shift cable adjustment. (Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - REMOVAL) 3. Loosen the shift cable adjustment screw (5).

4. Raise vehicle. 5. Unsnap cable eyelet from transmission shift lever. 6. Verify transmission shift lever is in PARK detent by moving lever fully rearward. Last rearward detent is PARK position. 7. Verify positive engagement of transmission park lock by attempting to rotate propeller shaft. Shaft will not rotate when park lock is engaged. 8. Snap cable eyelet onto transmission shift lever.

9. Lower vehicle 10. Tighten the shift cable adjustment screw (5) to 7 Nm (65 in.lbs.). 11. Verify correct operation. 12. Install any floor console components removed for access. (Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - INSTALLATION)

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CLUTCHES-HOLDING
DESCRIPTION

Holding Clutches
1 2 3 4 5 6 7 8 9 B1 CLUTCH EXTERNALLY TOOTHED DISC INTERNALLY TOOTHED DISC B3 CLUTCH B2 CLUTCH B3 CLUTCH PISTON B2 CLUTCH PISTON B2 CLUTCH INTERNALLY TOOTHED DISC CARRIER REAR PLANETARY GEARSET PLANETARY CARRIER 10 - CENTER PLANETARY GEARSET ANNULUS GEAR 11 - CENTER PLANETARY GEARSET PINION GEARS 12 - CENTER PLANETARY GEARSET SUN GEAR 13 - FRONT PLANETARY GEARSET PINION GEARS 14 - FRONT PLANETARY GEARSET SUN GEAR 15 - B1 CLUTCH INTERNALLY TOOTHED DISC CARRIER 16 - B1 CLUTCH PISTON 17 - B1 CLUTCH EXTERNALLY TOOTHED DISC CARRIER

Three multiple-disc holding clutches, the front, B1 (1), middle, B3 (4), and rear multiple disc clutches, B2 (5), are located in the planetary gear sets in the transmission housing. A multiple-disc holding clutch consists of a number of internally toothed discs (10) on an internally toothed disc carrier and externally toothed discs (9) on an externally toothed disc carrier, which is rigidly connected to the transmission housing.

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OPERATION

The holding clutches connect the annulus gear, sun gear, or planetary carrier of a planetary gear set against the transmission housing in order to transmit the drive torque. If the piston (16) on multiple-disc holding clutch B1 (1) is subjected to oil pressure, it presses the internal (3) and external discs (2) of the disc set together. The internally toothed disc carrier (15) locks the sun gear (14) against the housing. The planetary pinion gears (13) turn on the sun gear (14). If the multiple-disc holding clutch B2 (5) is actuated via the piston (7), the piston compresses the disc set. The internally toothed disc carrier (8) locks the sun gear (12) against the housing. The planetary pinion gears (11) turn on the sun gear (12). If the multiple-disc holding clutch B3 (4) is actuated via the piston (6), the planetary carrier (9) and the annulus gear (10) are locked. When the multiple-disc brake B3 (4) is actuated, the direction of rotation is reversed.

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B1-HOLDING CLUTCH
DISASSEMBLY
1. Remove the teflon rings (1) from the B1 plate carrier hub (2).

Holding Clutch B1
1 2 3 4 HOLDING CLUTCH B1 OUTER CARRIER PISTON DISC SPRING SNAP-RING 5 6 7 8 DISC SPRING MULTIPLE DISC PACK SNAP-RING MULTI-USE SPRING COMPRESSOR 8900

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2. Remove snap-ring (7). 3. Remove multiple-disc pack (6) and disc spring (5) from outer multiple-disc carrier. Note which clutch disc is removed just prior to the disc spring (5) for re-assembly. If the clutch discs are re-used, this disc must be returned to its original position on top of the disc spring. 4. Place the Multi-use Spring Compressor 8900 (8) on disc spring (3) and compress the spring until the snap-ring (4) is exposed. 5. Remove snap-ring (4). 6. Remove piston (2) from the outer multiple-disc carrier by carefully blowing compressed air into the bore (A).

ASSEMBLY

Holding Clutch B1
1 2 3 4 HOLDING CLUTCH B1 OUTER CARRIER PISTON DISC SPRING SNAP-RING 5 6 7 8 DISC SPRING MULTIPLE DISC PACK SNAP-RING MULTI-USE SPRING COMPRESSOR 8900

NOTE: Check vulcanized gasket, replace if necessary. 1. Install piston (2) in outer multiple-disc carrier (1). 2. Place compressor (8) on disc spring (3) and compress until the groove of the snap-ring is exposed. NOTE: The collar of the snap-ring must point towards the multiple-disc pack. After installing, check snapring for correct seat. 3. Insert snap-ring (4).

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4. Insert disc spring (2) in the outer multiple-disc carrier. Observe the disc spring (2) installation position. The lugs of the disc spring (2) washer must align with the 3 raised pads (arrow) of the B1 multiple-disc carrier (1). The cone of the spring washer must point downwards.

5. Insert the multiple-disc pack (6) in the outer multiple-disc carrier and measure the clutch clearance. NOTE: Pay attention to the sequence of discs. If the original clutch discs are reused, be sure to return the disc identified on disassembly as belonging on top of the disc spring (5) to its original location. CAUTION: When working with double sided friction discs, an externally lugged steel plate is installed first, followed by a friction disc, and continuing on until all the required discs are installed. When working with single sided friction discs, an externally lugged disc is installed first, followed by an internally lugged disc, and continuing on until all the required discs are installed. All single sided discs are installed with the friction side up. NOTE: Place new friction multiple-discs in ATF fluid for one hour before installing. 6. Measure B1 clutch clearance by mounting Pressing Tool 8901 (1) on outer multiple disc. 7. Using a lever press , compress pressing tool as far as the stop (then the marking ring is still visible, see small arrow).

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8. For transmissions using double sided friction discs, use a feeler gauge to determine the play L at three points between the snap-ring (6) and outer multiple-disc (4). During the measurement, the snap-ring (6) must contact the upper bearing surface of the groove in the outer multiple-disc carrier (5). The correct clearance for transmissions using double sided friction discs is 2.3-2.7 mm (0.091-0.106 in.) for two friction disc versions, 2.73.1 mm (0.106-0.122 in.) for three disc versions, and 3.0-3.4 mm (0.118-0.134 in.) for four disc versions. 9. Adjust with snap-ring (6), if necessary. Snap-rings are available in thicknesses of 2.6 mm (0.102 in.), 2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm (0.138 in.), 3.8 mm (0.150 in.), and 4.1 mm (0.162 in.).

1 2 3 4 5 6 7 8

DISC SPRING OUTER MULTIPLE DISC - 1.8 mm (0.071 IN.) OUTER MULTIPLE DISC - 2.8 mm (0.110 IN.) OUTER MULTIPLE DISC - 4.0 mm (0.158 IN.) B1 OUTER CARRIER SNAP-RING INNER MULTIPLE DISCS PISTON

10. For transmissions using single sided friction discs, use a feeler gauge to determine the play L at three points between the snap-ring (5) and outer multiple-disc (3). During the measurement, the snap-ring (5) must contact the upper bearing surface of the groove in the outer multiple-disc carrier (4). The correct clearance is 2.2-2.6 mm (0.087-0.102 in.) for four friction disc versions, 2.4-2.8 mm (0.095-0.110 in.) for six disc versions, and 2.6-3.0 mm (0.102-0.118 in.) for eight disc versions. 11. Adjust with snap-ring (5), if necessary. Snap-rings are available in thicknesses of 2.6 mm (0.102 in.), 2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm (0.138 in.), 3.8 mm (0.150 in.), and 4.1 mm (0.162 in.).
1 2 3 4 5 6 7 DISC SPRING OUTER MULTIPLE DISC OUTER MULTIPLE DISC - 4.0 mm (0.158 IN.) B1 OUTER CARRIER SNAP-RING INNER MULTIPLE DISCS PISTON

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12. Install the teflon rings (1) onto the B1 plate carrier hub (2). 13. Coat Teflon rings (1) lightly with grease and insert in the groove so that the joint remains together.

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B2-HOLDING CLUTCH
DISASSEMBLY

Holding Clutch B2
1 2 3 4 5 6 7 8 SNAP-RING MULTIPLE DISC PACK DISC SPRING B2 AND B3 PISTON GUIDE O-RING B3 PISTON SEALING RING B3 PISTON SEALING RING B3 PISTON/B2 OUTER DISC CARRIER 9 - B2 PISTON SEALING RING 10 - B2 PISTON 11 - PISTON GUIDE SEALING RING 12 - PISTON GUIDE SEALING RING 13 - PISTON GUIDE RING 14 - PISTON BACK PRESSURE DISC SPRING 15 - SPRING PLATE 16 - SNAP-RING

1. Remove snap ring (1). 2. Take multiple-disc pack B2 (2) and disc spring (3) out of the outer multiple-disc carrier B2 (8). The outer multipledisc carrier for the multi-disc holding clutch B2 is the piston for the multiple-disc holding clutch B3 at the same time. Note which clutch disc is removed just prior to the disc spring (3) for re-assembly. If the clutch discs are re-used, this disc must be returned to its original position on top of the disc spring. 3. Place the Multi-use Spring Compressor 8900 on the spring disc (14) and compress the spring until the groove for the snap-ring is exposed. 4. Remove snap-ring (16). 5. Remove spring plate (15) and disc spring (14).

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6. Separate piston guide ring (13) and the B2 piston (10) from the B3 piston (8) by blowing compressed air into the bore (D). 7. Press piston guide ring (13) out of the B2 piston (10). 8. Separate piston guide (4) from the B3 piston (8) by blowing compressed air into the bore (A).

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ASSEMBLY

Holding Clutch B2/B3 Seals

1 - PISTON GUIDE RING 2 - PISTON GUIDE RING SEALING RING 3 - PISTON GUIDE RING SEALING RING 4 - B2 PISTON SEALING RING 5 - B3 PISTON/B2 OUTER DISC CARRIER 6 - B3 PISTON SEALING RING

1. Check all sealing rings (2-4, 6), replace if necessary. The rounded off edges on the sealing rings (2, 4, 6) must point outwards.

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2. Assemble piston guide (4) and B3 piston (8) in the correct position. Verify that the missing tooth in the B3 piston/B2 outer disc carrier (8) is aligned with the centerline of the two threaded holes in the B2 and B3 piston guide (4). 3. Insert B2 piston (10) in B3 piston (8).

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4. Insert piston guide ring (2). The valve (1) in the piston guide ring must be on top.

5. Insert disc spring (14) and spring plate (15). Insert disc spring with the curvature towards the spring plate 6. Place Multi-use Spring Compressor 8900 on the disc spring (14) and compress the spring until the groove for the snap-ring is exposed. 7. Insert snap-ring (16). NOTE: Pay attention to sequence of discs. If the original clutch discs are reused, be sure to return the disc identified on disassembly as belonging on top of the disc spring (3) to its original location. Place new friction multiple-discs in ATF fluid for one hour before installing. 8. Insert disc spring (3) and multiple-disc pack (2) in the B2 outer multiple-disc carrier. 9. Insert snap-ring (1).

NOTE: During the measurement the snap-ring (8) must contact the upper bearing surface of the groove in the outer multiple-disc carrier. 10. Measure the B2 clutch pack clearance by mounting the Pressing Tool 8901 (1) on outer multiple disc. 11. Using a lever press, compress the pressing tool as far as the stop (then the marking ring is still visible, see small arrow).

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12. Using a feeler gauge, determine the play L at three points between the snap-ring (8) and outer multiple-disc (7). 13. The correct clutch clearance is 1.9-2.3 mm (0.075-0.091 in.) for the four friction disc versions and 2.0-2.4 mm (0.079-0.095 in.) for the five disc versions. 14. Adjust with snap-ring (8), if necessary. Snap-rings are available in thicknesses of 2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm (0.138 in.), 3.8 mm (0.150 in.), and 4.1 mm (0.162 in.).

1 2 3 4 5 6 7 8

B2 OUTER DISC CARRIER FRICTION DISCS DISC SPRING B2 PISTON OUTER MULTIPLE DISC - 1.8 MM (0.071 IN.) OUTER MULTIPLE DISC - 1.8 MM (0.071 IN.) OUTER MULTIPLE DISC - 6.5 MM (0.256 IN.) SNAP-RING

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CLUTCHES-INPUT
DESCRIPTION

Input Clutches
1 - K1 CLUTCH 2 - K2 CLUTCH 3 - EXTERNALLY TOOTHED DISC 4 - INTERNALLY TOOTHED DISC 5 - K3 CLUTCH 6 - K3 CLUTCH EXTERNALLY TOOTHED DISC CARRIER 7 - K3 CLUTCH PISTON 8 - K3 CLUTCH INTERNALLY TOOTHED DISC CARRIER 9 - REAR PLANETARY GEARSET SUN GEAR 10 - CENTER PLANETARY GEARSET PLANETARY CARRIER 11 - CENTER PLANETARY GEARSET ANNULUS GEAR 12 13 14 15 16 17 18 19 20 21 CENTER PLANETARY GEARSET SUN GEAR K2 CLUTCH EXTERNALLY TOOTHED DISC CARRIER K2 CLUTCH PISTON FRONT PLANETARY GEARSET PLANETARY CARRIER FRONT PLANETARY GEARSET ANNULUS GEAR FRONT PLANETARY GEARSET SUN GEAR K1 CLUTCH INTERNALLY TOOTHED DISC CARRIER K1 CLUTCH EXTERNALLY TOOTHED DISC CARRIER K1 CLUTCH PISTON DRIVE SHAFT

Three multi-plate input clutches (1, 2, 5), the front, middle and rear multi-plate clutches K1 (1), K2 (2), and K3 (5), are located in the planetary gear sets in the transmission housing. A multi-plate input clutch consists of a number of internally toothed discs (4) on an internally toothed disc carrier and externally toothed discs (3) on an externally toothed disc carrier.

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OPERATION

The input clutches produce a non-positive locking connection between two elements of a planetary gear set or between one element from each of two planetary gear sets in order to transmit the drive torque. If the piston (20) on multi-plate clutch K1 (1) is subjected to oil pressure, it presses the internal and external discs of the disc set together. The sun gear (17) is locked with the planetary carrier (15) via the externally toothed disc carrier (19) and the internally toothed disc carrier (18). The front planetary gear set is thus locked and turns as a closed unit. If the multi-plate clutch K2 (2) is actuated via the piston (14), the piston compresses the disc set. The annulus gear (16) of the front planetary gear set is locked with the annulus gear (11) of the center planetary gear set via the externally toothed disc carrier (13) and the center planetary carrier (10) on which the internally toothed discs are seated. Annulus gear (16) and annulus gear (11) turn at the same speed as the input shaft (21) If the multi-plate clutch K3 (5) is actuated via the piston (7), the piston compresses the disc set. The sun gear (12) of the center planetary gear set is locked with the sun gear (9) of the rear planetary gear set via the externally toothed disc carrier (6) and the internally toothed disc carrier (8). Sun gear (12) and sun gear (9) turn at the same speed.

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K1-INPUT CLUTCH
DISASSEMBLY

Input Clutch K1 Components

1 2 3 4 5 6 K1 OUTER DISC CARRIER FREEWHEELING CLUTCH F1 SNAP-RING OUTER DISC CARRIER SEALING RING PISTON SEALING RING PISTON 7 - DISC SPRING 8 - SPRING PLATE 9 - SPRING PLATE SEALING RING 10 - SNAP-RING 11 - SNAP-RING 12 - MULTIPLE DISC PACK - REFER TO TEXT FOR CORRECT ASSEMBLY ORDER

1. Remove snap-ring (11) from outer multiple-disc carrier (6). 2. Take multiple-disc pack (12) out of outer multiple-disc carrier (6). Note which clutch disc is removed just prior to the spring plate (8) for re-assembly. If the clutch discs are re-used, this disc must be returned to its original position on top of the spring plate.

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3. Place Multi-use Spring Compressor 8900 (2) on the spring plate and compress the spring until the snap-ring (1) is exposed. 4. Remove snap-ring (1). 5. Take out disc spring (7) and remove piston (6) by carefully blowing compressed air into the drilled oil feed passage. 6. Remove snap-ring (3) and take out front freewheeling clutch F1 (2). Take care when removing the F1 clutch to prevent the clutch sprags from falling out. If this occurs, the clutch must be replaced.

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ASSEMBLY

Input Clutch K1 Components

1. Install piston (6) in the outer multiple-disc carrier (1). Check sealing rings (4 and 5), replace if necessary. The rounded off edges of the sealing rings must point outwards. 2. Insert disc spring (7). Insert disc spring with the curvature towards the piston. 3. Insert spring plate (8). Insert spring plate with the curvature towards the sun gear. Check sealing ring (9), replace if necessary.

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4. Place Multi-use Spring Compressor 8900 (2) on spring plate and compress the spring until the groove of the snap-ring (1) is exposed. 5. Insert snap-ring (1). After installing, check snap-ring for correct seat.

CAUTION: When working with double sided friction discs, an externally lugged steel plate is installed first, followed by a friction disc, and continuing on until all the required discs are installed. When working with single sided friction discs, an externally lugged disc is installed first, followed by an internally lugged disc, and continuing on until all the required discs are installed. All single sided discs are installed with the friction side up. NOTE: Pay attention to the sequence of discs. If the original clutch discs are reused, be sure to return the disc identified on disassembly as belonging on top of the spring plate (8) to its original location. NOTE: Place new friction multiple-discs in ATF fluid for one hour before installing. 6. Insert multiple-disc pack (12) in the outer multipledisc carrier. 7. Insert snap-ring (11). 8. Measure the K1 clutch pack clearance by mounting Pressing Tool 8901 (1) on outer multiple disc. 9. Using a lever press, compress pressing tool as far as the stop (then the marking ring is still visible, see small arrow).

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10. For transmissions using double sided friction discs, use a feeler gauge to determine the play L at three points between the snap-ring (5) and outer multiple-disc (3). 11. During the measurement the snap-ring (5) must contact the upper bearing surface of the groove in the outer multiple-disc carrier (4). 12. The correct clutch clearance for transmissions with double sided friction discs is 2.7-3.1 mm (0.106-0.122 in.) for three friction disc versions, 3.0-3.4 mm (0.118-0.134 in.) for four disc versions, 3.3-3.7 mm (0.130-0.146 in.) for five disc versions, and 3.6-4.0 mm (0.142-0.158 in.) for six disc versions. 13. Adjust with snap-ring (5), if necessary. Snap-rings are available in thicknesses of 2.6 mm (0.102 in.), 2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm (0.138 in.), 3.8 mm (0.150 in.), and 4.1 mm (0.162 in.). 14. Insert front freewheeling clutch F1 (2) and fit snap-ring (3). The freewheeling clutch F1 (2) must be installed in the direction of the arrow.

1 2 3 4 5 6 7 8

OUTER MULTIPLE DISC - 1.8MM (0.071 IN.) OUTER MULTIPLE DISC - 2.8MM (0.110 IN.) OUTER MULTIPLE DISC - 4.0MM (0.158 IN.) K1 OUTER DISC CARRIER SNAP-RING FRICTION DISCS DISC SPRING PISTON

15. For transmissions using single sided friction discs, use a feeler gauge to determine the play L at three points between the snap-ring (4) and outer multiple-disc (2). 16. During the measurement the snap-ring (4) must contact the upper bearing surface of the groove in the outer multiple-disc carrier (3). 17. The correct clutch clearance for transmissions with single sided friction discs is 2.4-2.8 mm (0.095-0.110 in.) for six friction disc versions, 2.63.0 mm (0.102-0.118 in.) for eight disc versions, 2.8-3.2 mm (0.110-0.126 in.) for ten disc versions, and 2.9-3.3 mm (0.114-0.130 in.) for twelve disc versions. 18. Adjust with snap-ring (4), if necessary. Snap-rings are available in thicknesses of 2.6 mm (0.102 in.), 2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm (0.138 in.), 3.8 mm (0.150 in.), and 4.1 mm (0.162 in.). 19. Insert front freewheeling clutch F1 (2) and fit snap-ring (3). The freewheeling clutch F1 (2) must be installed in the direction of the arrow.

1 2 3 4 5 6 7

OUTER MULTIPLE DISCS OUTER MULTIPLE DISC - 4.0MM (0.158 IN.) K1 OUTER DISC CARRIER SNAP-RING INNER MULTIPLE DISCS DISC SPRING PISTON

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K2-INPUT CLUTCH
DISASSEMBLY

Input Clutch K2 Components

1 - NEEDLE ROLLER BEARING 2 - K1 INNER DISC CARRIER WITH INTEGRATED FRONT GEAR SET 3 - THRUST BEARING 4 - TORLON SEAL RINGS 5 - INPUT SHAFT AND K2 CLUTCH 6 - PISTON OUTER SEAL RING - O-RING 7 - PISTON INNER SEAL RING 8 - THRUST WASHER 9 - PISTON 10 - DISC SPRING 11 - SPRING RETAINER SEALING - O-RING 12 - SPRING RETAINER 13 14 15 16 17 18 19 SNAP-RING DISC SPRING EXTERNALLY TOOTHED PLATE - 1.8 MM (0.071 IN.) MULTIPLE DISC PACK SNAP-RING HOLLOW GEAR SNAP-RING

1. Remove snap-ring (19) from the K1 inner multiple-disc carrier with integrated front gear set (2) and take off hollow gear (18). 2. Remove input shaft with clutch K2 (5). 3. Remove needle thrust bearing (3). 4. Remove snap-ring (17) from K2 outer multiple-disc carrier. 5. Take out multiple-disc pack (16). Note which clutch disc is removed just prior to the disc spring (14) for re-assembly. If the clutch discs are re-used, this disc must be returned to its original position on top of the disc spring. 6. Take out disc spring (14).

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7. Fit Multi-use Spring Compressor 8900 (1) onto spring retainer (12) and press until snap-ring (2) is released. 8. Remove snap-ring (2). 9. Take out disc spring (10) and pull piston (9) out of outer multiple-disc carrier.

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ASSEMBLY

Input Clutch K2 Components

1. Install piston (9) in outer multiple-disc carrier. Inspect seals (6 and 7), replace if necessary. The rounded edges of the inner piston seal (7) must point to the outside. 2. Insert disk spring (10) and spring retainer (12). Insert disk spring (10) with curved side pointing toward spring retainer (12). Inspect seal (11), replace if necessary.

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3. Place Multi-use Spring Compressor 8900 (1) on spring plate and press until the groove (2) of the snap-ring is exposed. 4. Insert snap-ring.

5. Insert disk spring (14). NOTE: Pay attention to the sequence of discs. If the original clutch discs are reused, be sure to return the disc identified on disassembly as belonging on top of the disc spring (14) to its original location. 6. Insert multiple-disk set (16) into outer multiple-disk carrier. 7. Fit snap-ring (17).

8. Measure K2 clutch clearance by mounting Pressing Tool 8901 (1) on outer multiple disc. 9. Using a lever press, compress pressing tool as far as the stop (then the marking ring is still visible, see small arrow).

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10. Using a feeler gauge, determine the play L at three points between the snap-ring (6) and outer multiple-disc (4). 11. During the measurement the snap-ring (6) must contact the upper bearing surface of the groove in the outer multiple-disc carrier. 12. The correct clutch clearance is 2.3-2.7 mm (0.091-0.106 in.) for three friction disc versions, 2.4-2.8 mm (0.095-0.110 in.) for four disc versions, 2.5-2.9 mm (0.099-0.114 in.) for five disc versions, and 2.7-3.1 mm (0.106-0.122 in.) for six disc versions. 13. Adjust with snap-ring (6), if necessary. Snap-rings are available in thicknesses of 2.3 mm (0.091 in.), 2.6 mm (0.102 in.), 2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm (0.138 in.), and 3.8 mm (0.150 in.).

1 2 3 4 5 6 7 8

DISC SPRING OUTER MULTIPLE DISC - 1.8 MM (0.071 IN.) OUTER MULTIPLE DISC - 3.5 MM (0.138 IN.) OUTER MULTIPLE DISC - 4.0 MM (0.158 IN.) K2 OUTER DISC CARRIER SNAP-RING FRICTION DISCS PISTON

14. Insert axial needle bearing (3) into K1 inner multiple-disk carrier. Insert axial needle bearing (3) with a little grease to prevent it slipping. 15. Install input shaft in K1 inner multiple-disc carrier with integrated front gear set (2). 16. Fit internally-geared wheel (18) and install snap-ring (19). Pay attention to installation position.

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K3-INPUT CLUTCH
DISASSEMBLY

Input Clutch K3 Components

1 2 3 4 5 SNAP-RING MULTIPLE DISC PACK DISC SPRING SNAP-RING SPRING PLATE 6 7 8 9 PISTON SEALING RING OUTER DISC CARRIER MULTI-USE SPRING COMPRESSOR 8900

1. Remove snap-ring (1) from outer multiple-disc carrier. 2. Remove multiple-disc pack (2) and disk spring (3) from outer multiple-disc carrier. Note which clutch disc is removed just prior to the spring plate (3) for re-assembly. If the clutch discs are re-used, this disc must be returned to its original position on top of the spring plate. 3. Place Multi-use Spring Compressor 8900 (9) on disc spring (5) and compress the spring until the snap-ring (4) is exposed. 4. Remove snap-ring (4). 5. Remove spring plate (5) and piston (6) from outer multiple-disc carrier.

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ASSEMBLY

Input Clutch K3 Components

1 2 3 4 5 SNAP-RING MULTIPLE DISC PACK DISC SPRING SNAP-RING SPRING PLATE 6 7 8 9 PISTON SEALING RING OUTER DISC CARRIER MULTI-USE SPRING COMPRESSOR 8900

1. Install piston (6) in the outer multiple-disc carrier (8). Check sealing ring (7), replace if necessary. The rounded off edges of the sealing ring must point outwards. 2. Insert disc spring (5). Insert disc spring with the curvature towards the piston. 3. Mount the Multi-use Spring Compressor 8900 (9) on the spring plate and clamp until the snap-ring groove is exposed. 4. Insert snap-ring (4). The collar of the snap-ring must point towards the multiple-disc pack. CAUTION: When working with double sided friction discs, an externally lugged steel plate is installed first, followed by a friction disc, and continuing on until all the required discs are installed. When working with single sided friction discs, an externally lugged disc is installed first, followed by an internally lugged disc, and continuing on until all the required discs are installed. All single sided discs are installed with the friction side up. NOTE: Pay attention to the sequence of discs. If the original clutch discs are reused, be sure to return the disc identified on disassembly as belonging on top of the spring plate (3) to its original location. NOTE: Place new friction multiple-discs in ATF fluid for one hour before installing. 5. Install disk spring (3) and multiple-disc pack (2) in outer multiple-disc carrier (8). 6. Insert snap-ring (1).

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7. Measure the K3 clutch clearance by mounting Pressing Tool 8901 (1) on outer multiple disc. 8. Using a lever press, compress pressing tool as far as the stop (then the marking ring is still visible, see small arrow).

9. For transmissions using double sided friction discs, use a feeler gauge to determine the play L at three points between the snap-ring (8) and outer multiple-disc (2). 10. During the measurement the snap-ring (8) must contact the upper bearing surface of the groove in the outer multiple-disc carrier. 11. The correct clutch clearance for transmissions with double sided friction discs is 2.3-2.7 mm (0.091-0.106 in.) for three friction disc versions, 2.4-2.8 mm (0.095-0.110 in.) for four disc versions, and 2.5-2.9 mm (0.099-0.114 in.) for five disc versions. 12. Adjust with snap-ring (8), if necessary. Snap-rings are available in thicknesses of 2.0 mm (0.079 in.), 2.3 mm (0.091 in.), 2.6 mm (0.102 in.), 2.9 mm (0.114 in.), 3.2 mm (0.126 in.), and 3.5 mm (0.138 in.).

1 2 3 4 5 6 7 8

OUTER DISC CARRIER OUTER MULTIPLE DISC - 4.0 MM (0.158 IN.) OUTER MULTIPLE DISC - 2.8 MM (0.110 IN.) OUTER MULTIPLE DISC - 1.8 MM (0.079 IN.) DISC SPRING PISTON FRICTION DISCS - 2.1 MM (0.083 IN.) SNAP-RING

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13. For transmissions using single sided friction discs, use a feeler gauge to determine the play L at three points between the snap-ring (7) and outer multiple-disc (2). 14. During the measurement the snap-ring (7) must contact the upper bearing surface of the groove in the outer multiple-disc carrier. 15. The correct clutch clearance for transmissions with single sided friction discs is 2.3-2.7 mm (0.091-0.106 in.) for six friction disc versions, 2.42.8 mm (0.095-0.110 in.) for eight disc versions, and 2.5-2.9 mm (0.099-0.114 in.) for ten disc versions. 16. Adjust with snap-ring (7), if necessary. Snap-rings are available in thicknesses of 2.0 mm (0.079 in.), 2.3 mm (0.091 in.), 2.6 mm (0.102 in.), 2.9 mm (0.114 in.), 3.2 mm (0.126 in.), and 3.5 mm (0.138 in.).

SENSORS-INPUT SPEED
DESCRIPTION
The input speed sensors (6, 8) are fixed to the shell of the control unit via contact blades. The speed sensors are pressed against the transmission housing (2) by a spring (7) which is held against the valve housing of the shift plate (5). This ensures a defined distance between the speed sensors and the exciter ring (4).

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OPERATION
Signals from the input speed sensors (6, 8) are recorded in the transmission control module (TCM) together with the wheel and engine speeds and other information and are processed into an input signal for electronic control. Input speed sensor N2 (6) records the speed of the front sun gear via the externally toothed disc carrier of the multiple-disc clutch K1 (10) and input speed sensor N3 (8) records the speed of the front planet carrier via the internally toothed disc carrier of multiple-disc clutch K1 (3).

PUMP-OIL
DESCRIPTION
The oil pump (2) (crescent-type pump) is installed in the bellhousing behind the torque converter and is driven by the drive flange of the torque converter. The pump creates the oil pressure required for the hydraulic procedures.

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OPERATION
When the engine is running, the oil is pumped through the inlet chamber (5) along the upper and lower side of the crescent (1) to the pressure chamber (6) of the housing. The meshing of the teeth prevents oil flowing from the delivery side to the intake side. An external gear (3) is eccentrically mounted in the pump housing. The external gear is driven by the internal gear (4) which is connected to the torque converter hub.

DISASSEMBLY
1. Remove pump gears (1 and 2) from pump housing.

2. Remove the inner oil pump seal (1). 3. Replace the outer oil pump O-ring (2).

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INSPECTION
Before measuring any oil pump components, perform a thorough visual inspection of all the components. If any sign of scoring, scratches, or other damage is seen, replace the oil pump as an assembly.

SIDE CLEARANCE
Side clearance is the difference between the thickness of the pump gears and the depth of the pocket in the pump housing. Side clearance can be measured by laying a flat plate across the mounting face of the pump housing, and measuring the distance between the plate and the gears.

Acceptable side clearance:

Inner gear: 0.064 mm (0.0025 in) max Outer gear: 0.069 mm (0.0027 in) max

TIP CLEARANCE
Tip clearance is the difference between the tip diameters of the gear teeth and the corresponding diameters of the pocket in the pump housing. Tip clearance for the inner gear can be checked by moving the inner gear into tight mesh (2) with the outer gear as shown. Clearance between the ID of the crescent feature of the housing and the OD of the teeth of the inner gear (3) should then me measured at a point 37 mm from the corner of the crescent (1) feature, as shown below.

Acceptable tip clearance for inner gear:

0.85 mm (0.033 in) max

ASSEMBLY
1. Install new inner oil pump seal (1) with Seal Installer 8902-A. 2. Replace O-ring (2).

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3. Lubricate pump gears and place in the pump housing. Insert pump gear (1) so that the chamfer (arrow) points towards the pump housing.

BEARING-OUTPUT SHAFT
REMOVAL
1. Raise and support vehicle. 2. Remove the propeller shaft (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/PROPELLER SHAFT - REMOVAL). 3. Verify that the transmission is in PARK in order to prepare for the removal of the output shaft nut. 4. Remove the nut holding the propeller shaft flange to the output shaft and remove the flange. 5. Remove the transmission rear oil seal with a suitable slide hammer and screw. 6. Remove the transmission output shaft washer. Be sure to tag the washer since it is very similar to the geartrain end-play shim and they must not be interchanged. 7. Remove the transmission rear output shaft bearing retaining ring (1).

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8. Position Bearing Remover 9082 (1) over the inner race of the output shaft bearing.

9. Slide the collar (3) on the Bearing Remover 9082 (1) downward over the fingers (3) of the tool.

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CAUTION: Verify that the geartrain end-play shim has remained on the output shaft and against the park gear. The shim may be adhered to the bearing inner race. Retrieve the shim from the bearing and install over the output shaft and against the park gear. 10. Remove the output shaft bearing (3).

INSTALLATION
CAUTION: Verify that the geartrain end-play shim is properly installed over the output shaft and against the park gear. 1. Install output shaft bearing in the rear transmission housing. Using Bearing Installer 9287 (1), install the output shaft bearing (2) into the transmission housing. The closed side of the plastic cage must point towards the parking lock gear.

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2. Install the retaining ring (1). Ensure that the retaining ring is seated correctly in the groove. 3. Check that there is no play between the bearing and the retaining ring using feeler gauge. 4. There must be no play between the retaining ring and the bearing. If the ring cannot be installed, a thinner ring must be used. If there is play between the ring and the bearing, a thicker ring must be installed. Retaining rings are available in thicknesses of 2.0 mm (0.079 in.), 2.1 mm (0.083 in.), and 2.2 mm (0.087 in.). 5. Install the output shaft washer onto the output shaft.

6. Install a new transmission rear seal into the transmission case with Seal Installer 8902A (1). 7. Verify that the transmission is in PARK in order to prepare for the installation of the output shaft nut. 8. Install the propeller shaft flange onto the output shaft and install an new flange nut. Tighten the flange nut to 200 Nm (147.5 ft.lbs.).

9. Stake the output shaft nut to the output shaft as follows.Place the Staking Tool 9078 (2) and Driver Handle C-4171 onto the output shaft. 10. Rotate the Staking Tool 9078 (2) until the alignment pin (3) engages the output shaft notch (4).

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11. Press downward on the staking tool (1) until the staking pin (3) contacts the output shaft nut flange (2). 12. Strike the Driver handle C-4171 with a suitable hammer until the output shaft nut is securely staked to the output shaft. 13. Install the propeller shaft (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/PROPELLER SHAFT - INSTALLATION).

SEAL-OUTPUT SHAFT
REMOVAL
1. Remove the propeller shaft (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/PROPELLER SHAFT - REMOVAL). Move propeller shaft to the right and tie up. 2. Verify that the transmission is in PARK in order to prepare for the removal of the output shaft nut. 3. Remove the nut holding the propeller shaft flange to the output shaft and remove the flange. 4. Remove the output shaft seal with suitable screw and slide hammer.

INSTALLATION
1. Position the new output shaft seal over the output shaft and against the transmission case. 2. Use Seal Installer 8902A (1) to install the seal. 3. Verify that the transmission is in PARK in order to prepare for the installation of the output shaft nut. 4. Install the propeller shaft flange onto the output shaft and install an new flange nut. Tighten the flange nut to 200 Nm (147.5 ft.lbs.).

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5. Stake the output shaft nut to the output shaft as follows.Place the Staking Tool 9078 (2) and Driver Handle C-4171 onto the output shaft. 6. Rotate the Staking Tool 9078 (2) until the alignment pin (3) engages the output shaft notch (4).

7. Press downward on the staking tool until the staking pin (3) contacts the output shaft nut flange (2). 8. Strike the Driver handle C-4171 with a suitable hammer until the output shaft nut is securely staked to the output shaft. 9. Install the propeller shaft (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/PROPELLER SHAFT - INSTALLATION).

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CABLE-PARK LOCK
REMOVAL
1. Place ignition key in the ACC (2) position.

2. Remove the lower instrument panel trim as necessary to access the park lock cable. 3. Disconnect park lock cable (4) from ignition cylinder (3).

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4. Remove the floor console as necessary for access to the park lock cable. (Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - REMOVAL) 5. If necessary, remove the bolts holding the shield, covering the gearshift and park lock cables, to the floorpan and remove the shield. 6. Disconnect the park lock cable from the shift mechanism. Release retention tab using suitable screwdriver.

INSTALLATION
1. Verify that ignition key is in ACC (2) position.

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2. Install the park lock cable (4) to the ignition cylinder (3). Secure the cable to instrument panel at retainer. 3. Install any instrument panel trim that was removed to access the park lock cable.

4. Route park lock cable towards shift mechanism. 5. Connect the park lock cable core to shift mechanism cam (3), and then secure cable housing to shift mechanism.

6. Adjust the park lock cable. (Refer to 21 - TRANSMISSION/AUTOMATIC TRANSMISSION/SHIFT INTERLOCK MECHANISM - ADJUSTMENTS) 7. If necessary, install the shield, covering the gearshift and park lock cables, to the floorpan and install the bolts to hold the shield to the floorpan. 8. Install the floor console assembly. (Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - INSTALLATION)

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GEARTRAIN-PLANETARY
DESCRIPTION
Three planetary gear sets are used to produce the different gear ratios. These are located in the mechanical part of the transmission as the front, middle and rear planetary gear sets.

OPERATION
The annulus gear (1) and sun gear (3) elements of a planetary gear system are alternately driven and braked by the actuating elements of the multi-plate clutch and multiple-disc brake. The planetary pinion gears (2) can turn on the internal gearing of the annulus gear (1) and on the external gearing of the sun gear (3). This allows for a variety of gear ratios and the reversal of the rotation direction without the need for moving gear wheels or shift collars. When two components of the planetary gear set are locked together, the planetary gear set is locked and turns as a closed unit. The torque and engine speed are converted according to the lever ratios and the ratio of the number of teeth on the driven gears to that on the drive gears, and is referred to as the gear ratio. The overall ratio of a number of planetary gear sets connected in series is obtained by multiplying the partial ratios.

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DISASSEMBLY

Output Shaft with Center and Rear Planetary Geartrain

1 2 3 4 5 6 TEFLON RINGS OUTPUT SHAFT WITH CENTER PLANETARY CARRIER NEEDLE BEARING THRUST WASHER REAR PLANETARY GEAR SET REAR HOLLOW SHAFT/FREEWHEELING CLUTCH F2 7 - DRIVING CLUTCH K3 8 - THRUST WASHER 9 - AXIAL NEEDLE BEARING 10 - SHIM 11 - RETAINING RING

1. 2. 3. 4.

Remove Remove Remove Remove

upper two visible Teflon rings (1) from output shaft. retaining ring (11), shim (10), thrust needle bearing (9) and thrust washer (8) from output shaft. clutch K3 (7). rear tubular shaft/freewheeling clutch F2 (6) from output shaft.

5. Remove rear gear set (5) with integrated tubular shaft of center gear set from output shaft. 6. Remove thrust washer (4).

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ASSEMBLY

Output Shaft with Center and Rear Planetary Geartrain

1. 2. 3. 4.

Mount thrust washer (4) with the collar pointing towards the planet carrier. Mount the rear gear set (5) on the rear hollow shaft (6). Using grease, install lower three Teflon rings (1) in the groove so that the joint stays together Put rear hollow shaft/freewheeling clutch F2 (6) with rear gear set (5) onto output shaft.

5. Install clutch K3 (7). 6. Mount retaining ring, shim, thrust needle bearing and thrust washer (8 - 11). 7. Using grease, insert the upper two Teflon rings (1) in the groove so that the joint remains together.

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NOTE: During the test, apply a contact force by hand to K3 in the direction of the arrow. 8. Inspect axial play between shim (10) and retaining ring (11). Check axial play S between shim (10) and retaining ring (1) using a feeler gauge. Clearance should be 0.15-0.6 mm (0.006-0.024 in.). Shims are available in thicknesses of 3.0 mm (0.118 in.), 3.4 mm (0.134 in.), and 3.7 mm (0.146 in.). Adjust as necessary

1 2 3 4 5 6

- DRIVING CLUTCH K3 - THRUST WASHER - SHIM - AXIAL NEEDLE BEARING - RETAINING RING - OUTPUT SHAFT WITH CENTER PLANETARY CARRIER

MECHANISM-SHIFT
DESCRIPTION
The automatic transmission is operated with the help of a shift lever assembly (SLA) (1) located in the floor console. There are four positions to which the selection lever can be shifted: P, R, N, D. In addition, the selector lever can be moved sideways (+/-) in position D to adjust the shift range. All selector lever positions, as well as selected shift ranges in position D , are identified by the SLA. The information is then sent to the transmission control module (TCM) via a hardwire connection. At the same time, the selector lever positions P , R , N and D are transmitted by a shift cable to the selector shaft in the transmission.

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The SLA is comprised of the following functions: Key lock: Depending on the selector lever position, the ignition cylinder is locked/unlocked, i.e., the ignition key can be removed only if the selector lever is in position P . A park lock cable is used to perform this function. Park lock: The selector lever is not released from postion P until the brake pedal has been applied and the ignition key is in ACC or ON positions. Shift lock is controlled by the brake light switch in conjunction with a locking solenoid in the SLA. As soon as the brake pedal is applied firmly, the locking solenoid is energized and retracted to unlock the selector lever. If the selector lever cannot be moved out of position P due to a malfunction, the shift lock function can be overriden (2). (Refer to 21 - TRANSMISSION/AUTOMATIC TRANSMISSION - NAG1/SHIFT INTERLOCK MECHANISM - OPERATION) Reverse inhibitor: As soon as the vehicle speed exceeds approximately 4-7 mph, it is no longer possible to move the selector lever from position N to position R . The reverse inhibit functionality is controlled by the same solenoid as the park lock. As the vehicle accelerates past the calibrated speed threshold, the solenoid is energized to block the sideways motion of the shift lever necessary to move from NEUTRAL to REVERSE. The reverse inhibit is not released until the vehicle speed falls below approximately 4-7 mph and the shifter is moved out of the D shifter position.

OPERATION
With the selector lever in position D , the transmission control module (TCM) automatically shifts the gears that are best-suited to the current operating situation. This means that shifting of gears is continuously adjusted to current driving and operating conditions in line with the selected shift range and the accelerator pedal position. Starting off is always performed in 1st gear. The selector lever positions are determined by a sensor assembly internal to the shift lever assembly (SLA). The sensor assembly identifies the various positions of the SLA according to the following table. Shift Lever Position Default D N R P + ND RN PR Implausible Bit 0 0 1 0 1 0 1 0 1 0 1 1 Bit 1 0 0 1 1 0 0 1 1 0 0 1 Bit 2 0 1 1 1 0 0 0 0 1 1 1 Bit 3 0 0 0 0 1 1 1 1 1 1 1

The current selector lever position or, if the shift range has been limited, the current shift range is indicated in the instrument cluster display. The permissible shifter positions and transmission operating ranges are: P = Parking lock and engine starting. R = Reverse. N = Neutral and engine starting (no power is transmitted to the axles). D = The shift range includes all forward gears.

The shift range can be adjusted to the current operating conditions by tipping the selector lever to the left-hand side ( - ) or the right-hand side ( + ) when in position D . If the shift range is limited, the display in the instrument cluster indicates the selected shift range and not the currently engaged gear. 4= Shift range is limited to gears 1 to 4. 3= Shift range is limited to gears 1 to 3. 2= Shift range is limited to gears 1 to 2. 1= Shift range is limited to the 1st gear.

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Tipping the shift lever will have the following results: Tipping the selector lever toward - one time after another: The shift range is reduced in descending sequence by one gear each time, i.e., from D - 4 - 3 - 2 - 1. If the selected limitation of the shift range would result in a downshift causing excessive engine speed, the shifting is not executed and the engaged gear as well as the shift range remain unchanged. This is to prevent the engine from overspeeding. Engine retardation is low with the selector lever in position D . To make use of the full braking power of the engine, manual downshifting by tipping the lever towards the left-hand side is recommended. If this has been done, subsequent upshifting must be carried out manually as well. Tipping the selector lever toward - and holding it in this position: The currently engaged gear in range D is indicated in the instrument cluster display and the shift range is limited to this gear. Tipping the selector lever toward + one time after another: The shift range is increased by one gear each time and the increased shift range is displayed in the instrument cluster; possibly, the transmission upshifts to a faster gear. Tipping the selector lever toward + several times: The shift range is increased by one gear each time the lever is tipped until the shift range ends up in D . Tipping the selector lever toward + and holding it in this position: The shift range is extended immediately to D , shift ranges are indicated in ascending sequence; possibly, the transmission upshifts to a faster gear due to the extension of the shift range.

REMOVAL
1. Remove any necessary console parts for access to shift lever assembly and shifter cables. (Refer to 23 BODY/INTERIOR/FLOOR CONSOLE REMOVAL) 2. If necessary, remove the bolts holding the shield, covering the gearshift and park lock cables, to the floorpan and remove the shield. 3. Shift transmission into PARK. 4. Disconnect the transmission shift cable (1) at shift lever (3) and shifter assembly bracket (2). 5. Remove the shift cable retainer (2) from the notch in the shifter assembly (2).

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6. Verify the key is in the LOCK position and disconnect the park lock cable (1) from the shifter mechansim cam (3) and the notch in the shifter assembly (3).

7. Disengage all wiring connectors (2) from the shifter assembly (1).

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8. Remove all nuts (2) holding the shifter assembly (1) to the floor pan. 9. Remove the shifter assembly (1) from the vehicle.

INSTALLATION
1. If a new shifter assembly is being installed, unscrew the original shift knob from the shift lever. Screw the knob onto the new shifter assemblys lever no more than 14 turns. 2. Install shifter assembly (1) onto the shifter assembly studs on the floor pan. 3. Install the nuts (2) to hold the shifter assembly (1) onto the floor pan. Tighten nuts to 7 Nm (65 in.lbs.).

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4. Place the floor shifter lever in PARK position. 5. Loosen the adjustment screw (5) on the gearshift cable (1). 6. Install the gearshift cable (1) to the shift lever pin (3).

7. Install the park lock cable (1) to the shift mechanism cam (3) and the notch in the shifter assembly (2). 8. Verify that the key is in the LOCK position and remains there until the cable is fully adjusted. 9. Verify that the park lock cable adjustment tab is pulled upward to the unlocked position.

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10. Install the wiring harness connectors (2) to the shifter assembly. 11. Verify that the shift lever is in the PARK position. 12. Tighten the adjustment screw to 7 Nm (65 in.lbs.). 13. Verify that the key in the LOCK position and the shifter is in PARK. 14. Push downward on the park lock cable adjustment tab to lock the adjustment. 15. Verify correct shifter, park lock, and BTSI operation. 16. If necessary, install the shield, covering the gearshift and park lock cables, to the floorpan and install the bolts to hold the shield to the floorpan. 17. Install any console parts removed for access to shift lever assembly and shift cables. (Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - INSTALLATION)

SOLENOID
DESCRIPTION
The typical electrical solenoid used in automotive applications is a linear actuator. It is a device that produces motion in a straight line. This straight line motion can be either forward or backward in direction, and short or long distance. A solenoid is an electromechanical device that uses a magnetic force to perform work. It consists of a coil of wire, wrapped around a magnetic core made from steel or iron, and a spring loaded, movable plunger, which performs the work, or straight line motion. The solenoids used in transmission applications are attached to valves which can be classified as normally open or normally closed. The normally open solenoid valve is defined as a valve which allows hydraulic flow when no current or voltage is applied to the solenoid. The normally closed solenoid valve is defined as a valve which does not allow hydraulic flow when no current or voltage is applied to the solenoid. These valves perform hydraulic control functions for the transmission and must therefore be durable and tolerant of dirt particles. For these reasons, the valves have hardened steel poppets and ball valves. The solenoids operate the valves directly, which means that the solenoids must have very high outputs to close the valves against the sizable flow areas and line pressures found in current transmissions. Fast response time is also necessary to ensure accurate control of the transmission. The strength of the magnetic field is the primary force that determines the speed of operation in a particular solenoid design. A stronger magnetic field will cause the plunger to move at a greater speed than a weaker one. There are basically two ways to increase the force of the magnetic field: 1. Increase the amount of current applied to the coil or 2. Increase the number of turns of wire in the coil. The most common practice is to increase the number of turns by using thin wire that can completely fill the available space within the solenoid housing. The strength of the spring and the length of the plunger also contribute to the response speed possible by a particular solenoid design. A solenoid can also be described by the method by which it is controlled. Some of the possibilities include variable force, pulse-width modulated, constant ON, or duty cycle. The variable force and pulse-width modulated versions utilize similar methods to control the current flow through the solenoid to position the solenoid plunger at a desired position somewhere between full ON and full OFF. The constant ON and duty cycled versions control the voltage across the solenoid to allow either full flow or no flow through the solenoids valve.

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UPSHIFT/DOWNSHIFT SOLENOID VALVES

The solenoid valves (1) for upshifts and downshifts are located in the shell of the electric control unit and pressed against the shift plate with a spring. The solenoid valves (1) initiate the upshift and downshift procedures in the shift plate. The solenoid valves (1) are sealed off from the valve housing of the shift plate (5) by two O-rings (4, 6). The contact springs (8) at the solenoid valve engage in a slot in the conductor tracks (7). The force of the contact spring (8) ensures safe contacts.

MODULATING PRESSURE CONTROL SOLENOID VALVE

The modulating pressure control solenoid valve (1) is located in the shell of the electric valve control unit and pressed against the shift plate by a spring. Its purpose is control the modulating pressure depending on the continuously changing operating conditions, such as load and gear change. The modulating pressure regulating solenoid valve (1) has an interference fit and is sealed off to the valve body of the shift plate (4) by a seal (arrow). The contact springs (2) at the solenoid valve engage in a slot in the conductor tracks (3). The force of the contact springs (2) ensures secure contacts.

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

21 - 443

TORQUE CONVERTER LOCKUP CLUTCH PWM SOLENOID VALVE

The torque converter lockup clutch PWM solenoid valve (1) is located in the shell of the electric valve control unit and pressed against the shift plate by a spring. The PWM solenoid valve (1) for the torque converter lockup controls the pressure for the torque converter lockup clutch. The torque converter lockup PWM solenoid valve (1) is sealed off to the valve body of the shift plate (4) by an O-ring (5) and a seal (arrow). The contact springs (2) at the solenoid valve engage in a slot in the conductor tracks (3). The force of the contact springs (2) ensures secure contacts.

SHIFT PRESSURE CONTROL SOLENOID VALVE

The shift pressure control solenoid valve (1) is located in the shell of the electric valve control unit and pressed against the shift plate by a spring. Its purpose is to control the shift pressure depending on the continuously changing operating conditions, such as load and gear change. The shift pressure regulating solenoid valve (1) has an interference fit and is sealed off to the valve body of the shift plate (4) by a seal (arrow). The contact springs (2) at the solenoid valve engage in a slot in the conductor tracks (3). The force of the contact springs (2) ensures secure contacts.

OPERATION
When an electrical current is applied to the solenoid coil, a magnetic field is created which produces an attraction to the plunger, causing the plunger to move and work against the spring pressure and the load applied by the fluid the valve is controlling. The plunger is normally directly attached to the valve which it is to operate. When the current is removed from the coil, the attraction is removed and the plunger will return to its original position due to spring pressure.

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

The plunger is made of a conductive material and accomplishes this movement by providing a path for the magnetic field to flow. By keeping the air gap between the plunger and the coil to the minimum necessary to allow free movement of the plunger, the magnetic field is maximized.

UPSHIFT/DOWNSHIFT SOLENOID VALVES

If a solenoid valve (1) is actuated by the TCM, it opens and guides the control pressure (p-SV) to the assigned command valve. The solenoid valve remains actuated and therefore open until the shifting process is complete. The shift pressure (p-SV) to the command valve is reduced to zero as soon as the power supply to the solenoid valve is interrupted.

MODULATING PRESSURE CONTROL SOLENOID VALVE

The modulating pressure regulating solenoid valve (1) assigns a proportional pressure to the current which is controlled by the TCM according to the load.

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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TORQUE CONVERTER LOCKUP CLUTCH PWM SOLENOID VALVE

The torque converter lockup PWM solenoid (1) valve converts pulse-wave-modulated current controlled by the TCM into the appropriate hydraulic control pressure (p-S/TCC).

SHIFT PRESSURE CONTROL SOLENOID VALVE

The shift pressure regulating solenoid valve (1) assigns a proportional pressure to the current which is controlled by the TCM according to the load.

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

CONTACT-TEMPERATURE SENSOR/PARK-NEUTRAL
DESCRIPTION PARK/NEUTRAL CONTACT
The park/neutral contact (4) is located in the shell of the electric control unit and is fixed to the conductor tracks. Its purpose is to recognize selector valve and selector lever positions P and N . The park/neutral contact consists of: the plunger (2). the permanent magnet (3). the dry-reed contact (4).

TRANSMISSION TEMPERATURE SENSOR

The transmission oil temperature sensor (1) is located in the shell of the electric valve control unit and is fixed to the conductor tracks. Its purpose is to measure the temperature of the transmission oil and pass the temperature to the TCM as an input signal. It is a temperature-dependent resistor (PTC).

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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OPERATION PARK/NEUTRAL CONTACT

In selector lever positions P and N the park/neutral contact (4) is actuated by a cam track which is located on the detent plate. The permanent magnet (3) is moved away from the dry-reed contact (4). The dryreed contact (4) is opened. The TCM receives an electric signal. The circuit to the starter in the selector lever positions P and N is closed.

TRANSMISSION TEMPERATURE SENSOR

The temperature of the transmission oil has a considerable effect on the shifting time and therefore the shift quality. By measuring the oil temperature, shift operations can be optimized in all temperature ranges. The transmission oil temperature sensor (1) is switched in series with the park/neutral contact. The temperature signal is transferred to the TCM only when the dry-reed contact of the park/neutral contact is closed in REVERSE or a forward gear position.

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

Refer to the Transmission Temperature Sensor Specifications table for the relationship between transmission temperature, sensor voltage, and sensor resistance.

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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CONVERTER-TORQUE
DESCRIPTION
CAUTION: The torque converter must be replaced if a transmission failure resulted in large amounts of metal or fiber contamination in the fluid. The torque converter is a hydraulic device that couples the engine crankshaft to the transmission. The torque converter consists of an outer shell with an internal turbine (1), a stator (3), an overrunning clutch, an impeller (2), and an electronically applied converter clutch. The converter clutch provides reduced engine speed and greater fuel economy when engaged. Clutch engagement also provides reduced transmission fluid temperatures. The converter clutch engages in third through fifth gears. The torque converter hub drives the transmission oil (fluid) pump. A turbine damper (6) has been added for some applications to help improve vehicle noise, vibration, and harshness (NVH) characteristics. The torque converter is a sealed, welded unit that is not repairable and is serviced as an assembly.
1 2 3 4 5 6 TURBINE IMPELLER STATOR INPUT SHAFT STATOR SHAFT TURBINE DAMPER

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

IMPELLER

Impeller
1 - ENGINE FLEXPLATE 2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE SECTION 3 - IMPELLER VANES AND COVER ARE INTEGRAL 4 - ENGINE ROTATION 5 - ENGINE ROTATION

The impeller (3) is an integral part of the converter housing. The impeller consists of curved blades placed radially along the inside of the housing on the transmission side of the converter. As the converter housing is rotated by the engine, so is the impeller, because they are one and the same and are the driving members of the system.

LX TURBINE

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

21 - 451

Turbine
1 - TURBINE VANE 2 - ENGINE ROTATION 3 - INPUT SHAFT 4 - PORTION OF TORQUE CONVERTER COVER 5 - ENGINE ROTATION 6 - OIL FLOW WITHIN TURBINE SECTION

The turbine (1) is the output, or driven, member of the converter. The turbine is mounted within the housing opposite the impeller, but is not attached to the housing. The input shaft is inserted through the center of the impeller and splined into the turbine. The design of the turbine is similar to the impeller, except the blades of the turbine are curved in the opposite direction.

21 - 452 STATOR

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

The stator assembly (1-4) is mounted on a stationary shaft which is an integral part of the oil pump.

The stator (1) is located between the impeller (2) and turbine (4) within the torque converter case. The stator contains a freewheeling clutch, which allows the stator to rotate only in a clockwise direction. When the stator is locked against the freewheeling clutch, the torque multiplication feature of the torque converter is operational.

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

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TORQUE CONVERTER CLUTCH (TCC)

The TCC (9) was installed to improve the efficiency of the torque converter that is lost to the slippage of the fluid coupling. Although the fluid coupling provides smooth, shock-free power transfer, it is natural for all fluid couplings to slip. If the impeller and turbine were mechanically locked together, a zero slippage condition could be obtained. A hydraulic piston with friction material was added to the turbine assembly to provide this mechanical lock-up. In order to reduce heat build-up in the transmission and buffer the powertrain against torsional vibrations, the TCM can duty cycle the torque converter lock-up solenoid to achieve a smooth application of the torque converter clutch. This function, referred to as Electronically Modulated Converter Clutch (EMCC) can occur at various times depending on the following variables: Shift lever position Current gear range Transmission fluid temperature Engine coolant temperature Input speed Throttle angle Engine speed

1 - TURBINE 2 - IMPELLER 3 - STATOR 4 - INPUT SHAFT 5 - STATOR SHAFT 6 - PISTON 7 - COVER SHELL 8 - INTERNALLY TOOTHED DISC CARRIER 9 - CLUTCH PLATE SET 10 - EXTERNALLY TOOTHED DISC CARRIER 11 - TURBINE DAMPER

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AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

OPERATION
The converter impeller (driving member) (2), which is integral to the converter housing and bolted to the engine drive plate, rotates at engine speed. The converter turbine (driven member) (1), which reacts from fluid pressure generated by the impeller, rotates and turns the transmission input shaft (4).

1 2 3 4 5 6

TURBINE IMPELLER STATOR INPUT SHAFT STATOR SHAFT TURBINE DAMPER

TURBINE
As the fluid that was put into motion by the impeller blades strikes the blades of the turbine, some of the energy and rotational force is transferred into the turbine and the input shaft. This causes both of them (turbine and input shaft) to rotate in a clockwise direction following the impeller. As the fluid is leaving the trailing edges of the turbines blades it continues in a hindering direction back toward the impeller. If the fluid is not redirected before it strikes the impeller, it will strike the impeller in such a direction that it would tend to slow it down.

LX STATOR

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

21 - 455

Torque multiplication is achieved by locking the stators over-running clutch to its shaft. Under stall conditions (the turbine is stationary), the oil leaving the turbine blades strikes the face of the stator blades and tries to rotate them in a counterclockwise direction. When this happens the over-running clutch of the stator locks and holds the stator from rotating. With the stator locked, the oil strikes the stator blades and is redirected into a helping direction before it enters the impeller. This circulation of oil from impeller to turbine, turbine to stator, and stator to impeller, can produce a maximum torque multiplication of about 2.0:1. As the turbine begins to match the speed of the impeller, the fluid that was hitting the stator in such as way as to cause it to lock-up is no longer doing so. In this condition of operation, the stator begins to free wheel and the converter acts as a fluid coupling.

1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL PUSHING ON BACKSIDE OF VANES 2 - FRONT OF ENGINE 3 - INCREASED ANGLE AS OIL STRIKES VANES 4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING AGAINST STATOR VANES

TORQUE CONVERTER CLUTCH (TCC)

In a standard torque converter, the impeller (2) and turbine (1) are rotating at about the same speed and the stator (3) is freewheeling, providing no torque multiplication. By applying the turbines piston and friction material (9), a total converter engagement can be obtained. The result of this engagement is a direct 1:1 mechanical link between the engine and the transmission. The clutch can be engaged in second, third, fourth, and fifth gear ranges. The TCM controls the torque converter by way of internal logic software. The programming of the software provides the TCM with control over the torque converter solenoid. There are four output logic states that can be applied as follows: No EMCC Partial EMCC Full EMCC Gradual-to-no EMCC

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NO EMCC

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

Under No EMCC conditions, the TCC Solenoid is OFF. There are several conditions that can result in NO EMCC operations. No EMCC can be initiated due to a fault in the transmission or because the TCM does not see the need for EMCC under current driving conditions. PARTIAL EMCC Partial EMCC operation modulates the TCC Solenoid (duty cycle) to obtain partial torque converter clutch application. Partial EMCC operation is maintained until Full EMCC is called for and actuated. During Partial EMCC some slip does occur. Partial EMCC will usually occur at low speeds, low load and light throttle situations. FULL EMCC During Full EMCC operation, the TCM increases the TCC Solenoid duty cycle to full ON after Partial EMCC control brings the engine speed within the desired slip range of transmission input speed relative to engine rpm. GRADUAL-TO-NO EMCC This operation is to soften the change from Full or Partial EMCC to No EMCC. This is done at mid-throttle by decreasing the TCC Solenoid duty cycle.

REMOVAL
1. Remove transmission and torque converter from vehicle. 2. Place a suitable drain pan under the converter housing end of the transmission. CAUTION: Verify that transmission is secure on the lifting device or work surface, the center of gravity of the transmission will shift when the torque converter is removed creating an unstable condition. The torque converter is a heavy unit. Use caution when separating the torque converter from the transmission. 3. Pull the torque converter forward until the center hub clears the oil pump seal. 4. Separate the torque converter from the transmission.

INSTALLATION
Check converter hub and drive flats for sharp edges, burrs, scratches, or nicks. Polish the hub and flats with 320/400 grit paper or crocus cloth if necessary. The hub must be smooth to avoid damaging the pump seal at installation. 1. Lubricate oil pump seal lip with transmission fluid. 2. Place torque converter in position on transmission. CAUTION: Do not damage oil pump seal or converter hub while inserting torque converter into the front of the transmission. 3. Align torque converter to oil pump seal opening. 4. Insert torque converter hub into oil pump. 5. While pushing torque converter inward, rotate converter until converter is fully seated in the oil pump gears. 6. Check converter seating with a scale and straightedge. Surface of converter lugs should be at least 19 mm (3/4 in.) to rear of straightedge when converter is fully seated. 7. If necessary, temporarily secure converter with C-clamp attached to the converter housing. 8. Install the transmission in the vehicle. 9. Fill the transmission with the recommended fluid.

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

21 - 457

SEAL-TORQUE CONVERTER HUB

REMOVAL
1. Remove the torque converter (Refer to 21 - TRANSMISSION/AUTOMATIC - NAG1/TORQUE CONVERTER REMOVAL). 2. Remove the torque converter hub seal with suitable screw and slide hammer.

INSTALLATION
1. Position the torque converter hub seal (1) over the input shaft and against the transmission oil pump.

2. Using Seal Installer 8902A (2), install a new torque converter hub seal. 3. Install the torque converter (Refer to 21 - TRANSMISSION/AUTOMATIC - NAG1/TORQUE CONVERTER - INSTALLATION).

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

TABLE OF CONTENTS
page AUTOMATIC TRANSMISSION 42RLE ELECTRICAL DIAGNOSTICS DIAGNOSIS AND TESTING P0122-TPS/APP CIRCUIT LOW . . . . . . . . . P0123-TPS/APP CIRCUIT HIGH . . . . . . . . . P0124-TPS/APP INTERMITTENT . . . . . . . . P0218-HIGH TEMPERATURE OPERATION ACTIVATED . . . . . . . . . . . . . . . . . . . . . . . . P0562-BATTERY VOLTAGE LOW . . . . . . . . P0602-CONTROL MODULE PROGRAMMING ERROR/NOT PROGRAMMED . . . . . . . . . . P0604-INTERNAL CONTROL MODULE RAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P0605-INTERNAL CONTROL MODULE ROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P0613-INTERNAL TRANSMISSION PROCESSOR . . . . . . . . . . . . . . . . . . . . . . . P0706-TRANSMISSION RANGE SENSOR RATIONALITY . . . . . . . . . . . . . . . . . . . . . . P0711-TRANSMISSION TEMPERATURE SENSOR PERFORMANCE . . . . . . . . . . . . . P0712-TRANSMISSION TEMPERATURE SENSOR LOW . . . . . . . . . . . . . . . . . . . . . . P0713-TRANSMISSION TEMPERATURE SENSOR HIGH . . . . . . . . . . . . . . . . . . . . . P0714-TRANSMISSION TEMPERATURE SENSOR INTERMITTENT . . . . . . . . . . . . . P0715-INPUT SPEED SENSOR 1 CIRCUIT P0720-OUTPUT SPEED SENSOR CIRCUIT P0725-ENGINE SPEED SENSOR CIRCUIT P0731-GEAR RATIO ERROR IN 1ST . . . . . P0732-GEAR RATIO ERROR IN 2ND . . . . . P0733-GEAR RATIO ERROR IN 3RD . . . . . P0734-GEAR RATIO ERROR IN 4TH . . . . . P0736-GEAR RATIO ERROR IN REVERSE P0740-TCC OUT OF RANGE . . . . . . . . . . . P0750-LR SOLENOID CIRCUIT . . . . . . . . . P0755-2/4 SOLENOID CIRCUIT . . . . . . . . . P0760-OD SOLENOID CIRCUIT . . . . . . . . . P0765-UD SOLENOID CIRCUIT . . . . . . . . . P0841-LR PRESSURE SWITCH RATIONALITY . . . . . . . . . . . . . . . . . . . . . . P0845-2/4 HYDRAULIC PRESSURE TEST . P0846-2/4 PRESSURE SWITCH RATIONALITY . . . . . . . . . . . . . . . . . . . . . . P0870-OD HYDRAULIC PRESSURE TEST P0871-OD PRESSURE SWITCH RATIONALITY . . . . . . . . . . . . . . . . . . . . . . P0884-POWER UP AT SPEED . . . . . . . . . . P0888-TRANSMISSION RELAY ALWAYS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P0890-SWITCHED BATTERY . . . . . . . . . . . P0891-TRANSMISSION RELAY ALWAYS ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P0897-TRANSMISSION FLUID DETERIORATED . . . . . . . . . . . . . . . . . . . . P0944-LOSS OF HYDRAULIC PUMP PRIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . P0992-2/4/OD HYDRAULIC PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1684-BATTERY WAS DISCONNECTED . . P1713-RESTRICTED MANUAL VALVE IN T2 RANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . P1775-SOLENOID SWITCH VALVE LATCHED IN TCC POSITION . . . . . . . . . . . P1776-SOLENOID SWITCH VALVE LATCHED IN LR POSITION . . . . . . . . . . . . P1790-FAULT IMMEDIATELY AFTER SHIFT P1794-SPEED SENSOR GROUND ERROR P1797-MANUAL SHIFT OVERHEAT . . . . . . U0002 CAN C BUS OFF PERFORMANCE . U0100 LOST COMMUNICATION WITH ECM/PCM . . . . . . . . . . . . . . . . . . . . . . . . . U0121 LOST COMMUNICATION WITH ABS U0141 LOST COMMUNICATION WITH FCM STANDARD PROCEDURE 42RLE PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE . . . . . 42RLE TRANSMISSION VERIFICATION TEST - VER 1 . . . . . . . . . . . . . . . . . . . . . . page

. 556 . 562 . 569 . 575 . 582 . 588 . 589 . 596 . 601 . 605 . 606 . 609 . 610 . 613 . 614 . 621 . 627 . 628 . 631 . 632 . 634 . 636 . 638

. 459 . 461 . 463 . 465 . 467 . 472 . 473 . 474 . 475 . 476 . 493 . 496 . 500 . 506 . 509 . 515 . 521 . 523 . 525 . 527 . 529 . 531 . 533 . 535 . 540 . 545 . 551

. 640 . 641

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

DIAGNOSIS AND TESTING

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 459

P0122-TPS/APP CIRCUIT LOW

For a complete wiring diagram Refer to Section 8W. When Monitored: Continuously with the ignition on and engine running. Set Condition: This DTC will set if the monitored TPS voltage drops below .078 volts for the period of 0.48 seconds. Possible Causes RELATED TPS ENGINE DTCS PRESENT POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
The powertrain controller receives the throttle position signal from the Throttle Position Sensor (TPS))/ Accerator Pedal Position (APP). The controller provides the TPS/APP with a 5 volt pull up and a sensor ground. The signal is checked for being out of range as well as for intermittent operation (excessive signal changes). The engine controller transmits the throttle value onto the Bus. Most engine controllers will calculate the throttle value if the throttle signal is lost. If an error is detected by the transmission controller and the throttle value is available on the Bus, the Bus value will be used, normal operation will continue, and a TPS/APP code will be set. If an error is detected and the throttle value is not available on the Bus, normal operation will be discontinued, a TPS/APP DTC will be set, and the MIL will be turned on after 5 minutes of calculated operation.

Diagnostic Test

DETERMINING IF RELATED ENGINE TPS DTCS ARE PRESENT With the scan tool, check Engine DTCs, including pending DTCs and one trip failures. Are there any Engine TPS/APP DTCs present? Yes >> Refer to the Driveability category and perform the appropriate diagnostic procedure. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 2

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0122-TPS/APP CIRCUIT LOW (CONTINUED)

CHECK TO SEE IF DTC IS CURRENT With the scan tool, record the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. With the scan tool, erase Transmission DTCs. NOTE: To erase EATX EVENT DATA information, a BATTERY DISCONNECT must be performed. Performing a BATTERY DISCONNECT will reset all learned Transmission values to controller defaults which may lead to erratic shift schedules. Drive the vehicle and try to duplicate the conditions in which the DTC was reported by the EATX DTC EVENT DATA. With the scan tool, read Transmission DTCs. Does this DTC reset? Yes >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 3

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. Pay particular attention to the TPS/APP signal and sensor ground circuits. With the scan tool, check the EATX EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 461

P0123-TPS/APP CIRCUIT HIGH

For a complete wiring diagram Refer to Section 8W When Monitored: Continuously with the ignition on and engine running. Set Condition: This DTC will set if the monitored TPS voltage rises above 4.94 volts for the period of 0.48 seconds. Possible Causes RELATED TPS ENGINE DTCS PRESENT POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
The powertrain controller receives the throttle position signal from the Throttle Position Sensor (TPS)/ Accerator Pedal Position (APP). The controller provides the TPS with a 5 volt pull up and a sensor ground. The signal is checked for being out of range as well as for intermittent operation (excessive signal changes). The engine controller transmits the throttle value onto the Bus. Most engine controllers will calculate the throttle value if the throttle signal is lost. If an error is detected by the transmission controller and the throttle value is available on the Bus, the Bus value will be used, normal operation will continue, and a TPS/APP code will be set. If an error is detected and the throttle value is not available on the Bus, normal operation will be discontinued, a TPS/APP DTC will be set, and the MIL will be turned on after 5 minutes of calculated operation.

Diagnostic Test

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0123-TPS/APP CIRCUIT HIGH (CONTINUED)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. Pay particular attention to the TPS/APP signal and sensor ground circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 463

P0124-TPS/APP INTERMITTENT
For a complete wiring diagram Refer to Section 8W. When Monitored: Continuously with the ignition on and engine running. Set Condition: This DTC will set if the monitored TPS throttle angle between the angles of 6 and 120 and the degree change is greater than 5 within a period of less than 7.0 ms. Possible Causes RELATED TPS ENGINE DTCS PRESENT THROTTLE POSITION SENSOR POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
The powertrain controller receives the throttle position signal from the Throttle Position Sensor (TPS)/ Accelerator Pedal Position (APP). The controller provides the TPS with a 5 volt pull up and a sensor ground. The signal is checked for being out of range as well as for intermittent operation (excessive signal changes). The engine controller transmits the throttle value onto the Bus. Most engine controllers will calculate the throttle value if the throttle signal is lost. If an error is detected by the transmission controller and the throttle value is available on the Bus, the Bus value will be used, normal operation will continue, and a TPS/APP code will be set. If an error is detected and the throttle value is not available on the Bus, normal operation will be discontinued, a TPS/APP DTC will be set, and the MIL will be turned on after 5 minutes of calculated operation.

Diagnostic Test

DETERMINING IF RELATED ENGINE TPS/APP DTCS ARE PRESENT With the scan tool, check Engine DTCs, including pending DTCs and one trip failures. Are there any Engine TPS/APP DTCs present? Yes >> Refer to the Driveability category and perform the appropriate diagnostic procedure. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 2

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0124-TPS/APP INTERMITTENT (CONTINUED)

CHECK TO SEE IF DTC IS CURRENT With the scan tool, record the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. With the scan tool, erase Transmission DTCs. NOTE: To erase EATX EVENT DATA information, a BATTERY DISCONNECT must be performed. Performing a BATTERY DISCONNECT will reset all learned Transmission values to controller defaults which may lead to erratic shift schedules. Drive the vehicle and try to duplicate the conditions in which the DTC was reported by the EATX EVENT DATA. With the scan tool, read Transmission DTCs. Does this DTC reset? Yes >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 3

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. Pay particular attention to the TPS/APP signal and sensor ground circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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P0218-HIGH TEMPERATURE OPERATION ACTIVATED

For a complete wiring diagram Refer to Section 8W. When Monitored: Whenever the engine is running. Set Condition: Immediately when a Overheat shift schedule is activated when the Transmission Oil Temperature reaches 155 C or 240 F. Possible Causes ENGINE COOLING SYSTEM OPERATION TRANSMISSION OIL COOLER PLUGGED HIGH TEMPERATURE OPERATIONS ACTIVATED Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
If the transmission oil temperature rises above 115 C (240 F), the overheat shift schedule is activated refer to Transmission Operation as a function of Transmission Oil Temperature and the code is set. The DTC is an informational code only and is being set to aid the technician in determining root cause of a customer driveability issue. The code is also intended to alert the technician to determine if a cooling system malfunction has occurred or if an additional transmission air to oil cooler should be added to the vehicle if the customer regularly drives in a manner that overheats the transmission. Extended operation above 115 C (240 F) will reduce the durability of the transmission and should be avoided. Correcting the cooling system malfunction or installing an additional transmission oil cooler will improve transmission durability especially for customers who operate in city/construction stop and go traffic, tow trailers regularly, drive aggressively in low gear or drive regularly in mountainous areas.

Diagnostic Test

CHECK ENGINE COOLING SYSTEM Perform Engine Cooling System diagnostics per the Service Information. Is the Engine Cooling System functioning properly? Yes >> Go To 2 >> Repair the cause of the engine overheating. Refer to the Service Information for the related diagnostic or repair procedures. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

TRANSMISSION OIL COOLER RESTRICTED Check the Transmission Oil Cooler Flow in accordance with the Service Information. Is the transmission oil cooler restricted or plugged? Yes >> Go To 3 >> Repair or replace the Transmission Oil Cooler per the Service Information. Repair the cause of the plugged Transmission Oil Cooler as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0218-HIGH TEMPERATURE OPERATION ACTIVATED (CONTINUED)

HIGH TEMPERATURE OPERATION This DTC is an informational DTC designed to aid the Technician in diagnosing shift quality complaints. This DTC indicates that the transmission has been operating in the Overheat shift schedule which may generate a customer complaint. The customer driving patterns may indicate the need for an additional transmission oil cooler. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. View repair options. Repair Repair the cause of transmission overheating per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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P0562-BATTERY VOLTAGE LOW

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0562-BATTERY VOLTAGE LOW (CONTINUED)

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W. When Monitored: With the engine running and the PCM has closed the Transmission Control Relay. Set Condition: If the battery voltage of the Transmission Control Relay Output Sense circuit(s) to the PCM is less than 10.0 volts for the period of 15 seconds. Note: P0562 generally indicates a gradually falling battery voltage or a resistive connection(s) to the PCM. The DTC will also set if the battery voltage sensed at the PCM is less than 6.5v for 200ms or where Transmission Control Relay Output circuits is less than 7.2v for 200ms. Possible Causes RELATED CHARGING SYSTEM DTCS (Z904) GROUND CIRCUIT OPEN OR HIGH RESISTANCE (INTERNAL) FUSED B+ CIRCUIT TO PCM HIGH RESISTANCE (T16) TRANSMISSION CONTROL RELAY OUTPUT TO TCM OPEN OR HIGH RESISTANCE TRANSMISSION CONTROL RELAY POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
Transmission damage may occur if there is insufficient supply voltage to properly control the solenoids. To prevent this possibility, the battery voltage is monitored and the system is placed in logical limp-in if the battery voltage drops below the limit.

Diagnostic Test

RELATED CHARGING SYSTEM DTCS With the scan tool, read the Engine DTCs. Are there any Charging System related DTCs present also? Yes >> Refer to the Charging System category and repair any PCM Charging System DTCs, before proceeding. NOTE: After repairing the PCM Charging System DTCs, perform the Transmission Verification test to verify the transmission was not damaged. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 2

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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P0562-BATTERY VOLTAGE LOW (CONTINUED)

CONDITION P0562 PRESENT

NOTE: Generator, battery, and charging system must be fully functional before performing this test. With the scan tool, read Transmission DTCs. With the scan tool, Check the STARTS SINCE SET counter for P0562. NOTE: This counter only applies to the last DTC set. Is the STARTS SINCE SET counter set at 0? Yes No >> Go To 3 >> Go To 7

CHECKING (Z904) GROUND CIRCUIT

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Tool #8815 to perform diagnosis. Using a 12-volt test light connected to 12-volts, check the (Z904) Ground circuits in the appropriate terminal of MILLER TOOL #8815. NOTE: The test light must illuminate brightly. Compare the brightness to that of a direct connection to the battery. Does the test light illuminate brightly for all the Ground circuits? Yes No >> Go To 4 >> Repair the Ground circuit and/or circuits for an open or high resistance. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0562-BATTERY VOLTAGE LOW (CONTINUED)

CHECKING (INTERNAL) FUSED B+ CIRCUIT

Turn the ignition off to the lock position. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Ignition on, engine not running. Using a 12-volt test light connected to ground, check the (INTERNAL) Fused B+ circuit in the Transmission Control Relay connector. NOTE: The Test light must illuminate brightly. Compare the brightness to that of a direct connection to the battery. Does the test light illuminate brightly? Yes No >> Go To 5 >> Repair the Fused B (+) circuit for an open or high resistance. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

CHECKING THE (T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. CAUTION: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL MILLER TOOL #8815 TO PERFORM DIAGNOSIS. Connect a jumper wire between (INTERNAL) Fused B+ circuit and the (T16) Transmission Control Relay Output circuit. Ignition on, engine not running. Using a 12-volt test light connected to ground, check all (T16) Transmission Control Relay Output circuits in the appropriate terminal of MILLER TOOL #8815. NOTE: The test light must illuminate brightly. Compare the brightness to that of a direct connection to the battery. Does the test light illuminate brightly? Yes No >> Go To 6 >> Repair the (T16) Transmission Control Relay Output circuit(s) for an open or high resistance. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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P0562-BATTERY VOLTAGE LOW (CONTINUED)

TRANSMISSION CONTROL RELAY Turn the ignition off to the lock position. Install a substitute Relay in place of the Transmission Control Relay. Start the engine. Using a voltmeter, measure the battery voltage. With the scan tool, monitor the Transmission Switched Battery Voltage. Compare the scan tool Transmission Switched Battery voltage to the actual battery voltage. Is the scan tool voltage within 2.0 volts of the battery voltage? Yes >> Replace the Transmission Control Relay. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for shorts and open circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0602-CONTROL MODULE PROGRAMMING ERROR/NOT PROGRAMMED

For a complete wiring diagram Refer to Section 8W. When Monitored: Check for generic software is made at power-up. Set Condition: If generic software is found , the MIL will light immediately. This DTC is designed to signal the technician that the controller still has generic software installed. Possible Causes PCM - PROGRAMMING ERROR Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
The controller is programmed during manufacturing with generic software to facilitate testing. This software does not have the proper calibrations to control a transmission in a vehicle. The check for generic software is made at powerup. If generic software is found , the MIL will light immediately and the MIL will stay on even if the fault is cleared, until the proper software is installed. Note: Transmission will be placed in limp-in mode.

Diagnostic Test

CONTROL MODULE PROGRAMMING ERROR

NOTE: Controller is programmed with generic software and will not allow the correct vehicle Powertrain management. Record the controller part number. Update the controller with the correct software in accordance with the Service Information. Verify that the controller updated successfully. Test Complete Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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P0604-INTERNAL CONTROL MODULE RAM

For a complete wiring diagram Refer to Section 8W. When Monitored: One time after the ignition key is turned to the run position. Set Condition: The read value does not match the written value in any RAM location. Possible Causes PCM - INTERNAL ERROR Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
After the controller is reset, the microprocessor checks the integrity of each RAM location by writing to it and reading back from it. The read value should be the same as the written value. MIL on after 10 seconds of vehicle operation and transmission will be placed in limp-in.

Diagnostic Test

PCM - INTERNAL ERROR

View repair. Repair Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0605-INTERNAL CONTROL MODULE ROM

For a complete wiring diagram Refer to Section 8W. When Monitored: One time after the ignition key is turned to the run position. Set Condition: If the ROM checksum does not match a known constant. Possible Causes PCM - INTERNAL ERROR Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
After the controller is reset, the microprocessor checks the integrity of the program memory (ROM). A checksum is calculated by adding all used bytes in the program memory. The sum should be the same as a known constant stored in memory. MIL on after 10 seconds of vehicle operation and transmission will be placed in limp-in.

Diagnostic Test

PCM - INTERNAL ERROR

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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P0613-INTERNAL TRANSMISSION PROCESSOR

For a complete wiring diagram Refer to Section 8W. When Monitored: After the ignition key is turned to the run position and 60 seconds thereafter. Set Condition: Either of the following conditions occur 3 times in less than 590 milliseconds: The watchdog line remains high after the watchdog test or the transmission relay coil is energized and remains on after the watchdog delay expires. Possible Causes PCM - INTERNAL ERROR Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
The internal watchdog is a separate hardware circuit which continuously monitors the microprocessor. To make sure the transmission is operating properly, the watchdog must receive a signal from the microprocessor within a specific time window. MIL on after 10 seconds of vehicle operation and transmission will be placed in limp-in.

Diagnostic Test

PCM - INTERNAL ERROR

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0706-TRANSMISSION RANGE SENSOR RATIONALITY

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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P0706-TRANSMISSION RANGE SENSOR RATIONALITY (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: Continuously with the ignition in the run position. Set Condition: The DTC will set if an invalid PRNDL code which lasts for more than 100 milliseconds and within 1 second of power-up or the PRNDL code error does not correct itself before a change in input occurs. Possible Causes SHIFTER OUT OF ADJUSTMENT TRS (T1) SENSE CIRCUIT OPEN TRS (T3) SENSE CIRCUIT OPEN TRS (T41) SENSE CIRCUIT OPEN TRS (T42) SENSE CIRCUIT OPEN TRS (T1) SENSE CIRCUIT SHORT TO GROUND TRS (T3) SENSE CIRCUIT SHORT TO GROUND TRS (T41) SENSE CIRCUIT SHORT TO GROUND TRS (T42) SENSE CIRCUIT SHORT TO GROUND TRS (T1) SENSE CIRCUIT SHORT TO VOLTAGE TRS (T3) SENSE CIRCUIT SHORT TO VOLTAGE TRS (T41) SENSE CIRCUIT SHORT TO VOLTAGE TRS (T42) SENSE CIRCUIT SHORT TO VOLTAGE TRANSMISSION RANGE SENSOR POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
The C1 through C4 (T1, T3, T41, and T42) sense circuits communicate the shift lever position to the PCM. Each circuit is terminated at the transmission with a switch. Each switch can be either open or closed, depending on the shift lever position. The PCM can decode this information and determine the shift lever position. Each shift lever position has a certain combination of switches, which will be open and closed, this is called a PRNDL code. There are 4 switches, therefore: there are many possible combinations of open and closed switches (codes). However, there are only 9 valid codes (8 for AutoStick), one for each gear position and three recognized between gear codes. The remainder of the codes should never occur, these are called invalid codes. The following chart shows the normal switch states for each shift lever position. TRS SWITCH STATES SLP P R N OD 3 L T42 CL CL CL OP OP CL T41 CL OP CL OP OP OP T3 CL OP OP OP CL CL T1 OP OP CL CL OP CL

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0706-TRANSMISSION RANGE SENSOR RATIONALITY (CONTINUED)

Diagnostic Test

CHECK IF THE DTC P0706 IS CURRENT With the scan tool, erase Transmission DTCs. Cycle the ignition off, then start the vehicle. Firmly apply the brakes and shift into Overdrive. NOTE: Vehicle must remain in Overdrive for at least three seconds. With the brakes firmly applied, shift slowly through all gears (PRNDL) as least three times, pausing momentarily in each gear. NOTE: If all the PRNDL lights box individually then the error was cleared. Shift into park and turn the ignition off to the lock position. Ignition on, engine not running. With the scan tool, read Transmission DTCs. Does the DTC P0706 reset, or do all the PRNDL indicators remain boxed in park or neutral? Yes >> Go To 2 >> Go To 18

CHECK SHIFTER OPERATION With the scan tool, perform the Shift Lever Position Test. Select the test outcome from the following: Test passes Go To 18 Test fails with error code Go To 3 Test fails without error code Go To 17

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 479

P0706-TRANSMISSION RANGE SENSOR RATIONALITY (CONTINUED)

IDENTIFY FAULTY CIRCUIT Reconnect all disconnected connectors. Turn the ignition on, engine not running. With the scan tool, monitor the TRS Sense circuits on the Input/Output screen - C1 through C4. Move the shift lever through all gear positions, pausing momentarily in each gear position and watch for one of the circuits to not change state. Pick the one that did not change state. TRS (T1)sense (C4) Go To 5 TRS (T3)sense (C3) Go To 8 TRS (T41)sense (C1) Go To 11 TRS (T42)sense (C2) Go To 14

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0706-TRANSMISSION RANGE SENSOR RATIONALITY (CONTINUED)

TRS (T1) SENSE CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the TRS harness connector. Disconnect the PCM C4 harness connector. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Tool #8815 to perform diagnosis. Measure the resistance of the TRS (T1) Sense circuit from the appropriate terminal of special tool #8815 to the TRS harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the TRS (T1) Sense circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 6

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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P0706-TRANSMISSION RANGE SENSOR RATIONALITY (CONTINUED)

TRS (T1) SENSE CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the TRS harness connector. Disconnect the PCM C4 harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between ground and the TRS (T1) Sense circuit. Is the resistance below 5.0 ohms? Yes >> Repair the TRS (T1) Sense circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 7

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0706-TRANSMISSION RANGE SENSOR RATIONALITY (CONTINUED)

TRS (T1) SENSE CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the TRS harness connector. Disconnect the PCM C4 harness connector. Remove the Transmission Control Relay from the PDC. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ circuit and the (T16) Transmission Control Relay Output circuit in the Transmission Control Relay connector. Ignition on, engine not running. Measure the voltage of the TRS (T1) Sense circuit at the appropriate terminal of special tool #8815. Is the voltage above 0.5 volt? Yes >> Repair the TRS (T1) Sense circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 483

P0706-TRANSMISSION RANGE SENSOR RATIONALITY (CONTINUED)

TRS (T3) SENSE CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the TRS harness connector. Disconnect the PCM C4 harness connector. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Tool #8815 to perform diagnosis. Measure the resistance of the TRS (T3) Sense circuit from the appropriate terminal of special tool #8815 to the TRS harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the TRS (T3) Sense circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 9

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0706-TRANSMISSION RANGE SENSOR RATIONALITY (CONTINUED)

TRS (T3) SENSE CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the TRS harness connector. Disconnect the PCM C4 harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between ground and the TRS (T3) Sense circuit. Is the resistance below 5.0 ohms? Yes >> Repair the TRS (T3) Sense circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 10

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 485

P0706-TRANSMISSION RANGE SENSOR RATIONALITY (CONTINUED)

10.

TRS (T3) SENSE CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the TRS harness connector. Disconnect the PCM C4 harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ circuit and the (T16) Transmission Control Relay Output circuit in the Transmission Control Relay connector. Ignition on, engine not running. Measure the voltage of the TRS (T3) Sense circuit. Is the voltage above 0.5 volt? Yes >> Repair the TRS (T3) Sense circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0706-TRANSMISSION RANGE SENSOR RATIONALITY (CONTINUED)

11.

TRS (T41) SENSE CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the TRS harness connector. Disconnect the PCM C3 harness connector. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Tool #8815 to perform diagnosis. Measure the resistance of the TRS (T41) Sense circuit from the appropriate terminal of special tool #8815 to the TRS harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the TRS (T41) Sense circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 12

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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P0706-TRANSMISSION RANGE SENSOR RATIONALITY (CONTINUED)

12.

TRS (T41) SENSE CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the TRS harness connector. Disconnect the PCM C3 harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between ground and the TRS (T41) Sense circuit Is the resistance below 5.0 ohms? Yes >> Repair the TRS (T41) Sense circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 13

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0706-TRANSMISSION RANGE SENSOR RATIONALITY (CONTINUED)

13.

TRS (T41) SENSE CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the TRS harness connector. Disconnect the PCM C3 harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ circuit and the (T16) Transmission Control Relay Output circuit in the Transmission Control Relay connector.Ignition on, engine not running. Measure the voltage of the TRS (T41) Sense circuit. Is the voltage above 0.5 volt? Yes >> Repair the TRS (T1) Sense circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 489

P0706-TRANSMISSION RANGE SENSOR RATIONALITY (CONTINUED)

14.

TRS (T42) SENSE CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the TRS harness connector. Disconnect the PCM C4 harness connector. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Tool #8815 to perform diagnosis. Measure the resistance of the TRS (T42) Sense circuit from the appropriate terminal of special tool #8815 to the TRS harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the TRS (T42) Sense circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 15

21 - 490

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0706-TRANSMISSION RANGE SENSOR RATIONALITY (CONTINUED)

15.

TRS (T42) SENSE CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the TRS harness connector. Disconnect the PCM C4 harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between ground and the TRS (T42) Sense circuit. Is the resistance below 5.0 ohms? Yes >> Repair the TRS (T42) Sense circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 16

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 491

P0706-TRANSMISSION RANGE SENSOR RATIONALITY (CONTINUED)

16.

TRS (T42) SENSE CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the TRS harness connector. Disconnect the PCM C4 harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ circuit and the (T16) Transmission Control Relay Output circuit in the Transmission Control Relay connector. Ignition on, engine not running. Measure the voltage of the TRS (T42) Sense circuit. Is the voltage above 0.5 volt? Yes >> Repair the TRS (T42) Sense circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

17.

CHECK AND ADJUST SHIFTER

View repair. Repair Adjust the Shift Linkage and/or cable per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0706-TRANSMISSION RANGE SENSOR RATIONALITY (CONTINUED)

18.

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for shorted and open circuits. Check the Shift Linkage and cable for proper operation per the Service Information. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Perform *PRNDL FAULT CLEARING PROCEDURE after completion of any repairs. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 493

P0711-TRANSMISSION TEMPERATURE SENSOR PERFORMANCE

21 - 494

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0711-TRANSMISSION TEMPERATURE SENSOR PERFORMANCE (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: Continuously with the ignition on and engine running. Set Condition: is DTC will set when the desired transmission temperature does not reach a normal operating temperature within a given time frame. Time is variable due to ambient temperature. Approximate DTC set time is 10 to 35 minutes. The following are starting temperature to warm up times to set this DTC: starting temp -40 C (-40 F) warm up time 35 minuets, starting temp -28 C ( -20 F) 25 min, starting temp -6.6 C (20 F) 20 minuets, starting temp 15.5 C (60 F) 10 minuets. When the fault is set, calculated temperature is substituted for measured temperature, however the fault code is stored only after three consecutive occurrences of the fault. Possible Causes RELATED TRANSMISSION TEMPERATURE DTCS PRESENT TRANSMISSION TEMPERATURE SENSOR POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
The temperature sensor is used to sense the temperature of the transmission fluid. Transmission fluid temperature can affect shift quality, torque converter operation and when or if some diagnostics are run. A failed temperature sensor could affect the OBD diagnostics. If a problem occurs in the transmission temperature sensor circuit, transmission temperature will be based on a calculated value.

Diagnostic Test

DETERMINE IF RELATED TRANSMISSION TEMPERATURE DTCS ARE PRESENT With the scan tool, check Transmission DTCs. Are there any other Transmission Temperature Sensor related DTCs present? Yes >> Refer to the Transmission category and perform the appropriate symptom. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - DIAGNOSIS AND TESTING) >> Go To 2

CHECK TO SEE IF DTC IS CURRENT With the scan tool, Check the STARTS SINCE SET counter for P0711. NOTE: This counter only applies to the last DTC set. Is the STARTS SINCE SET counter 2 or less? Yes >> Go To 3 >> Go To 4

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 495

P0711-TRANSMISSION TEMPERATURE SENSOR PERFORMANCE (CONTINUED)

PCM AND WIRING Turn the ignition off to the lock position. Remove the Starter Relay. CAUTION: Removal of the Starter Relay is to prevent a Transmission, NO RESPONSE, condition and disable the starter. Install the Transmission Simulator, Miller tool #8333 and the Electronic Transmission Adapter kit 8333-1A. NOTE: Check connectors - Clean/repair as necessary. Ignition on, engine not running. With the Transmission Simulator, turn the Input/Output switch to OFF. With the scan tool, monitor the TRANS TEMP VOLTS while turning the Thermistor Voltage switch to all three positions on the Transmission Simulator. Compare the scan tool readings with the numbers listed on the Transmission Simulator. Do the readings on the Transmission Simulator match the scan tool readings 0.2 volts? Yes >> Replace Transmission Solenoid/Pressure Switch Assembly per the Service Information. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE/SOLENOID/PRESSURE SWITCH ASSY REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0712-TRANSMISSION TEMPERATURE SENSOR LOW

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 497

P0712-TRANSMISSION TEMPERATURE SENSOR LOW (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: Continuously with the ignition on and engine running. Set Condition: The DTC will set when the monitored Temperature Sensor voltage drops below 0.078 volts for the period of 1.45 seconds. When the fault is set, calculated temperature is substituted for measured temperature, however the fault code is stored only after three consecutive occurrences of the fault. Possible Causes RELATED DTCS PRESENT (T54) TRANSMISSION TEMPERATURE SENSOR SIGNAL CIRCUIT SHORT TO GROUND TRANSMISSION TEMPERATURE SENSOR POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Diagnostic Test

DETERMINE IF RELATED DTCS ARE PRESENT With the scan tool, check Transmission DTCs. Are there any Speed Sensor DTCs present? Yes >> Refer to the Transmission category and perform the appropriate symptom. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 2

CHECK TO SEE IF DTC IS CURRENT With the scan tool, Check the STARTS SINCE SET counter for P0712. NOTE: This counter only applies to the last DTC set. Is the STARTS SINCE SET counter 2 or less? Yes >> Go To 3 >> Go To 6

21 - 498

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0712-TRANSMISSION TEMPERATURE SENSOR LOW (CONTINUED)

TRANSMISSION TEMPERATURE SENSOR

View repair. Repair Replace Transmission Solenoid/TRS Assembly per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 499

P0712-TRANSMISSION TEMPERATURE SENSOR LOW (CONTINUED)

(T54) TRANSMISSION TEMPERATURE SENSOR SIGNAL CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the TRS harness connector. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Tool #8815 to perform diagnosis. Measure the resistance between ground and the (T54) Transmission Temperature Sensor Signal circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T54) Transmission Temperature Sensor Signal circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

21 - 500

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0713-TRANSMISSION TEMPERATURE SENSOR HIGH

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 501

P0713-TRANSMISSION TEMPERATURE SENSOR HIGH (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: Continuously with the ignition on and engine running. Set Condition: The DTC will set when the monitored Temperature Sensor voltage rises above 4.94 volts for the period of 1.45 seconds. When the fault is set, calculated temperature is substituted for measured temperature, however the fault code is stored only after three consecutive occurrences of the fault. Possible Causes (K900) SENSOR GROUND OPEN (T54) TRANSMISSION TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN (T54) TRANSMISSION TEMPERATURE SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE TRANSMISSION TEMPERATURE SENSOR POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

CHECK TO SEE IF DTC IS CURRENT With the scan tool, Check the STARTS SINCE SET counter for P0713. NOTE: This counter only applies to the last DTC set. Is the STARTS SINCE SET counter 2 or less? Yes >> Go To 2 >> Go To 7

21 - 502

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0713-TRANSMISSION TEMPERATURE SENSOR HIGH (CONTINUED)

TRANSMISSION TEMPERATURE SENSOR

If there are no possible causes remaining, view repair. Repair Replace TRS Assembly per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 503

P0713-TRANSMISSION TEMPERATURE SENSOR HIGH (CONTINUED)

(T54) TRANSMISSION TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the TRS harness connector NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Tool #8815 to perform diagnosis. Measure the resistance of the Transmission Temperature Sensor Signal circuit from the appropriate terminal of special tool #8815 to the TRS harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the Transmission Temperature Sensor Signal circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 5

21 - 504

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0713-TRANSMISSION TEMPERATURE SENSOR HIGH (CONTINUED)

(K900) SENSOR GROUND CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the TRS harness connector Disconnect the PCM C2 harness connector NOTE: Check connectors - Clean/repair as necessary. Measure the resistance of the (K900) Sensor Ground circuit from the appropriate terminal of special tool #8815 to the TRS harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the (K900) Sensor Ground circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 6

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 505

P0713-TRANSMISSION TEMPERATURE SENSOR HIGH (CONTINUED)

(T54) TRANSMISSION TEMPERATURE SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ circuit and the (T16) Transmission Control Relay Output circuit in the Transmission Control Relay connector. Ignition on, engine not running. Measure the voltage of the (T54) Transmission Temperature Sensor Signal circuit in the appropriate terminal of special tool #8815. Is the voltage above 0.5 volts? Yes >> Repair the Transmission Tempeture Sensor Signal circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0714-TRANSMISSION TEMPERATURE SENSOR INTERMITTENT

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 507

P0714-TRANSMISSION TEMPERATURE SENSOR INTERMITTENT (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: Continuously with the ignition on and engine running. Set Condition: The DTC will set when the monitored Temperature Sensor voltage fluctuates or changes abruptly within a predetermined period of time. Possible Causes TRANSMISSION TEMPERATURE SENSOR POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

CHECK TO SEE IF DTC IS CURRENT With the scan tool , check the STARTS SINCE SET counter for P0714. NOTE: This counter only applies to the last DTC set. Is the STARTS SINCE SET counter 2 or less? Yes >> Go To 2 >> Go To 4

21 - 508

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0714-TRANSMISSION TEMPERATURE SENSOR INTERMITTENT (CONTINUED)

PCM AND WIRING Turn the ignition off to the lock position. Remove the Starter Relay. CAUTION: CAUTION: Removal of the Starter Relay is to prevent a Transmission, NO RESPONSE, condition and disable the starter. Install the Transmission Simulator, Miller tool #8333 and the Electronic Transmission Adapter kit 8333-1A. NOTE: Note: Check connectors - Clean/repair as necessary. Ignition on, engine not running. With the Transmission Simulator, turn the Input/Output switch to OFF. With the scan tool , monitor the TRANS TEMP VOLTS while turning the Thermistor Voltage switch to all three positions on the Transmission Simulator. Compare the scan tool readings with the numbers listed on the Transmission Simulator. Do the readings on the Transmission Simulator match a non-fluctuating scan tool reading 0.2 volts? Yes >> Go To 3 >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

TRANSMISSION TEMPERATURE SENSOR

View repair. Repair Replace TRS Assembly per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. With the scan tool , check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 509

P0715-INPUT SPEED SENSOR 1 CIRCUIT

21 - 510

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0715-INPUT SPEED SENSOR 1 CIRCUIT (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: The transmission gear ratio is monitored continuously while the transmission is in gear. Set Condition: If there is an excessive change in the Input RPM in any gear. the vehicle must be in a valid gear R, 1st, 2nd, 3rd, or 4th. Possible Causes (T52) INPUT SPEED SENSOR SIGNAL CIRCUIT OPEN (T13) SPEED SENSOR GROUND CIRCUIT OPEN (T52) INPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO GROUND (T52) INPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE (T13) SPEED SENSOR GROUND CIRCUIT SHORT TO VOLTAGE INPUT SPEED SENSOR POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Diagnostic Test

CHECK TO SEE IF DTC P0715 IS CURRENT Start the engine. Place the shifter in park. With the scan tool , read the Input Speed Sensor RPM. Is the Input Speed Sensor reading below 400 RPM? Yes >> Go To 2 >> Go To 9

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 511

P0715-INPUT SPEED SENSOR 1 CIRCUIT (CONTINUED)

INPUT SPEED SENSOR

View repair. Repair Replace the Input Speed Sensor per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

(T52) INPUT SPEED SENSOR SIGNAL CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Input Speed Sensor harness connector. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (T52) Input Speed Sensor Signal circuit from the appropriate terminal of special tool #8815 to the Input Speed Sensor connector. Is the resistance above 5.0 ohms? Yes >> Repair the (T52) Input Speed Sensor Signal circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 5

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0715-INPUT SPEED SENSOR 1 CIRCUIT (CONTINUED)

(T13) SENSOR GROUND CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Input Speed Sensor harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance of the (T13) Sensor Ground circuit from the from the appropriate terminal of special tool #8815 to the Input Speed Sensor harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the (T13) Sensor Ground circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 6

(T52) INPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Input Speed Sensor harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between ground and the (T52) Input Speed Sensor Signal circuit. Is the resistance Below 5.0 ohms? Yes >> Repair the (T52) Input Speed Sensor Signal circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 7

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 513

P0715-INPUT SPEED SENSOR 1 CIRCUIT (CONTINUED)

(T52) INPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Output Speed Sensor harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ circuit and (T16) Transmission Control Relay Output circuit in the Transmission Control Relay connector. Ignition on, engine not running. Measure the voltage of the (T52) Input Speed Sensor Signal circuit. Is the voltage above 0.5 volt? Yes >> Repair the (T52) Input Speed Sensor Signal circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 8

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0715-INPUT SPEED SENSOR 1 CIRCUIT (CONTINUED)

(T13) SENSOR GROUND CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ and (T16) Transmission Control Relay Output circuits in the Transmission Control Relay connector. Ignition on, engine not running. Measure the voltage of the (T13) Sensor Ground circuit. Is the voltage above 0.5 volts? Yes >> Repair the (T13) Sensor Ground circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for shorted and open circuits. With the scan tool , check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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P0720-OUTPUT SPEED SENSOR CIRCUIT

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0720-OUTPUT SPEED SENSOR CIRCUIT (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: The transmission gear ratio is monitored continuously while the transmission is in gear. Set Condition: If there is an excessive change in the Output RPM in any gear. Possible Causes (T14) OUTPUT SPEED SENSOR SIGNAL CIRCUIT OPEN (T13) SENSOR GROUND CIRCUIT OPEN (T14) OUTPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO GROUND (T14) OUTPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE (T13) SENSOR GROUND CIRCUIT SHORT TO VOLTAGE OUTPUT SPEED SENSOR POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Diagnostic Test

CHECK TO SEE IF DTC P0720 IS CURRENT Start the engine in park. Raise the drive wheels off of the ground. WARNING: Properly support the vehicle. Firmly apply the brakes and place the transmission selector in drive. WARNING: Be sure to keep hands and feet clear of rotating wheels. Release the brakes and allow the drive wheels to spin freely. NOTE: The drive wheels must be turning at this point. With the scan tool, read the Output RPM Is the Output RPM below 100? Yes >> Go To 2 >> Go To 9

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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P0720-OUTPUT SPEED SENSOR CIRCUIT (CONTINUED)

OUTPUT SPEED SENSOR

If there are no possible causes remaining, view repair. Repair Replace the Output Speed Sensor per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

(T14) OUTPUT SPEED SENSOR SIGNAL CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Output Speed Sensor harness connector. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (T14) Output Speed Sensor Signal circuit from appropriate terminal of special tool #8815 to the Output Speed Sensor harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the (T14) Output Speed Sensor Signal circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 5

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0720-OUTPUT SPEED SENSOR CIRCUIT (CONTINUED)

(T13) SENSOR GROUND CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Output Speed Sensor harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance of the Sensor Ground circuit from the appropriate terminal of special tool #8815 to the Output Speed Sensor harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the (T13) Sensor Ground circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 6

(T14) OUTPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Output Speed Sensor harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between ground and the (T14) Output Speed Sensor Signal circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T14) Output Speed Sensor Signal circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 7

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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P0720-OUTPUT SPEED SENSOR CIRCUIT (CONTINUED)

(T14) OUTPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Output Speed Sensor harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ circuit and (T16) Transmission Control Relay Output circuit in the Transmission Control Relay connector. Ignition on, engine not running. Measure the voltage of the (T14) Output Speed Sensor Signal circuit. Is the voltage above 0.5 volt? Yes >> Repair the (T14) Output Speed Sensor Signal circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 8

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0720-OUTPUT SPEED SENSOR CIRCUIT (CONTINUED)

(T13) SENSOR GROUND CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ and (T16) Transmission Control Relay Output circuits in the Transmission Control Relay connector. Ignition on, engine not running. Measure the voltage of the (T13) Sensor Ground circuit. Is the voltage above 0.5 volts? Yes >> Repair the (T13) Sensor Ground circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for shorted and open circuits. With the scan tool , check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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P0725-ENGINE SPEED SENSOR CIRCUIT

For a complete wiring diagram Refer to Section 8W. When Monitored: Whenever the engine is running. Set Condition: The Engine RPM is less than 390 or greater than 8000 for more than 2 seconds while the engine is running. Possible Causes ENGINE DTCS PRESENT POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
The PCM uses a dual port RAM internal to the controller to send the engine speed signal to the Transmission Control System. The calculated engine RPM is compared to a minimum and maximum value. If the PCM interprets this signal to be out of range when the engine is running the code is set. The MIL illuminates after 10 seconds of vehicle operation and the transmission system defaults to Limp-in mode.

Diagnostic Test

CONDITION FOR DTC P0725 IS PRESENT Start the engine. NOTE: This DTC is not a Transmission Input Speed Sensor DTC. With the scan tool, view DTCs. Is the status Active for this DTC or is the STARTS SINCE SET counter set at 0? Yes >> Go To 2 >> Go To 3

ENGINE DTCS PRESENT With the scan tool, read Engine DTCs. Are there any Engine DTCs present? Yes >> Refer to Section 9 Engine Electrical Diagnostics and perform the appropriate diagnostic procedure. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0725-ENGINE SPEED SENSOR CIRCUIT (CONTINUED)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for shorted and open circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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P0731-GEAR RATIO ERROR IN 1ST

For a complete wiring diagram Refer to Section 8W. When Monitored: The Transmission gear ratio is monitored continuously while the transmission is in gear. Set Condition: If the ratio of the Input RPM to the Output RPM does not match the current gear ratio when compared to the known gear ratio. Possible Causes RELATED TRANSMISSION DTCS PRESENT INTERMITTENT GEAR RATIO ERRORS INTERNAL TRANSMISSION Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
The transmission system uses two speed sensors, one to measure input RPM and one to measure output RPM. These inputs are essential for proper transmission operation. Therefore, the integrity of this data is verified through data checks. When in gear, if the gear ratio does not compare to a known gear ratio, the corresponding gear ratio error trouble code is set. The transmission will go into Limp-in mode after four gear ratio error events occur in a given driving cycle.

Diagnostic Test

DETERMINING IF RELATED TRANSMISSION DTCS ARE PRESENT With the scan tool, read Transmission DTCs. If any of these DTCs are present, perform their respective tests first. Are there any Loss of Prime, Line Pressure Sensor and/or Speed Sensor DTCs present? Yes >> Refer to appropriate diagnostic procedure in the Transmission category. If any of these DTCs are present, they will cause a gear ratio error. Perform the test for Loss of Prime first if it is present. >> Go To 2

CHECK TO SEE IF P0731 IS CURRENT With the scan tool, perform the 1st gear clutch test. Follow the instructions on the scan tool. Increase the throttle angle or TPS Degree to 30 for no more than a few seconds. CAUTION: Do not overheat the transmission. Did the Clutch Test pass, Input Speed remain at zero? Yes >> Go To 3 >> Go To 4

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0731-GEAR RATIO ERROR IN 1ST (CONTINUED)

CHECK FOR INTERMITTENT OPERATION The conditions to set this DTC are not current at this time. Check the gearshift linkage adjustment. Gear ratio DTCs can be set by problems in the Input and Output Speed Sensor circuits. If the vehicle passes the Clutch Test and still sets Gear Ratio DTC, check the Speed Sensors for proper operation. Remove the Starter Relay. CAUTION: removal of the Starter Relay is to prevent a Transmission NO RESPONSE condition and to disable the starter. Check the wiring and connectors for the Speed Sensors for a good connection, then perform a wiggle test using the Transmission Simulator, Miller tool #8333 and the Electronic Transmission Adapter kit 8333-1A. This DTC can also be set under extreme temperature conditions. This is usually caused by an internal problem. Verify if the problem is only experienced under extreme hot or cold conditions. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

INTERNAL TRANSMISSION

If there are no possible causes remaining, view repair. Repair Repair internal Transmission per the Service Information. Check all of the components related to the UD and LR clutches. Inspect the Oil Pump and repair or replace per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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P0732-GEAR RATIO ERROR IN 2ND

For a complete wiring diagram Refer to Section 8W. When Monitored: The Transmission gear ratio is monitored continuously while the transmission is in gear. Set Condition: If the ratio of the Input RPM to the Output RPM does not match the current gear ratio when compared to the known gear ratio. Possible Causes RELATED TRANSMISSION DTCS PRESENT TRANSMISSION SOLENOID/PRESSURE SWITCH ASSEMBLY INTERMITTENT GEAR RATIO ERRORS INTERNAL TRANSMISSION Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Diagnostic Test

CHECK TO SEE IF P0732 IS CURRENT With the scan tool, perform the 2nd gear clutch test. Follow the instructions on the scan tool. Increase the throttle angle or TPS Degree to 30 for no more than a few seconds. CAUTION: Do not overheat the transmission. Did the Clutch Test pass, Input Speed remain at zero? Yes >> Go To 3 >> Go To 4

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0732-GEAR RATIO ERROR IN 2ND (CONTINUED)

CHECK FOR INTERMITTENT OPERATION The conditions to set this DTC are not current at this time. Check the gearshift linkage adjustment. Gear ratio DTCs can be set by problems in the Input and Output Speed Sensor circuits. If the vehicle passes the Clutch Test and still sets Gear Ratio DTC, check the Speed Sensors for proper operation. Remove the Starter Relay. CAUTION: removal of the Starter Relay is to prevent a Transmission NO RESPONSE condition and to disable the starter. Check the wiring and connectors to the Speed Sensors for a good connection, then perform a wiggle test using the Transmission Simulator, Miller tool #8333 and the Electronic Transmission Adapter kit 8333-1A. This DTC can also be set under extreme temperature conditions. This is usually caused by an internal problem. Verify if the problem is only experienced under extreme hot or cold conditions. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

CHECK FOR RELATED PRESSURE SWITCH DTCS With the scan tool, read Transmission DTCs. Are the DTCs P0845 and/or P0846 present also? Yes >> Replace the Transmission Solenoid/Pressure Switch Assembly per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 5

INTERNAL TRANSMISSION

If there are no possible causes remaining, view repair. Repair Repair internal Transmission per the Service Information. Check all of the components related to the UD and 2/4 clutches. Inspect the Oil Pump and repair or replace per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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P0733-GEAR RATIO ERROR IN 3RD

For a complete wiring diagram Refer to Section 8W. When Monitored: The Transmission gear ratio is monitored continuously while the transmission is in gear. Set Condition: If the ratio of the Input RPM to the Output RPM does not match the current gear ratio when compared to the known gear ratio. Possible Causes RELATED TRANSMISSION DTCS PRESENT INTERMITTENT GEAR RATIO ERRORS TRANSMISSION SOLENOID/PRESSURE SWITCH ASSEMBLY INTERNAL TRANSMISSION Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Diagnostic Test

CHECK TO SEE IF P0733 IS CURRENT With the scan tool, perform the 3rd gear clutch test. Follow the instructions on the scan tool. Increase the throttle angle or TPS Degree to 30 for no more than a few seconds. CAUTION: Do not overheat the transmission. Did the Clutch Test pass, Input Speed remain at zero? Yes >> Go To 3 >> Go To 4

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0733-GEAR RATIO ERROR IN 3RD (CONTINUED)

CHECK FOR INTERMITTENT OPERATION The conditions to set this DTC are not current at this time. Check the gearshift linkage adjustment. Gear ratio DTCs can be set by problems in the Input and Output Speed Sensor circuits. If the vehicle passes the Clutch Test and still sets Gear Ratio DTC, check the Speed Sensors for proper operation. Remove the Starter Relay. CAUTION: removal of the Starter Relay is to prevent a Transmission NO RESPONSE condition and to disable the starter. Check the wiring and connectors for the Speed Sensors for a good connection, then perform a wiggle test using the Transmission Simulator, Miller tool #8333 and the Electronic Transmission Adapter kit 8333-1A. This DTC can also be set under extreme temperature conditions, this is usually caused by an internal problem. Verify if the problem is only experienced under extreme hot or cold conditions. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

CHECK FOR RELATED PRESSURE SWITCH DTCS With the scan tool, read Transmission DTCs. Are the DTCs P0870 and/or P0871 present also? Yes >> Replace the Transmission Solenoid/Pressure Switch Assembly per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 5

INTERNAL TRANSMISSION

If there are no possible causes remaining, view repair. Repair Repair internal Transmission per the Service Information. Check all of the components related to the UD and O/D clutches. Inspect the Oil Pump and repair or replace per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 529

P0734-GEAR RATIO ERROR IN 4TH

For a complete wiring diagram Refer to Section 8W. When Monitored: The Transmission gear ratio is monitored continuously while the transmission is in gear. Set Condition: If the ratio of the Input RPM to the Output RPM does not match the current gear ratio when compared to the known gear ratio. Possible Causes RELATED TRANSMISSION DTCS PRESENT INTERMITTENT GEAR RATIO ERRORS TRANSMISSION SOLENOID/PRESSURE SWITCH ASSEMBLY INTERNAL TRANSMISSION Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Diagnostic Test

CHECK TO SEE IF P0733 IS CURRENT With the scan tool, perform the 4th gear clutch test. Follow the instructions on the scan tool. Increase the throttle angle or TPS Degree to 30 for no more than a few seconds. CAUTION: Do not overheat the transmission. Did the Clutch Test pass, Input Speed remain at zero? Yes >> Go To 3 >> Go To 4

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0734-GEAR RATIO ERROR IN 4TH (CONTINUED)

CHECK FOR INTERMITTENT OPERATION The conditions to set this DTC are not current at this time. Check the gearshift linkage adjustment. Gear ratio DTCs can be set by problems in the Input and Output Speed Sensor circuits. If the vehicle passes the Clutch Test and still sets a Gear Ratio DTC, check the Speed Sensors for proper operation. Remove the Starter Relay. CAUTION: Removal of the Starter Relay is to prevent a Transmission NO RESPONSE condition and to disable the starter. Check the wiring and connectors for the Speed Sensors for a good connection, then perform a wiggle test using the Transmission Simulator, Miller tool #8333 and the Electronic Transmission Adapter kit 8333-1A. This DTC can also be set under extreme temperature conditions, this is usually caused by an internal problem. Verify if the problem is only experienced under extreme hot or cold conditions. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

INTERNAL TRANSMISSION

If there are no possible causes remaining, view repair. Repair Repair internal Transmission per the Service Information. Check all of the components related to the O/D and 2/4 clutches. Inspect the Oil Pump and repair or replace per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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P0736-GEAR RATIO ERROR IN REVERSE

Diagnostic Test

CHECK TO SEE IF P0731 IS CURRENT With the scan tool, perform the Reverse gear clutch test. Follow the instructions on the scan tool. Increase the throttle angle or TPS Degree to 30 for no more than a few seconds. CAUTION: Do not overheat the transmission. Did the Clutch Test pass, Input Speed remain at zero? Yes >> Go To 3 >> Go To 4

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0736-GEAR RATIO ERROR IN REVERSE (CONTINUED)

CHECK FOR INTERMITTENT OPERATION The conditions to set this DTC are not current at this time. Check the gearshift linkage adjustment. Gear ratio DTCs can be set by problems in the Input and Output Speed Sensor circuits. If the vehicle passes the Clutch Test and still sets Gear Ratio DTC, check the Speed Sensors for proper operation. Remove the Starter Relay. CAUTION: removal of the Starter Relay is to prevent a Transmission, NO RESPONSE, condition and disable the starter. Check the wiring and connectors for the Speed Sensors for a good connection, then perform a wiggle test using the Transmission Simulator, Miller tool #8333 and the Electronic Transmission Adapter kit 8333-1A. This DTC can also be set under extreme temperature conditions, this is usually caused by an internal problem. Verify if the problem is only experienced under extreme hot or cold conditions. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

INTERNAL TRANSMISSION

If there are no possible causes remaining, view repair. Repair Repair internal Transmission per the Service Information. Check all of the components related to the Reverse and LR clutches. Inspect the Oil Pump and repair or replace per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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P0740-TCC OUT OF RANGE

For a complete wiring diagram Refer to Section 8W. When Monitored: The Torque Converter Clutch (TCC) is in FEMCC or PEMCC, Transmission temperature is hot, Engine temperature is greater than 38 C or 100 F, Transmission Input Speed greater than engine speed, TPS less than 30, and brake not applied. Set Condition: The TCC is modulated by controlling the duty cycle of the L/R Solenoid until the difference between the Engine RPM and the Transmission Input Speed RPM or duty cycle is within a desired range. The DTC is set after the period of 10 seconds and 3 occurrences of either: FEMCC - with slip greater than 100 RPM or PEMCC - duty cycle greater than 85%. Possible Causes RELATED L/R SOLENOID OR PRESSURE SWITCH DTCS PRESENT INTERNAL TRANSMISSION Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
When in 2nd, 3rd, or 4th gear, the torque converter clutch (TCC) can be locked or partially locked when certain conditions are met. The TCC piston is electronically modulated by increasing the duty cycle of the LR/TCC solenoid until the torque converter slip difference (difference between engine and turbine speed) is within 60 RPM. Then the LR/TCC solenoid is fully energized (FEMCC / 100% duty cycle). Torque converter slip is monitored in FEMCC to ensure adequate clutch capacity. The transmission will attempt normal EMCC operation (not in Limp-in) even after the MIL is illuminated. MIL will illuminate after 5 minutes of accumulated slip in FEMCC.

Diagnostic Test

RELATED L/R SOLENOID OR PRESSURE SWITCH DTCS ARE PRESENT With the scan tool, read Transmission DTCs Are the DTCs P0750 and/or P0841 present also? Yes >> Refer to the Transmission category and perform the appropriate diagnostic procedure. >> Go To 2

CHECK TO SEE IF DTC P0740 IS CURRENT Ignition on, engine not running. With the scan tool, record and erase DTCs. Drive the vehicle until it is fully warmed up to at least 110 degrees (F). Perform the following step 3 times. Drive the vehicle at 50 MPH and allow 4th gear to engage for at least 10 seconds. Close the throttle, then tip back in until the throttle angle is between 25 and 29 degrees. Note that if you go over 30 degrees, you must back off of the throttle and retry. Did the TCC engage during any of the attempts? Yes >> Go To 4 >> Go To 3

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0740-TCC OUT OF RANGE (CONTINUED)

INTERNAL TRANSMISSION

If there are no possible causes remaining, view repair. Repair Perform the Hydraulic Pressure test per the Service Information and repair the internal transmission components and Torque convertor as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for shorted and open circuits. This DTC can also be set under extreme temperature conditions. This is usually caused by an internal problem. Verify if the problem is only experienced under extreme hot or cold conditions. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 535

P0750-LR SOLENOID CIRCUIT

21 - 536

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0750-LR SOLENOID CIRCUIT (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: Initially at ignition on, then every 10 seconds thereafter. The solenoids will also be tested immediately after a gear ratio error or pressure switch error is detected. Set Condition: Three consecutive solenoid continuity test failures, or one failure if test is run in response to a gear ratio or pressure switch error. Possible Causes RELATED TRANSMISSION RELAY DTCS PRESENT (T20) LR SOLENOID CONTROL CIRCUIT OPEN (T20) LR SOLENOID CONTROL CIRCUIT SHORT TO GROUND (T20) LR SOLENOID CONTROL CIRCUIT SHORT TO VOLTAGE TRANSMISSION SOLENOID/PRESSURE SWITCH ASSEMBLY POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
Four solenoids are used to control the friction elements (clutches). The continuity of the solenoids circuits are periodically tested. Each solenoid is turned on or off depending on its current state. An inductive spike should be detected by the PCM during this test. If no spike is detected, the circuit is tested again to verify the failure. In addition to the periodic testing, the solenoid circuits are tested if a gear ratio or pressure switch error occurs. In this case, one failure will result in the appropriate DTC being set. The MIL will illuminate and the transmission goes into neutral, if the DTC is set above 35 Km/h (22 MPH), Limp-in mode when vehicle speed is below 35 Km/h (22 MPH).

Diagnostic Test

DETERMINING IF RELATED RELAY DTCS ARE PRESENT With the scan tool, read Transmission DTCs Are there any Transmission Control Relay DTCs present also? Yes >> Refer to the Transmission category and perform the appropriate diagnostic procedure. >> Go To 2

CHECK TO SEE IF P0750 IS CURRENT With the scan tool, Check the STARTS SINCE SET counter. NOTE: This counter only applies to the last DTC set. Is the STARTS SINCE SET counter for P0750 set at 0? Yes >> Go To 3 >> Go To 8

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 537

P0750-LR SOLENOID CIRCUIT (CONTINUED)

(T20) LR SOLENOID CONTROL CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (T20) LR Solenoid Control circuit from the appropriate terminal of special tool #8815 to the Solenoid/Pressure Switch Assembly harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the (T20) LR Solenoid Control circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 5

21 - 538

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0750-LR SOLENOID CIRCUIT (CONTINUED)

(T20) LR SOLENOID CONTROL CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. Measure the resistance between ground and the (T20) LR Solenoid Control circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T20) LR Solenoid Control circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 6

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 539

P0750-LR SOLENOID CIRCUIT (CONTINUED)

(T20) LR SOLENOID CONTROL CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ circuit and the (T16) Transmission Control Relay Output circuit in the Transmission Control Relay connector. Ignition on, engine not running. Measure the voltage of the (T20) LR Solenoid Control circuit. Is the voltage above 0.5 volts? Yes >> Repair the (T20) LR Solenoid Control circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

LR SOLENOID/PRESSURE SWITCH ASSEMBLY

View repair. Repair Replace the Transmission Solenoid/Pressure Switch Assembly per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

21 - 540

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0755-2/4 SOLENOID CIRCUIT

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 541

P0755-2/4 SOLENOID CIRCUIT (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: Initially at ignition on, then every 10 seconds thereafter. The solenoids will also be tested immediately after a gear ratio error or pressure switch error is detected. Set Condition: Three consecutive solenoid continuity test failures, or one failure if test is run in response to a gear ratio or pressure switch error. Possible Causes RELATED TRANSMISSION RELAY DTCS PRESENT (T19) 2/4 SOLENOID CONTROL CIRCUIT OPEN (T19) 2/4 SOLENOID CONTROL CIRCUIT SHORT TO GROUND (T19) 2/4 SOLENOID CONTROL CIRCUIT SHORT TO VOLTAGE TRANSMISSION SOLENOID/PRESSURE SWITCH ASSEMBLY POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Diagnostic Test

DETERMINING IF RELATED TRANSMISSION RELAY DTCS ARE PRESENT With the scan tool, read Transmission DTCs Are there any Transmission Control Relay DTCs present also? Yes >> Refer to the Transmission category and perform the appropriate diagnostic procedure. >> Go To 2

CHECK TO SEE IF P0755 IS CURRENT With the scan tool, Check the STARTS SINCE SET counter. NOTE: This counter only applies to the last DTC set. Is the STARTS SINCE SET counter for P0755 set at 0? Yes >> Go To 3 >> Go To 8

21 - 542

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0755-2/4 SOLENOID CIRCUIT (CONTINUED)

(T19) 2/4 SOLENOID CONTROL CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (T19) 2/4 Solenoid Control circuit from the appropriate terminal of special tool #8815 to the Solenoid/Pressure Switch Assembly harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the (T19) 2/4 Solenoid Control circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 5

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 543

P0755-2/4 SOLENOID CIRCUIT (CONTINUED)

(T19) 2/4 SOLENOID CONTROL CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. Measure the resistance between ground and the (T19) 2/4 Solenoid Control circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T19) 2/4 Solenoid Control circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 6

21 - 544

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0755-2/4 SOLENOID CIRCUIT (CONTINUED)

(T19) 2/4 SOLENOID CONTROL CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ circuit and the (T16) Transmission Control Relay Output circuit in the Transmission Control Relay connector. Ignition on, engine not running. Measure the voltage of the (T19) 2/4 Solenoid Control circuit. Is the voltage above 0.5 volts? Yes >> Repair the (T19) 2/4 Solenoid Control circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

2/4 SOLENOID/PRESSURE SWITCH ASSEMBLY

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 545

P0760-OD SOLENOID CIRCUIT

21 - 546

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0760-OD SOLENOID CIRCUIT (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: Initially at ignition on, then every 10 seconds thereafter. The solenoids will also be tested immediately after a gear ratio error or pressure switch error is detected. Set Condition: Three consecutive solenoid continuity test failures, or one failure if test is run in response to a gear ratio or pressure switch error. Possible Causes RELATED TRANSMISSION RELAY DTCS PRESENT (T60) OD SOLENOID CONTROL CIRCUIT OPEN (T60) OD SOLENOID CONTROL CIRCUIT SHORT TO GROUND (T60) OD SOLENOID CONTROL CIRCUIT SHORT TO VOLTAGE TRANSMISSION SOLENOID/PRESSURE SWITCH ASSEMBLY POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Diagnostic Test

CHECK TO SEE IF P0760 IS CURRENT With the scan tool, Check the STARTS SINCE SET counter. NOTE: This counter only applies to the last DTC set. Is the STARTS SINCE SET counter for P0760 set at 0? Yes >> Go To 3 >> Go To 8

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 547

P0760-OD SOLENOID CIRCUIT (CONTINUED)

(T60) OD SOLENOID CONTROL CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (T60) OD Solenoid Control circuit from the appropriate terminal of special tool #8815 to the Solenoid/Pressure Switch Assembly harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the (T60) OD Solenoid Control circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 5

21 - 548

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0760-OD SOLENOID CIRCUIT (CONTINUED)

(T60) OD SOLENOID CONTROL CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. Measure the resistance between ground and the (T60) OD Solenoid Control circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T60) OD Solenoid Control circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 6

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 549

P0760-OD SOLENOID CIRCUIT (CONTINUED)

(T60) OD SOLENOID CONTROL CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ circuit and the (T16) Transmission Control Relay Output circuit in the Transmission Control Relay connector. Ignition on, engine not running. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the voltage of the (T60) OD Solenoid Control circuit. Is the voltage above 0.5 volts? Yes >> Repair the (T60) OD Solenoid Control circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

OD SOLENOID/PRESSURE SWITCH ASSEMBLY

21 - 550

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0760-OD SOLENOID CIRCUIT (CONTINUED)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 551

P0765-UD SOLENOID CIRCUIT

21 - 552

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0765-UD SOLENOID CIRCUIT (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: Initially at ignition on, then every 10 seconds thereafter. The solenoids will also be tested immediately after a gear ratio error or pressure switch error is detected. Set Condition: Three consecutive solenoid continuity test failures, or one failure if test is run in response to a gear ratio or pressure switch error. Possible Causes RELATED TRANSMISSION RELAY DTCS PRESENT (T59) UD SOLENOID CONTROL CIRCUIT OPEN (T59) UD SOLENOID CONTROL CIRCUIT SHORT TO GROUND (T59) UD SOLENOID CONTROL CIRCUIT SHORT TO VOLTAGE TRANSMISSION SOLENOID/PRESSURE SWITCH ASSEMBLY POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Diagnostic Test

CHECK TO SEE IF P0765 IS CURRENT With the scan tool, Check the STARTS SINCE SET counter. NOTE: This counter only applies to the last DTC set. Is the STARTS SINCE SET counter for P0765 set at 0? Yes >> Go To 3 >> Go To 8

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 553

P0765-UD SOLENOID CIRCUIT (CONTINUED)

(T59) UD SOLENOID CONTROL CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (T59) UD Solenoid Control circuit from the appropriate terminal of special tool #8815 to the Solenoid/Pressure Switch Assembly harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the (T59) UD Solenoid Control circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 5

21 - 554

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0765-UD SOLENOID CIRCUIT (CONTINUED)

(T59) UD SOLENOID CONTROL CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. Measure the resistance between ground and the (T59) UD Solenoid Control circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T59) UD Solenoid Control circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 6

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 555

P0765-UD SOLENOID CIRCUIT (CONTINUED)

(T59) UD SOLENOID CONTROL CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ circuit and the (T16) Transmission Control Relay Output circuit in the Transmission Control Relay connector. Ignition on, engine not running. Measure the voltage of the (T59) UD Solenoid Control circuit. Is the voltage above 0.5 volts? Yes >> Repair the (T59) UD Solenoid Control circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

UD SOLENOID/PRESSURE SWITCH ASSEMBLY

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

21 - 556

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0841-LR PRESSURE SWITCH RATIONALITY

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 557

P0841-LR PRESSURE SWITCH RATIONALITY (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: Whenever the engine is running. Set Condition: The DTC is set if one of the pressure switches are open or closed at the wrong time in a given gear. If the problem is identified for 3 successive key starts, the transmission will go into Limp-in mode a MIL will turn on after 10 seconds of vehicle operation. Possible Causes RELATED TRANSMISSION RELAY DTCS PRESENT LOSS OF PRIME DTC PRESENT (T50) L/R PRESSURE SWITCH SENSE CIRCUIT OPEN (T50) L/R PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND (T50) L/R PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE TRANSMISSION SOLENOID/PRESSURE SWITCH ASSEMBLY POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
The Transmission system uses three pressure switches to monitor the fluid pressure in the LR, 2/4, and OD elements. The pressure switches are continuously monitored for the correct states in each gear. If a set condition is identified, 1st gear and torque converter lock-up (EMCC) will be inhibited. The vehicle will launch in 2nd gear and shift normally through the gears without allowing EMCC. If during the same key start, the set condition is no longer valid, the transmission will return to normal operation (1st and EMCC available). Limp-in will not occur unless DTC P0841 is accompanied by a code P0706 and the MIL will illuminate after 5 minutes of substituted operation. PRESSURE SWITCH STATES GEAR R P/N 1st 2nd D OD L/R OP CL CL OP OP OP OP = OPEN CL = CLOSED 2/4 OP OP OP CL OP CL OD OP OP OP OP CL CL

21 - 558

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0841-LR PRESSURE SWITCH RATIONALITY (CONTINUED)

Diagnostic Test

CHECK FOR LOSS OF PRIME DTC With the scan tool, check for other Transmission DTCs. Is the DTC P0944 present also? Yes >> Refer to the Transmission category and perform the appropriate diagnostic procedure. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 3

CHECK TO SEE IF P0841 IS CURRENT With the scan tool, Check the STARTS SINCE SET counter for P0841. NOTE: This counter only applies to the last DTC set. Is the STARTS SINCE SET counter 2 or less? Yes >> Go To 4 >> Go To 9

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 559

P0841-LR PRESSURE SWITCH RATIONALITY (CONTINUED)

(T50) L/R PRESSURE SWITCH SENSE CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (T50) L/R Pressure Switch Sense circuit from the appropriate terminal of special tool #8815 to the Transmission Solenoid/Pressure Switch Assembly harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the (T50) L/R Pressure Switch Sense circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 6

21 - 560

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0841-LR PRESSURE SWITCH RATIONALITY (CONTINUED)

(T50) L/R PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between ground and the (T50) L/R Pressure Switch Sense circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T50) L/R Pressure Switch Sense circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 7

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 561

P0841-LR PRESSURE SWITCH RATIONALITY (CONTINUED)

(T50) L/R PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (A104)Fused B+ circuit and (T16) Transmission Control Relay Output circuit. Ignition on, engine not running. Measure the voltage of the (T50) L/R Pressure Switch Sense circuit. Is the voltage above 0.5 volts? Yes >> Repair the (T50) L/R Pressure Switch Sense circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

L/R PRESSURE SWITCH

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

21 - 562

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0845-2/4 HYDRAULIC PRESSURE TEST

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 563

P0845-2/4 HYDRAULIC PRESSURE TEST (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: In any forward gear with engine speed above 1000 RPM, shortly after a shift and every minute thereafter. Set Condition: After a shift into a forward gear, with engine speed greater than 1000 RPM, the PCM momentarily turns on element pressure to the clutch circuits that dont have pressure to identify the correct pressure switch closes. If the pressure switch does not close 2 times the DTC sets Possible Causes LOSS OF PRIME P0944 PRESENT (T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT OPEN (T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT OPEN (T47) 2/4 PRESSURE SWITCH CIRCUIT SHORT TO GROUND (T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE TRANSMISSION SOLENOID/PRESSURE SWITCH ASSEMBLY INTERNAL TRANSMISSION POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
Background: Pressure switches are normally off or open (no pressure applied) and read high (+12 volts). When an element is applied the corresponding pressure switch closes to ground (0 volts) or turns on. The controller tests the OD and 24 pressure switches when they are off (ie. when the corresponding friction element is not applied) by briefly applying the OD and 24 elements which will cause the corresponding pressure switch to close. The test verifies that the switches are operational and that the switch will close when the corresponding element is applied. If a switch fails to respond, it is re-tested. The MIL illuminates and the transmission system defaults to Limp-in mode. PRESSURE SWITCH STATES GEAR R P/N 1st 2nd D OD L/R OP CL CL OP OP OP OP = OPEN CL = CLOSED 2/4 OP OP OP CL OP CL OD OP OP OP OP CL CL

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0845-2/4 HYDRAULIC PRESSURE TEST (CONTINUED)

Diagnostic Test

CHECKING FOR LOSS OF PRIME DTC With the scan tool, check for other Transmission DTCs. Is the DTC P0944 present also? Yes >> Refer to the Transmission category and perform the appropriate diagnostic procedure. >> Go To 2

CHECK FOR RELATED TRANSMISSION DTCS With the scan tool, read Transmission DTCs. Are any of the DTCs P0732, P0734 and/or P0846 present also? Yes >> Replace the Transmission Solenoid/Pressure Switch Assembly per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 3

CHECK TO SEE IF DTC P0845 IS CURRENT With the scan tool, Check the STARTS SINCE SET counter for P0845. NOTE: This counter only applies to the last DTC set. Is the STARTS SINCE SET counter 2 or less? Yes >> Go To 4 >> Go To 10

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 565

P0845-2/4 HYDRAULIC PRESSURE TEST (CONTINUED)

INTERNAL TRANSMISSION

View repair. Repair Disassemble and inspect the Valve Body per the Service Information and repair or replace as necessary. If no problems are found in the Valve Body, replace the Transmission Solenoid/Pressure Switch Assembly. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

(T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (T47) 2/4 Pressure Switch Sense circuit from the appropriate terminal of special tool #8815 to the Transmission Solenoid/Pressure Switch Assembly harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the (T47) 2/4 Pressure Switch Sense circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 7

21 - 566

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0845-2/4 HYDRAULIC PRESSURE TEST (CONTINUED)

(T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between ground and the (T47) 2/4 Pressure Switch Sense circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T47) 2/4 Pressure Switch Sense circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 8

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 567

P0845-2/4 HYDRAULIC PRESSURE TEST (CONTINUED)

(T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE

21 - 568

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0845-2/4 HYDRAULIC PRESSURE TEST (CONTINUED)

TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ circuit and the (T16) Transmission Control Relay Output circuit in the Transmission Control Relay connector. Ignition on, engine not running. Using a 12-volt test light connected to ground, check (T16) Transmission Control Relay Output circuit in the Transmission Solenoid/Pressure Switch Assembly harness connector. NOTE: The test light must illuminate brightly. Compare the brightness to that of a direct connection to the battery. Does the test light illuminate brightly? Yes >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Repair the Transmission Control Relay Output circuit for an open or high resistance. If the fuse is open make sure to check for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

10.

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 569

P0846-2/4 PRESSURE SWITCH RATIONALITY

21 - 570

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0846-2/4 PRESSURE SWITCH RATIONALITY (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: Whenever the engine is running. Set Condition: The DTC is set if one of the pressure switches are open or closed at the wrong time in a given gear. If the problem is identified for 3 successive key starts, the transmission will go into Limp-in mode a MIL will turn on after 10 seconds of vehicle operation. Possible Causes RELATED TRANSMISSION RELAY DTCS PRESENT LOSS OF PRIME DTC PRESENT (T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT OPEN (T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND (T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE TRANSMISSION SOLENOID/PRESSURE SWITCH ASSEMBLY POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
The Transmission system uses three pressure switches to monitor the fluid pressure in the LR, 2/4, and OD elements. The pressure switches are continuously monitored for the correct states in each gear. The 2/4 pressure switch monitors the fluid pressure to the 2/4 clutch to confirm proper operation of the 2/4 solenoid. If the 2/4 pressure switch is identified as closed in P or N, the code will immediately be set and normal operation will be allowed for that given key start. If the problem is identified for 3 successive ignition cycles, the transmission will go into Limp-in mode. PRESSURE SWITCH STATES GEAR R P/N 1st 2nd D OD L/R OP CL CL OP OP OP OP = OPEN CL = CLOSED 2/4 OP OP OP CL OP CL OD OP OP OP OP CL CL

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 571

P0846-2/4 PRESSURE SWITCH RATIONALITY (CONTINUED)

Diagnostic Test

CHECK TO SEE IF P0846 IS CURRENT With the scan tool, Check the STARTS SINCE SET counter for P0846. NOTE: This counter only applies to the last DTC set. Is the STARTS SINCE SET counter 2 or less? Yes >> Go To 4 >> Go To 9

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0846-2/4 PRESSURE SWITCH RATIONALITY (CONTINUED)

(T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (T47) 2/4Pressure Switch Sense circuit from the appropriate terminal of special tool #8815 to the Transmission Solenoid/Pressure Switch Assembly harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the (T47) 2/4Pressure Switch Sense circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 6

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 573

P0846-2/4 PRESSURE SWITCH RATIONALITY (CONTINUED)

(T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between ground and the (T47) 2/4 Pressure Switch Sense circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T47) 2/4 Pressure Switch Sense circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 7

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0846-2/4 PRESSURE SWITCH RATIONALITY (CONTINUED)

(T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ circuit and (T16) Transmission Control Relay Output circuit. Ignition on, engine not running. Measure the voltage of the (T47) 2/4 Pressure Switch Sense circuit. Is the voltage above 0.5 volts? Yes >> Repair the (T47) 2/4 Pressure Switch Sense circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

2/4 PRESSURE SWITCH

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 575

P0870-OD HYDRAULIC PRESSURE TEST

21 - 576

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0870-OD HYDRAULIC PRESSURE TEST (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: In any forward gear with engine speed above 1000 RPM, shortly after a shift and every minute thereafter. Set Condition: After a shift into a forward gear, with engine speed greater than 1000 RPM, the PCM momentarily turns on element pressure to the clutch circuits that dont have pressure to identify the correct pressure switch closes. If the pressure switch does not close 2 times the DTC sets. Possible Causes LOSS OF PRIME P0944 PRESENT (T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT OPEN (T9) OD PRESSURE SWITCH SENSE CIRCUIT OPEN (T9) OD PRESSURE SWITCH CIRCUIT SHORT TO GROUND (T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE TRANSMISSION SOLENOID/PRESSURE SWITCH ASSEMBLY INTERNAL TRANSMISSION POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) PRESSURE SWITCH STATES GEAR R P/N 1st 2nd D OD L/R OP CL CL OP OP OP OP = OPEN CL = CLOSED 2/4 OP OP OP CL OP CL OD OP OP OP OP CL CL

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 577

P0870-OD HYDRAULIC PRESSURE TEST (CONTINUED)

Diagnostic Test

CHECK TO SEE IF DTC P0870 IS CURRENT With the scan tool, Check the STARTS SINCE SET counter for P0870. NOTE: This counter only applies to the last DTC set. Is the STARTS SINCE SET counter 2 or less? Yes >> Go To 4 >> Go To 10

21 - 578

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0870-OD HYDRAULIC PRESSURE TEST (CONTINUED)

INTERNAL TRANSMISSION

(T9) OD PRESSURE SWITCH SENSE CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (T9)OD Pressure Switch Sense circuit from the appropriate terminal of special tool #8815 to the Transmission Solenoid/Pressure Switch Assembly harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the (T9) OD Pressure Switch Sense circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 7

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 579

P0870-OD HYDRAULIC PRESSURE TEST (CONTINUED)

(T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between ground and the (T9) OD Pressure Switch Sense circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T9) OD Pressure Switch Sense circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 8

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0870-OD HYDRAULIC PRESSURE TEST (CONTINUED)

(T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 581

P0870-OD HYDRAULIC PRESSURE TEST (CONTINUED)

(T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ circuit and the (T16) Transmission Control Relay Output circuit in the Transmission Control Relay connector. Ignition on, engine not running. Using a 12-volt test light connected to ground, check (T16) Transmission Control Relay Output circuit in the Transmission Solenoid/Pressure Switch Assembly harness connector. NOTE: The test light must illuminate brightly. Compare the brightness to that of a direct connection to the battery. Does the test light illuminate brightly? Yes >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Repair the (T16) Transmission Control Relay Output circuit for an open. If the fuse is open make sure to check for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

10.

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0871-OD PRESSURE SWITCH RATIONALITY

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 583

P0871-OD PRESSURE SWITCH RATIONALITY (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: Whenever the engine is running. Set Condition: The DTC is set if one of the pressure switches are open or closed at the wrong time in a given gear. If the problem is identified for 3 successive key starts, the transmission will go into Limp-in mode a MIL will turn on after 10 seconds of vehicle operation. Possible Causes RELATED TRANSMISSION RELAY DTCS PRESENT LOSS OF PRIME DTC PRESENT (T9) OD PRESSURE SWITCH SENSE CIRCUIT OPEN (T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND (T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE TRANSMISSION SOLENOID/PRESSURE SWITCH ASSEMBLY POWERTRAIN CONTROL MODULE Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - DIAGNOSIS AND TESTING).

Theory of Operation
The Transmission system uses three pressure switches to monitor the fluid pressure in the LR, 2/4, and OD elements. The pressure switches are continuously monitored for the correct states in each gear. Normal operation will be experienced if no other codes are present. Transmission Control System will ignore the code. Limp-in condition will only occur if DTC P0871 is present with a DTC P0706. PRESSURE SWITCH STATES GEAR R P/N 1st 2nd D OD L/R OP CL CL OP OP OP OP = OPEN CL = CLOSED 2/4 OP OP OP CL OP CL OD OP OP OP OP CL CL

Diagnostic Test

21 - 584

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0871-OD PRESSURE SWITCH RATIONALITY (CONTINUED)

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 585

P0871-OD PRESSURE SWITCH RATIONALITY (CONTINUED)

(T9) OD PRESSURE SWITCH SENSE CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (T9) OD Pressure Switch Sense circuit from the appropriate terminal of special tool #8815 to the Transmission Solenoid/Pressure Switch Assembly harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the (T9) OD Pressure Switch Sense circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 6

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0871-OD PRESSURE SWITCH RATIONALITY (CONTINUED)

(T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between ground and the (T9) OD Pressure Switch Sense circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T9) OD Pressure Switch Sense circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 7

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 587

P0871-OD PRESSURE SWITCH RATIONALITY (CONTINUED)

(T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ circuit and (T16) Transmission Control Relay Output circuit. Ignition on, engine not running. Measure the voltage of the (T9) OD Pressure Switch Sense circuit. Is the voltage above 0.5 volts? Yes >> Repair the (T9) OD Pressure Switch Sense circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

OD PRESSURE SWITCH

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

21 - 588

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0884-POWER UP AT SPEED
For a complete wiring diagram Refer to Section 8W. When Monitored: One time after each controller reset. Note: the Transmission Control Module is integrated with Powertrain Control Module. The Transmission Control Module has separate powers and grounds specifically to its portion of the PCM. Set Condition: This DTC will set if the PCM powers up and senses the vehicle in a valid forward gear (no PRNDL DTCs) with a output speed above 800 RPM, approximately 32Km/h or 20 MPH. Possible Causes INTERMITTENT POWER AND GROUND CIRCUITS Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
If a vehicle loses power to the PCM, the vehicle will go to the 2nd gear mode since there is no power available to control the transmission solenoids. However if power is restored, the PCM will power-up and normal operation will be restored. This DTC identifies that power to the PCM was restored when the gear selector was in a Drive position while the vehicle was moving at speeds above 32 Km/h (20 MPH). If a customer shifts to Neutral and cycles the ignition key and quickly shifts to Drive while moving before the PCM comes out of its START ROUTINE, the DTC can be set. Therefore it is critical that this DTC diagnosis repair procedure should only be used if the vehicle is experiencing intermittent 2nd gear operation and subsequently a return to normal operation during normal driving. The transmission will not be placed in Limp-in. This is an informational DTC to be used when attempting to diagnose an intermittent 2nd gear operation and subsequent return to normal transmission operation.

Diagnostic Test

CHECK THE POWER AND GROUND CIRCUITS This DTC is set when the PCM is initialized while the vehicle is moving in a valid forward gear. This is usually caused by a momentary loss of power to the Transmission portion of the PCM. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. NOTE: Due to the integration of the Powertrain and Transmission Control Modules, the transmission part of the PCM has its own specific power and ground circuits. Check all of the Fused B+, Fused Ignition Switch Output, and Ground circuits related to the PCM for an intermittent open or short to ground. Perform a wiggle test on all wiring and connectors pertaining to the PCM while looking for shorted or open circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. View repair. Repair Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 589

P0888-TRANSMISSION RELAY ALWAYS OFF

21 - 590

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0888-TRANSMISSION RELAY ALWAYS OFF (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: Continuously Set Condition: This DTC is set when less than 3 volts are present at the Transmission Control Relay output circuits at the Powertrain Control Module when the PCM is energizing the relay. Note: Due to the integration of the Powertrain and Transmission Control Modules, the transmission part of the PCM has its own specific power and ground circuits. Possible Causes (Internal) FUSED B+ CIRCUIT OPEN (T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT OPEN (T15) TRANSMISSION CONTROL RELAY CONTROL CIRCUIT OPEN (Z901) TRANSMISSION CONTROL RELAY GROUND CIRCUIT OPEN (T15) TRANSMISSION CONTROL RELAY CONTROL CIRCUIT SHORT TO GROUND (T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT SHORT TO GROUND TRANSMISSION CONTROL RELAY TRANSMISSION SOLENOID/PRESSURE SWITCH ASSEMBLY POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
The transmission control relay is used to supply power to the solenoid pack when the transmission is in normal operating mode. When the relay is off, no power is supplied to the solenoid pack and the transmission is in Limp-in mode. The relay output is fed back to the PCM. It is referred to as the Trans Relay Output circuit or switched battery. After a controller reset (ignition key turned to the run position or after cranking engine), the controller energizes the relay. Prior to this, the PCM verifies that the contacts are open by checking for no voltage at the transmission control relay outputs (switched battery) terminals. After the relay is energized, the PCM monitors the terminals to verify that the voltage is greater than 3 volts. The MIL illuminates and the transmission will be placed in Limp-in.

Diagnostic Test

CHECK TO SEE IF DTC P0888 IS CURRENT With the scan tool, Check the STARTS SINCE SET counter for P0888. NOTE: This counter only applies to the last DTC set. Is the STARTS SINCE SET counter equal to 0? Yes >> Go To 2 >> Go To 11

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 591

P0888-TRANSMISSION RELAY ALWAYS OFF (CONTINUED)

CHECK THE (INTERNAL) FUSED B+ CIRCUIT

Turn the ignition off to the lock position. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Using a 12-volt test light connected to ground, check the (Internal) Fused B+ circuit in the Transmission Control Relay connector. NOTE: The test light must illuminate brightly. Compare the brightness to that of a direct connection to the battery. Does the test light illuminate brightly? Yes No >> Go To 3 >> Go To 8

(T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT OPEN

Turn the ignition off to the lock position. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ circuit and the (T16) Transmission Control Relay Output circuits. Ignition on, engine not running. With the scan tool in Transmission Sensors, read the Switched Battery voltage. Does the Switched Battery voltage read battery voltage? Yes No >> Go To 4 >> Repair the (T16) Transmission Control Relay Output circuits for an open or high resistance. Note: There are multiple Transmission Control Relay Output circuits. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

TRANSMISSION CONTROL RELAY Turn the ignition off to the lock position. Install a substitute Relay in place of the Transmission Control Relay. Ignition on, engine not running. With the scan tool in Transmission Sensors, read the Switched Battery voltage. Does the Switched Battery voltage read battery voltage? Yes >> Replace the Transmission Control Relay. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 5

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0888-TRANSMISSION RELAY ALWAYS OFF (CONTINUED)

(Z901) TRANSMISSION CONTROL RELAY GROUND CIRCUIT OPEN

Turn the ignition off to the lock position. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Using a 12-volt test light connected to 12-volts, check the (Z901) Transmission Control Relay Ground circuit. NOTE: The test light must illuminate brightly. Compare the brightness to that of a direct connection to the battery. Does the test light illuminate brightly? Yes No >> Go To 6 >> Repair the (Z901) Transmission Control Relay Ground circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

(T15) TRANSMISSION CONTROL RELAY CONTROL CIRCUIT OPEN

Turn the ignition off to the lock position. Remove the Transmission Control Relay. Disconnect the PCM C4 harness connector. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (T15) Transmission Control Relay Control circuit between the Transmission Control Relay connector and the appropriate terminal of special tool #8815. Is the resistance above 5.0 ohms? Yes >> Repair the (T15) Transmission Control Relay Control circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 7

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 593

P0888-TRANSMISSION RELAY ALWAYS OFF (CONTINUED)

(T15) TRANSMISSION CONTROL RELAY CONTROL CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between ground and the (T15) Transmission Control Relay Control circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T15) Transmission Control Relay Control circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0888-TRANSMISSION RELAY ALWAYS OFF (CONTINUED)

OPEN FUSE

Turn the ignition off to the lock position. Remove the Transmission Control Relay. Disconnect the PCM C4 harness connectors. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance between ground and the (T16) Transmission Control Relay Output circuit. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the Fused B+ circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 595

P0888-TRANSMISSION RELAY ALWAYS OFF (CONTINUED)

(T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between ground and the (T16) Transmission Control Relay Output circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T16) Transmission Control Relay Output circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 10

10.

TRANSMISSION SOLENOID/PRESSURE SWITCH ASSEMBLY Using the schematics as a guide, inspect the wiring and connectors. Repair as necessary. Pay particular attention to all power and ground circuits. View repair. Repair Replace the Transmission Solenoid/Pressure Switch Assembly per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

11.

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for shorted and open circuits. With the scan tool, check the EATX EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

21 - 596

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0890-SWITCHED BATTERY

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 597

P0890-SWITCHED BATTERY (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: One time after a reset (ignition key turned to the RUN position or after cranking engine). Set Condition: Fault Set If: A voltage is greater than 4.5 volts is detected on any of the pressure switches, before the relay is energized. Fault Set Time: Less than 7 msec, transmission placed in Limp-In. MIL on after 10 sec. of vehicle operation). Possible Causes (T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE (T50) L/R PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE (T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
The transmission relay is used to supply power to the solenoid pack when in normal operating mode, and to turn off power to produce transmission limp-in mode. The relay output (which supplies power to the solenoid pack) is fed back to the controller. It is referred to as SWITCHED BATTERY. After a controller reset (ignition key turned to the RUN position or after cranking engine), the controller verifies that the relay contacts are open by checking for no voltage on Switched battery line (ie. transmission control relay output) before the relay is energized. After switched battery is verified for no voltage, the voltage of each of the solenoid pack pressure switches is also checked. Since the solenoid pack is not powered up, there should be no voltage on any of the pressure switches.

Diagnostic Test

CHECK TO SEE IF DTC P0890 IS PRESENT With the scan tool, Check the STARTS SINCE SET counter for P0890. NOTE: This counter only applies to the last DTC set. Is the STARTS SINCE SET counter set at 0? Yes >> Go To 2 >> Go To 5

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0890-SWITCHED BATTERY (CONTINUED)

(T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Solenoid/Pressure Switch Assembly harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ circuit and (T16) Transmission Control Relay Output circuit in the Transmission Control Relay connector. Ignition on, engine not running. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the voltage of the (T9) OD Pressure Switch Sense circuit. Is the voltage above 0.5 volt? Yes >> Repair the (T9) OD Pressure Switch Sense circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 3

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 599

P0890-SWITCHED BATTERY (CONTINUED)

(T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE

21 - 600

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0890-SWITCHED BATTERY (CONTINUED)

(T50) L/R PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ circuit and (T16) Transmission Control Relay Output circuit in the Transmission Control Relay connector. Ignition on, engine not running. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the voltage of the (T50) L/R Pressure Switch Sense circuit. Is the voltage above 0.5 volts? Yes >> Repair the (T50) L/R Pressure Switch Sense circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for shorted and open circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 601

P0891-TRANSMISSION RELAY ALWAYS ON

21 - 602

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0891-TRANSMISSION RELAY ALWAYS ON (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: After a reset (ignition key turned to the RUN position) and after a power down. Set Condition: Relay output (Switched Battery) is higher than 3 volts when relay is not energized by controller. Fault Set Time: Less than 100 msec Possible Causes TRANSMISSION CONTROL RELAY STUCK CLOSED (T15) TRANSMISSION CONTROL RELAY CONTROL CIRCUIT SHORT TO VOLTAGE (T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUITS SHORT TO VOLTAGE POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
The transmission relay is used to supply power to the solenoid pack when in normal operating mode, and to turn off power to produce transmission limp-in mode. The relay output (which supplies power to the solenoid pack) is fed back to the controller This is referred to as SWITCHED BATTERY. After a controller reset (ignition key turned to the RUN position or after cranking engine), the controller verifies that the relay contacts are open by checking for no voltage on Switched battery line (ie. relay output) before the relay is energized. Transmission locked in Limp-In. MIL on after 10 sec. of vehicle operation.

Diagnostic Test

CHECK TO SEE IF DTC P0891 IS CURRENT With the scan tool, Check the STARTS SINCE SET counter for P0891. NOTE: This counter only applies to the last DTC set. Is the STARTS SINCE SET counter equal to 0? Yes >> Go To 2 >> Go To 5

TRANSMISSION CONTROL RELAY CONTACTS STUCK CLOSED Turn the ignition off to the lock position. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between the Fused B+ circuit and the Transmission Control Relay Output Circuit of the Transmission Control Relay. Is the resistance above 5.0 ohms? Yes >> Go To 3 >> Replace the Transmission Control Relay. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 603

P0891-TRANSMISSION RELAY ALWAYS ON (CONTINUED)

(T16) TRANSMISSION RELAY OUTPUT CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Ignition on, engine not running. Measure the voltage at the (T16) Transmission Control Relay Output circuit in the Transmission Control Relay connector. Is the voltage above 0.5 volts? Yes >> Repair the (T16) Transmission Control Relay Output circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 4

(T15) TRANSMISSION CONTROL RELAY CONTROL CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Ignition on, engine not running. NOTE: The Transmission Controller will power up the Transmission Control Relay Control circuit for approximately 3.0 seconds after initial ignition on. Wait at least 3.0 seconds before performing the following voltage check. NOTE: A One-trip fault may set for P0888 Relay Always Off, disregard the DTC. Measure the voltage at the (T15) Transmission Control Relay Control circuit after a 3.0 second wait period. Is the voltage above 0.5 volts? Yes >> Repair the (T15) Transmission Control Relay Control circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

21 - 604

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0891-TRANSMISSION RELAY ALWAYS ON (CONTINUED)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring and connectors while checking for shorted and open circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 605

P0897-TRANSMISSION FLUID DETERIORATED

For a complete wiring diagram Refer to Section 8W. When Monitored: Each transition from full EMCC to partial EMCC for A/C bump prevention. Set Condition: DTC set if 20 occurrences of a turbine acceleration sum. Fault Set Time: 20 transitions from full EMCC to partial EMCC. Transmission will not use partial EMCC. Established for A/C bump prevention. Possible Causes WORN OUT/ BURNT TRANSAXLE FLUID Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
To prevent a bump due to A/C clutch engagement, a temporary torque converter partial EMCC condition is established prior to A/C clutch engagement. A message is received over the bus indicating that A/C clutch engagement is imminent. Partial EMCC is then established and a reply message, OK to engage A/C clutch is sent via the bus. Partial EMCC will be held for 450 ms before returning to full EMCC. During the transition from full to partial EMCC, a turbine acceleration sum is calculated, if this value exceeds a threshold value for several transitions, degraded transmission fluid is indicated.

Diagnostic Test

WORN OUT/ BURNT TRANSMISSION FLUID Turn the ignition off to the lock position. Flush the Transmission Oil Cooler and lines, replace the Transmission Oil Filter, refill with new Transmission Fluid, start the engine, and adjust the fluid per the Service Information. NOTE: The Transmission Cooler must be flushed before proceeding. Allow the engine to idle for 10 minutes, in Park. Turn the ignition off to the lock position. Again, flush the Transmission Oil Cooler and lines, replace the Transmission Oil Filter, refill with new Transmission Fluid, start the engine, and adjust the fluid per the Service Information. With the scan tool, perform a Battery Disconnect. NOTE: The Battery Disconnect must be done to re-enable EMCC during an A/C Clutch engagement. NOTE: The vehicle may exhibit intermittent shudder during the first few hundred miles. The new Transmission Fluid will gradually penetrate the Torque Convertor Clutch friction material and the shudder should disappear. Erase the DTC and return the vehicle to the customer. Did the DTC reset and/or does the vehicle still shudder after a few thousand miles? Yes >> Replace the Torque Converter per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

21 - 606

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0944-LOSS OF HYDRAULIC PUMP PRIME

For a complete wiring diagramRefer to Section 8W. When Monitored: Every 350 msec Set Condition: If the transmission begins to slip in any forward gear, and the pressure switch or switches that should be closed for a given gear are open, a loss of prime test begins. All available elements (in 1st gear LR, 2/4 and OD, in 2nd, 3rd, and 4th gear 2/4 and OD) are turned on by the PCM to see if pump prime exists. The code is set if none of the pressure switches respond. The PCM will continue to run the loss of prime test until pump pressure returns. The vehicle will not move or the transmission will slip. Normal operation will continue if pump prime returns. Possible Causes LOW TRANSMISSION FLUID LEVEL SHIFT LEVER POSITION PLUGGED TRANSMISSION FILTER TRANSMISSION OIL PUMP Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
The Loss of Prime Test is used to prevent transmission defaults and erroneous fault codes during temporary loss of pump prime that may occur with low transmission fluid under severe braking conditions, start-up, etc. and to point towards more subtle problems such as a plugged or ruptured oil filter. The Loss of Prime fault is set by a loss of hydraulic pressure in the transmission system. This condition, if sustained, will result in the vehicle being unable to move.

Diagnostic Test

CHECK TO SEE IF DTC P0944 IS CURRENT Place the gear selector in park. Start the engine. NOTE: The Transmission Temperature must be at least 43 C (110 F) before performing the following steps. The Transmission must be at operating temperature prior to checking pressure. Cold transmission fluid will result in higher pressure readings. Place the Transmission in Reverse. With the scan tool, observe the Transmission Pressure Switch states. Are any of the Pressure Switches closed? Yes >> Go To 2 >> Go To 4

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 607

P0944-LOSS OF HYDRAULIC PUMP PRIME (CONTINUED)

INTERMITTENT OPERATION The conditions necessary to set this DTC are not present at this time. Test drive the vehicle. Allow the Transmission to shift through all gears and ranges. Was a delayed engagement and/or a no drive condition present during the test drive? Yes >> Go To 4 >> Go To 3

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wiring while checking for shorted and open circuits. With the scan tool, check the EATX EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

SHIFT LEVER POSITION TEST With the scan tool, perform a Shift Lever Position test. Follow the instructions on the screen. Did the Shift Lever Position Test pass? Yes >> Go To 5 >> Perform the diagnostic procedure for P0706CHECK SHIFTER SIGNAL. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

CHECK FOR PLUGGED TRANSMISSION FILTER Remove the Transmission Pan and inspect the Transmission Fluid and Transmission Filter per the Service Information. Does the Transmission Oil Pan contain excessive debris and/or is the Oil Filter plugged? Yes >> Repair the cause of the plugged Transmission Filter. Refer to the Service Information for the proper repair procedure. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 6

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0944-LOSS OF HYDRAULIC PUMP PRIME (CONTINUED)

TRANSMISSION OIL PUMP

View repair. Repair Replace the Transmission Oil Pump per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 609

P0992-2/4/OD HYDRAULIC PRESSURE TEST

Theory of Operation
Pressure switches are normally off or open (no pressure applied) and read high (+12 volts). When an element is applied, the corresponding pressure switch closes to ground (0 volts) or turns on. The controller tests the OD and 2/4 pressure switches when they are off (when the corresponding friction element is not applied) by briefly applying the OD and 2/4 elements which will cause the corresponding pressure switch to close. The test verifies that the switches are operational and that the switch will close when the corresponding element is applied. If a switch fails to respond, it is re-tested. The MIL illuminates and the transmission system defaults to Limp-in mode.

CHECK TO SEE IF DTC P0992 IS CURRENT

NOTE: The vehicle must be driven to set this DTC. The transmission must at operating temperature with the Engine RPM above 1000 RPM. This DTC is an indication of both the 2/4 and the O/D Hydraulic Pressure Switch DTCs present. Perform the diagnostic procedures for both P0845 and P0870. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. View repair. Repair Refer to the Transmission category and perform the diagnostic procedures for P0845 and P0870.

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P1684-BATTERY WAS DISCONNECTED

For a complete wiring diagram Refer to Section 8W. When Monitored: After a reset (ignition key turned to the RUN position). Set Condition: The checksum of the battery backed RAM does not match the stored checksum. Set Time: Less than 7 msec. Possible Causes BATTERY WAS DISCONNECTED PCM WAS REPLACED OR DISCONNECTED QUICK LEARN WAS PERFORMED (A209) FUSED B+ CIRCUIT TO PCM OPEN (Z904) GROUND CIRCUITS OPEN Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
Note: This is not a fault code. It exists to provide reference information only. A battery backed RAM is used to maintain some learned values. When the battery is disconnected, this memory is lost. When the battery is reconnected, the loss of learned values will be detected by the controller. The code will be set and the learned values will be initialized to known constants and the learning process will continue. Setting the code has no effect except for re-initialization of learned values.

Diagnostic Test

1.
Yes

BATTERY WAS DISCONNECTED

Has the battery been disconnected, lost its charge, or been replaced recently? >> Disconnecting or replacing the battery will set this DTC. Erase the DTC. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 2

2.
Yes

WAS QUICK LEARN PERFORMED

Has a Quick Learn procedure been performed? >> Performing Quick Learn will set this DTC. Erase the DTC. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 3

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 611

P1684-BATTERY WAS DISCONNECTED (CONTINUED)

3.
Yes

PCM REPLACED OR DISCONNECTED

Has the PCM been replaced or disconnected? >> Replacing or disconnecting the PCM will set this DTC. Erase the DTC. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 4

(A209) FUSED B+ CIRCUIT

Turn the ignition off to the lock position. Disconnect the PCM C1 harness connector. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Using a 12-volt test light connected to ground, check the (A209) Fused B+ circuit. NOTE: The test light must illuminate brightly. Compare the brightness to that of a direct connection to the battery. Does the test light illuminate brightly? Yes No >> Go To 5 >> Repair the Fused B+ circuit for an open. If the fuse is open make sure to check for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

(Z904) GROUND CIRCUITS

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. NOTE: Check connectors - Clean/repair as necessary. Using a 12-volt test light connected to 12-volts, check the (Z904) Ground circuits in the appropriate terminal of special tool #8815. NOTE: The test light must illuminate brightly. Compare the brightness to that of a direct connection to the battery. Does the test light illuminate brightly for all the ground circuits? Yes No >> Go To 6 >> Repair the Ground circuits for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

21 - 612

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P1684-BATTERY WAS DISCONNECTED (CONTINUED)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 613

P1713-RESTRICTED MANUAL VALVE IN T2 RANGE

For a complete wiring diagramRefer to Section 8W When Monitored: Ignition on, engine running with the gear shift selector in a valid forward gear. Set Condition: This DTC sets whenever Transmission control system detects the manual valve is in the T2 range when it should be in OD. This is mainly an informational DTC. Possible Causes RELATED TRANSMISSION DTCS PRESENT CUSTOMER DRIVING HABITS MISADJUSTED SHIFTER CABLE Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Diagnostic Test

DETERMINING IF RELATED DTCS ARE PRESENT With the scan tool, check for other transmission DTCs Are there any speed sensor or gear ratio DTCs present? Yes >> Refer to the Transmission category and perform the appropriate symptom. >> Go To 2

CHECK THE GEAR SHIFT CABLE FOR PROPER ADJUSTMENT Check the Gear shift cable adjustment per the Service Information. Also check the cable for possible binding or improperly routed. Is the Gear shift cable properly adjusted and not binding or improperly routed? Yes >> Go To 3 >> Adjust the Shifter Assembly per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

CHECK CUSTOMER DRIVING HABIT This DTC can be set if the customer does not move the shift lever completely into the OD position (in between gears) causing the manual valve to be in the T2 position. When this occurs, the feed port to the clutch is restricted, the transmission will declare neutral, and this DTC will set. This DTC can also be set by simply bumping the shift lever toward neutral while accelerating. With the DRBIII , check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. If there are no possible causes remaining, view repair.

Repair This DTC can be set by the shift lever in the wrong position or not completely in the OD position. Make sure the customer is properly informed. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

21 - 614

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P1775-SOLENOID SWITCH VALVE LATCHED IN TCC POSITION

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 615

P1775-SOLENOID SWITCH VALVE LATCHED IN TCC POSITION (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: Prior to a shift into 1st gear. Set Condition: Transmission temperature must be HOT. DTC is set after six unsuccessful attempts to shift into 1st gear. Possible Causes RELATED DTC P0841 PRESENT (T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT OPEN (T50) L/R PRESSURE SWITCH SENSE CIRCUIT OPEN (T50) L/R PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND (T50) L/R PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE INTERNAL TRANSMISSION POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
The Solenoid Switch Valve, an internal, hydraulically operated valve, controls the direction of the transmission fluid when the LR solenoid is energized. When the solenoid switch valve is in the downshifted position and the LR solenoid is energized, fluid is directed to the LR element for 1st gear. When the solenoid switch valve is In the upshifted position (2nd, 3rd, and 4th gear) and the LR solenoid is energized, fluid is directed into the Lockup Switch Valve which controls the Torque Converter Clutch. When shifting into 1st gear, a special sequence is followed to insure solenoid switch valve movement into the downshifted position. The LR pressure switch is monitored to confirm switch valve movement. If the solenoid switch valve movement is not confirmed (i.e. no LR pressure when the LR solenoid is energized), 2nd gear is substituted for 1st. No 1st gear (2nd gear is substituted). The transmission Torque converter FEMCC operation is inhibited. MIL on after 5 min. of substituted operation.

Diagnostic Test

DETERMINING IF RELATED DTCS ARE PRESENT With the scan tool, check for other Transmission DTCs Is the DTC P0841 present also? Yes >> Refer to the Transmission category and perform the appropriate diagnostic procedure. >> Go To 2

CHECK TO SEE IF DTC P1775 IS CURRENT With the scan tool, check the STARTS SINCE SET counter for P1775. NOTE: This counter only applies to the last DTC set. Is the STARTS SINCE SET counter 2 or less? Yes >> Go To 3 >> Go To 9

21 - 616

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P1775-SOLENOID SWITCH VALVE LATCHED IN TCC POSITION (CONTINUED)

INTERNAL TRANSMISSION

If there are no possible causes remaining, view repair. Repair Repair internal transmission as necessary per the Service Information. Inspect the Solenoid Switch Valve per the Service Information and repair or replace as necessary. If no problems are found, replace the Transmission Solenoid/Pressure Switch Assembly. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 617

P1775-SOLENOID SWITCH VALVE LATCHED IN TCC POSITION (CONTINUED)

(T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. Remove the Transmission Control Relay. Connect a jumper wire between the (A104) Fused B+ circuit and the (T16) Transmission Control Relay Output circuit. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Disconnect the PCM C4 harness connector. Remove the Starter Relay. Using a 12-volt test light connected to ground, check all (T16) Transmission Control Relay Output circuits in the appropriate terminals of special tool #8815. NOTE: The test light must illuminate brightly. Compare the brightness to that of a direct connection to the battery. Does the test light illuminate brightly on all Transmission Control Relay Output circuits? Yes No >> Go To 6 >> Repair the (T16) Transmission Control Relay Output circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

21 - 618

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P1775-SOLENOID SWITCH VALVE LATCHED IN TCC POSITION (CONTINUED)

(T50) LR PRESSURE SWITCH SENSE CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (T50) LR Pressure Switch Sense circuit from the appropriate terminal of special tool #8815 to the Transmission Solenoid/Pressure Switch Assembly harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the (T50) LR Pressure Switch Sense circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 7

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 619

P1775-SOLENOID SWITCH VALVE LATCHED IN TCC POSITION (CONTINUED)

(T50) LR PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between ground and the (T50) LR Pressure Switch Sense circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T50) LR Pressure Switch Sense circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 8

21 - 620

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P1775-SOLENOID SWITCH VALVE LATCHED IN TCC POSITION (CONTINUED)

(T50) LR PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. Remove the Transmission Control Relay. NOTE: Check connectors - Clean/repair as necessary. Connect a jumper wire between the (Internal) Fused B+ circuit and (T16) Transmission Control Relay Output circuit in the Transmission Control Relay connector. Ignition on, engine not running. Measure the voltage of the (T50) LR Pressure Switch Sense circuit. Is the voltage above 0.5 volts? Yes >> Repair the (T50) LR Pressure Switch Sense circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Test drive and verify if the transmission is launching in 2nd gear and/or no TCC engagement. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Are there 2nd gear launches and/or no TCC engagement? Yes >> Disassemble and inspect the Valve Body per the Service Information and repair or replace as necessary. If no problems are found in the Valve Body, replace the Transmission Solenoid Pressure Switch Assembly. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 621

P1776-SOLENOID SWITCH VALVE LATCHED IN LR POSITION

21 - 622

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P1776-SOLENOID SWITCH VALVE LATCHED IN LR POSITION (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: Every 7 ms when doing PEMCC or FEMCC. Set Condition: Must be in partial or full EMCC. The DTC is set if LR pressure is detected high for the fourth time. Possible Causes RELATED DTC P0841 PRESENT DTC EVENT DATA SHOWS TRS CODE TR2 - SHIFT LEVER OR MANUAL CONTROL VALVE IN A INVALID POSITION SHIFTER CABLE OUT OF ADJUSTMENT SOLENOID SWITCH VALVE STICKING IN ITS BORE (T50) L/R PRESSURE SWITCH SENSE CIRCUIT OPEN (T50) L/R PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND (T50) L/R PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE VALVE BODY POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
The Solenoid Switch Valve, an internal, hydraulically operated valve, controls the direction of the transmission fluid when the LR solenoid is energized. When the solenoid switch valve is in the downshifted position and the LR solenoid is energized, fluid is directed to the LR element for 1st gear. When the solenoid switch valve is In the upshifted position (2nd, 3rd, and 4th gear) and the LR solenoid is energized, fluid is directed into the Lockup Switch Valve which controls the Torque Converter Clutch. When doing PEMCC or FEMCC, the LR pressure switch should indicate no pressure if the solenoid switch valve is in the LR position. If the LR pressure switch indicates pressure for some time while in partial or full EMCC, the EMCC operation is aborted and momentarily inhibited to avoid accidental application of the LR clutch. EMCC is attempted again when there is no LR pressure. The fourth detection of LR pressure while in PEMCC or FEMCC will result in setting the DTC.Torque converter EMCC operation inhibited. MIL on after 5 min. of substituted operation.

Diagnostic Test

DETERMINING IF RELATED DTCS ARE PRESENT With the scan tool, check for other Transmission DTCs. Is the DTC P0841 present also? Yes >> Refer to the Transmission category and perform the appropriate diagnostic procedure. >> Go To 2

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 623

P1776-SOLENOID SWITCH VALVE LATCHED IN LR POSITION (CONTINUED)

CHECK THE DTC EVENT DATA FOR TRS CODE TR2 With the scan tool, check the DTC EVENT DATA for P1776. Does the DTC EVENT DATA show a TRS Code of TR2? Yes >> This indicates the shift lever and the manual control valve were in an invalid position between Neutral and OD. Check the shifter cable for: proper adjustment, binding, friction, improper routing, or the shifter was moved in transit. Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 3

CHECK TO SEE IF DTC P1776 IS CURRENT With the scan tool, check the STARTS SINCE SET counter for P1776. NOTE: This counter only applies to the last DTC set. Is the status Active or is the STARTS SINCE SET counter 2 or less for this DTC? Yes >> Go To 4 >> Go To 9

CHECK THE PCM AND WIRING USING THE TRANSMISSION SIMULATOR Turn the ignition off to the lock position. Remove the Starter Relay. CAUTION: Removal of the Starter Relay is to prevent a Transmission, NO RESPONSE, condition and disable the starter. Install the Transmission Simulator, Miller tool #8333 and the Electronic Transmission Adapter kit 8333-1A. Ignition on, engine not running. With the Transmission Simulator, turn the Pressure Switch selector switch to LR. With the scan tool, monitor the LR Pressure Switch State while pressing the Pressure Switch Test button. Did the Pressure Switch state change from open to closed when the test button was pressed? Yes >> Go To 5 >> Go To 6

21 - 624

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P1776-SOLENOID SWITCH VALVE LATCHED IN LR POSITION (CONTINUED)

CHECK THE SOLENOID SWITCH VALVE FOR STICKING Remove the transmission oil pan and Valve body and inspect the Solenoid Switch Valve for sticking in its bore, repair or replace as necessary. NOTE: This DTC may be caused by debris lodged in the Transmission Solenoid Switch Valve bore. If debris is found, clean the valve body and reassemble the transmission per the Service Information. With the scan tool, record the DTC EVENT DATA for P1776 and erase DTCs. Reassemble the transmission and test drive the vehicle. Try to duplicate the original set conditions using the DTC EVENT DATA recorded earlier. With the scan tool, check Transmission DTCs. Did the DTC P1776 reset? Yes >> Replace the Transmission Solenoid Assembly per the Service Information. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

CHECK THE (T50) LR PRESSURE SWITCH SENSE CIRCUIT FOR AN OPEN

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Transmission Solenoid/Pressure Switch Assembly harness connector. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller tool #8815 to perform diagnosis. Measure the resistance of the (T50) LR Pressure Switch Sense circuit betweem the appropriate terminal of Miller tool #8815 and the Transmission Solenoid/Pressure Switch Assembly harness connector. Is the resistance above 5.0 ohms? Yes >> Repair the (T50) LR Pressure Switch Sense circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 7

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 625

P1776-SOLENOID SWITCH VALVE LATCHED IN LR POSITION (CONTINUED)

CHECK THE (T50) LR PRESSURE SWITCH SENSE CIRCUIT FOR A SHORT TO GROUND

Measure the resistance between ground and the (T50) LR Pressure Switch Sense circuit. Is the resistance below 5.0 ohms? Yes >> Repair the (T50) LR Pressure Switch Sense circuit for a short to ground. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Go To 8

21 - 626

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P1776-SOLENOID SWITCH VALVE LATCHED IN LR POSITION (CONTINUED)

CHECK THE (T50) LR PRESSURE SWITCH SENSE CIRCUIT FOR A SHORT TO VOLTAGE

Remove the Transmission Control Relay. Connect a jumper wire between the (Internal) Fused B+ circuit and (T16) Transmission Control Relay Output circuit in the Transmission Control Relay connector. Ignition on, engine not running. Measure the voltage of the (T50) LR Pressure Switch Sense circuit. Is the voltage above 0.5 volts? Yes >> Repair the (T50) LR Pressure Switch Sense circuit for a short to voltage. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. Check for Service Information Tune-ups or Service Bulletins for any possible causes that may apply. If no problems are found, replace the PCM per the Service Information. With the scan tool, perform QUICK LEARN. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set this DTC are not present at this time. Test Drive the vehicle and verify if the transmission is launching in 2nd gear and/or there is no TCC engagement. With the scan tool, check the EATX EVENT DATA to help identify the conditions in which the DTC was set. Check for any Service Information Tune-ups or Service Bulletins for possible causes that may apply. Are there 2nd gear launches and/or no TCC engagement? Yes >> Disassemble and inspect the Valve Body per the Service Information Inspect the Solenoid Switch Valve for sticking in its bore and repair or replace as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 627

P1790-FAULT IMMEDIATELY AFTER SHIFT

For a complete wiring diagram Refer to Section 8W. When Monitored: After a Gear Ratio Error code is stored. Set Condition: After a Gear Ratio Error DTC has already been set. The DTC is set if the fault happened within 1.3 seconds of a shift. The DTC set time will vary from 1.214 seconds to 15 seconds. Possible Causes FAULT AFTER SHIFT Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
This DTC is not stored alone. It is stored if a Gear Ratio DTC is detected immediately after shift. The existence of DTC P1790 indicates a mechanical or hydraulic (not electrical) related problems. It should be noted, however, that all mechanical problems dont necessarily result in DTC P1790. When this DTC exists, diagnosing the system should be based on the associated DTC and only mechanical causes should be considered.

Diagnostic Test

FAULT AFTER SHIFT This DTC is set along with a Gear Ratio DTC. Perform the appropriate test for the Gear Ratio DTC stored. NOTE: Check Pending DTCs or 1 trip failures if there are no Active or Stored Gear Ratio DTCs. View repair. Repair Refer to the Transmission category and perform the appropriate diagnostic procedure. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P1794-SPEED SENSOR GROUND ERROR

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 629

P1794-SPEED SENSOR GROUND ERROR (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: Every 7ms after a controler reset with transmission range in neutral. Set Condition: After a PCM reset in neutral and Input/Output Ratio equals a ratio of 2.50 to 1.0 50.0 RPM. Possible Causes SPEED SENSOR GROUND CIRCUIT OPEN POWERTRAIN CONTROL MODULE Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
The two speed sensors in the transmission system and use a common ground circuit. The loss of this common ground results in the input signal being sensed by both sensors. After a reset and in neutral, and observing a certain Output/Input ratio will increment the Speed Check Fault Counter. Because the speed sensors and the thermistor share the same ground wire, this DTC may indicate a loss of the common speed sensor ground. In some cases this fault will cause a Gear Ratio Error DTC to be set.

Diagnostic Test

21 - 630

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P1794-SPEED SENSOR GROUND ERROR (CONTINUED)

(T13) SPEED SENSOR GROUND CIRCUIT OPEN

Turn the ignition off to the lock position. Disconnect the PCM C4 harness connector. Disconnect the Input and Output Speed Sensor harness connectors. NOTE: Check connectors - Clean/repair as necessary. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (T13) Speed Sensor Ground circuit from the appropriate terminal of special tool #8815 to the Input and Output Speed Sensor harness connectors. Is the resistance above 5.0 ohms on either circuit? Yes >> Repair the (T13) Speed Sensor Ground circuit for an open. Perform 42RLE TRANSMISSION VERIFICATION TEST VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN, then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL) Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

INTERMITTENT WIRING AND CONNECTORS The conditions necessary to set the DTC are not present at this time. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit. Wiggle the wires while checking for shorted and open circuits. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Were there any problems found? Yes >> Repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE) >> Test Complete.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 631

P1797-MANUAL SHIFT OVERHEAT

For a complete wiring diagram Refer to Section 8W. When Monitored: Continuously with engine running. Set Condition: If the Engine Temperature exceeds 123 C (255 F) or the Transmission Temperature exceeds 135 C (275 F) while in AutoStick mode. Note: Aggressive driving or driving in low for extended periods of time will set this DTC. Possible Causes MANUAL SHIFT OVERHEAT Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

Theory of Operation
The major cause of heat build up in the transmission is torque converter slip. With the transmission in the AutoStick mode, the torque converter can slip during aggressive driving or heavy loading conditions such as trailer towing or driving up steep grades. In the non autostick mode, internal controller logic prevents the transmission from overheating by managing the shift and EMCC schedule. In the autostick mode, when the transmission or engine temperature approaches an overheat condition, the manual shift overheat DTC sets and the autostick mode is temporarily suspended until the temperature returns to normal.

Diagnostic Test

MANUAL SHIFT OVERHEAT This is an informational DTC only. With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set. Check the engine and transmission cooling system for proper operation. Check the Radiator Cooling Fan operation. Check the Transmission Cooling operation. Check the Transmission Fluid Level per the Service Information to verify that it is not overfilled. NOTE: Aggressive driving or driving in low for extended periods of time will set this DTC. If there are no possible causes remaining, view repair. Repair If the Transmission Fluid is low, repair any Transmission Fluid leak as necessary and adjust the Transmission Fluid Level per the Service Information. Refer to Service Information for the related symptoms and repair as necessary. Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

21 - 632

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

U0002 CAN C BUS OFF PERFORMANCE

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

21 - 633

U0002 CAN C BUS OFF PERFORMANCE (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: Every 7 msec with: 1) Engine speed greater than 500 RPM. 2) Battery voltage between 10 and 16 volts. Set Condition: CAN C bus messages are not received for 10 seconds.

Theory of Operation
The NGC controller communicates over the CAN C bus. The transmission controller continuously monitors bus activity. The CAN C bus is also used to communicate transmission MIL status to the Engine Controller. If the Engine Controller is unable to communicate with the Transmission Controller, a DTC will set and the Engine Controller will illuminate the MIL. Diagnose the U0002 CAN C BUS OFF PERFORMANCE as the U0001 CAN C BUS CIRCUIT test in 8-ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic procedures and for further possible causes.

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

U0100 LOST COMMUNICATION WITH ECM/PCM

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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U0100 LOST COMMUNICATION WITH ECM/PCM (CONTINUED)

Theory of Operation
The NGC controller communicates over the CAN C bus. The transmission controller continuously monitors bus activity. The CAN C bus is also used to communicate transmission MIL status to the Engine Controller. If the Engine Controller is unable to communicate with the Transmission Controller, a DTC will set and the Engine Controller will illuminate the MIL. Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic procedures and for further possible causes.

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

U0121 LOST COMMUNICATION WITH ABS

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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U0121 LOST COMMUNICATION WITH ABS (CONTINUED)

Theory of Operation
The NGC controller communicates over the CAN C bus. The transmission controller continuously monitors bus activity. The CAN C bus is also used to communicate transmission MIL status to the Engine Controller. If the Engine Controller is unable to communicate with the Transmission Controller, a DTC will set and the Engine Controller will illuminate the MIL. Refer to 8-ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic procedures and for further possible causes.

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

U0141 LOST COMMUNICATION WITH FCM

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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U0141 LOST COMMUNICATION WITH FCM (CONTINUED)

Theory of Operation
The NGC controller communicates over the CAN C bus. The transmission controller continuously monitors bus activity. The CAN C bus is also used to communicate transmission MIL status to the Engine Controller. If the Engine Controller is unable to communicate with the Transmission Controller, a DTC will set and the Engine Controller will illuminate the MIL. Refer to 8-ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic procedures and for further possible causes.

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AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

STANDARD PROCEDURE 42RLE PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W.

Diagnostic Test

42RLE PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE

NOTE: Low fluid level can be the cause of many transmission problems. If the fluid level is low locate and repair the leak then check and adjust the fluid level per the Service Information. NOTE: Always perform diagnostics with a fully charged battery to avoid false symptoms. With the scan tool, read Engine DTCs. Check and repair all Engine DTCs prior to performing any transmission symptom diagnostics. With the scan tool, read Transmission DTCs. Record all DTCs and 1 Trip Failures. NOTE: Diagnose 1 Trip Failures as a fully matured DTC. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors. Repair as necessary. Perform the Shift Lever Position Test. If the test does not pass, refer to Symptom test for P0706 Check Shifter Signal. For Gear Ratio DTCs, check and record all CVIs. Most DTCs set on start up but some must be set by driving the vehicle such that all diagnostic monitors have run. NOTE: Verify flash level of Powertrain Control Module. Some problems are corrected by software upgrades to the Transmission and Engine software. NOTE: Check for applicable TSBs related to the problem. Were any repairs made that fixed the customers complaint? Yes No >> Testing complete. >> Refer to the diagnostic test procedure related to the DTC.

AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

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42RLE TRANSMISSION VERIFICATION TEST - VER 1

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W.

1.
NOTE: 1. After completion of the Transmission Verification Test, the Powertrain Verification Test must be performed. Refer to the Engine Category. 2. Connect the scan tool to the Data Link Connector (DLC). 3. Reconnect any disconnected components. 4. With the scan tool, erase all Transmission DTCs, also erase the PCM DTCs. 5. Perform *PRNDL FAULT CLEARING PROCEDURE after completion of repairs for P0706 CHECK SHIFTER SIGNAL. 6. With the scan tool, display Transmission Temperature. Start and run the engine until the Transmission Temperature is HOT, above 43 C or 110 F. 7. Check the transmission fluid and adjust if necessary. Refer to the Service Information for the Fluid Fill procedure. NOTE: 8. If the Powertrain Control Module or Torque Converter has been replaced, or if the Transmission has been repaired or replaced, it is necessary to perform the scan tool Quick Learn Procedure. NOTE: 9. If the Powertrain Control Module or Front Control Module has been replaced you must reset the Pinion Factor in the Front Control Module. 10. Road test the vehicle. With the scan tool, monitor the engine RPM. Make 15 to 20 1-2, 2-3, 3-4 upshifts. Perform these shifts from a standing start to 45 mph with a constant throttle opening of 20 to 25 degrees. 11. Below 25 MPH, make 5 to 8 wide open throttle kickdowns to 1st gear. Allow at least 5 seconds each in 2nd and 3rd gear between each kickdown. 12. For a specific DTC, drive the vehicle to the Symptoms When Monitored/When Set conditions to verify the DTC is repaired. 13. If equipped with AutoStick , upshift and downshift several times using the AutoStick feature during the road test. NOTE: 14. Use the EATX OBDII task manager to run Good Trip time in each gear, this will confirm the repair and to ensure that the DTC has not re-matured. 15. Check for Diagnostic Trouble Codes (DTCs) during the road test. If a DTC sets during the road test , return to the Symptom list and perform the appropriate symptom. NOTE: 16. Erase P0700 DTC in the PCM to turn the MIL light off after making transmission repairs. Were there any Diagnostic Trouble Codes set during the road test? Yes No >> Refer to the Transmission category and perform the appropriate symptom(s). (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - DIAGNOSIS AND TESTING) >> Repair is complete.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

TABLE OF CONTENTS
page AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . DIAGNOSIS AND TESTING AUTOMATIC TRANSMISSION . . . . . . . . . . ROAD TEST ....................... HYDRAULIC PRESSURE TESTS . . . . . . . . CLUTCH AIR PRESSURE TESTS ....... FLUID LEAKAGE . . . . . . . . . . . . . . . . . . . . STANDARD PROCEDURE - ALUMINUM THREAD REPAIR . . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . SCHEMATICS AND DIAGRAMS - 42RLE TRANSMISSION . . . . . . . . . . . . . . . . . . . . . SPECIFICATIONS 42RLE AUTOMATIC TRANSMISSION . . . . . SPECIAL TOOLS AUTOMATIC TRANSMISSION 42RLE . . . ACCUMULATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . BEARINGS ADJUSTMENTS BEARING ADJUSTMENT PROCEDURES . . MECHANISM-BRAKE TRANSMISSION SHIFT INTERLOCK DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . DIAGNOSIS AND TESTING - BRAKE TRANSMISSION SHIFT INTERLOCK . . . . . ADJUSTMENTS - BRAKE TRANSMISSION SHIFT INTERLOCK .................. CLUTCHES-DRIVING DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . FLUID AND FILTER DIAGNOSIS AND TESTING CAUSES OF BURNT FLUID . . . . . . . . . . . . EFFECTS OF INCORRECT FLUID LEVEL . FLUID CONTAMINATION . . . . . . . . . . . . . . STANDARD PROCEDURE CHECK OIL LEVEL . . . . . . . . . . . . . . . . . . FLUID/FILTER SERVICE . . . . . . . . . . . . . . TRANSMISSION FILL ................ CABLE-GEARSHIFT DIAGNOSIS AND TESTING - GEARSHIFT CABLE . . . . . . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . ADJUSTMENTS - GEARSHIFT CABLE . CLUTCHES-HOLDING DESCRIPTION . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . ASSEMBLY-INPUT CLUTCH DISASSEMBLY . . . . . . . . . . . . . . . . . . . ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . SENSOR-INPUT SPEED DESCRIPTION . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . PUMP-OIL DESCRIPTION . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . DISASSEMBLY . . . . . . . . . . . . . . . . . . . ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . BEARING-OUTPUT SHAFT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . SEAL-OUTPUT SHAFT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . SENSOR-OUTPUT SPEED DESCRIPTION . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . CABLE-PARK LOCK REMOVAL . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . GEARTRAIN-PLANETARY DESCRIPTION . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . SEAL-OIL PUMP REMOVAL . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . MECHANISM-SHIFT DESCRIPTION . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . SOLENOID DESCRIPTION . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . page

. 643 . 646 . 650 . 651 . 652 . 654 . 655 . 656 . 656 . 661 . 683 . 706 . 713 . 726 . 728 . 733 . 734

. . . .

. 742 . 743 . 744 . 746

. . . . . 748 . . . . . 748 . . . . . 749 . . . . . 759 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 772 . 773 . 773 . 773 . 774 . 774 . 774 . 776

. . . . . 776 . . . . . 778 . . . . . 780 . . . . . 780 . . . . . . . . . . . . . . . . . 781 . 782 . 782 . 782

. 734

. 735 . 735 . 736 . 737 . 738 . 738

. . . . . 783 . . . . . 784 . . . . . 786 . . . . . 786 . . . . . 786 . . . . . 786 . . . . . . . . . . . . . . . . . 787 . 787 . 788 . 790

. 739 . 739 . 739 . 740 . 741 . 741

. . . . . 791 . . . . . 792

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

OPERATION . . . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . SENSOR-TRANSMISSION TEMPERATURE DESCRIPTION . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . BODY-VALVE DESCRIPTION . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . . . DISASSEMBLY . . . . . . . . . . . . . . . . . . . ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . .

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. . . . . 803 . . . . . 804 . . . . . 805 . . . . . 806 . . . . . 806 . . . . . . . . . . . . . . . . . . . . . . . . . 807 . 808 . 812 . 814 . 822 . 830

ASSEMBLY-TRANSMISSION SOLENOID/ PRESSURE SWITCH DESCRIPTION . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . CONVERTER-TORQUE DESCRIPTION . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . RELAY-TRANSMISSION CONTROL DESCRIPTION . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . SENSOR-TRANSMISSION RANGE DESCRIPTION . . . . . . . . . . . . . . . . . .

. . . . . . . .

. 793 . 793 . 794 . 795 . 796 . 800 . 802 . 802

. . . . . . 803 . . . . . . 803 . . . . . . 803

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

DESCRIPTION

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

42RLE Automatic Transmission

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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The 42RLE is a four-speed transmission that is a conventional hydraulic/mechanical assembly controlled with adaptive electronic controls and monitors. The hydraulic system of the transmission consists of the transmission fluid, fluid passages, hydraulic valves, and various line pressure control components. An input clutch assembly which houses the underdrive, overdrive, and reverse clutches is used. It also utilizes separate holding clutches: 2nd/4th gear and Low/Reverse. The primary mechanical components of the transmission consist of the following: Three multiple disc input clutches Two multiple disc holding clutches Four hydraulic accumulators Two planetary gear sets Hydraulic oil pump Valve body Solenoid/Pressure switch assembly Control of the transmission is accomplished by fully adaptive electronics. Optimum shift scheduling is accomplished through continuous real-time sensor feedback information provided to the Transmission Control Module (TCM) portion of the Powertrain Control Module (PCM). The TCM is the heart of the electronic control system and relies on information from various direct and indirect inputs (sensors, switches, etc.) to determine driver demand and vehicle operating conditions. With this information, the TCM can calculate and perform timely and quality shifts through various output or control devices (solenoid pack, transmission control relay, etc.). The TCM also performs certain self-diagnostic functions and provides comprehensive information (sensor data, DTCs, etc.) which is helpful in proper diagnosis and repair. This information can be viewed with the scan tool.

TRANSMISSION IDENTIFICATION
The 42RLE transmission can be identified by a barcode label that is affixed to the upper left area of the bellhousing. The label contains a series of digits that can be translated into useful information such as transmission part number (10), date of manufacture (4, 5), manufacturing origin (2), assembly line identifier (6), build sequence number (7), etc.. If the tag is not legible or is missing, the PK number, which is stamped into the left rear flange of the transmission case, can be referred to for identification. The entire part number, build code, and sequence number are stamped into the flange.

1 - T=TRACEABILITY 2 - SUPPLIER CODE (PK=KOKOMO) 3 - COMPONENT CODE (TK=KOKOMO TRANSMISSION) 4 - BUILD DAY (350=DEC. 15) 5 - BUILD YEAR (1=2001) 6 - ASSEMBLY LINE CODE 7 - BUILD SEQUENCE NUMBER 8 - LAST THREE OF P/N 9 - CHANGE LEVEL 10 - TRANSMISSION PART NUMBER 11 - P=PART NUMBER

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

OPERATION
The 42RLE transmission ratios are: First Second Third Overdrive Reverse 2.84 : 1 1.57 : 1 1.00 : 1 0.69 : 1 2.21 : 1

FIRST GEAR POWERFLOW

First Gear Powerflow

1 - UNDERDRIVE CLUTCH APPLIED (Turns Rear Sun) 2 - LOW-REVERSE CLUTCH APPLIED (Holds Rear Annulus/Front Carrier)

In first gear range, torque input is through the underdrive clutch (1) to the underdrive hub assembly. The underdrive hub is splined to the rear sun gear. When the underdrive clutch is applied, it rotates the underdrive hub and rear sun gear. The L/R clutch (2) is applied to hold the front carrier/rear annulus assembly. The rear sun gear drives the rear planetary pinion gears. The rear planetary pinion gears are forced to walk around the inside of the stationary rear annulus gear. The pinions are pinned to the rear carrier and cause the rear carrier assembly to rotate as they walk around the annulus gear. This provides the torque output for first gear. The other planetary gearset components are freewheeling. The first gear ratio is 2.84:1.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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SECOND GEAR POWERFLOW

Second Gear Powerflow

1 - UNDERDRIVE CLUTCH APPLIED (Turns Rear Sun) 2 - 2-4 CLUTCH APPLIED (Holds Front Sun)

Second gear is achieved by having both planetary gear sets contribute to torque multiplication. As in first gear, torque input is through the underdrive clutch (1) to the rear sun gear. The 2/4 clutch (2) is applied to hold the front sun gear stationary. The rotating rear sun gear turns the rear planetary pinions. The rear pinions rotate the rear annulus/front carrier assembly. The pinions of the front carrier walk around the stationary front sun gear. This transmits torque to the front annulus/rear carrier assembly, which provides output torque and a gear ratio of 1.57:1.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

THIRD GEAR POWERFLOW

Third Gear Powerflow

1 - UNDERDRIVE CLUTCH APPLIED (Turns Rear Sun) 2 - OVERDRIVE CLUTCH APPLIED (Turns Front Carrier/Rear Annulus)

In third gear, two input clutches are applied to provide torque input: the underdrive clutch (1) and overdrive clutch (2). The underdrive clutch rotates the rear sun gear, while the overdrive clutch rotates the front carrier/rear annulus assembly. The result is two components (rear sun gear and rear annulus gear) rotating at the same speed and in the same direction. This effectively locks the entire planetary gearset together and is rotated as one unit. The gear ratio in third is 1:1.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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FOURTH GEAR POWERFLOW

Fourth Gear Powerflow

1 - OVERDRIVE CLUTCH APPLIED (Turns Rear Sun) 2 - 2-4 CLUTCH APPLIED (Holds Front Sun)

In fourth gear input torque is through the overdrive clutch (1) which drives the front carrier. The 2/4 clutch (2) is applied to hold the front sun gear. As the overdrive clutch rotates the front carrier, it causes the pinions of the front carrier to walk around the stationary front sun gear. This causes the front carrier pinions to turn the front annulus/ rear carrier assembly which provides output torque. In fourth gear, transmission output speed is more than engine input speed. This situation is called overdrive and the gear ratio is 0.69:1.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

REVERSE GEAR POWERFLOW

Reverse Gear Powerflow

1 - LOW-REVERSE CLUTCH APPLIED (Holds Rear Annulus Front Carrier) 2 - REVERSE CLUTCH APPLIED (Turns Front Sun)

In reverse, input power is through the reverse clutch (1). When applied, the reverse clutch drives the front sun gear through the overdrive hub and shaft. The L/R clutch (2) is applied to hold the front carrier/rear annulus assembly stationary. The front carrier is being held by the L/R clutch so the pinions are forced to rotate the front annulus/rear carrier assembly in the reverse direction. Output torque is provided, in reverse, with a gear ratio of 2.21:1.

DIAGNOSIS AND TESTING AUTOMATIC TRANSMISSION

CAUTION: Before attempting any repair on the 42RLE Four Speed Automatic Transmission, always check for proper shift cable adjustment. Also check for diagnostic trouble codes with the scan tool and the 42RLE Transmission Diagnostic information. 42RLE automatic transmission malfunctions may be caused by these general conditions: Poor engine performance Improper adjustments Hydraulic malfunctions Mechanical malfunctions Electronic malfunctions When diagnosing a problem always begin with recording the complaint. The complaint should be defined as specific as possible. Include the following checks:

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

Temperature at occurrence (cold, hot, both) Dynamic conditions (acceleration, deceleration, upshift, cornering) Elements in use when condition occurs (what gear is transmission in during condition) Road and weather conditions Any other useful diagnostic information.

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After noting all conditions, check the easily accessible variables: Fluid level and condition Shift cable adjustment Diagnostic trouble code inspection Then perform a road test to determine if the problem has been corrected or that more diagnosis is necessary. If the problem exists after the preliminary tests and corrections are completed, hydraulic pressure checks should be performed.

ROAD TEST
Prior to performing a road test, verify that the fluid level, fluid condition, and linkage adjustment have been approved. During the road test, the transmission should be operated in each position to check for slipping and any variation in shifting. If the vehicle operates properly at highway speeds, but has poor acceleration, the converter stator overrunning clutch may be slipping. If acceleration is normal, but high throttle opening is needed to maintain highway speeds, the converter stator clutch may have seized. Both of these stator defects require replacement of the torque converter and thorough transmission cleaning. Slipping clutches can be isolated by comparing the Elements in Use chart with clutch operation encountered on a road test. This chart identifies which clutches are applied at each position of the selector lever. A slipping clutch may also set a DTC and can be determined by operating the transmission in all selector positions. ELEMENTS IN USE AT EACH POSITION OF SELECTOR LEVER Shift Lever Position P - PARK R - REVERSE N - NEUTRAL OD OVERDRIVE First Second Direct Overdrive D - DRIVE* First Second Direct L - LOW* First Second Direct X X X X X X X X X X X X X X X X X X X X X INPUT CLUTCHES Underdrive Overdrive Reverse HOLDING CLUTCHES 2/4 Low/Reverse X X X

* Vehicle upshift and downshift speeds are increased when in these selector positions.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

The process of elimination can be used to detect any unit which slips and to confirm proper operation of good units. Road test analysis can diagnose slipping units, but the cause of the malfunction cannot be determined. Practically any condition can be caused by leaking hydraulic circuits or sticking valves.

HYDRAULIC PRESSURE TESTS

Pressure testing is a very important step in the diagnostic procedure. These tests usually reveal the cause of most transmission problems. Before performing pressure tests, be certain that fluid level and condition, and shift cable adjustments have been checked and approved. Fluid must be at operating temperature (150 to 200 degrees F.). Install an engine tachometer, raise vehicle on hoist which allows the wheels to turn, and position tachometer so it can be read. Using special adapters L-4559, attach 300 psi gauge(s) C-3293SP to the port(s) required for test being conducted. Test port locations are shown in the Pressure Taps graphic.

Pressure Taps
1 2 3 4 5 6 7 TORQUE CONVERTER CLUTCH OFF REVERSE LOW/REVERSE 2/4 UNDERDRIVE TORQUE CONVERTER CLUTCH ON OVERDRIVE

TEST ONE - SELECTOR IN MANUAL 1 (1st Gear)

NOTE: This test checks pump output, pressure regulation and condition of the low/reverse clutch hydraulic circuit and shift schedule. 1. Attach pressure gauge to the low/reverse clutch tap. 2. Move selector lever to the MANUAL 1 position. 3. Allow vehicle wheels to turn and increase throttle opening to achieve an indicated vehicle speed to 20 mph. 4. Low/reverse clutch pressure should read 115 to 145 psi.

TEST TWO - SELECTOR IN MANUAL 2 (Second Gear)

NOTE: This test checks the underdrive clutch hydraulic circuit as well as the shift schedule. 1. 2. 3. 4. Attach gauge to the underdrive clutch tap. Move selector lever to the MANUAL 2 position. Allow vehicle wheels to turn and increase throttle opening to achieve an indicated vehicle speed of 30 mph. In second gear the underdrive clutch pressure should read 110 to 145 psi.

TEST TWO A - SELECTOR IN DRIVE (OD ON - Fourth Gear)

NOTE: This test checks the underdrive clutch hydraulic circuit as well as the shift schedule. 1. Attach gauge to the underdrive clutch tap. 2. Move selector lever to the DRIVE position. Verfy that the OD switch is ON.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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3. Allow wheels to rotate freely and increase throttle opening to achieve an indicated speed of 40 mph. 4. Underdrive clutch pressure should read below 5 psi. If not, than either the solenoid assembly or controller is at fault.

TEST THREE - SELECTOR IN DRIVE (OD OFF - Third and Second Gear)
NOTE: This test checks the overdrive clutch hydraulic circuit as well as the shift schedule. 1. Attach gauge to the overdrive clutch tap. 2. Move selector lever to the DRIVE position. 3. 4. 5. 6. Allow vehicle wheels to turn and increase throttle opening to achieve an indicated vehicle speed of 20 mph. Overdrive clutch pressure should read 74 to 95 psi. Move selector lever to the DRIVE position and increase indicated vehicle speed to 30 mph. The vehicle should be in second gear and overdrive clutch pressure should be less than 5 psi.

TEST FOUR - SELECTOR IN DRIVE (OD ON - Fourth Gear)

NOTE: This test checks the 2/4 clutch hydraulic circuit. 1. Attach gauge to the 2/4 clutch tap. 2. Move selector lever to the DRIVE position. 3. Allow vehicle front wheels to turn and increase throttle opening to achieve an indicated vehicle speed of 30 mph. Vehicle should be in fourth gear. 4. The 2/4 clutch pressure should read 75 to 95 psi.

TEST FIVE-SELECTOR IN DRIVE (OD ON - Fourth Gear, CC on)

NOTE: These tests check the torque converter clutch hydraulic circuit. 1. Attach gauge to the torque converter clutch off pressure tap. 2. Move selector lever to the DRIVE position. 3. Allow vehicle wheels to turn and increase throttle opening to achieve an indicated vehicle speed of 50 mph. Vehicle should be in 4th gear, CC on. CAUTION: Both wheels must turn at the same speed. 4. 5. 6. 7. 8. 9. Torque converter clutch off pressure should be less than 5 psi. Now attach the gauge to the torque converter clutch on pressure tap. Move selector to the OD position. Allow vehicle wheels to turn and increase throttle opening to achieve an indicated vehicle speed of 50 mph. Verify the torque converter clutch is applied mode using the RPM display of the scan tool. Torque converter clutch on pressure should be 60-90 psi.

TEST SIX-SELECTOR IN REVERSE

NOTE: This test checks the reverse clutch hydraulic circuit. 1. Attach gauge to the reverse and low/reverse clutch tap. 2. Move selector lever to the REVERSE position. 3. Read reverse clutch pressure with output stationary (foot on brake) and throttle opened to achieve 1500 rpm. 4. Reverse and low/reverse clutch pressure should read 165 to 235 psi.

TEST RESULT INDICATIONS

1. If proper line pressure is found in any one test, the pump and pressure regulator are working properly. 2. Low pressure in all positions indicates a defective pump, a clogged filter, or a stuck pressure regulator valve.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

3. Clutch circuit leaks are indicated if pressures do not fall within the specified pressure range. 4. If the overdrive clutch pressure is greater than 5 psi in Step 6 of Test Three, a worn reaction shaft seal ring or a defective solenoid assembly is indicated. 5. If the underdrive clutch pressure is greater than 5 psi in Step 4 of Test Two-A, a defective solenoid/pressure switch assembly or controller is the cause. ALL PRESSURE SPECIFICATIONS ARE PSI (on hoist, with wheels free to turn)
Gear Selector Position Actual Gear Underdrive Clutch Overdrive Clutch PRESSURE TAPS Reverse Clutch Torque Converter Clutch Off 60-110 50-100 60-110 60-110 60-110 60-90 60-90 0-5 Torque Converter Clutch On 45-100 35-85 45-100 45-100 45-100 45-80 45-80 60-95 2/4 Clutch Low/ Reverse Clutch 115-145 165-235 115-145 115-145 0-2 0-2 0-2 0-2

PARK - 0 mph * REVERSE - 0 mph * NEUTRAL - 0 mph * Low - 20 mph # Third - 30 mph # Third - 45 mph # OD - 30 mph # OD - 50 mph #

PARK REVERSE NEUTRAL FIRST SECOND DIRECT OVERDRIVE OVERDRIVE WITH TCC

0-2 0-2 0-2 110-145 110-145 75-95 0-2 0-2

0-5 0-7 0-5 0-5 0-5 75-95 75-95 75-95

0-2 165-235 0-2 0-2 0-2 0-2 0-2 0-2

0-2 0-2 0-2 0-2 115-145 0-2 75-95 75-95

* Engine Speed at 1500 rpm # CAUTION: Both wheels must be turning at same speed.

CLUTCH AIR PRESSURE TESTS

Inoperative clutches can be located by substituting air pressure for fluid pressure. The clutches may be tested by applying air pressure to their respective passages after the valve body has been removed. Use Special Tool 6599-1 (1) and 6599-2 (1) to perform test. To make air pressure tests, proceed as follows: NOTE: The compressed air supply must be free of all dirt and moisture. Use a pressure of 30 psi. 1. Remove oil pan and valve body. (Refer to 21 TRANSMISSION/AUTOMATIC - 42RLE/VALVE BODY - REMOVAL) 2. Apply air pressure to the holes in the special tool (1), one at a time. 3. Listen for the clutch to apply. It will give a slight thud sound. If a large amount of air is heard escaping, the transmission must be removed from vehicle, disassembled and all seals inspected.

Air Pressure Test Plate

1 - AIR PRESSURE TEST PLATES 2 - 2/4 CLUTCH RETAINER HOLE

2/4 CLUTCH
Apply air pressure to the feed hole located on the 2/4 clutch retainer (2). Look in the area where the 2/4 piston contacts the first separator plate and watch carefully for the 2/4 piston to move rearward. The piston should return to its original position after the air pressure is removed.

LX OVERDRIVE CLUTCH

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Apply air pressure to the overdrive clutch apply passage and watch for the push/pull piston to move forward. The piston should return to its starting position when the air pressure is removed.

REVERSE CLUTCH
Apply air pressure to the reverse clutch apply passage and watch for the push/pull piston to move rearward. The piston should return to its starting position when the air pressure is removed.

LOW/REVERSE CLUTCH
Apply air pressure to the low/reverse clutch feed hole passage. Look in the area where the low/reverse piston contacts the first separator plate. Watch carefully for the piston to move forward. The piston should return to its original position after the air pressure is removed.

UNDERDRIVE CLUTCH
Because this clutch piston cannot be seen, its operation is checked by function. Use an air nozzle (2) to apply air pressure is to the low/reverse or the 2/4 clutch opening in Test Plate 6599-1 (2). This locks the output shaft. Use a piece of rubber hose wrapped around the input shaft and a pair of clamp-on pliers to turn the input shaft. Next apply air pressure to the underdrive clutch. The input shaft should not rotate with hand torque. Release the air pressure and confirm that the input shaft will rotate.

FLUID LEAKAGE
FLUID LEAKAGE - TORQUE CONVERTER HOUSING AREA
When diagnosing converter housing (5) fluid leaks, three actions must be taken before repair: 1. Verify proper transmission fluid level. 2. Verify that the leak originates from the converter housing area and is transmission fluid. 3. Determine the true source of the leak. Fluid leakage at or around the torque converter area may originate from an engine oil leak (7). The area should be examined closely. Factory fill fluid is red and, therefore, can be distinguished from engine oil. Some suspected converter housing fluid leaks may not be leaks at all. They may only be the result of residual fluid in the converter housing, or excess fluid spilled during factory fill, or fill after repair. Converter housing leaks have several potential sources. Through careful observation, a leak source can be identified before removing the transmission for repair.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

Pump seal (1) leaks tend to move along the drive hub and onto the rear of the converter. Pump o-ring or pump body leaks follow the same path as a seal leak. Pump attaching bolt (3) leaks are generally deposited on the inside of the converter housing (5) and not on the converter itself. Pump seal (1) or gasket (4) leaks usually travel down the inside of the converter housing.

TORQUE CONVERTER LEAKAGE

Possible sources of torque converter leakage are: Torque converter weld leaks at the outside diameter weld (1). Torque converter hub weld (2).

STANDARD PROCEDURE - ALUMINUM THREAD REPAIR

Damaged or worn threads in the aluminum transmission case and valve body can be repaired by the use of HeliCoils , or equivalent. This repair consists of drilling out the worn-out damaged threads. Then tap the hole with a special Heli-Coil tap, or equivalent, and installing a Heli-Coil insert, or equivalent, into the hole. This brings the hole back to its original thread size. Heli-Coil , or equivalent, tools, and inserts are readily available from most automotive parts suppliers.

REMOVAL
1. Disconnect the negative battery cable. 2. Raise and support the vehicle. 3. Mark propeller shaft (1) and the transmission flange (4) for assembly alignment. 4. Remove the bolts (2) holding the rear propeller shaft coupler (3) to the transmission flange (4). 5. Slide the propeller shaft (1) rearward until the coupler clears the propeller shaft pilot (5) on the transmission output shaft.

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6. Remove the bolts (2) holding the starter motor (1) to the transmission. (Refer to 8 - ELECTRICAL/ STARTING/STARTER MOTOR - REMOVAL) 7. Remove the starter (1) from the transmission starter pocket and safely relocate.

8. Remove the bolt (2) holding the torque converter access cover (1) to the transmission, 3.5L engines. 9. Remove the torque converter access cover (1) from the transmission.

10. Remove the structural collar bolts (3, 4) and stuctural collar (2) on vehicles equipped with 2.7L engines. (Refer to 9 - ENGINE - 2.7L/ENGINE BLOCK/STRUCTURAL COVER - REMOVAL)

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

11. Rotate crankshaft in clockwise direction until converter bolts (1) are accessible. Then remove bolts (1) one at a time. Rotate crankshaft with socket wrench on dampener bolt.

12. Disconnect the gearshift cable (1) from the transmission manual valve lever (3). 13. Loosen the bolts holding the shift cable retaining strap (2) to the transmission. 14. Remove the shift cable (1) from the transmission.

15. Disconnect wires from the input (1) and output (2) speed sensors.

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16. Disconnect wires from the transmission range sensor (3). 17. Disconnect wires from switch assembly (1). the solenoid/pressure

18. Remove the crankshaft position sensor. (Refer to 14 - FUEL SYSTEM/FUEL INJECTION/CRANKSHAFT POSITION SENSOR - REMOVAL)

19. Remove the bolt (3) holding the transmission fill tube (2) to the transmission (1).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

20. Remove the transmission fill tube (2). 21. Disconnect transmission fluid cooler lines (1) at transmission fittings (2) and clips (3). 22. Disconnect the transmission vent hose from the transmission.

23. Support rear of engine with safety stand or jack. 24. Raise transmission slightly with service jack to relieve load on crossmember and supports. 25. Remove bolts (2) securing rear support and cushion (3) to transmission crossmember (1).

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26. Remove bolts attaching crossmember (1) to frame and remove crossmember. 27. Remove the bolts (1) holding the engine oil pan (2) to the transmission (3).

28. Remove all remaining bolts (2) holding the engine (1) to the transmission (3). 29. Carefully work transmission and torque converter assembly rearward off engine block dowels. 30. Hold torque converter in place during transmission removal. 31. Lower transmission and remove assembly from under the vehicle. 32. To remove torque converter, carefully slide torque converter out of the transmission.

DISASSEMBLY
NOTE: If the transmission is being reconditioned (clutch/seal replacement) or replaced, it is necessary to perform the Quick Learn Procedure using the scan tool (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE). NOTE: Tag all clutch pack assemblies, as they are removed, for reassembly identification. CAUTION: Do not intermix clutch discs or plates as the unit might then fail. Before disassembling transmission, move the shift lever clockwise as far as it will go and then remove the shift lever.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

1. Remove the torque converter (1) from the transmission input shaft (3).

2. Measure input shaft end play using Tool 8266 (1, 2). Set up Tool 8266 and a dial indicator as shown. 3. Move input shaft in and out to obtain end play reading. End play specifications are 0.13 to 0.64 mm (0.005 to 0.025 inch). Record indicator reading for reference when reassembling the transmission. If endplay exceeds the specified range, the #4 thrust plate needs to be inspected and changed if necessary.

NOTE: It is not necessary to remove the output shaft flange to dissassemble the transmission. Perform the following steps only if it necessary to replace a component in the extension housing assembly. 4. Place the transmission in PARK to prepare for the removal of the output shaft nut. 5. Remove the nut holding the propeller shaft flange to the output shaft and remove the flange. 6. Remove the transmission rear oil seal with a suitable slide hammer and screw. 7. Remove the transmission output shaft washer.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 663

8. Remove the transmission rear output shaft bearing retaining ring (1). 9. Position Bearing Remover 9082 (1) over the inner race of the output shaft bearing (3).

10. Slide the collar (3) on the Bearing Remover 9082 (1) downward over the fingers (4) of the tool.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

11. Remove the output shaft bearing (3). 12. Remove the geartrain end-play shim from the output shaft. Be sure to tag the shim since it is very similar to the output shaft washer and they must not be interchanged.

NOTE: The four bolts (3) along the bottom of the extension housing (2) have a sealing patch applied from the factory. Note the locations of these bolts and separate these bolts for reuse. 13. Remove the bolts that hold the extension housing (2) onto the transmission case.

14. Remove the extension (2) housing from the transmission case. There are two pry slots located near the bottom corners of the housing for separating the housing from the transmission case.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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15. Inspect the lube tube grommet (3) for damage. If the grommet lip is damaged, it will need to be replaced.

NOTE: The speed sensor bolts have a sealing patch applied from the factory. Separate these bolts for reuse. 16. Remove the input speed sensor bolt.

NOTE: The speed sensor bolts have a sealing patch applied from the factory. Separate these bolts for reuse.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

17. Remove the output speed sensor bolt. 18. Remove the input and output (2) speed sensors. Identify the speed sensors for re-installation since they are not interchangeable.

NOTE: One of the oil pan bolts has a sealing patch applied from the factory. Separate this bolt for reuse. 19. Remove the transmission oil pan bolts (2).

20. Remove the transmission oil pan (1).

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21. Remove the transmission oil filter screws (2).

22. Remove transmission oil filter (1).

23. Remove the oil filter o-ring (2) from the valve body. 24. If necessary, use a suitable tool to push the transmission fill tube grommet and extension from the transmission case from the bottom.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

25. Remove valve body-to-case bolts (1).

CAUTION: Do not handle the valve body by the manual shaft. Damage could result. 26. Remove valve body (1) from transmission.

27. Remove underdrive and overdrive accumulators (1, 2).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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28. Remove the low/reverse accumulator snap ring (1).

29. Remove the low/reverse accumulator plug (2).

30. Remove low/reverse accumulator piston (1) using suitable pliers.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

31. Remove piston (1) and springs (2).

32. Remove and discard the oil pump-to-case bolts (1). The oil pump bolts are not to be reused.

33. Remove oil pump using C-3752 Pullers (2).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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34. Remove oil pump while pushing in on input shaft (1).

35. Remove oil pump gasket (2).

CAUTION: By-pass valve must be replaced if transmission failure occurs. 36. Remove the cooler by-pass valve (1).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

37. Remove the #1 caged needle bearing (1).

38. Remove the input clutch assembly (1).

39. Remove the #4 thrust plate (2).

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40. Remove the front sun gear assembly (1) and #4 thrust washer (if still in place).

41. Remove the front carrier/rear annulus (2) and #6 needle bearing (1).

42. Remove the rear sun gear (2) and #7 needle bearing (1).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

NOTE: The number seven needle bearing (1) has three antireversal tabs and is common with the number five and number two position. The orientation should allow the bearing to seat flat against the rear sun gear. A small amount of petrolatum can be used to hold the bearing to the rear sun gear.

NOTE: Verify that Tool 5058A (1) is centered properly over the 2/4 clutch retainer (4) before compressing. If necessary, fasten the 5058A bar to the bellhousing flange with any combination of locking pliers and bolts to center the tool properly. 43. Install and load Tool 5058A to remove the 2/4 clutch retainer snap ring (3).

NOTE: The 2/4 Clutch Piston has bonded seals which are not individually serviceable. Seal replacement requires replacement of the piston assembly. 44. Remove the 2/4 clutch retainer (1).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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45. Remove the 2/4 clutch return spring (1).

46. Remove the 2/4 clutch pack (1, 2).

47. Remove the tapered snap ring (4).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

48. Remove the low/reverse reaction plate (1).

49. Remove one (1) low/reverse clutch disc to facilitate snap ring removal.

50. Remove the low/reverse reaction plate snap ring (2).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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51. Remove the low/reverse clutch pack (1, 2).

CAUTION: Failure to grind and open stakes (4) of the output shaft nut will result in thread damage to the shaft during nut removal. WARNING: WEAR SAFETY GRINDING STAKE NUTS. GOGGLES WHILE

52. Using a die grinder or equivalent, grind the stakes in the shoulder of the shaft nut (2) as shown. Do not grind all the way through the nut and into the shaft. There are two stakes on each nut.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

53. Using a small chisel (1), carefully open the stakes on nut (2).

54. Use special tool 6497 (1) and 6498A (2) to remove the output shaft nut.

55. Remove the output shaft (1) from case (3) using a shop press (2).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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56. Use special tool 6596 (2) with a shop press (1) to remove the front output shaft bearing cup.

57. Use special tool 6597 (2) and handle C-4171 (1) and C-4171-2 to press the rear output shaft bearing cup rearward.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

58. Remove the rear carrier front bearing cone (3).

59. Install and load compressor 5059A (4) as shown.

60. Remove the low/reverse belleville spring snap ring (1).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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61. Remove the low/reverse piston belleville spring (1).

62. Remove the park sprag pivot retaining screw. 63. Drive out the anchor shaft using suitable punch (1).

64. Remove the guide bracket pivot pin (1). Inspect all components for wear and replace if necessary.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

NOTE: The Low/Reverse Clutch Piston has bonded seals which are not individually serviceable. Seal replacement requires replacement of the piston assembly. 65. Remove the low/reverse clutch piston (1). 66. Remove the low/reverse piston retainer screws.

67. Remove low/reverse piston retainer (1).

68. Remove the low/reverse piston retainer gasket (2).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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ASSEMBLY
NOTE: If the transmission assembly is being reconditioned (clutch/seal replacement) or replaced, it is necessary to perform the Quick Learn Procedure using the scan tool (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE). 1. Install the output bearing cups using Special Tool 5050A.

2. Install low/reverse piston retainer gasket (2).

3. Install low/reverse piston retainer (1).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

4. Install low/reverse piston retainer-to-case screws (3) and torque to 5 Nm (45 in. lbs.).

NOTE: The Low/Reverse Clutch Piston has bonded seals which are not individually serviceable. Seal replacement requires replacement of the piston assembly. 5. Install low/reverse clutch piston (1).

6. Assemble guide bracket (1) assembly as shown, if necessary.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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CAUTION: When installing, be sure guide bracket and split sleeve touch the rear of the transmission case. 7. Install guide bracket pivot pin (1). 8. Install park sprag pivot retaining screw and torque to 4.5 Nm (40 in. lbs.).

9. Install low/reverse piston belleville spring (1) into position.

10. Install and load low/reverse spring compressor tool (3, 4, 5) as shown to facilitate snap ring (2) installation.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

11. Install snap ring (1) and remove compressor tool.

12. Install rear carrier (4) front bearing cone.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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Check output bearing preload. Output bearing preload must be checked and/or adjusted if any of the following items have been replaced: Output shaft (rear carrier assembly) Output shaft bearings Transmission case 13. PRELOAD CHECK/SHIM SELECTION: Install rear output shaft bearing cone and special tool 6618A (1).

14. Install special tool 6618A (1). Lightly tighten retaining screws. Screws should be below the plate surface, but do not snug screws. 15. Turn case over on arbor press so that the plate is resting on the press base. CAUTION: The output shaft will extend through the hole of tool 6618A. Ensure your press table has clearance for the output shaft.

16. Install shim (1) on output shaft (2). Apply small amount of petrolatum onto the shim to hold it in place. Use the original shim as a starting point. If original shim is not available, use the thickest shim available.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

17. Install output shaft/rear carrier into rear bearing. The shaft must be pressed into position. Use special tool MD-998911 (Disc) (2) and C- 4171 and C4171-2 (Handle) (1) to press shaft into rear bearing.

CAUTION: Do not re-use old output shaft nut because the removed stake weakens the nut flange. Using special tools 6497 and 6498-A, install new output shaft nut. Tighten new output shaft nut to 271 Nm (200 ft. lbs.). 18. Check the turning torque (1) of the output shaft. The shaft should have 1 to 8 in. lbs. of turning torque. If the turning torque is higher than 8 in. lbs., install a thicker shim. If turning torque is less than 1 in. lb., install a thinner shim. Make sure there is no end play.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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CAUTION: Failure to stake nut could allow the nut to back-off during use. 19. The new nut (3) must be staked after the correct turning torque is obtained. Use special tool 6639 (2) to stake output shaft nut.

20. Verify that the nut has been properly staked (2) to the output shaft.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21. Install low/reverse clutch pack (1, 2). Leave uppermost disc out to facilitate snap ring installation.

22. Install low/reverse reaction plate snap ring (2).

23. Install one low/reverse clutch disc (1).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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24. Install low/reverse reaction plate (1) with flat side up.

25. Install a new tapered snap ring (2) (tapered side out).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

26. Make sure that the snap ring ends are oriented as shown.

27. Measure low/reverse clutch pack. Set up dial indicator (1) as shown. Press down clutch pack with finger and zero dial indicator. Record measurement in four (4) places and take average reading. Low/Reverse clutch pack clearance is 0.84 to 1.60 mm (0.033 to 0.063 inch). 28. Select the proper low/reverse reaction plate to achieve specifications.

LX
29. Install 2/4 clutch pack (1, 2).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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NOTE: The 2/4 Clutch Piston has bonded seals which are not individually serviceable. Seal replacement requires replacement of the piston assembly. 30. Install 2/4 clutch belleville spring (1).

31. Verify the proper orientation of the return spring (2) to the 2/4 retainer (3).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

32. Install 2/4 clutch retainer (1).

NOTE: Verify that Tool 5058A (1) is centered properly over the 2/4 clutch retainer (4) before compressing. If necessary, fasten the 5058A bar to the bellhousing flange with any combination of locking pliers and bolts to center the tool properly. 33. Set up Tool 5058 (1) as shown. Compress 2/4 clutch just enough to facilitate snap ring installation.

34. Measure 2/4 clutch clearance: Set up dial indicator (1) as shown. Press down clutch pack with finger and zero dial indicator. Record measurement in four (4) places and take average reading. The 2/4 clutch pack clearance is 0.76 to 2.64 mm (0.030 to 0.104 inch). If not within specifications, the clutch is not assembled properly or is excessively worn. There is no adjustment for the 2/4 clutch clearance.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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35. Install the #7 needle bearing (1) to the rear sun gear (2). The number 7 needle bearing has three antireversal tabs and is common with the number 5 and number 2 position. The orientation should allow the bearing to seat flat against the rear sun gear. A small amount of petrolatum can be used to hold the bearing to the rear sun gear.

36. Install rear sun gear (2) and #7 needle bearing (1).

37. Install front carrier/rear annulus assembly (2) and #6 needle bearing (1).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

38. Install front sun gear assembly (1) and #4 thrust washer (2).

39. Determine proper #4 thrust plate thickness. Select the thinnest available #4 thrust plate. 40. Install #4 thrust plate (2) using petrolatum to hold into position. 41. Install input clutch assembly. Ensure the input clutch assembly is completely seated by viewing position through input speed sensor hole. If the speed sensor tone wheel is not centered in the opening, the input clutches assembly is not seated properly.

42. Remove the oil pump o-ring (2) and install oil pump and gasket to transmission. Use screw-in dowels or phillips-head screwdrivers to align pump to case. Be sure to reinstall O-ring on oil pump after selecting the proper No. 4 thrust plate.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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43. Measure the input shaft end play with the transmission in the vertical position. This will ensure that the measurement will be accurate. 44. Set up and measure endplay using End Play Set 8266 (1, 2) and Dial Indicator Set C3339 (3) as shown. 45. Measure input shaft end play. Input shaft end play must be 0.127 to 0.635 mm (0.005 to 0.025 inch). For example, if end play reading is 0.055 inch, select No. 4 Thrust Plate which is 0.071 to 0.074 thick. This should provide an input shaft end play reading of 0.020 inch, which is within specifications.

46. Remove oil pump, gasket, and input clutch assembly to gain access to and install proper #4 thrust plate. 47. Install input clutch assembly (1) with proper thrust plate.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

48. Install #1 caged needle bearing (1).

CAUTION: By-pass valve MUST be replaced if transmission failure occurs. 49. Replace cooler by-pass valve (1) if transmission failure has occurred.

NOTE: To align oil pump, gasket, and case during installation, use threaded dowels or phillips screwdrivers. 50. Install oil pump gasket (2).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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51. Install oil pump (2) and torque oil pump-to-case bolts (1) to 30 Nm (265 in. lbs.). Do not reuse original oil pump bolts.

52. Install low/reverse accumulator (1) as shown.

53. Install low/reverse accumulator plug (2).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

54. Install low/reverse accumulator snap ring (1).

55. Install underdrive (2) and overdrive (1) accumulators and springs.

CAUTION: Do not handle the valve body by the manual shaft. Damage could result. 56. Install valve body (1) into place as shown.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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57. Install seven (7) valve body-to-case bolts (1) and torque to 12 Nm (105 in. lbs.).

58. Install transmission oil filter (1) and o-ring. Tighten the bolts to 5 Nm (45 in. lbs.). 59. If necessary, install a new transmission fill tube grommet into the transmission case with Installer 8254.

60. Install transmission oil pan (1) with a bead of Mopar ATF RTV.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

NOTE: Before installing the oil pan bolt in the bolt hole located between the torque converter clutch on and U/D clutch pressure tap circuits , it will be necessary to replentish the sealing patch on the bolt using Mopar Lock & Seal Adhesive. 61. Install and torque the oil pan-to-case bolts to 20 Nm (14.5 ft. lbs.).

NOTE: Before installing either speed sensor bolt, it will be necessary to replentish the sealing patch on the bolt using Mopar Lock & Seal Adhesive. 62. Install both speed sensors (1, 2) into the transmission case. Torque the speed sensor bolts to 9 Nm (80 in. lbs.).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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63. As a final check of the transmission, measure the input shaft end play. This will indicate when a #4 thrust plate change is required. The #4 thrust plate is located behind the overdrive clutch hub. Attach a dial indicator to transmission bell housing with its plunger seated against end of input shaft. Move input shaft in and out to obtain end play reading. Input shaft end play must be 0.127 to 0.635 mm (0.005 to 0.025 inch). If not within specifications, make the necessary thrust plate adjustment.

64. Inspect the lube tube grommet (2) for damage. If the grommet lip is damaged, it will need to be replaced.

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65. Install output shaft bearing in the rear transmission housing. Using Bearing Installer 9287 (1), install the output shaft bearing (2) into the transmission housing. The closed side of the plastic cage must point towards the transmission.

66. Install the snap-ring into the groove in the output shaft. 67. Install the output shaft into the output shaft bearing. 68. Install the retaining ring (1). Ensure that the retaining ring is seated correctly in the groove. 69. Install the output shaft washer onto the output shaft.

70. Install a new transmission rear seal into the transmission case with Seal Installer 8902A (1). 71. Install the propeller shaft flange onto the output shaft and install an new flange nut finger tight.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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72. Install the extension housing (2) onto the transmission case.

NOTE: Before installing the lowermost four extension housing bolts, it will be necessary to replentish the sealing patch on the bolts using Mopar Lock & Seal Adhesive.

73. Install the bolts that hold the extension housing onto the transmission case. Be sure to install any stud bolts to their original locations. Tighten the bolts to 54 Nm (40 ft.lbs.).

74. Verify that the transmission is in PARK in order to prepare for the installation of the output shaft nut. Tighten the flange nut to 120 Nm (88.5 ft.lbs.). 75. Stake the output shaft nut to the output shaft as follows.Place the Staking Tool 9078 (2) and Driver Handle C-4171 onto the output shaft. 76. Rotate the Staking Tool 9078 (2) until the alignment pin (3) engages the output shaft notch (4).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

77. Press downward on the staking tool (1) until the staking pin (3) contacts the output shaft nut flange (2). 78. Strike the Driver handle C-4171 with a suitable hammer until the output shaft nut is securely staked to the output shaft.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 707

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21. Install the transmission (3) to engine oil pan (2) bolts (1). Tighten to 39 Nm (29 ft.lbs.).

22. Connect input (1) and output (2) speed sensor wires and the transmission range sensor (3).

23. Connect wires to the solenoid/pressure switch assembly (1).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 709

24. Install the crankshaft position sensor. (Refer to 14 - FUEL SYSTEM/FUEL INJECTION/CRANKSHAFT POSITION SENSOR - INSTALLATION)

25. Connect the gearshift cable (1) to the transmission manual shift lever (3).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

28. Install the torque converter bolt access cover (1) onto the transmission, for vehicles equipped with 3.5L engines. Install the access cover bolt (2) and tighten to 11 Nm (8 ft.lbs.).

29. Install the structural collar (2) and bolts (3, 4) for vehicles equipped with a 2.7L engine. (Refer to 9 - ENGINE - 2.7L/ENGINE BLOCK/STRUCTURAL COVER - INSTALLATION)

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 711

30. Install starter motor (1). (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR INSTALLATION)

31. Connect the cooler line fittings (2) and cooler lines (1) to the transmission.

NOTE: Inspect the fill tube grommet to determine if the grommet is new or used. If a new fill tube grommet is in the transmission case, pierce the center of the grommet with a ballpoint pen, or similar instrument, to prepare the grommet for the fill tube installation. 32. Install the transmission fill tube (2). 33. Install exhaust components.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

34. Align and connect the propeller shaft (1). (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT - INSTALLATION) 35. 36. 37. 38. Adjust gearshift cable if necessary. Lower vehicle. Connect negative battery cable. Fill transmission with appropriate transmission fluid (Refer to LUBRICATION & MAINTENANCE/ FLUID TYPES - DESCRIPTION) according to the standard procedure (Refer to 21 - TRANSMISSION/AUTOMATIC - NAG1/FILTER - STANDARD PROCEDURE). 39. Verify proper operation.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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SCHEMATICS AND DIAGRAMS - 42RLE TRANSMISSION

Park/Neutral (Speed Under 8 mph)

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

Neutral (Speed Over 8 mph)

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 715

Reverse

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

Reverse Block (Shift to Reverse w/Speed Over 8 mph)

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 717

First Gear

21 - 718

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

Second Gear

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 719

Second Gear (EMCC)

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

Direct Gear

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 721

Direct Gear (EMCC)

21 - 722

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

Direct Gear (CC On)

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 723

Overdrive

21 - 724

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

Overdrive (EMCC)

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 725

Overdrive (CC On)

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

SPECIFICATIONS 42RLE AUTOMATIC TRANSMISSION

GENERAL SPECIFICATIONS Four-Speed Automatic, Electronically Controlled, Fully Adaptive, Electronically Modulated Torque Converter Pump (internal - external gear-type) Water Heat Exchanger and/or Air-to-Oil Heat Exchanger

Transmission Type Lubrication Method Cooling Method GEAR RATIOS 1st Gear 2nd Gear 3rd Gear (Direct) 4th Gear (Overdrive) Reverse Gear BEARING PRELOAD (Drag Torque) Description Output Shaft CLUTCH PACK Description Low/Reverse Clutch (Select Reaction Plate) Two/Four Clutch (No Select) Reverse Clutch (Select Snap Ring) Overdrive Clutch (No Select) Underdrive Clutch (Select Reaction Plate) INPUT SHAFT Description End Play

2.84:1 1.57:1 1.00:1 0.69:1 2.21:1

Metric 0.22-0.903 Nm

Standard 1-8 in. lbs.

Metric 0.84-1.60 mm 0.76-2.64 mm 0.89-1.37 mm 1.07-3.25 mm 0.94-1.50 mm

Standard 0.033-0.063 in. 0.030-0.104 in. 0.035-0.054 in. 0.042-0.128 in. 0.037-0.059 in.

Metric 0.127-0.635 mm

Standard 0.005-0.025 in.

LX
OIL PUMP CLEARANCES DESCRIPTION Outer Gear-to-Crescent Inner Gear-to-Crescent Outer Gear-to-Pocket Outer Gear Side Clearance Inner Gear Side Clearance TORQUE SPECIFICATIONS Description

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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METRIC 0.060-0.298 mm 0.093-0.385 mm 0.089-0.202 mm 0.020-0.046 mm 0.020-0.046 mm

STANDARD 0.0023-0.0117 in. 0.0036-0.0151 in. 0.0035-0.0079 in. 0.0008-0.0018 in. 0.0008-0.0018 in.

Nm 68 88 5 5 54 5 20 30 4.5 28 5.5 12 5 47.5 271 5 9 9

Ft. Lbs. 50 65 40 14.5 35 200 -

In. Lbs. 45 45 45 265 40 250 50 105 45 45 80 80

Bolt, Torque Converter Housing to Engine Bolt, Converter-to-Driveplate Bolt, Fluid Filter-to-Valve Body Bolt, L/R Clutch Retainer-to-Case Bolt, Adapter/Extension Housing Bolt, Manual Valve Lever-to-Manual Valve Bolt, Oil Pan-to-Case Bolt, Oil Pump-to-Case Bolt, Park Sprag Retainer Bolt, Reaction Shaft Support Halves Bolt, Solenoid/Pressure Switch Assy-toValve Body Bolt, Valve Body-to-Case Bolt, Valve Body-to-Transfer Plate Fitting, Cooler Line Nut, Output Shaft Plug, Pressure Tap Bolt, Input Speed-to-Case Sensor Bolt, Output Speed-to-Case Sensor

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

SPECIAL TOOLS AUTOMATIC TRANSMISSION 42RLE

Handle, Universal - C-4171 Gauge , Pressure (High) - C-3293SP

Extension, Handle - C-4171-2

Indicator, Dial - C-3339

Adapter Set - L-4559

Hammer, Slide - C-3752

Puller Set - 5048

Puller, Seal - C-3981B

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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Installer - 5050A

Installer - 6052

Compressor - 5058A

Disk - 6057

Compressor - 5059-A

Tip - 6268

Installer - 5067

Remover/Installer - 6301

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

Puller Jaws - 6545 Remover/Installer - 6302

Remover - 6596 Remover - 6310

Remover - 6597 Wrench - 6497

Plate Set - 6599 Wrench - 6498-A

Plate, Support - 6618A

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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Tool, Staking - 6639 Installer, Seal - 8902A

Tool, Staking - 9078

End Play Set - 8266

Remover, Bearing - 9082

Fixture, Pressure - 8391

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

Installer, Bearing - 9287

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 733

ACCUMULATOR
DESCRIPTION
The 42RLE underdrive, overdrive, low/reverse, and 2/4 clutch hydraulic circuits each contain an accumulator. An accumulator typically consists of a piston, return spring(s), and a cover or plug. The overdrive (1) and underdrive (2) accumulators are located within the transmission case, and are retained by the valve body.

The low reverse (1) accumulator is also located within the transmission case, but the assembly is retained by a cover and a snap-ring.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

The 2/4 accumulator (5) is located in the valve body. It is retained by a cover and retaining screws.

OPERATION
The function of an accumulator is to cushion the application of a frictional clutch element. When pressurized fluid is applied to a clutch circuit, the application force is dampened by fluid collecting in the respective accumulator chamber against the piston and springs. The intended result is a smooth, firm clutch application.

BEARINGS
ADJUSTMENTS BEARING ADJUSTMENT PROCEDURES
Take extreme care when removing and installing bearing cups and cones. Use only an arbor press for installation, as a hammer may not properly align the bearing cup or cone. Burrs or nicks on the bearing seat will give a false end play reading, while gauging for proper shims. Improperly seated bearing cup and cones are subject to low-mileage failure. Bearing cups and cones should be replaced if they show signs of pitting or heat distress. If distress is seen on either the cup or bearing rollers, both cup and cone must be replaced. NOTE: Bearing drag torque specifications must be maintained to avoid premature bearing failures. Used (original) bearing may lose up to 50 percent of the original drag torque after break-in. NOTE: All bearing adjustments must be made with no other component interference or gear inter-mesh. Oil all bearings before checking turning torque.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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MECHANISM-BRAKE TRANSMISSION SHIFT INTERLOCK

DESCRIPTION
The Brake Transmission Shifter/Ignition Interlock (BTSI) is a cable operated system that prevents the transmission gear shifter from being moved out of PARK without the proper driver inputs. The system also contains a solenoid that is integral to the shifter assembly. The solenoid works in conjunction with the park lock cable to permit shifter movement out of PARK when the brake is depressed. A BTSI override (2) is provided on the side of the shifter mechanism (1) to allow the vehicle to be shifted out of PARK in the event of an electrical failure.

OPERATION
The Brake Transmission Shifter/Ignition Interlock (BTSI) is engaged whenever the ignition switch is in the LOCK (1) position. An additional electrically activated feature will prevent shifting out of the PARK position unless the brake pedal is depressed at least one-half inch. A solenoid in the shifter assembly is energized when the brake pedal is depressed. When the key is in the ON position and the brake pedal is depressed, the shifter is unlocked and will move into any position. The interlock system also prevents the ignition switch from being turned to the LOCK position, unless the shifter is in the gated PARK position.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

The following chart describes the normal operation of the Brake Transmission Shift Interlock (BTSI) system. If the expected response differs from the vehicles response, then system repair and/or adjustment is necessary. ACTION 1. Turn key to the ACC position and depress brake pedal. 2. Turn key to the ON position, with foot off of brake pedal. 3. Turn key to the ON position and depress the brake pedal. 4. Leave shifter in any gear position, except PARK, and try to return key to the LOCK position. 5. Return shifter to PARK and try to remove the key. 6. With the key removed, and the brake depressed, try to shift out of PARK . EXPECTED RESPONSE 1. Shifter CAN be shifted out of park. 2. Shifter CANNOT be shifted out of park. 3. Shifter CAN be shifted out of park. 4. Key cannot be returned to the LOCK position. 5. Key can be removed (after returning to LOCK position). 6. Shifter cannot be shifted out of PARK .

NOTE: Any failure to meet these expected responses requires system adjustment or repair.

DIAGNOSIS AND TESTING - BRAKE TRANSMISSION SHIFT INTERLOCK

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 737

5. Shifting out of PARK should not be possible when the ignition key cylinder is in the LOCK position, regardless of the brake pedal position. 6. Shifting between any gears, NEUTRAL or into PARK may be done without depressing foot brake pedal with ignition switch in ACC, ON, or START positions. DIAGNOSTIC CHART CONDITION KEY WILL NOT ROTATE TO THE LOCK POSITION. POSSIBLE CAUSE 1. Misadjusted Park Lock cable. CORRECTION 1. Adjust Park Lock cable. (Refer to 21 - TRANSMISSION AND TRANSFER CASE/AUTOMATIC TRANSMISSION/BRAKE TRANSMISSION SHIFT INTERLOCK SYSTEM ADJUSTMENTS) 2. Adjust gearshift cable. (Refer to 21 - TRANSMISSION AND TRANSFER CASE/AUTOMATIC TRANSMISSION/GEAR SHIFT CABLE - ADJUSTMENTS) 3. Remove burrs and cycle key several times to verify operation. 4. Inspect system components and repair/replace components as necessary. 1. Adjsut gearshift cable. (Refer to 21 - TRANSMISSION AND TRANSFER CASE/AUTOMATIC TRANSMISSION/GEAR SHIFT CABLE - ADJUSTMENTS)

2. Misadjusted gearshift cable.

3. Burrs on ignition key. 4. Binding or broken components.

VEHICLE WILL NOT START UNLESS SHIFTER IS HELD FORWARD, OR REARWARD, OF THE PARK POSITION.

1. Misadjusted gearshift cable.

ADJUSTMENTS - BRAKE TRANSMISSION SHIFT INTERLOCK

BTSI FUNCTION CHECK

1. Verify removal of ignition key allowed in PARK position only.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

2. When the shift lever is in PARK, the ignition key cylinder should rotate freely LOCK position. When the shifter is in any other position, the ignition key should not rotate to the LOCK position. 3. Shifting out of PARK should not be possible when the ignition key cylinder is in the ACC position and the brake pedal is not depressed. 4. Shifting out of PARK should not be possible while applying normal force on the shift lever and ignition key cylinder is in the ACC, ON, or START positions unless the foot brake pedal is depressed approximately 1/2 inch (12mm). 5. Shifting out of PARK should not be possible when the ignition key cylinder is in the LOCK position, regardless of the brake pedal position. 6. Shifting between any gears, NEUTRAL or into PARK may be done without depressing foot brake pedal with ignition switch in ACC, ON, or START positions. 7. The floor shifter lever and gate positions should be in alignment with all transmission detent positions. 8. Engine starts must be possible with shifter lever in PARK or NEUTRAL gate positions only. Engine starts must not be possible in any other gate positions other than PARK or NEUTRAL. 9. With the shifter lever handle in the: PARK position- apply forward force on center of handle and remove pressure. Engine start must be possible. PARK position- apply rearward force on center of handle and remove pressure. Engine start must be possible. NEUTRAL position- engine start must be possible. NEUTRAL position, engine running and brakes applied- Apply forward force on center of shift handle. Transmission should not be able to shift into REVERSE detent.

CLUTCHES-DRIVING
DESCRIPTION
Three hydraulically applied input clutches are used to drive planetary components. The underdrive (2), overdrive (3), and reverse (4) clutches are considered input/driving clutches and are contained within the input clutch assembly. The input clutch assembly also contains: Input shaft Input hub Clutch retainer Underdrive piston Overdrive/reverse piston Overdrive hub Underdrive hub

OPERATION
The three input clutches are responsible for driving different components of the planetary geartrain.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 739

NOTE: (Refer to 21 - TRANSMISSION/AUTOMATIC - 42RLE - DIAGNOSIS AND TESTING) for a collective view of which clutch elements are applied at each position of the selector lever.

UNDERDRIVE CLUTCH
The underdrive clutch is hydraulically applied in first, second, and third (direct) gears by pressurized fluid against the underdrive piston. When the underdrive clutch is applied, the underdrive hub drives the rear sun gear.

OVERDRIVE CLUTCH
The overdrive clutch is hydraulically applied in third (direct) and overdrive gears by pressurized fluid against the overdrive/reverse piston. When the overdrive clutch is applied, the overdrive hub drives the front planet carrier.

REVERSE CLUTCH
The reverse clutch is hydraulically applied in reverse gear only by pressurized fluid against the overdrive/reverse piston. When the reverse clutch is applied, the front sun gear assembly is driven.

FLUID AND FILTER

DIAGNOSIS AND TESTING CAUSES OF BURNT FLUID
Burnt, discolored fluid is a result of overheating which has two primary causes. 1. A result of restricted fluid flow through the main and/or auxiliary cooler. This condition is usually the result of a faulty or improperly installed drainback valve, a damaged oil cooler, or severe restrictions in the coolers and lines caused by debris or kinked lines. 2. Heavy duty operation with a vehicle not properly equipped for this type of operation. Trailer towing or similar high load operation will overheat the transmission fluid if the vehicle is improperly equipped. Such vehicles should have an auxiliary transmission fluid cooler, a heavy duty cooling system, and the engine/axle ratio combination needed to handle heavy loads.

EFFECTS OF INCORRECT FLUID LEVEL

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

Engine coolant in the transmission fluid is generally caused by a cooler malfunction. The only remedy is to replace the radiator as the cooler in the radiator is not a serviceable part. If coolant has circulated through the transmission, an overhaul is necessary. The torque converter should be replaced whenever a failure generates sludge and debris. This is necessary because normal converter flushing procedures will not remove all contaminants.

STANDARD PROCEDURE CHECK OIL LEVEL

1. Verify that the vehicle is parked on a level surface. 2. Remove the dipstick tube cap. WARNING: Risk of accident from vehicle starting off by itself when engine running. Risk of injury from contusions and burns if you insert your hands into the engine when it is started or when it is running. Secure vehicle to prevent it from moving off by itself. Wear properly fastened and close-fitting work clothes. Do not touch hot or rotating parts. 3. Actuate the service brake. Start engine and let it run at idle speed in selector lever position P . 4. Shift through the transmission modes several times with the vehicle stationary and the engine idling 5. Warm up the transmission, wait at least 2 minutes and check the oil level with the engine running. Push the Oil Dipstick 9336 into transmission fill tube until the dipstick tip contacts the oil pan and pull out again, read off oil level, repeat if necessary. NOTE: The dipstick will protrude from the fill tube when installed.

42RLE Fluid Temperature Chart

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 741

6. Check transmission oil temperature using the appropriate scan tool. 7. The transmission Oil Dipstick 9336 has indicator marks every 10mm. Determine the height of the oil level on the dipstick and using the height, the transmission temperature, and the Transmission Fluid Graph, determine if the transmission oil level is correct. 8. Add or remove oil as necessary and recheck the oil level. 9. Once the oil level is correct, install the dipstick tube cap.

FLUID/FILTER SERVICE
NOTE: Only fluids of the type labeled Mopar ATF+4, Automatic Transmission Fluid, should be used in the transmission sump. A filter change should be made at the time of the transmission oil change. The magnet (on the inside of the oil pan) should also be cleaned with a clean, dry cloth. NOTE: If the transmission is disassembled for any reason, the fluid and filter should be changed. 1. Raise vehicle on a hoist. Place a drain container with a large opening, under transmission oil pan. NOTE: One of the oil pan bolts (5) has a sealing patch applied from the factory. Separate this bolt for reuse. 2. Loosen pan bolts and tap the pan at one corner to break it loose allowing fluid to drain, then remove the oil pan. 3. Install a new filter and o-ring on bottom of the valve body and tighten retaining screws to 5 Nm (40 in. lbs.). NOTE: Before installing the oil pan bolt (5) in the bolt hole located between the torque converter clutch on and U/D clutch pressure tap circuits, it will be necessary to replentish the sealing patch on the bolt using Mopar Lock & Seal Adhesive. 4. Clean the oil pan and magnet. Reinstall pan using new Mopar Silicone Adhesive sealant. Tighten oil pan bolts to 19 Nm (165 in. lbs.). 5. Pour four quarts of Mopar ATF+4, Automatic Transmission Fluid, through the dipstick opening. 6. Start engine and allow to idle for at least one minute. Then, with parking and service brakes applied, move selector lever momentarily to each position, ending in the park or neutral position. 7. Check the transmission fluid level and add an appropriate amount to bring the transmission fluid level to 3mm (1/8 in.) below the lowest mark on the dipstick. 8. Recheck the fluid level after the transmission has reached normal operating temperature (180F.). 9. To prevent dirt from entering transmission, make certain that dipstick is fully seated into the dipstick opening.

TRANSMISSION FILL
To avoid overfilling transmission after a fluid change or overhaul, perform the following procedure: 1. Remove dipstick and insert clean funnel in transmission fill tube. 2. Add following initial quantity of Mopar ATF +4, Automatic Transmission Fluid, to transmission: a. If only fluid and filter were changed, add 3 pints (1-1/2 quarts) of ATF +4 to transmission.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

3. 4. 5. 6.

7. 8.

b. If transmission was completely overhauled, or torque converter was replaced or drained, add 12 pints (6 quarts) of ATF +4 to transmission. Apply parking brakes. Start and run engine at normal curb idle speed. Apply service brakes, shift transmission through all gear ranges then back to NEUTRAL, set parking brake, and leave engine running at curb idle speed. Remove funnel, insert dipstick and check fluid level. If level is low, add fluid to bring level to MIN mark on dipstick. Check to see if the oil level is equal on both sides of the dipstick. If one side is noticably higher than the other, the dipstick has picked up some oil from the dipstick tube. Allow the oil to drain down the dipstick tube and re-check. Drive vehicle until transmission fluid is at normal operating temperature. With the engine running at curb idle speed, the gear selector in NEUTRAL, and the parking brake applied, check the transmission fluid level.

CAUTION: Do not overfill transmission, fluid foaming and shifting problems can result. 9. Add fluid to bring level up to MAX arrow mark. When fluid level is correct, shut engine off, release park brake, remove funnel, and install dipstick in fill tube.

CABLE-GEARSHIFT
DIAGNOSIS AND TESTING - GEARSHIFT CABLE
1. Engine starts must be possible with shift lever in PARK or NEUTRAL positions only. Engine starts must not be possible in any other gear position. 2. With the shift lever in the: a. PARK position - Apply upward force on the shift arm and remove pressure. Engine starts must be possible. b. PARK position - Apply downward force on the shift arm and remove pressure. Engine starts must be possible. c. NEUTRAL position - Normal position. Engine starts must be possible. d. NEUTRAL position - Engine running and brakes applied, apply upward force on the shift arm. Transmission shall not be able to shift from neutral to reverse.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 743

REMOVAL
1. Shift transmission into PARK. 2. Raise vehicle. 3. Disengage the gearshift cable (1) eyelet at transmission manual shift lever (3) and pull cable out of mounting bracket (2).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

9. From under the hood, remove the shift cable grommet (2) from the dash panel. 10. Remove gearshift cable (1) from vehicle.

INSTALLATION
1. From under the hood, route the gearshift cable (1) through the dash panel and toward the shifter assembly. 2. Install the grommet (2) to the dash panel.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 745

6. From under the hood, route the gearshift cable (1) forward of the air conditioning lines and the heater hoses (2) and toward the transmission (3) manual lever.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

7. Raise vehicle. 8. Verify that the transmission is in the PARK position by trying to rotate the propeller shaft. If the propeller shaft rotates, move the transmission manual shift lever until the PARK system is engaged. 9. Route the gearshift cable (1) through the mounting bracket (2). 10. Engage the gearshift cable (1) eyelet onto the transmission manual shift lever (3).

11. Lower vehicle. 12. Verify that the shifter is in the PARK position and tighten the adjustment screw (5) to 7 Nm (65 in.lbs.). 13. Verify correct shifter operation. 14. If necessary, install the shield, covering the gearshift and park lock cables, to the floorpan and install the bolts to hold the shield to the floorpan. 15. Install the floor console (Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - INSTALLATION) as necessary.

ADJUSTMENTS - GEARSHIFT CABLE

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 747

1. Shift transmission into PARK. 2. Remove floor console as necessary for access to the shift cable adjustment. (Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - REMOVAL) 3. Loosen the shift cable adjustment screw (5).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

CLUTCHES-HOLDING
DESCRIPTION
Two hydraulically applied multi-disc clutches are used to hold planetary geartrain components stationary while the input clutches drive others. The 2/4 (2) and Low/Reverse (3) clutches are considered holding clutches and are contained at the rear of the transmission case.

OPERATION
NOTE: (Refer to 21 - TRANSMISSION/AUTOMATIC - 42RLE - DIAGNOSIS AND TESTING) for a collective view of which clutch elements are applied at each position of the selector lever.

2/4 CLUTCH
The 2/4 clutch is hydraulically applied in second and fourth gears by pressurized fluid against the 2/4 clutch piston. When the 2/4 clutch is applied, the front sun gear assembly is held or grounded to the transmission case.

LOW/REVERSE CLUTCH
The Low/Reverse clutch is hydraulically applied in park, reverse, neutral, and first gears by pressurized fluid against the Low/Reverse clutch piston. When the Low/Reverse clutch is applied, the front planet carrier/rear annulus assembly is held or grounded to the transmission case.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 749

ASSEMBLY-INPUT CLUTCH
DISASSEMBLY
1. Mount input clutch assembly to Input Clutch Pressure Fixture (Tool 8391).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

2. Tap down (2) reverse clutch reaction plate (4) to release pressure from snap ring. 3. Remove reverse clutch snap ring (3).

4. Pry up reverse clutch reaction plate (1).

5. Remove reverse clutch reaction plate (1).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 751

NOTE: Tag reverse clutch pack for reassembly identification. 6. Remove the reverse clutch pack (two fibers/one steel) (1, 2).

7. Remove the OD/Reverse reaction plate (1) snap ring (3).

8. Remove OD/Reverse pressure plate (1).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

9. Remove OD/Reverse reaction plate wave snap ring (2).

10. Remove OD shaft/hub and OD clutch pack (1).

NOTE: Tag overdrive clutch pack for reassembly identification. 11. Remove the overdrive clutch (1, 3) from the overdrive hub/shaft (2).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 753

12. Remove and inspect number 3 and 4 thrust plates (1, 3).

13. Remove the underdrive shaft assembly (2).

14. Remove the number 2 needle bearing (1).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

15. Remove the OD/UD reaction plate tapered snap ring (1).

NOTE: The OD/UD clutch reaction plate has a step on both sides. The OD/UD clutches reaction plate goes tapered step side up. 16. Remove the OD/UD reaction plate (1).

17. Remove the first UD clutch disc (1).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 755

18. Remove the UD clutch flat snap ring (1).

NOTE: Tag underdrive clutch pack for reassembly identification. 19. Remove the UD clutch pack (1, 3).

CAUTION: Compress return spring just enough to remove or install snap ring. 20. Using Tool 5059A (4) and an arbor press (2), compress UD clutch piston enough to remove snap ring (3).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21. Remove the underdrive spring retainer snap ring (2), spring retainer (1), and spring (4).

22. Remove the UD clutch piston (1).

23. Remove the input hub tapered snap ring (2).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 757

24. Tap on input hub (1) with soft faced hammer (2) and separate input hub from OD/Reverse piston and clutch retainer.

25. Separate the input hub from OD/Reverse piston (5) and clutch retainer (2).

26. Separate clutch retainer (2) from OD/Reverse piston (1).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

27. Using Tool 6057 (4) and an arbor press(1), compress OD/Reverse piston (5) return spring just enough to remove snap ring (3).

28. Remove the OD/Reverse piston (5) return spring and snap ring (3).

29. Remove input shaft (1) to input clutch hub snap ring (3).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 759

30. Using a suitably sized socket (2) and an arbor press (1), remove input shaft (5) from input shaft hub.

ASSEMBLY
Use petrolatum on all seals to ease assembly of components. 1. Using an arbor press(2), install input shaft (1) to input shaft hub (2).

2. Install input shaft snap ring (3).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

3. Position the OD/Reverse piston return spring (2) and snap ring (3) onto the OD/Reverse piston (1).

4. Using an arbor press (1) and Tool 6057 (4), install the OD/Reverse piston return spring (6) and snap ring (3).

5. Install the OD/Reverse piston (1) assembly to the input clutch retainer (2).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 761

6. Install the input hub/shaft assembly (1) to the OD/Reverse piston/clutch retainer assembly (2).

7. Install input hub tapered snap ring (2). Make sure snap ring is fully seated.

8. Install the UD clutch piston (1).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

9. Install UD piston return spring (1)and Tool 5067 (2).

10. Position the UD spring retainer (1) and snap ring (2) on the piston return spring (4).

CAUTION: Compress return spring just enough to install snap ring. 11. Using Tool 5059A (6) and an arbor press (1), install the UD spring retainer and snap ring (3).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 763

12. Install the UD clutch pack (four fibers/four steels) (1, 3). Leave the top disc (2) out until after the snap ring is installed.

13. Install the UD clutch flat snap ring (1).

14. Install the last UD clutch disc (1).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

15. Install the OD/UD clutch reaction plate (1). The OD/UD clutches reaction plate has a step on both sides. Install the OD/UD clutches reaction plate tapered step side up.

NOTE: Snap ring ends must be located within one finger of the input clutch hub. Be sure that snap ring is fully seated, by pushing with screwdriver, into snap ring groove all the way around. 16. Install the UD/OD tapered snap ring (1).

17. Seat tapered snap ring (1) to ensure proper installation.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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18. Install input clutch assembly (1) to the Input Clutch Pressure Fixture 8391 (2).

19. Set up dial indicator (1) on the UD clutch pack (2).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

20. Using moderate pressure, press down and hold (near indicator) the UD clutch pack (2) with screwdriver or suitable tool and zero dial indicator (1). When releasing pressure on clutch pack, indicator reading should advance 0.005-0.010 inches. CAUTION: Do not apply more than 30 psi (206 kPa) to the underdrive clutch pack. 21. Apply 30 psi (206 kPa) to the underdrive hose on Tool 8391 and measure UD clutch clearance. Measure and record UD clutch pack measurement in four (4) places, 90 apart. 22. Take average of four measurements and compare with UD clutch pack clearance specification. Underdrive clutch pack clearance must be 0.94-1.50 mm (0.037-0.059 in.).

23. If necessary, select the proper reaction plate to achieve specifications.

24. Install the OD clutch pack (four fibers/three steels) (1).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 767

25. Install OD reaction plate waved snap ring (1).

26. Install the OD/Reverse reaction plate (1) with large step down (towards OD clutch pack).

27. Install OD reaction plate flat snap ring (3).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

28. Measure OD clutch pack clearance. Set up dial indicator (1) on top of the OD/Reverse reaction plate (2). 29. Zero dial indicator and apply 30 psi (206 kPa) air pressure to the overdrive clutch hose on Tool 8391. Measure and record OD clutch pack measurement in four (4) places, 90 apart. 30. Take average of four measurements and compare with OD clutch pack clearance specification. The overdrive (OD) clutch pack clearance is 1.07-3.25 mm (0.042-0.128 in.). If not within specifications, the clutch is not assembled properly. There is no adjustment for the OD clutch clearance.

31. Install reverse clutch pack (two fibers/one steel) (1, 2).

32. Install reverse clutch reaction plate (1) with the flat side down towards reverse clutch.

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33. Tap reaction plate (3) down to allow installation of the reverse clutch snap ring (1). Install reverse clutch snap ring (1).

34. Pry up reverse reaction plate (4) to seat against snap ring (2).

35. Set up a dial indicator (1) on the reverse clutch pack (2).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

36. Using moderate pressure, press down and hold (near indicator) reverse clutch disc (2) with screwdriver or suitable tool and zero dial indicator (1). When releasing pressure, indicator should advance 0.005-0.010 inches as clutch pack relaxes. 37. Apply 30 psi (206 kPa) air pressure to the reverse clutch hose on Tool 8391. Measure and record reverse clutch pack measurement in four (4) places, 90 apart. 38. Take average of four measurements and compare with reverse clutch pack clearance specification. The reverse clutch pack clearance is 0.89-1.37 mm (0.035-0.054 in.). Select the proper reverse clutch snap ring to achieve specifications.

39. To complete the assembly, reverse clutch and overdrive clutch must be removed.

40. Install the number 2 needle bearing (1).

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41. Install the underdrive shaft assembly (1).

42. Install the number 3 thrust washer (1) to the underdrive shaft assembly (2). Be sure five tabs are seated properly.

43. Install the number 3 thrust plate (3) to the bottom of the overdrive shaft assembly (1). Retain with petrolatum or transmission assembly gel (2).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

44. Install the overdrive shaft assembly (1).

45. Reinstall overdrive and reverse clutch. Rechecking these clutch clearances is not necessary.

SENSOR-INPUT SPEED
DESCRIPTION
The Input (1) and Output (2) Speed Sensors are twowire magnetic pickup devices that generate AC signals as rotation occurs. They are mounted in the left side of the transmission case and are considered primary inputs to the Transmission Control Module (TCM).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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OPERATION
The Input Speed Sensor provides information on how fast the input shaft is rotating. As the teeth of the input clutch hub pass by the sensor coil, an AC voltage is generated and sent to the TCM. The TCM interprets this information as input shaft rpm. The Output Speed Sensor generates an AC signal in a similar fashion, though its coil is excited by rotation of the rear planetary carrier lugs. The TCM interprets this information as output shaft rpm. The TCM compares the input and output speed signals to determine the following: Transmission gear ratio Speed ratio error detection CVI calculation The TCM also compares the input speed signal and the engine speed signal to determine the following: Torque converter clutch slippage Torque converter element speed ratio

REMOVAL
1. Raise vehicle. 2. Place a suitable fluid catch pan under the transmission. 3. Remove the wiring connector from the input speed sensor 91). NOTE: The speed sensor bolt has a sealing patch applied from the factory. Be sure to reuse the same bolt. 4. Remove the bolt holding the input speed sensor (1) to the transmission case. 5. Remove the input speed sensor (1) from the transmission case.

INSTALLATION
1. Install the input speed sensor (1) into the transmission case. NOTE: Before installing the speed sensor bolt, it will be necessary to replentish the sealing patch on the bolt using Mopar Lock & Seal Adhesive. 2. Install the bolt to hold the input speed sensor (1) into the transmission case. Tighten the bolt to 9 Nm (80 in.lbs.). 3. Install the wiring connector onto the input speed sensor 4. Verify the transmission fluid level. Add fluid as necessary. (Refer to 21 - TRANSMISSION/AUTOMATIC TRANSMISSION - 42RLE/FLUID STANDARD PROCEDURE) 5. Lower vehicle.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

PUMP-OIL
DESCRIPTION
The oil pump is located in the pump housing inside the bell housing of the transmission case. The oil pump assembly consists of an inner (3) and outer (2) gear, a housing (1), and a cover that also serves as the reaction shaft support (6).

OPERATION
As the torque converter rotates, the converter hub rotates the inner and outer gears. As the gears rotate, the clearance between the gear teeth increases in the crescent area, and creates a suction at the inlet side of the pump. This suction draws fluid through the pump inlet from the oil pan. As the clearance between the gear teeth in the crescent area decreases, it forces pressurized fluid into the pump outlet and to the valve body.

DISASSEMBLY
1. Remove the reaction shaft support bolts. 2. Remove the reaction shaft support(2) from the pump housing (1).

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3. Remove the pump gears (2, 3) and check for wear and damage on pump housing (1) and gears (2, 3).

4. Re-install the gears and check clearances. 5. Measure the clearance between the outer gear (1) and the pump pocket (2). Clearance should be 0.089-0.202 mm (0.0035-0.0079 in.). 6. Measure clearance between outer gear and crescent. Clearance should be 0.060-0.298 mm (0.0023-0.0117 in.). 7. Measure clearance between inner gear and crescent. Clearance should be 0.093-0.385 mm (0.0036-0.0151 in.). 8. Position an appropriate piece of Plastigage across both pump gears. 9. Align the Plastigage to a flat area on the reaction shaft support housing. 10. Install the reaction shaft to the pump housing. Tighten the bolts to 27 Nm (20 ft. lbs.). 11. Remove bolts and carefully separate the housings. Measure the Plastigage following the instructions supplied. 12. Clearance between outer gear side and the reaction shaft support should be 0.020-0.046 mm (0.0008-0.0018 in.). Clearance between inner gear side and the reaction shaft support should be 0.020-0.046 mm (0.00080.0018 in.).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

ASSEMBLY
1. Assemble oil pump as shown 2. Install and torque reaction shaft support-to-oil pump housing bolts to 28 Nm (20 ft. lbs.) torque.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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7. Position Bearing Remover 9082 (1) over the inner race of the output shaft bearing.

8. Slide the collar (3) on the Bearing Remover 9082 (1) downward over the fingers (3) of the tool.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

9. Remove the output shaft bearing (3).

INSTALLATION
1. Install output shaft bearing in the rear transmission housing. Using Bearing Installer 9287 (1), install the output shaft bearing (2) into the transmission housing. The closed side of the plastic cage must point towards the transmission.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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2. Install the retaining ring (1). Ensure that the retaining ring is seated correctly in the groove. 3. Install the output shaft washer onto the output shaft.

4. Install a new transmission rear seal into the transmission case with Seal Installer 8902A (1). 5. Verify that the transmission is in PARK in order to prepare for the installation of the output shaft nut. 6. Install the propeller shaft flange onto the output shaft and install an new flange nut. Tighten the flange nut to 120 Nm (88.5 ft.lbs.).

7. Stake the output shaft nut to the output shaft as follows.Place the Staking Tool 9078 (2) and Driver Handle C-4171 onto the output shaft. 8. Rotate the Staking Tool 9078 (2) until the alignment pin (3) engages the output shaft notch (4).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

9. Press downward on the staking tool (1) until the staking pin (3) contacts the output shaft nut flange (2). 10. Strike the Driver handle C-4171 with a suitable hammer until the output shaft nut is securely staked to the output shaft. 11. Install the propeller shaft (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/PROPELLER SHAFT - INSTALLATION).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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SENSOR-OUTPUT SPEED
DESCRIPTION
The Input (1) and Output (2) Speed Sensors are twowire magnetic pickup devices that generate AC signals as rotation occurs. They are mounted in the left side of the transmission case and are considered primary inputs to the Transmission Control Module (TCM).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

REMOVAL
1. Raise vehicle. 2. Place a suitable fluid catch pan under the transmission. 3. Remove the wiring connector from the output speed sensor (2). NOTE: The speed sensor bolt has a sealing patch applied from the factory. Be sure to reuse the same bolt. 4. Remove the bolt holding the output speed sensor (2) to the transmission case. 5. Remove the output speed sensor (2) from the transmission case.

INSTALLATION
1. Install the output speed sensor (2) into the transmission case. NOTE: Before installing the speed sensor bolt, it will be necessary to replentish the sealing patch on the bolt using Mopar Lock & Seal Adhesive. 2. Install the bolt to hold the output speed sensor (2) into the transmission case. Tighten the bolt to 9 Nm (80 in.lbs.). 3. Install the wiring connector onto the output speed sensor (2). 4. Verify the transmission fluid level. Add fluid as necessary. (Refer to 21 - TRANSMISSION/AUTOMATIC TRANSMISSION - 42RLE/FLUID STANDARD PROCEDURE) 5. Lower vehicle.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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CABLE-PARK LOCK
REMOVAL
1. Place ignition key in the ACC (2) position.

2. Remove the lower instrument panel trim as necessary to access the park lock cable. 3. Disconnect park lock cable (4) from ignition cylinder (3).

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

INSTALLATION
1. Verify that ignition key is in ACC (2) position.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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2. Install the park lock cable (4) to the ignition cylinder (3). Secure the cable to instrument panel at retainer. 3. Install any instrument panel trim that was removed to access the park lock cable.

4. Route park lock cable towards shift mechanism. 5. Connect the park lock cable core to shift mechanism cam (3), and then secure cable housing to shift mechanism.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

GEARTRAIN-PLANETARY
DESCRIPTION
The planetary geartrain is located between the input clutch assembly and the rear of the transmission case. The planetary geartrain consists of two sun gears, two planetary carriers, two annulus (ring) gears, and one output shaft.

OPERATION
The planetary geartrain utilizes two planetary gear sets that connect the transmission input shaft to the output shaft. Input and holding clutches drive or lock different planetary members to change output ratio or direction.

SEAL-OIL PUMP
REMOVAL
1. Remove the transmission from the vehicle (Refer to 21 - TRANSMISSION/AUTOMATIC - 42RLE - REMOVAL). 2. Remove the torque converter from the transmission bellhousing. 3. Use special tool C-3981B to remove oil pump seal.

INSTALLATION
1. Clean and inspect oil pump seal seat. Then install seal using special tool C-4193-A. 2. Clean and inspect torque converter hub. If nicks, scratches or hub wear are found, torque converter replacement will be required. CAUTION: If the torque converter is being replaced, apply a light coating of grease to the crankshaft pilot hole. Also inspect the engine drive plate for cracks. If any cracks are found replace the drive plate. Do not attempt to repair a cracked drive plate. Always use new torque converter to drive plate bolts. 3. Apply a light film of transmission oil to the torque converter hub and oil seal lips. Then install torque converter into transmission. Be sure that the hub lugs mesh with the front pump lugs when installing. 4. Reinstall the transmission into the vehicle. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE INSTALLATION)

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 787

MECHANISM-SHIFT
DESCRIPTION
The automatic transmission is operated with the help of a shift lever assembly (SLA) (1) located in the floor console. There are six positions to which the selection lever can be shifted: P, R, N, D, 3, L. All selector lever positions are identified by the SLA and transmitted by a shift cable to the selector shaft in the transmission.

OPERATION
With the selector lever in position D , the transmission control module (TCM) automatically shifts the gears that are best-suited to the current operating situation. This means that shifting of gears is continuously adjusted to current driving and operating conditions in line with the selected shift range and the accelerator pedal position. Starting off is always performed in 1st gear. The current selector lever position or, if the shift range has been limited, the current shift range is indicated in the instrument cluster display. The permissible shifter positions and transmission operating ranges are: P = Parking lock and engine starting. R = Reverse. N = Neutral and engine starting (no power is transmitted to the axles). D = The shift range includes all forward gears. 3= Shift range is limited to gears 1 to 3. 1= Shift range is limited to the 1st gear.

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6. Verify the key is in the LOCK position and disconnect the park lock cable (1) from the shifter mechansim cam (3) and the notch in the shifter assembly (3).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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7. Disengage all wiring connectors (2) from the shifter assembly (1).

8. Remove all nuts (2) holding the shifter assembly (1) to the floor pan. 9. Remove the shifter assembly (1) from the vehicle.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

4. Place the floor shifter lever in PARK position. 5. Loosen the adjustment screw (5) on the gearshift cable (1). 6. Install the gearshift cable (1) to the shift lever pin (3).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

The solenoids used in transmission applications are attached to valves which can be classified as normally open or normally closed. The normally open solenoid valve is defined as a valve which allows hydraulic flow when no current or voltage is applied to the solenoid. The normally closed solenoid valve is defined as a valve which does not allow hydraulic flow when no current or voltage is applied to the solenoid. These valves perform hydraulic control functions for the transmission and must therefore be durable and tolerant of dirt particles. For these reasons, the valves have hardened steel poppets and ball valves. The solenoids operate the valves directly, which means that the solenoids must have very high outputs to close the valves against the sizable flow areas and line pressures found in current transmissions. Fast response time is also necessary to ensure accurate control of the transmission.

1 2 3 4 5

MANUAL VALVE LINE PRESSURE 2/4 - LOW REVERSE SOLENOID ENERGIZED UNDERDRIVE SOLENOID DE-ENERGIZED UNDERDRIVE CLUTCH

The strength of the magnetic field is the primary force that determines the speed of operation in a particular solenoid design. A stronger magnetic field will cause the plunger to move at a greater speed than a weaker one. There are basically two ways to increase the force of the magnetic field: 1. Increase the amount of current applied to the coil or 2. Increase the number of turns of wire in the coil. The most common practice is to increase the number of turns by using thin wire that can completely fill the available space within the solenoid housing. The strength of the spring and the length of the plunger also contribute to the response speed possible by a particular solenoid design. A solenoid can also be described by the method by which it is controlled. Some of the possibilities include variable force, pulse-width modulated, constant ON, or duty cycle. The variable force and pulse-width modulated versions utilize similar methods to control the current flow through the solenoid to position the solenoid plunger at a desired position somewhere between full ON and full OFF. The constant ON and duty cycled versions control the voltage across the solenoid to allow either full flow or no flow through the solenoids valve.
1 - OVERDRIVE CLUTCH 2 - NO VENT 3 - OVERDRIVE SOLENOID ENERGIZED 4 - MANUAL VALVE 5 - LOW REVERSE/CONVERTER CLUTCH SOLENOID DEENERGIZED 6 - SOLENOID SWITCH VALVE 7 - TAPER 8 - VENT TO SUMP 9 - ORIFICE 10 - CHECK BALL

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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ASSEMBLY-TRANSMISSION SOLENOID/PRESSURE SWITCH

DESCRIPTION
The Solenoid/Pressure Switch Assembly (1) is inside the transmission and mounted to the valve body assembly. The assembly consists of four solenoids that control hydraulic pressure to the L/R, 2/4, OD, and UD friction elements (transmission clutches), and the torque converter clutch. The reverse clutch is controlled by line pressure from the manual valve in the valve body. The solenoids are contained within the Solenoid/Pressure Switch Assembly, and can only be serviced by replacing the assembly. The solenoid assembly also contains pressure switches that monitor and send hydraulic circuit information to the TCM. Likewise, the pressure switches can only be service by replacing the assembly.

OPERATION
SOLENOIDS
The solenoids receive electrical power from the Transmission Control Relay through a single wire. The TCM energizes or operates the solenoids individually by grounding the return wire of the solenoid needed. When a solenoid is energized, the solenoid valve shifts, and a fluid passage is opened or closed (vented or applied), depending on its default operating state. The result is an apply or release of a frictional element. The 2/4 and UD solenoids are normally applied, which allows fluid to pass through in their relaxed or off state. By design, this allows transmission limp-in (P,R,N,2) in the event of an electrical failure. The continuity of the solenoids and circuits are periodically tested. Each solenoid is turned on or off depending on its current state. An inductive spike should be detected by the TCM during this test. If no spike is detected, the circuit is tested again to verify the failure. In addition to the periodic testing, the solenoid circuits are tested if a speed ratio or pressure switch error occurs.

PRESSURE SWITCHES
The TCM relies on three pressure switches to monitor fluid pressure in the L/R, 2/4, and OD hydraulic circuits. The primary purpose of these switches is to help the TCM detect when clutch circuit hydraulic failures occur. The range for the pressure switch closing and opening points is 11-23 psi. Typically the switch opening point will be approximately one psi lower than the closing point. For example, a switch may close at 18 psi and open at 17 psi. The switches are continuously monitored by the TCM for the correct states (open or closed) in each gear as shown in the following chart:

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

PRESSURE SWITCH STATES GEAR R P/N 1st 2nd D OD L/R OP CL CL OP OP OP OP = OPEN CL = CLOSED A Diagnostic Trouble Code (DTC) will set if the TCM senses any switch open or closed at the wrong time in a given gear. The TCM also tests the 2/4 and OD pressure switches when they are normally off (OD and 2/4 are tested in 1st gear, OD in 2nd gear, and 2/4 in 3rd gear). The test simply verifies that they are operational, by looking for a closed state when the corresponding element is applied. Immediately after a shift into 1st, 2nd, or 3rd gear with the engine speed above 1000 rpm, the TCM momentarily turns on element pressure to the 2/4 and/or OD clutch circuits to identify that the appropriate switch has closed. If it doesnt close, it is tested again. If the switch fails to close the second time, the appropriate Diagnostic Trouble Code (DTC) will set. 2/4 OP OP OP CL OP CL OD OP OP OP OP CL CL

REMOVAL
NOTE: If the Solenoid/Pressure Switch Assembly is being replaced, the Quick Learn Procedure must be performed. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE) 1. Raise vehicle on hoist. 2. Remove valve body assembly from transmission. (Refer to 21 - TRANSMISSION/AUTOMATIC 42RLE/VALVE BODY - REMOVAL) 3. Remove Solenoid/Pressure Switch Assembly retaining screws (2) from solenoid.

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4. Remove Solenoid/Pressure Switch Assembly (1) and screen from valve body (2).

INSTALLATION
NOTE: If the Solenoid/Pressure Switch assembly is being replaced, the Quick Learn Procedure must be performed. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE) 1. Install Solenoid/Pressure Switch Assembly (1) and screen (3) to the separator and transfer plates.

2. Install and tighten retaining screws (2) to 5.5 Nm (50 in. lbs.) torque. 3. Install valve body. (Refer to 21 - TRANSMISSION/ AUTOMATIC - 42RLE/VALVE BODY - INSTALLATION)

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

CONVERTER-TORQUE
DESCRIPTION
The torque converter is a hydraulic device that couples the engine crankshaft to the transmission. The torque converter consists of an outer shell with an internal turbine (1), a stator (4), an overrunning clutch, an impeller (2) and an electronically applied converter clutch (6). The converter clutch provides reduced engine speed and greater fuel economy when engaged. Clutch engagement also provides reduced transmission fluid temperatures. The torque converter hub drives the transmission oil (fluid) pump. The torque converter is a sealed, welded unit that is not repairable and is serviced as an assembly. CAUTION: The torque converter must be replaced if a transmission failure resulted in large amounts of metal or fiber contamination in the fluid.

1 2 3 4 5 6 7

TURBINE IMPELLER HUB STATOR FRONT COVER CONVERTER CLUTCH DISC DRIVE PLATE

LX IMPELLER

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Impeller
1 - ENGINE FLEXPLATE 2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE SECTION 3 - IMPELLER VANES AND COVER ARE INTEGRAL 4 - ENGINE ROTATION 5 - ENGINE ROTATION

The impeller is an integral part of the converter housing. The impeller consists of curved blades placed radially along the inside of the housing on the transmission side of the converter. As the converter housing is rotated by the engine, so is the impeller, because they are one and the same and are the driving members of the system.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

Turbine
1 - TURBINE VANE 2 - ENGINE ROTATION 3 - INPUT SHAFT 4 - PORTION OF TORQUE CONVERTER COVER 5 - ENGINE ROTATION 6 - OIL FLOW WITHIN TURBINE SECTION

The turbine is the output, or driven, member of the converter. The turbine is mounted within the housing opposite the impeller, but is not attached to the housing. The input shaft is inserted through the center of the impeller and splined into the turbine. The design of the turbine is similar to the impeller, except the blades of the turbine are curved in the opposite direction.

LX STATOR

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The stator assembly is mounted on a stationary shaft which is an integral part of the oil pump. The stator (1) is located between the impeller (2) and the turbine (4) within the torque converter case.

The stator contains an over-running clutch (1-4), which allows the stator to rotate only in a clockwise direction. When the stator is locked against the over-running clutch, the torque multiplication feature of the torque converter is operational.

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AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

TORQUE CONVERTER CLUTCH (TCC)

The TCC was installed to improve the efficiency of the torque converter that is lost to the slippage of the fluid coupling. Although the fluid coupling provides smooth, shock-free power transfer, it is natural for all fluid couplings to slip. If the impeller (3) and turbine (5) were mechanically locked together, a zero slippage condition could be obtained. A hydraulic piston (6) with friction material (7) was added to the turbine assembly (5) to provide this mechanical lock-up. In order to reduce heat build-up in the transmission and buffer the powertrain against torsional vibrations, the TCM can duty cycle the L/R-CC Solenoid to achieve a smooth application of the torque converter clutch. This function, referred to as Electronically Modulated Converter Clutch (EMCC) can occur at various times depending on the following variables: Shift lever position Current gear range Transmission fluid temperature Engine coolant temperature Input speed Throttle angle Engine speed

OPERATION

Torque Converter Fluid Operation - Typical

1 - APPLY PRESSURE 2 - THE PISTON MOVES SLIGHTLY FORWARD 3 - RELEASE PRESSURE 4 - THE PISTON MOVES SLIGHTLY REARWARD

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

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The converter impeller (driving member), which is integral to the converter housing and bolted to the engine drive plate, rotates at engine speed. The converter turbine (driven member), which reacts from fluid pressure generated by the impeller, rotates and turns the transmission input shaft.

STATOR
Torque multiplication is achieved by locking the stators over-running clutch to its shaft. Under stall conditions (the turbine is stationary), the oil leaving the turbine blades strikes the face of the stator blades and tries to rotate them in a counterclockwise direction. When this happens the over-running clutch of the stator locks and holds the stator from rotating. With the stator locked, the oil strikes the stator blades and is redirected into a helping direction before it enters the impeller. This circulation of oil from impeller to turbine, turbine to stator, and stator to impeller, can produce a maximum torque multiplication of about 2.4:1. As the turbine begins to match the speed of the impeller, the fluid that was hitting the stator in such as way as to cause it to lock-up is no longer doing so. In this condition of operation, the stator begins to free wheel and the converter acts as a fluid coupling.

TORQUE CONVERTER CLUTCH (TCC)

In a standard torque converter, the impeller and turbine are rotating at about the same speed and the stator is freewheeling, providing no torque multiplication. By applying the turbines piston and friction material to the front cover, a total converter engagement can be obtained. The result of this engagement is a direct 1:1 mechanical link between the engine and the transmission. The clutch can be engaged in second, third, and fourth gear ranges depending on overdrive control switch position. If the overdrive control switch is in the normal ON position, the clutch will engage after the shift to fourth gear. If the control switch is in the OFF position, the clutch will engage after the shift to third gear. The TCM controls the torque converter by way of internal logic software. The programming of the software provides the TCM with control over the L/R-CC Solenoid. There are four output logic states that can be applied as follows: No EMCC Partial EMCC Full EMCC Gradual-to-no EMCC NO EMCC Under No EMCC conditions, the L/R Solenoid is OFF. There are several conditions that can result in NO EMCC operations. No EMCC can be initiated due to a fault in the transmission or because the TCM does not see the need for EMCC under current driving conditions.

21 - 802

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

PARTIAL EMCC Partial EMCC operation modulates the L/R Solenoid (duty cycle) to obtain partial torque converter clutch application. Partial EMCC operation is maintained until Full EMCC is called for and actuated. During Partial EMCC some slip does occur. Partial EMCC will usually occur at low speeds, low load and light throttle situations. FULL EMCC During Full EMCC operation, the TCM increases the L/R Solenoid duty cycle to full ON after Partial EMCC control brings the engine speed within the desired slip range of transmission input speed relative to engine rpm. GRADUAL-TO-NO EMCC This operation is to soften the change from Full or Partial EMCC to No EMCC. This is done at mid-throttle by decreasing the L/R Solenoid duty cycle.

REMOVAL
1. Remove transmission and torque converter from vehicle. (Refer to 21 - TRANSMISSION/AUTOMATIC - 545RFE/ 42RLE - REMOVAL) 2. Place a suitable drain pan under the converter housing end of the transmission. CAUTION: Verify that transmission is secure on the lifting device or work surface, the center of gravity of the transmission will shift when the torque converter is removed creating an unstable condition. The torque converter is a heavy unit. Use caution when separating the torque converter from the transmission. 3. Pull the torque converter forward until the center hub clears the oil pump seal. 4. Separate the torque converter from the transmission.

INSTALLATION
NOTE: Check converter hub and drive notches for sharp edges, burrs, scratches, or nicks. Polish the hub and notches with 320/400 grit paper or crocus cloth if necessary. The hub must be smooth to avoid damaging the pump seal at installation. 1. Lubricate oil pump seal lip with transmission fluid. 2. Place torque converter in position on transmission. CAUTION: Do not damage oil pump seal or bushing while inserting torque converter into the front of the transmission. 3. Align torque converter to oil pump seal opening. 4. Insert torque converter hub into oil pump. 5. While pushing torque converter inward, rotate converter until converter is fully seated in the oil pump gears. 6. Check converter seating with a scale (1) and straightedge (2). Surface of converter lugs should be 1/2 in. to rear of straightedge when converter is fully seated. 7. If necessary, temporarily secure converter with C-clamp attached to the converter housing. 8. Install the transmission in the vehicle. 9. Fill the transmission with the recommended fluid.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 803

RELAY-TRANSMISSION CONTROL
DESCRIPTION
The relay is supplied fused B+ voltage, energized by the TCM, and is used to supply power to the solenoid pack when the transmission is in normal operating mode.

OPERATION
When the relay is off, no power is supplied to the solenoid pack and the transmission is in limp-in mode. After a controller reset, the TCM energizes the relay. Prior to this, the TCM verifies that the contacts are open by checking for no voltage at the switched battery terminals. After this is verified, the voltage at the solenoid pack pressure switches is checked. After the relay is energized, the TCM monitors the terminals to verify that the voltage is greater than 3 volts.

SENSOR-TRANSMISSION RANGE
DESCRIPTION
The Transmission Range Sensor (TRS) (2) is mounted to the top of the valve body inside the transmission and can only be serviced by removing the valve body assembly. The electrical connector extends through the transmission case. The Transmission Range Sensor (TRS) has four switch contacts that monitor shift lever position and send the information to the PCM.

OPERATION
The Transmission Range Sensor (TRS) communicates shift lever position (SLP) to the TCM as a combination of open and closed switches. Each shift lever position has an assigned combination of switch states (open/closed) that the TCM receives from four sense circuits. The TCM interprets this information and determines the appropriate transmission gear position and shift schedule. Since there are four switches, there are 16 possible combinations of open and closed switches (codes). Seven of these codes are related to gear position and three are recognized as between gear codes. This results in six codes which should never occur. These are called invalid codes. An invalid code will result in a DTC, and the TCM will then determine the shift lever position based on pressure switch data. This allows reasonably normal transmission operation with a TRS failure.

21 - 804

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

TRS SWITCH STATES SLP P R N D 2 1 T42 CL CL CL OP OP CL T41 CL OP CL OP OP OP T3 CL OP OP OP CL CL T1 OP OP CL CL OP CL

REMOVAL
1. Remove valve body assembly from vehicle. (Refer to 21 - TRANSMISSION/AUTOMATIC - 42RLE/ VALVE BODY - REMOVAL) 2. Remove the manual shaft seal (1).

3. Remove manual shaft/TRS retaining screw (1). 4. Slide TRS off of manual valve shaft.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 805

INSTALLATION
1. Install the TRS (2) to the manual shaft. Make sure TRS locating pin rests in manual valve bore slot. 2. Install the TRS/manual shaft retaining screw (1) and torque to 5 Nm (45 in. lbs.) torque.

3. Install the manual shaft seal (1). 4. Install valve body to the transmission. (Refer to 21 - TRANSMISSION//AUTOMATIC - 42RLE/VALVE BODY - INSTALLATION)

21 - 806

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

SENSOR-TRANSMISSION TEMPERATURE
DESCRIPTION
The transmission temperature sensor (2) is located in the transmission range sensor (1) and communicates transmission sump temperature to the TCM.

OPERATION
The transmission range sensor (TRS) has an integrated thermistor that the TCM uses to monitor the transmissions sump temperature. Since fluid temperature can affect transmission shift quality and convertor lock up, the TCM requires this information to determine which shift schedule to operate in. The TCM also monitors this temperature data so it can energize the vehicle cooling fan(s) when a transmission overheat condition exists. If the thermistor circuit fails, the TCM will revert to calculated oil temperature usage.

CALCULATED TEMPERATURE
A failure in the temperature sensor or circuit will result in calculated temperature being substituted for actual temperature. Calculated temperature is a predicted fluid temperature which is calculated from a combination of inputs: Battery (ambient) temperature Engine coolant temperature In-gear run time since start-up

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 807

BODY-VALVE
DESCRIPTION
The valve body assembly consists of a cast aluminum valve body (5),separator plate (4), and transfer plate (3). The valve body contains valves and check balls that control fluid delivery to the torque converter clutch, solenoid/pressure switch assembly, and frictional clutches. Also mounted to the valve body assembly are the solenoid/pressure switch assembly and the transmission range sensor (2).

21 - 808

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

Valve Body - Exploded

1 2 3 4 5 6 7 8 VALVE BODY T/C REGULATOR VALVE L/R SWITCH VALVE CONVERTER CLUTCH CONTROL VALVE MANUAL VALVE CONVERTER CLUTCH SWITCH VALVE SOLENOID SWITCH VALVE REGULATOR VALVE

The

valves contained within the valve body (1) include the following : Regulator valve(2) Solenoid switch valve(7) Manual valve(5) Converter clutch switch valve(6) Converter clutch control valve(4) Torque converter regulator valve(2) Low/Reverse switch valve(3)

In addition, the valve body also contains the thermal valve, #2, 3, 4 & 5 check balls and the 2/4 accumulator assembly.

OPERATION
NOTE: (Refer to 21 - TRANSMISSION/AUTOMATIC - 42RLE - SCHEMATICS AND DIAGRAMS) for a visual aid in determining valve location, operation and design.

LX THERMAL VALVE

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 809

The thermal valve (1) is a bi-metallic shudder valve that helps control the venting rate of oil pressure in the underdrive clutch passage during release of the clutch. When the oil temperature is approximately 20 degrees Fahrenheit or less, the valve is fully open to assist in venting oil past the U1 orifice (2). At temperatures above 20 degrees, the valve starts to close and becomes fully closed at approximately 140 degrees. The thermal valve is located in the transfer plate of the valve body.

REGULATOR VALVE
The regulator valve (9) controls hydraulic pressure in the transmission. It receives unregulated pressure from the pump (6), which works against spring tension (8) to maintain oil at specific pressures. A system of sleeves and ports allows the regulator valve to work at one of three predetermined pressure levels. Regulated oil pressure is also referred to as line pressure.

1 - FROM OVERDRIVE CLUTCH CIRCUIT 2 - FROM MANUAL VALVE 3 - HYDRAULIC PRESSURE 4 - FILTER 5 - PUMP INLET 6 - PUMP OUTLET 7 - OIL PRESSURE REGULATED AT THIS POINT 8 - SPRING TENSION 9 - REGULATOR VALVE 10 - TORQUE CONVERTER CONTROL VALVE

21 - 810

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

SOLENOID SWITCH VALVE

The solenoid switch valve controls line pressure from the LR/CC solenoid (4). In one position, it allows the low/reverse clutch to be pressurized. In the other, it directs line pressure to the converter control and converter clutch valves (7).

1 2 3 4 5 6 7 8

2/4 CLUTCH MANUAL VALVE UD CLUTCH LR/CC SOLENOID DE-ENERGIZED MANUAL VALVE LINE PRESSURE CONVERTER CLUTCH SWITCH AND CONTROL VALVES LR CLUTCH

LX MANUAL VALVE

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 811

The manual valve (4) is operated by the mechanical shift linkage. Its primary responsibility is to send line pressure to the appropriate hydraulic circuits and solenoids. The valve has three operating ranges or positions.

1 - UD CLUTCH 2 - LR/CC CLUTCH 3 - REVERSE CLUTCH 4 - MANUAL VALVE 5 - REGULATOR VALVE 6 - REGULATOR VALVE 7 - CONVERTER CLUTCH CONTROL VALVE 8 - 2/4 CLUTCH 9 - 2/4 - L/R SOLENOID 10 - L/R CLUTCH

CONVERTER CLUTCH SWITCH VALVE

The main responsibility of the converter clutch switch valve (10) is to control hydraulic pressure applied to the front (off) side of the converter clutch piston. Line pressure from the regulator valve (5) is fed to the torque converter regulator valve (8). The pressure is then directed to the converter clutch switch valve (10) and to the front side of the converter clutch piston. This pressure pushes the piston back and disengages the converter clutch.

1 - CONVERTER CLUTCH 2 - TORQUE CONVERTER 3 - LR CLUTCH 4 - DRIBBLERS 5 - REGULATOR VALVE 6 - SOLENOID SWITCH VALVE 7 - CONVERTER CLUTCH CONTROL VALVE 8 - TORQUE CONVERTER REGULATOR VALVE 9 - CONVERTER CLUTCH CONTROL VALVE 10 - CONVERTER CLUTCH SWITCH VALVE 11 - BYPASS VALVE 12 - LUBE 13 - COOLER

21 - 812

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

CONVERTER CLUTCH CONTROL VALVE

The converter clutch control valve (5) controls the back (on) side of the torque converter clutch (1). When the controller energizes or modulates the LR/CC solenoid to apply the converter clutch piston, both the converter clutch control valve (5) and the converter control valve move, allowing pressure to be applied to the back side of the clutch.

1 2 3 4 5 6 7 8 9

CONVERTER CLUTCH TORQUE CONVERTER LR/CC SOLENOID FROM MANUAL VALVE CONVERTER CLUTCH CONTROL VALVE TORQUE CONVERTER REGULATOR VALVE CONVERTER CLUTCH SWITCH VALVE BYPASS VALVE COOLER

T/C REGULATOR VALVE

The torque converter regulator valve slightly regulates the flow of fluid to the torque converter.

LOW/REVERSE SWITCH VALVE

The low/reverse clutch is applied from different sources, depending on whether low (1st) gear or reverse is selected. The low/reverse switch valve alternates positions depending on from which direction fluid pressure is applied. By design, when the valve is shifted by fluid pressure from one channel, the opposing channel is blocked. The switch valve alienates the possibility of a sticking ball check, thus providing consistent application of the low/reverse clutch under these operating conditions.

REMOVAL
NOTE: If valve body is being reconditioned or replaced, it is necessary to perform the Quick Learn Procedure. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE STANDARD PROCEDURE)

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 813

1. Disconnect the TRS and solenoid wiring connectors. 2. Disconnect the shift cable from the shift lever (at the transmission). 3. Move the manual shift lever clockwise as far as it will go. This should be one position past the L position. Then remove the manual shift lever. NOTE: One of the oil pan bolts has a sealing patch applied from the factory. Separate this bolts for reuse. 4. Remove transmission pan bolts (2).

5. Remove transmission oil pan (1).

6. Remove oil filter (1) from valve body. It is held in place by two screws.

21 - 814

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

7. Remove valve body bolts-to-case (1).

CAUTION: The overdrive and underdrive accumulators and springs may fall out when removing the valve body. 8. Carefully remove valve body assembly (1) from the transmission.

DISASSEMBLY
NOTE: If the valve body is being reconditioned or replaced, it is necessary to perform the Quick Learn Procedure using the scan tool (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE)

LX
1. Remove manual shaft seal.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 815

2. Remove manual shaft screw (1).

3. Remove Transmission Range Sensor (TRS) (1) and manual shaft (2).

21 - 816

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

4. Remove Solenoid/Pressure Switch Assembly (1) from valve body.

5. Remove valve body stiffener plate (1).

6. Invert valve body assembly and remove transfer plate-to-valve body screws (1).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 817

7. Remove transfer/separator plate (1) from valve body (2)

8. Remove separator plate-to-transfer plate screws (2).

21 - 818

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

9. Remove separator plate (1) from transfer plate (2).

10. Remove the oil screen (1) from the transfer plate.

11. Remove thermal valve (1) from transfer plate.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 819

Ball Check Location

1 2 3 4 (#4) (#2) (#5) (#3) BALL CHECK BALL CHECK BALL CHECK BALL CHECK LOCATION LOCATION LOCATION LOCATION

12. Remove valve body check balls (1-4). Note their location for assembly ease. 13. Remove 2/4 accumulator assembly (1-5).

21 - 820

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

14. Remove dual retainer plate (2) from valve body. Use special tool 6301 (1) to remove plate (2).

15. Remove regulator valve spring retainer (2).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 821

16. Remove remaining retainers (1, 2).

Valve Body Assembly

1 2 3 4 5 6 7 8 VALVE BODY T/C REGULATOR VALVE L/R SWITCH VALVE CONVERTER CLUTCH CONTROL VALVE MANUAL VALVE CONVERTER CLUTCH SWITCH VALVE SOLENOID SWITCH VALVE REGULATOR VALVE

17. Remove all valves and springs.

21 - 822

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

18. Cleanliness through entire disassembly and assembly of the valve body cannot be overemphasized. When disassembling, each part should be washed in a suitable solvent, then dried by compressed air. Do not wipe parts with shop towels. All mating surfaces in the valve body are accurately machined; therefore, careful handling of all parts must be exercised to avoid nicks or burrs.

ASSEMBLY
NOTE: If the valve body assembly is being reconditioned or replaced, it is necessary to perform the Quick Learn Procedure using the scan tool. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE)

Valve Body Assembly

1 2 3 4 5 6 7 8 VALVE BODY T/C REGULATOR VALVE L/R SWITCH VALVE CONVERTER CLUTCH CONTROL VALVE MANUAL VALVE CONVERTER CLUTCH SWITCH VALVE SOLENOID SWITCH VALVE REGULATOR VALVE

1. Install all valves and springs as shown.

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 823

2. Install regulator valve spring retainer (2).

3. Install dual retainer plate (2) using Tool 6301 (1).

21 - 824

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

4. Verify that all retainers (1, 2) are installed as shown. Retainers should be flush or below valve body surface.

5. Install 2/4 Accumulator components (1-5) as shown. Torque 2/4 Accumulator retainer plate to 5 Nm (45 in. lbs.).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 825

Ball Check Location

1 2 3 4 (#4) (#2) (#5) (#3) BALL CHECK BALL CHECK BALL CHECK BALL CHECK LOCATION LOCATION LOCATION LOCATION

6. Install check balls into position as shown. If necessary, secure them with petrolatum or transmission assembly gel for assembly ease.

7. Install thermal valve (1) to the transfer plate.

21 - 826

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

8. Install the oil screen (1) to the transfer plate.

9. Install separator plate (1) to transfer plate (2).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 827

10. Install the two separator plate-to-transfer plate screws (2).

11. Install the transfer plate (1) to the valve body (2).

21 - 828

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

12. Install the transfer plate-to-valve body screws (1) and torque to 5 Nm (45 in. lbs.).

13. Install the stiffener plate (1).

14. Install the solenoid/pressure switch assembly (1) and screws to the transfer plate and torque to 5.5 Nm (50 in. lbs.).

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

21 - 829

15. Install the manual shaft/rooster comb (3) and transmission range sensor (1) to the valve body.

16. Install the TRS/manual shaft retaining screw (1) and torque to 5 Nm (45 in. lbs.). 17. Install manual shaft seal.

21 - 830

AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

INSTALLATION
1. Install valve body into position and start bolts (1). Torque valve body to transmission case bolts (1) to 12 Nm (105 in. lbs.) torque.

2. Install transmission oil filter (1).

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