MD3060 Trouble Shooting

TS2470EN
Troubleshooting Manual
Allison Transmission
MD/HD/B Series Transmissions WTEC II Controls (Pre-TransID and TID 1) MD 3060/MD 3066/MD 3560(P)(R) MD 3070PT HD 4060/HD 4560(P)(R) B 300/B 400/ B 500(P)(R)
May 1998 Revision 1, 199910
Division of General Motors Corporation
P.O. Box 894 Indianapolis, Indiana 46206-0894
Printed in the U.S.A.
Copyright 1998 General Motors Corp.
W T E C I I E L E C T RO N I C C O N T RO L S T RO U B L E S H O OT I N G M A N UA L
FOREWORD How to Use This Manual

This manual provides troubleshooting information for Allison Transmission Division, MD/HD/B Series Transmissions. Service Manuals SM2148EN and SM2457EN, and Parts Catalogs PC2150EN and PC2456EN may be used in conjunction with this manual. This manual includes:
Description of the WTEC II electronic control system. Description of the electronic control system components. Description of diagnostic codes, system responses to faults, and troubleshooting. Wire, terminal, and connector repair information.
Specic instructions for using many of the available or required service tools and equipment are not included in this manual. The service tool manufacturer will furnish instructions for using the tools or equipment. Additional information may be published from time to time in Service Information Letters (SIL) and will be included in future revisions of this and other manuals. Please use these SILs to obtain up-to-date information concerning Allison Transmission products. This publication is revised periodically to include improvements, new models, special tools, and procedures. A revision is indicated by a letter sufx added to the publication number. Check with your Allison Transmission service outlet for the currently applicable publication. Additional copies of this publication may be purchased from authorized Allison Transmission service outlets. Look in your telephone directory under the heading of Transmissions Truck, Tractor, etc. Take time to review the Table of Contents and the manual. Reviewing the Table of Contents will aid you in quickly locating information. NOTE: Allison Transmission is providing for service of WTEC II wiring harnesses and wiring harness components as follows: (See Service Information Letter 1-WT-97 for further information.)
Repair parts for the internal wiring harness and for wiring harness components attached to the shift selector
will be available through the Allison Transmission Parts Distribution Center (PDC). Use the P/N from your appropriate parts catalog or from Appendix E in this manual. Allison Transmission is responsible for warranty on these parts.
Since January, 1998, all WTEC II external harnesses and external harness components must be obtained
from St. Clair Technologies Inc. (SCTI). SCTI provides parts to any Allison customer or OEM and is responsible for warranty on these parts. SCTI recognizes ATD, manufacturers, and SCTI part numbers. SCTI provides a technical HELPLINE at 519-627-1673 (Wallaceburg). SCTI has parts catalogs available. The SCTI addresses and phone numbers for parts outlets are: St. Clair Technologies, Inc. 1050 Old Glass Road Wallaceburg, Ontario, Canada, N8A 3T2 Phone: (519) 627-1673 Fax: (519) 627-4227 St. Clair Technologies, Inc. 1111 Mikesell Street Charlotte, Michigan 48813 Phone: (517) 541-8166 Fax: (517) 541-8167 St. Clair Technologies, Inc. c/o Mequilas Tetakawi Carr. Internationale KM 1969 Guadalajara Nogales, KM2 Empalme, Sonora, Mexico Phone: 011-52-622-34661 Fax: 011-52-622-34662
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W T E C I I I E L E C T RO N I C C O N T RO L S T RO U B L E S H O OT I N G M A N UA L
IMPORTANT SAFETY NOTICE

IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings and cautions used in this manual. These warnings and cautions advise against using specic service procedures that can result in personal injury, equipment damage, or cause the equipment to become unsafe. These warnings and cautions are not exhaustive. Allison Transmission could not possibly know, evaluate, or advise the service trade of all conceivable procedures by which service might be performed or of the possible hazardous consequences of each procedure. Consequently, Allison Transmission has not undertaken any such broad evaluation. Accordingly, ANYONE WHO USES A SERVICE PROCEDURE OR TOOL WHICH IS NOT RECOMMENDED BY ALLISON TRANSMISSION MUST rst be thoroughly satised that neither personal safety nor equipment safety will be jeopardized by the service procedures used. Also, be sure to review and observe WARNINGS, CAUTIONS, and NOTES provided by the vehicle manufacturer and/or body builder before servicing the Allison transmission in that vehicle. Proper service and repair is important to the safe and reliable operation of the equipment. The service procedures recommended by Allison Transmission and described in this manual are effective methods for performing troubleshooting operations. Some procedures require using specially designed tools. Use special tools when and in the manner recommended.
The WARNINGS, CAUTIONS, and NOTES in this manual apply only to the Allison transmission and not to other vehicle systems which may interact with the transmission. Be sure to review and observe any vehicle system information provided by the vehicle manufacturer and/or body builder at all times the Allison transmission is being serviced.
WARNINGS, CAUTIONS, AND NOTES

Three types of headings are used in this manual to attract your attention:
WARNING!
Is used when an operating procedure, practice, etc., which, if not correctly followed, could result in injury or loss of life.
CAUTION:
Is used when an operating procedure, practice, etc., which, if not strictly observed, could result in damage to or destruction of equipment.
NOTE:
Is used when an operating procedure, practice, etc., is essential to highlight.
iii
TRADEMARKS USED IN THIS MANUAL

The following trademarks are the property of the companies indicated:
LPS Cleaner is a registered trademark of LPS Laboratories. VCI #10 is the registered trademark for a vapor phase rust preventive manufactured by Daubert Chemical
Company, Chicago, Illinois. VCI #10 is covered by Military Specications MIL-L-46002 (ORD) and MIL-I-23310 (WEP) under the designation of Nucle Oil.
Biobor JF is the registered trademark for a biological inhibitor manufactured by Hammonds Fuel Additives
Corporation.
Loctite is a registered trademark of the Loctite Corporation. Teon is a registered trademark of the DuPont Corporation. Pro-Link is a registered trademark of MicroProcessor Systems, Inc.
SHIFT SELECTOR TERMS AND DISPLAY INDICATIONS

Shift selector terms and displays are represented in this manual as follows:
Button Names , DISPLAY MODE, MONITOR, SELECT, etc. Transmission Ranges D (Drive), N (Neutral), 1 (First), R (Reverse), etc. Displays OL, OK, etc.
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W T E C I I EII E C T RO N I C CCONTROLS TROUBLESHOOTINGN G M A N UA L WTEC L ELECTRONIC O N T RO L S T RO U B L E S H O OT I MANUAL
TABLE OF CONTENTS
Page Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .i SAFETY INFORMATION Important Safety Notice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Warnings, Cautions, and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trademarks Used in This Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shift Selector Terms and Display Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION 1. GENERAL DESCRIPTION 11. TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12. ELECTRONIC CONTROL UNIT (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13. SHIFT SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Pushbutton Shift Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B. Lever Shift Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14. THROTTLE POSITION SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15. SPEED SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16. CONTROL MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17. WIRING HARNESSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. External Wiring Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B. Internal Wiring Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18. VEHICLE INTERFACE MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9. TRANSID FEATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION 2. DEFINITIONS AND ABBREVIATIONS 21. DO NOT SHIFT LIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 22. DIAGNOSTIC DATA READER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 23. ABBREVIATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 SECTION 3. BASIC KNOWLEDGE 31. 32. 33. 34. 35. BASIC KNOWLEDGE REQUIRED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USING THE TROUBLESHOOTING MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IMPORTANT INFORMATION IN THE TROUBLESHOOTING PROCESS . . . . . . . . . . . . . . . BEGINNING THE TROUBLESHOOTING PROCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 31 32 32 33 11 13 13 13 14 14 15 16 17 17 18 110 1-10 iii iii iv iv
SECTION 4. WIRE CHECK PROCEDURES 41. CHECKING OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 42. CHECKING AT TRANSMISSION CONNECTOR AND THE INTERNAL HARNESS FOR OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND . . . . . . . . . . . . . . . 42
W T E C I I EII E C T RO N I C CCONTROLS TROUBLESHOOTINGN G M A N UA L WTEC L ELECTRONIC O N T RO L S T RO U B L E S H O OT I MANUAL
T A B L E O F C O N T E N T S (C o n t ' d)
SECTION 5. OIL LEVEL SENSOR Page 51 51 54 54
51. ELECTRONIC FLUID LEVEL CHECK (SHIFT SELECTOR) . . . . . . . . . . . . . . . . . . . . . . . . . A. Fluid Level Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52. ELECTRONIC FLUID LEVEL CHECK (PRO-LINK 9000) . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Fluid Level Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION 6. DIAGNOSTIC CODES 61. 62. 63. 64. 65. 66.
DIAGNOSTIC CODE MEMORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 CODE READING AND CODE CLEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 DIAGNOSTIC CODE RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 SHIFT SELECTOR DISPLAYS RELATED TO ACTIVE CODES . . . . . . . . . . . . . . . . . . . . . . . 63 DIAGNOSTIC CODE LIST AND DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 DIAGNOSTIC CODE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 617 A. Beginning the Troubleshooting Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 617 B. Solenoid Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 617 C. Diagnostic Code Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 618 D. Diagnostic Code 13 and 35 Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 618
SECTION 7. INPUT AND OUTPUT FUNCTIONS 71. INPUT FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 72. OUTPUT FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 SECTION 8. GENERAL TROUBLESHOOTING OF PERFORMANCE COMPLAINTS 81. GENERAL NOTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 82. TROUBLESHOOTING PERFORMANCE COMPLAINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 APPENDICES A. B. C. D. E. F. G. H. J. K. L. M. N. P.
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IDENTIFICATION OF POTENTIAL CIRCUIT PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKING CLUTCH PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOLENOID AND CLUTCH CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WIRE/CONNECTOR CHART. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONNECTOR PART NUMBERS, TERMINAL PART NUMBERS, TOOL PART NUMBERS, AND REPAIR INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . THROTTLE POSITION SENSOR ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MISCELLANEOUS ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAULIC SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WT WIRING SCHEMATICS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOLENOID AND TEMPERATURE CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTERNALLY-GENERATED ELECTRONIC INTERFERENCE . . . . . . . . . . . . . . . . . . . . . . . DIAGNOSTIC TREE WT SERIES HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . PRO-LINK 9000 DIAGNOSTIC DATA READER INFORMATION . . . . . . . . . . . . . . . . . . . . . INPUT/OUTPUT FUNCTION WIRING SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A1 B1 C1 D1 E1 F1 G1 H1 J1 K1 L1 M1 N1 P1
SECTION 1 GENERAL DESCRIPTION

11. TRANSMISSION
The World Transmission Electronic Controls WTEC II system features closed-loop clutch control to provide superior shift quality over a wide range of operating conditions. MD 3000 (except 3070), HD 4000, and B Series congurations can be programmed to have up to six forward ranges, neutral, and one reverse range. The MD 3070 has seven forward ranges and one reverse range. Figures 11 and 12 show electronic control unit components. WTEC II Electronic Controls consist of the following components: Basic or Max Feature Electronic Control Unit (ECU) Pushbutton or Lever Shift Selectors (remote or integral to the ECU) Optional Secondary Shift Selector Engine, Turbine and Output Speed Sensors Throttle Position Sensor (TPS) (or electronic engine throttle signal or PWM signal) Control Module (Electro-Hydraulic Valve Body) Wiring Harnesses Vehicle Interface Module (VIM) Optional Retarder Controls TransID Feature NOTE: Model Year 94 and earlier WT Series Electronic Controls operate on 12VDC. Vehicles with a 24VDC system require a voltage equalizer or converter to supply 12V to the electronic control system. Model Year 95 and later transmissions operating on 24VDC require a 24V VIM and a 24V wiring harness which includes shielding for the turbine and output speed sensors.
INTEGRAL ECU/ SHIFT SELECTORS MD/B 300/B 400 RETARDER CONNECTOR (INCLUDES OUTPUT SPEED SENSOR) MD 3070 TRANSFER CASE CONNECTOR VEHICLE INTERFACE MODULE (VIM) VEHICLE INTERFACE WIRING (VIW) CONNECTOR OPTIONAL BULKHEAD CONNECTOR REMOTE ECU RETARDER MODULATION REQUEST (RMR) SENSOR CONNECTOR ELECTRONIC CONTROL UNIT (ECU) CONNECTORS DIAGNOSTIC DATA READER (DDR) CONNECTOR PRO-LINK DIAGNOSTIC TOOL J 38538-A OPTIONAL DEUTSCH DDR CONNECTOR REMOTE SERIAL INTERFACE CONNECTOR REMOTE LEVER SHIFT SELECTOR REMOTE PUSHBUTTON SHIFT SELECTOR STRIP PUSHBUTTON SHIFT SELECTOR
V01634
1 2 D N R
x 9 8 7 4 1 5 0 2 6 + 3 R TE EN =
HD/B 500 RETARDER TEMPERATURE SENSOR CONNECTOR HD/MD/B RETARDER ACCUMULATOR H SOLENOID CONNECTOR OUTPUT SPEED SENSOR TRANSMISSION *CONNECTOR CONNECTOR
WIRING HARNESS
TPS CONNECTOR
TURBINE SPEED SENSOR RETARDER K CONNECTOR CONNECTOR (HD/B 500) NOTE: Illustration is not to scale. (HD/B 500) *All HD/B 500 models All Non-Retarder MD/B 300/B 400 models
ENGINE SPEED SENSOR CONNECTOR
THROTTLE POSITION SENSOR
Figure 11. WTEC II Electronic Control Components (Units Produced Before 9/94)
11
GENERAL DESCRIPTION
INTEGRAL ECU/ SHIFT SELECTORS MD/B 300/B 400 RETARDER CONNECTOR (INCLUDES OUTPUT SPEED SENSOR) MD 3070 TRANSFER CASE CONNECTOR VEHICLE INTERFACE MODULE (VIM) VEHICLE INTERFACE WIRING (VIW) CONNECTOR OPTIONAL BULKHEAD CONNECTOR REMOTE ECU RETARDER MODULATION REQUEST (RMR) SENSOR CONNECTOR ELECTRONIC CONTROL UNIT (ECU) CONNECTORS DIAGNOSTIC DATA READER (DDR) CONNECTOR PRO-LINK DIAGNOSTIC TOOL J 38538-A OPTIONAL DEUTSCH DDR CONNECTOR REMOTE SERIAL INTERFACE CONNECTOR REMOTE LEVER SHIFT SELECTOR REMOTE PUSHBUTTON SHIFT SELECTOR STRIP PUSHBUTTON SHIFT SELECTOR
V01587
1 2 D N R
x 9 8 7 4 1 5 0 2 6 + 3 R TE EN =
HD/B 500 RETARDER TEMPERATURE SENSOR CONNECTOR HD/MD/B RETARDER ACCUMULATOR H SOLENOID CONNECTOR OUTPUT SPEED SENSOR TRANSMISSION *CONNECTOR CONNECTOR
WIRING HARNESS
TPS CONNECTOR
TURBINE SPEED SENSOR RETARDER K CONNECTOR CONNECTOR (HD/B 500) NOTE: Illustration is not to scale. (HD/B 500) *All HD/B 500 models All Non-Retarder MD/B 300/B 400 models ENGINE SPEED SENSOR CONNECTOR
Figure 12. WT Electronic Control Unit Components (Units Produced 9/9412/97)
Figure 13 is a block diagram of the basic systems inputs and outputs.
SHIFT SELECTOR
RANGE AND MODE SWITCH TONE/DISPLAY
SPEED SENSORS THROTTLE POSITION SENSOR RETARDER MODULATION
OIL LEVEL SENSOR
ECU
SOLENOIDS C3 PRESSURE SWITCH TEMPERATURE SENSOR (SUMP/RETARDER)
VIM
INPUTS
OUTPUTS
V01812
Figure 13. Electronic Control Unit Block Diagram
12
GENERAL DESCRIPTION
12. ELECTRONIC CONTROL UNIT (ECU)
The ECU (Figure 14) contains the microcomputer which is the brain of the control system. The ECU receives and processes information dening: shift selector position, throttle position, sump/retarder temperature, engine speed, turbine speed, and transmission output speed. The ECU uses the information to control transmission solenoids and valves, supply system status, and provide diagnostic information. The ECU contains an Electronically Erasable Programmable Read Only Memory (EEPROM) which is programmed with the shift calibration and other data for a specic transmission assembly, engine, and vehicle vocation.
ECU
V00626.01
Figure 14. Electronic Control Unit (ECU)
13.
SHIFT SELECTOR
Pushbutton and lever shift selectors are available for the WT Series. Either shift selector may be ordered attached to (integral with), or remote from, the ECU. Both shift selectors are equipped with a digital display. However, the strip pushbutton shift selector does not have a digital display. On the shift selectors, between the range selected and the range monitored (attained) digits, is a MODE ON indicator position. During normal transmission operation MODE ON indicates that a secondary or special operating condition has been selected by pressing the MODE button. In diagnostic display mode, MODE ON indicates the displayed diagnostic code is active. There is a SERVICE indicator icon under the MODE ON indicator. It is illuminated when codes 21 XX, 63 00, and 66 00 are active (for ECUs programmed after 9/26/94). When a transmission fault occurs that causes the DO NOT SHIFT light to turn on, the shift selector sounds a tone to indicate transmission shifting is restricted. A. Pushbutton Shift Selector (Figure 15) The full-function pushbutton shift selector has six (6) buttons and a digital display. The six buttons are: R (Reverse), N (Neutral), D (Drive), (Up), (Down), and MODE. Manual forward range downshifts; upshifts are made by pressing the (Up) or (Down) arrow buttons after selecting D (Drive). The N (Neutral) button has a raised lip to aid in nding it by touch. The digital display on the pushbutton selector indicates the range selected on the left side and the range monitored (attained) on the right side. The MODE button is pressed to select a secondary or special operating condition, such as ECONOMY shift schedule. The vehicle dimmer-control changes display brightness. Diagnostic information is obtained by pressing the (Up) and (Down) arrow buttons at the same time.
13
GENERAL DESCRIPTION
A strip pushbutton shift selector does not have a MODE button, SERVICE icon, or diagnostic display capability. The Pro-Link 9000 or a customer-furnished remote display must be used for diagnostic purposes.
1 2 D N R
1 2 3 D N R
D N R
1 D N R
1 2
D N R
PUSHBUTTON SELECTOR
SELECT
POSITION
MODE ON SERVICE
1 2 3
D N R
R N D
MODE
MODE ID
STRIP PUSHBUTTON SHIFT SELECTORS
V01588
Figure 15. Pushbutton Shift Selectors
B.
Lever Shift Selector (Figure 16) The lever shift selector can only be ordered with as many as six forward range positions (seven for the MD 3070), as well as R (Reverse) and N (Neutral). The shift hold mechanism is released by pressing a button on the side of the shift handle. The range selector lever can be moved freely between numbered forward ranges. Press and hold the shift hold button to move into or out of the D (Drive) position or when moving into or out of N (Neutral) or R (Reverse). The digital display on the lever selector indicates the selected range at the top and the range monitored (attained) at the bottom. A MODE button and a recessed DISPLAY MODE button are also on the face of the lever shift selector. The MODE button is pressed to select a secondary or special operating condition, such as ECONOMY shift schedule. Diagnostic information is obtained by pressing the DISPLAY MODE button. The vehicle dimmer-control changes display brightness.
HOLD OVERRIDE BUTTON
SELECT
SELECT
R N D 6 5 4
MONITOR
R N D 5 4
MONITOR
MODE ON
MODE ON SERVICE
MODE ID
SERVICE
MODE
3 2 1
MODE
3 2 1
DISPLAY MODE BUTTON
SIX-SPEED LEVER SELECTOR
SEVEN-SPEED LEVER SELECTOR
V01589
Figure 16. Six-Speed And Seven-Speed Lever Shift Selectors
14
GENERAL DESCRIPTION
14. THROTTLE POSITION SENSOR (Figure 17)
The Throttle Position Sensor (TPS) can be mounted to the engine, chassis, or transmission. The TPS contains a pull actuation cable and a potentiometer. One end of the cable is attached to the engine fuel lever and the other, inside a protective housing, to the TPS potentiometer. Output voltage from the TPS is directed to the ECU through the external harness. The voltage signal indicates the throttle position and, in combination with other input data, determines shift timing.
B C
V00628
Figure 17. Throttle Position Sensor
15.
SPEED SENSORS (Figure 18)
Three speed sensors engine speed, turbine speed, and output speed provide information to the ECU. The engine speed signal is generated by ribs on the shell of the torque converter pump. The turbine speed signal is generated by the rotating-clutch housing spline contours. The output speed signal is generated by a toothed member attached to the output shaft (except for the MD 3070, where the toothed member is the transfer case idler gear). The speed ratios between the various speed sensors allow the ECU to determine if the transmission is in the selected range. Speed sensor information is also used to control the timing of clutch apply pressures, resulting in the smoothest shifts possible. Hydraulic problems are detected by comparing the speed sensor information for the current range to that ranges speed sensor information stored in the ECU memory.
ENGINE (EXTERNAL)
HD/B 500 TURBINE (EXTERNAL)
MD/B 300/B 400 TURBINE (INTERNAL)
MD/B 300/B 400 RETARDER OUTPUT (EXTERNAL)
MD 3070PT OUTPUT (INTERNAL)
OUTPUT (EXTERNAL)
V03470
Figure 18. Speed Sensors
15
GENERAL DESCRIPTION
16. CONTROL MODULE (Figure 19)
The WT Series transmission control module contains a channel plate on which is mounted: the main valve body assembly, the stationary-clutch valve body assembly, and the rotating-clutch valve body assembly. For valve locations, refer to SIL 27-WT-93, Rev. A. Pulse width modulated solenoids are used in the valve bodies. The rotating-clutch valve body assembly contains A (C1), B (C2), and F (lockup) solenoids, solenoid regulator valves controlled by the solenoids, and the C3 pressure switch. The stationary-clutch valve body assembly contains C (C3), D (C4), and E (C5) solenoids and solenoid regulator valves controlled by the solenoids and the C3 accumulator relay valve. The main valve body assembly contains G solenoid and the C1 and C2 latch valves controlled by the solenoid, the main and lube regulator valves, the control main and converter regulator valves, and the converter ow valve and exhaust backll valves. A temperature sensor (thermistor) is located in the internal wiring harness. Changes in sump uid temperature are indicated by changes in sensor resistance which changes the signal sent to the ECU (see chart in Section 6, Code 24). The oil level sensor is required on all models with a shallow sump but is optional on other models. The oil level sensor is a oat-type device, mounted on the control module channel plate, which senses transmission uid level by electronically measuring the buoyancy forces on the oat. The sensor operates on 5VDC supplied by the ECU. The C3 pressure switch is mounted on the rotating-clutch valve body assembly and indicates when pressure exists in the C3 clutch-apply passage. An accumulator/relay valve is in-line ahead of the C3 pressure switch and prevents high frequency hydraulic pulses generated by the C3 solenoid from cycling the C3 pressure switch. Also mounted in the control module is the turbine speed sensor for the MD/B 300/B 400 models. The turbine speed sensor is directed at the rotating-clutch housing. (The turbine speed sensor on the HD/B 500 models is located on the outside of the main housing.)
UNITS PRODUCED 9/94 12/97 UNITS PRODUCED PRIOR TO 9/94
MD/B 300/B 400 CONTROL MODULE
MD 3070 CONTROL MODULE
HD/B 500 CONTROL MODULE

V01591.02
Figure 19. Control Module
16
GENERAL DESCRIPTION
17. WIRING HARNESSES
A. External Wiring Harness (Figures 110 and 111) The external wiring harness provides a connection between the ECU, the transmission (including engine, turbine, and output speed sensors), the throttle position sensor, the vehicle interface module (VIM), retarder control module, shift selectors, diagnostic tool connector, retarder, retarder temperature sensor, accumulator, and vehicle interface. Many harnesses will include a bulkhead to separate cab and chassis components. Also, many different styles and materials for harnesses are likely to be encountered. NOTE: Allison Transmission is providing for service of WTEC II wiring harnesses and wiring harness components as follows: (See Service Information Letter 1-WT-97 for further information.)
ELECTRONIC CONTROL UNIT (ECU) CONNECTORS
MD/B 300/B 400 RETARDER CONNECTOR (INCLUDES OUTPUT SPEED SENSOR)
MD 3070 TRANSFER CASE CONNECTOR VEHICLE INTERFACE WIRING (VIW) CONNECTOR
RETARDER VEHICLE MODULATION INTERFACE REQUEST (RMR) MODULE SENSOR CONNECTOR (VIM) CONNECTOR
HD/B 500 RETARDER TEMPERATURE SENSOR CONNECTOR HD/MD/B RETARDER ACCUMULATOR H SOLENOID CONNECTOR OUTPUT SPEED SENSOR *CONNECTOR
DIAGNOSTIC DATA READER (DDR) CONNECTOR
OPTIONAL BULKHEAD CONNECTOR
OPTIONAL DEUTSCH DDR CONNECTOR REMOTE SERIAL INTERFACE CONNECTOR
WIRING HARNESS
ENGINE SPEED SENSOR CONNECTOR NOTE: Illustration is not to scale. *All HD/B 500 models All Non-Retarder MD/B 300/B 400 models
TRANSMISSION CONNECTOR
TURBINE SPEED SENSOR RETARDER K CONNECTOR CONNECTOR (HD/B 500) (HD/B 500)
TPS CONNECTOR
V01647
Figure 110. WTEC II External Wiring Harness (Units Produced Before 9/94)
17
GENERAL DESCRIPTION
MD/B 300/B 400 RETARDER CONNECTOR (INCLUDES OUTPUT SPEED SENSOR) MD 3070 TRANSFER CASE CONNECTOR VEHICLE INTERFACE WIRING (VIW) CONNECTOR RETARDER VEHICLE MODULATION INTERFACE REQUEST (RMR) MODULE SENSOR CONNECTOR (VIM) CONNECTOR ELECTRONIC CONTROL UNIT (ECU) CONNECTORS DIAGNOSTIC DATA READER (DDR) CONNECTOR
HD/B 500 RETARDER TEMPERATURE SENSOR CONNECTOR HD/MD/B RETARDER ACCUMULATOR H SOLENOID CONNECTOR OUTPUT SPEED SENSOR *CONNECTOR TRANSMISSION CONNECTOR
OPTIONAL BULKHEAD CONNECTOR
OPTIONAL DEUTSCH DDR CONNECTOR REMOTE SERIAL INTERFACE CONNECTOR
WIRING HARNESS
TURBINE ENGINE SPEED SPEED SENSOR CONNECTOR SENSOR RETARDER K CONNECTOR NOTE: Illustration is not to scale. CONNECTOR (HD/B 500) *All HD/B 500 models (HD/B 500) All Non-Retarder MD/B 300/B 400 models
TPS CONNECTOR
V01592
Figure 111. WTEC II External Wiring Harness (Units Produced 9/9412/97)
B.
Internal Wiring Harness (Figures 112, 113, and 114) The internal wiring harness provides connection between the external harness, the pulse width modulated solenoids, oil level sensor, C3 pressure switch, and the temperature sensor.
TEMPERATURE SENSOR FORWARD SOLENOID C2 SOLENOID (B) LU SOLENOID (F) C1 SOLENOID (A) STANDOFF SPACER HD/B 500 FEEDTHROUGH CONNECTOR
C4 SOLENOID (D) HD OIL LEVEL SENSOR MD 3070 LO SIGNAL (N) MD 3070 C6 SOLENOID (J) C3 SOLENOID (C) MD OIL LEVEL SENSOR C5 SOLENOID (E)
V01642
C3 PRESSURE SWITCH TURBINE SPEED SENSOR MD/B 300/B 400 (OMITTED IN HD/B 500)
Figure 112. WTEC II Internal Wiring Harness (Units Produced Before 9/94)
18
GENERAL DESCRIPTION
TEMPERATURE SENSOR FORWARD SOLENOID C2 SOLENOID (B) LU SOLENOID (F) C1 SOLENOID (A)
DEUTSCH FEEDTHROUGH HARNESS CONNECTOR STANDOFF (HD and MD are different heights)
C4 SOLENOID (D) HD OIL LEVEL SENSOR MD 3070 LO SIGNAL (N) MD 3070 C6 SOLENOID (J) C3 SOLENOID (C) MD OIL LEVEL SENSOR C5 SOLENOID (E)
V01593
C3 PRESSURE SWITCH TURBINE SPEED SENSOR MD/B 300/B 400 (OMITTED IN HD/B 500)
Figure 113. WTEC II Internal Wiring Harness (Units Produced 9/9411/96)
C2 SOLENOID (B) LU SOLENOID (F) C1 SOLENOID (A) C3 PRESSURE SWITCH TURBINE SPEED SENSOR (MD/B 300/B 400 Omitted in HD/B 500) C4 SOLENOID (D) OIL LEVEL SENSOR (MD/B 300/B 400)
OIL LEVEL SENSOR (HD/B 500)
DEUTSCH FEEDTHROUGH HARNESS CONNECTOR STANDOFF (HD and MD are different heights)
TEMPERATURE SENSOR LO SIGNAL SOLENOID (N) (MD 3070) C6 SOLENOID (J) (MD 3070) C5 SOLENOID (E) C3 SOLENOID (C)
V03383
FORWARD SOLENOID (G)
Figure 114. WTEC II Internal Wiring Harness (Units Produced 11/9612/97)
19
GENERAL DESCRIPTION
18. VEHICLE INTERFACE MODULE (Figure 115)
The vehicle interface module (VIM) provides relays, fuses, and connection points for interface with the output side of the vehicle electrical system. VIMs are available for both 12V and 24V electrical systems. The VIM for 12V systems uses all 12V relays. The VIM for 24V systems had four 24V relays and two 12V relays prior to Model Year 1995 and all 24V relays beginning with Model Year 1995. Refer to the Parts Catalog for the transmission assembly number that you are servicing for detailed parts information. Refer to pages D25 and D26 for VIM wire number and terminal information.
V00631.02
Figure 115. Vehicle Interface Module (VIM)
19.
TRANSID FEATURE
A. General Description The TransID feature has been provided so that Allison Transmission can make component changes which require calibration changes but still retain both the original transmission A/N and the original calibrated ECU A/N. The purpose of TransID is to reduce the need for OEMs to use crossreference lists of transmission and calibrated ECU A/Ns when such changes to the transmission are made. TransID allows OEMs to order specic transmission A/Ns and calibrated ECU A/Ns and receive all changes made to the transmission and all of the corresponding calibrations. This will reduce the number of A/N changeovers with which an OEM must contend. The basis for the TransID system is the creation of a TransID wire in the WTEC II and III system to provide a signal to the ECU of the TransID level of the transmission. This wire for WTEC II and III will be connected directly to the Analog Ground (wire 135) to signal TransID level 1 (TID 1). TransID levels 2 through 8 will only apply to WTEC III and are covered in TS2973EN, WTEC III Troubleshooting. The connection point of the TransID wire will provide the signal to tell the ECU which calibration is required by the transmission. Whenever a TransID level change is to be made, the new TransID level calibrations will be placed in the PROM Calibration Congurator System (PCCS) ninety days before the change(s) is(are) made in production to the transmissions. All ECUs programmed and sold after that date will then be loaded with the new TransID level calibration. These ECUs will contain calibrations for the new level transmission and all previous TransID levels and will automatically load the correct calibration for the transmission. This eliminates worry on the part of the OEM of coordinating the implementation of the new ECU and the new transmission and allows their focus to be on using the stock of the earlier level ECU.
110
GENERAL DESCRIPTION
B. Transmission Changes Versus TransID Number 1. TransID 1 The internal wiring harness wiring change to make a TID 1 transmission was put into production before the introduction of the WTEC III system and does pertain to some WTEC II units. The TID 1 internal harness was made by connecting the C3 Pressure Switch ground (digital/signal ground; WTEC II wire 161) to the Sump Temperature Sensor and Oil Level Sensor ground (analog ground; wire 135) in the internal harness. In WTEC II, the signal ground wire (wire 161) is routed through the transmission connector, terminal W, and then to the ECU, terminal B27. In WTEC III, this same wire in the internal harness becomes the TransID wire (wire 195), and it goes to the ECU, terminal T13 (blue connector). The purpose of TransID 1 was to provide a common transmission for use with both WTEC II and WTEC III systems (V7A and V8). The only difference between a pre-TransID transmission and a TransID 1 transmission is the internal wiring harness which connects the digital and analog grounds on the TID 1 harness. Adapter harness P/N 200100 can be ordered from St. Clair Technologies to provide the same connection outside the transmission and allow a pre-TransID transmission to be converted to a TransID 1 transmission. All models of the World Transmission were built with the TransID 1 internal (feedthrough) harness beginning in September, 1996. Two changes were rolled into this update: the wiring change for TID 1 and a change to use a molded channel rather than the braided covering which was previously used. Both changes were rolled into the same internal harness P/N even though there was a delay in implementing the channel which resulted in the two S/N breaks. Table 11 lists the internal harness P/Ns for the different transmission models along with the S/Ns for both changes for each harness.
Table 11. TransID 1 S/N Breakpoint Transmission Model MD 3000/B 300/B 400 w/OLS MD 3000/B 300/B 400 w/o OLS MD 3070PT HD 4000/B 500 w/OLS HD 4000/B 500 w/o OLS Pre-TransID Harness P/N 29516322 29516323 29516324 29516325 29516326 TransID 1 Harness P/N 29529472 29529473 29529474 29529475 29529476 S/N at Wiring Change 6510088864 6510089316 6510090786 6610014067 6610014084 S/N at U-Channel 6510096671 6510096683 6510096675 6610015591 6610015700
2. TransID 2 TransID 2 is only used with WTEC III controls and is covered in TS2973EN Troubleshooting Manual.
111
GENERAL DESCRIPTION
C. Compatibility Between TransID Level And ECU Calibration Level Table 12 shows the compatibility of the different ECU software levels with the different TransID level transmissions. Table 12. Software Level And TransID Compatibility
CIN Compatibility Number WTEC II 07 08 WTEC III 0B V8A TID 1 and TID 2 (and beyond) beginning 10/97 0A Software Level V6E V7 and V7A V8 Compatible with TransID Level pre-TransID and TID 1 pre-TransID and TID 1 TID 1 ECU Production Dates until 9/94 9/94 until 12/97 2/97 until 9/97
The manufacture and sale of both WTEC II and WTEC III ECUs during most of 1997 required a means of using a common transmission with either a WTEC II or a WTEC III ECU. A TID 1 transmission is the common transmission conguration for both control systems and production began in September, 1996 (see Table 12). A TransID level 1 transmission is compatible with V6E, V7, V7A, V8, and V8A ECUs. TransID level 2 transmissions were produced beginning in late December, 1997 and all were for WTEC III units. A TransID 2 transmission is compatible with only V8A ECUs. Pre-TransID transmissions are only compatible with V6E, V7, and V7A ECUs. Pre-TransID transmissions were produced before the rst S/N break in Table 11.
112
SECTION 2 DEFINITIONS AND ABBREVIATIONS

21. DO NOT SHIFT LIGHT
If the ECU detects a serious transmission fault, the DO NOT SHIFT light (usually located on the vehicle instrument panel) illuminates, the shift selector sounds short beeps for eight seconds, and the SELECT digit on the shift selector display becomes blank. Transmission shifting is restricted while the DO NOT SHIFT light is illuminated. The ECU will not respond to shift selector requests including direction changes and shifts to or from Neutral. If the shift selector lever is moved while DO NOT SHIFT is illuminated, a continuous alarm will sound until the lever is moved back to the position where DO NOT SHIFT was rst indicated. Normal shift selector operation is restored when the conditions causing the DO NOT SHIFT alarm are corrected. The ECU will log a diagnostic code when the DO NOT SHIFT light is illuminated. Use the shift selector display or the Pro-Link 9000 Diagnostic Tool to display the diagnostic code. Codes related to the DO NOT SHIFT light are detailed in the code chart (refer to Section 6).
22.
DIAGNOSTIC DATA READER (Figure 21)
The current Diagnostic Data Reader (DDR) is the Pro-Link 9000 (J 38538-D) diagnostic tool which is available through Kent-Moore Heavy-Duty Division. A portable microcomputer-based receiver/transmitter/display unit, the Pro-Link transmits and receives data to and from the ECU, processes the data, and displays appropriate information. Use the Pro-Link during installation checkout and troubleshooting. There is a new Pro-Link cartridge needed for use with WTEC III controls. The new Multi-Protocol Cartridge (MPC) contains a programmed PCMCIA card which allows for reprogramming of GPI/GPO packages. Reprogramming includes selection of a GPI/GPO package, enabling/disabling of wires, and modication of certain data parameters. Operating instructions are supplied with each Pro-Link and further information is also included in Appendix N of this manual. Connect the Pro-Link 9000 to the diagnostic connector provided in the selector wiring harness. NOTE: The new MPC is usable with WTEC II controls but the old WTEC II reprogramming cartridge will not display the WTEC III new information. The new MPC must be used to reprogram WTEC III systems.
Tool part numbers for the Pro-Link are as follows: Diagnostic Kit J 38538D + J 38500-313 (PROM Update) = J 38538E Diagnostic Cartridge J 38500-302 + J 38500-313 = J 38500-303 MPC J 38500-1500C PCMCIA (Diagnostic And Reprogramming) J 38500-1700B PCMCIA (Diagnostic Only) J 38500-1800A
V04842
Figure 21. Pro-Link 9000 Diagnostic Tool
21
DEFINITIONS AND ABBREVIATIONS

23.
A/N Amp C3PS COP CT DDR
ABBREVIATIONS
Assembly Number Unit of electrical current. C3 Pressure Switch Pressure switch to signal the presence or absence of pressure in the C3 clutch-apply circuit. Central Operating Processor Hardware protection which causes the ECU to reset if software gets lost. Closed Throttle. Diagnostic Data Reader Diagnostic tool; most current version is the Pro-Link 9000 made by MicroProcessor Systems, Inc. Used to interrogate the ECU for diagnostic information and for reprogramming I/O packages in a calibration. Does Not Adapt Adaptive shift control is disabled. DO NOT SHIFT Refers to DO NOT SHIFT light and DO NOT SHIFT diagnostic response during which the transmission will not shift and will not respond to the Shift Selector. Digital Volt-Ohmmeter. Electronic Control Unit (also commonly referred to as the computer). Electronically Erasable Programmable Read Only Memory This is the microchip that contains the transmission shift calibration information. The EEPROM is soldered into the ECU and is not removable. Input Function Input signal to the ECU to request a special operating mode or condition. Light-Emitting Diode Electronic device used for illumination. Multi-Protocol Cartridge Added to Pro-Link 9000 to do reprogramming. Neutral No Clutches Neutral commanded with no clutches applied. Neutral Very Low The ECU has sensed turbine speed below 350 rpm. This is usually caused by a dragging C1 or C3 clutch or a failed turbine speed sensor. When attained, the C4 and C5 clutches are applied to lock the transmission output. Original Equipment Manufacturer Maker of vehicle or equipment. Unit of electrical resistance. Output Function Output signal from the ECU to control vehicle components (such as PTOs, backup lights, etc.) or allow a special operating mode or condition.
DNA DNS
DVOM ECU EEPROM
IF LED MPC NNC NVL
OEM Ohm OF
22

23.
OL OLS PCCS PCMCIA PROM PTO PWM Solenoid
ABBREVIATIONS (contd)
Over Limit or Oil Level For Over Limit see . Indicates Oil Level is being displayed on a shift selector. Oil Level Sensor Electronic device (optional) on control module for indicating transmission uid level. PROM Calibration Congurator System. Personal Computer Memory Card International Association Memory device for use with Pro-Link. Contains Allison Transmission programming and diagnostics. Programmable Read Only Memory. Power Takeoff. Pulse Width Modulated Solenoid Solenoids are controlled by pulse width modulation. Solenoid control of clutch pressures is based on the solenoids duty cycle. Duty cycle is determined by the ratio of solenoids on-time to off-time. Retarder Modulation Request. Return to Previous Range Diagnostic response in which the transmission is commanded to return to previously commanded range. Remote Serial Interface Communications lines between remote shift selector and the ECU. Serial Communication Interface Used to transmit data and messages between the diagnostic tool and the ECU and other systems such as electronically-controlled engines. All SOLenoids OFF. Serial Peripheral Interface Connection between ECU and integral shift selector. TransID A feature which allows the ECU to know the transmission conguration and provide the corresponding calibration required. Throttle Position Sensor Potentiometer for signaling the position of the engine fuel control lever. Version Abbreviation used in describing ECU software level. Volts Direct Current (DC). Vehicle Interface Module A watertight box containing relays and fuses interfaces the transmission electronic control system with components on the vehicle. Vehicle Interface Wiring Interfaces ECU programmed input and output functions with the vehicle wiring. Also contains the Serial Communications Interface.
RMR RPR RSI SCI SOL OFF SPI TID TPS V VDC VIM VIW
23

23.
Volt VOM WOT WT
ABBREVIATIONS (contd)
Unit of electrical force. Volt-Ohmmeter. Wide Open Throttle. World Transmission. Innity Condition of a circuit with higher resistance than can be measured, effectively an open circuit.
24
SECTION 3 BASIC KNOWLEDGE

31. BASIC KNOWLEDGE REQUIRED
To service WT Series Electronic Controls, the technician must understand basic electrical concepts. Technicians need to know how to use a Volt-Ohmmeter to make resistance and continuity checks. Most troubleshooting checks consist of checking resistance, continuity, and checking for shorts between wires and to ground. The technician should be able to use jumper wires and breakout harnesses and connectors. Technicians unsure of making the required checks should ask questions of experienced personnel or nd instruction. The technician should also have the mechanical aptitude required to connect pressure gauges or transducers to identied pressure ports used in the troubleshooting process. Pressure tap locations and pressure values are shown in Appendix B Checking Clutch Pressures. Input power, ground, neutral start circuitry, etc., can cause problems with electronic controls or vehicle functioning and may not generate a diagnostic code. A working knowledge of WT Series Electronic Controls vehicle installation is necessary in troubleshooting installation-related problems. Refer to Section 8 for information concerning performance complaints (non-code) troubleshooting. A complete wiring schematic is shown in Appendix J. Refer to the MD, HD, B 300, and B 500 Series Sales Tech Data Book for information concerning electronic controls installation and the Installation Checklist. Reliable transmission operation and performance depend upon a correctly installed transmission. Review the Installation Checklist to ensure proper installation. NOTE: Allison Transmission is providing for service of WTEC II wiring harnesses and wiring harness components as follows: (See Service Information Letter 1-WT-97 for further information.)
will be available through the Allison Transmission Parts Distribution Center (PDC). Use the P/N from your appropriate parts catalog or from Appendix E in this manual. Allison Transmission is responsible for warranty on these parts. Since January, 1998, all WTEC II external harnesses and external harness components must be obtained from St. Clair Technologies Inc. (SCTI). SCTI provides parts to any Allison customer or OEM and is responsible for warranty on these parts. SCTI recognizes ATD, manufacturers, and SCTI part numbers. SCTI provides a technical HELPLINE at 519-627-1673 (Wallaceburg). SCTI has parts catalogs available. The SCTI addresses and phone numbers for parts outlets are: St. Clair Technologies, Inc. 1050 Old Glass Road Wallaceburg, Ontario, Canada, N8A 3T2 Phone: (519) 627-1673 Fax: (519) 627-4227 St. Clair Technologies, Inc. 1111 Mikesell Street Charlotte, Michigan 48813 Phone: (517) 541-8166 Fax: (517) 541-8167 St. Clair Technologies, Inc. c/o Mequilas Tetakawi Carr. Internationale KM 1969 Guadalajara Nogales, KM2 Empalme, Sonora, Mexico Phone: 011-52-622-34661 Fax: 011-52-622-34662
32.
USING THE TROUBLESHOOTING MANUAL
Use this manual as an aid to troubleshooting the WT Series Electronic Controls. Every possible problem and its solution cannot be encompassed by any manual. However, this manual does provide a starting point from which most problems can be resolved. Once a solution to a problem is discovered in the manual do not look further for other solutions. It is necessary to determine why a problem occurred. For example, taping a wire that has been rubbing on a frame rail will not correct the problem unless the rubbing contact is eliminated.
Copyright 1998 General Motors Corp. 31
BASIC KNOWLEDGE
33. SYSTEM OVERVIEW
WT Series Electronic Control functions are controlled by the ECU. The ECU reads shift selector range selection, output speed, and throttle position to determine when to command a shift. When a shift occurs, the ECU monitors turbine speed, output speed, and throttle position to control the oncoming and off-going clutches during the shift. When the ECU detects an electrical fault, it logs a diagnostic code indicating the faulty circuit and alters the operation of the transmission to prevent or reduce damage. When the ECU detects a non-electrical problem while trying to make a shift, the ECU may try that shift a second or third time before setting a diagnostic code. Once that shift has been retried, and a fault is still detected, the ECU sets a diagnostic code and holds the transmission in a fail-to-range mode of operation.
34.
IMPORTANT INFORMATION IN THE TROUBLESHOOTING PROCESS

Shut off the engine and ignition before any harness connectors are disconnected or connected. Remember to do the following when checking for shorts and opens:
Before beginning the troubleshooting process, read and understand the following:
Minimize movement of wiring harnesses when looking for shorts. Shorts involve wire-to-wire or wire-to-ground contacts and moving the harnesses may eliminate the problem. Wiggle connectors, harnesses, and splices when looking for opens. This simulates vehicle movements which occur during actual operation. When disconnecting a harness connector, be sure that pulling force is applied to the connector itself and not the wires extending from the connector. When conducting circuit checks that include the external harness, add 1 Ohm to the values shown. Inspect all connector terminals for damage. Terminals may have bent or lost the necessary tension to maintain rm contact. Clean dirty terminals or connectors with isopropyl alcohol and a cotton swab, or a good quality, non-residue, non-lubricating, cleaning solvent such as LPS Electro Contact Cleaner or LPS NoFlash Electro Contact Cleaner. The cleaning solvent must not be chlorine based, contain petroleum distillates, or conduct electricity. The cleaning solvent should evaporate quickly to prevent the possibility of condensation within the connectors. Always blow or shake any excess cleaner from the connector before assembling it to its mating connector or hardware. Cleaner trapped in the connector can affect the connector seal. (Refer to SIL 17-TR-94 for detailed information on the recommended cleaners.)
CAUTION:
CAUTION:
Care should be taken when welding on a vehicle equipped with electronic controls. Refer to Appendix G, Paragraph 11.
Diagnostic codes displayed after system power is turned on with a harness connector disconnected can
be ignored and cleared from memory. Refer to Section 6, Diagnostic Codes, for the code clearing procedure.
32
BASIC KNOWLEDGE
35.
NOTE:
BEGINNING THE TROUBLESHOOTING PROCESS

Whenever a transmission is overhauled, exchanged, or has undergone internal repairs, the Electronic Control Unit (ECU) must be RESET TO UNADAPTED SHIFTS. See Service Information Letter 16-WT-96, Revision A for further details. 1. Begin troubleshooting by checking the transmission uid level and ECU input voltage. Remember that some problems may be temperature related. Do troubleshooting at the temperature level where the problem occurs. Check diagnostic codes by: Using the shift selector display. Using the Pro-Link 9000 diagnostic tool. 2. 3. 4. When a problem exists but a diagnostic code is not indicated, refer to the Performance Complaint Section for a listing of various electrical and hydraulic problems, their causes, and remedies. If a diagnostic code is found in the ECU memory, record all available code information and clear the active indicator (refer to Section 6). Test drive the vehicle to conrm a diagnostic code or performance complaint. If the code reappears, refer to the Diagnostic Code section (Section 6) and the appropriate code chart. The Diagnostic Code section lists diagnostic codes and their description. Locate the appropriate troubleshooting chart and follow the instructions. If the code does not reappear, it may be an intermittent problem. Use the Pro-Link and the code display procedure described in Section 6. The code display procedure will indicate the number of times the diagnostic code has occurred. Refer to the troubleshooting chart for possible cause(s) of the problem. Appendix A deals with the identication of potential circuit problems. Refer to Appendix A if a circuit problem is suspected.
NOTE:
Information concerning specific items is contained in the appendices located in the back of this manual. The appendices are referred to throughout the manual.
33
BASIC KNOWLEDGE
NOTES
34
SECTION 4 WIRE CHECK PROCEDURES

41. CHECKING OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND (Use Digital Volt-Ohmmeter J 34520-A and Jumper Wire Set J 39197).
NOTE: Please refer to Section 35 to begin the troubleshooting process. 1. 2. 3. Make sure all connectors are tightly connected and recheck the circuit. Disconnect and inspect all connectors. Thoroughly clean corroded or dirty terminals. If dirty or corroded terminals are the probable cause of the problems, reconnect the clean connectors and operate the vehicle normally. If the problem recurs, proceed with Step 4. The cleaning solvent must not be chlorine based, contain petroleum distillates, or conduct electricity. The cleaning solvent should evaporate quickly to prevent the possibility of condensation within the connectors. Always blow or shake any excess cleaner from the connector before assembling it to its mating connector or hardware. Cleaner trapped in the connector can affect the connector seal. (Refer to SIL 17-TR-94 for detailed information on the recommended cleaners.)
CAUTION:
4.
If all connectors are clean and connected correctly, determine which wires in the chassis harness are indicated by the diagnostic code. For example, Code 41 12, indicates an open or short-to-ground in the solenoid A circuit wires 102 and 120. a. Check continuity of wires 102 and 120 by performing the following (refer to Figure 41): (1) Disconnect both connectors at the ECU and disconnect the harness from the transmission main connector. At one end of the harness, using jumper wire kit J 39197, connect wire 102 and 120 to each other, being careful not to distort the terminals. Jumping the wires together creates a circuit between wires 102 and 120. (2) On the opposite end of the harness, check the continuity of the jumpered pair. No continuity in a jumpered pair circuit (innite resistance reading) indicates an open in the wire being tested. Locate and repair the damaged portion of the wire.
CONNECTOR WIRING HARNESS JUMPER
CONNECTOR
VOLT0 OHMS OHMMETER Circuit has continuity. Jumper from 102 or 120 to another wire produces a complete circuit. VOM reading is near zero Ohms.
OHMS
Circuit does not have continuity due to a broken wire (open circuit). VOM reading is very high (infinite Ohms or OLOverlimit).
V00633.03
Figure 41. Open Circuit
41
WIRE CHECK PROCEDURES

b. If the continuity check is good (02 Ohms resistance), remove the jumpers. Check the harness for shorts between wires and shorts-to-ground by performing the following (refer to Figure 42): (1) At the ECU end of the harness, touch one VOM probe to one wire of the circuit being tested and touch the other probe to each terminal (in both connectors), then touch the probe to chassis ground and to the transmission main housing. Do this for both wires in the circuit being tested. (2) If at any time the VOM shows zero to low resistance, or the meters continuity beeper sounds, there is a short between the two points being probed wire-to-wire or wire-to-ground. Isolate and repair the short.
CONNECTOR WIRING HARNESS
CONNECTOR WIRES SHORTED TOGETHER SHORTED TO GROUND ON METAL FRAME RAIL GROUND TO METAL FRAME RAIL VOLTOHMMETER
+
+
0 OHMS
Two wires have frayed and are shorted together. Continuity beeper of VOM will sound, or reading will go to zero Ohms when these two wires are probed with the VOM.
0 OHMS
Harness has been chafed and one or more wires are shorted to ground. VOM continuity beeper will sound, or reading will go to zero Ohms when meter is probing between this wire and chassis ground.
V01109
Figure 42. Short Between Wires And To Ground
42.
CHECKING AT TRANSMISSION CONNECTOR AND THE INTERNAL HARNESS FOR OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND
1. Disconnect the external wiring harness from the transmission. a. For MD, B 300, and B 400 transmissions prior to S/N 6510015259, refer to SIL 11-WT-94, Rev. A. b. Water and white lm contamination have been found in the main transmission connector (external) in these transmissions. This condition has usually caused the setting of diagnostic codes 25 11 or 22 16. c. If water is found at the main transmission connector, properly torque the retaining bolt to 2.02.8 Nm (1825 lb in.) following the prescribed cleaning of the connector terminals. 2. Inspect the connectors. Any terminals which are corroded or dirty must be thoroughly cleaned.
42

3. If all connectors are clean and connected correctly, and the unit being serviced is an MD, B 300, or B 400 transmission prior to S/N 6510015259, refer to SIL 11-WT-94, Rev. A. The cleaning solvent must not be chlorine based, contain petroleum distillates, or conduct electricity. The cleaning solvent should evaporate quickly to prevent the possibility of condensation within the connectors. Always blow or shake any excess cleaner from the connector before assembling it to its mating connector or hardware. Cleaner trapped in the connector can affect the connector seal. (Refer to SIL 17-TR-94 for detailed information on the recommended cleaners.)
CAUTION:
a. If diagnostic code 25 11 or 22 16 is still being set and no water was found in the main transmission connector (external), the problem may be a white lm contamination found inside the transmission. b. Remove the control module. Inspect for white lm contamination. (Refer to appropriate transmission Service Manual for proper procedure.) c. If white lm contamination is present, clean the interior of the transmission using mineral spirits. d. Replace the feedthrough connector and internal harness with wire seals (Figure 43).
FEEDTHROUGH CONNECTOR TEMPERATURE SENSOR FORWARD SOLENOID C2 SOLENOID (B) LU SOLENOID (F) C1 SOLENOID (A)
FEEDTHROUGH CONNECTOR GREEN SEAL 29514674 WIRE SEALS AT INTERNAL HARNESS CONNECTOR STANDOFF SPACER HD/B 500 HD OIL LEVEL SENSOR
C4 SOLENOID (D)
MD 3070 LO SIGNAL (N) MD 3070 C6 SOLENOID (J) C3 SOLENOID (C) MD OIL LEVEL SENSOR C5 SOLENOID (E) C3 PRESSURE SWITCH TURBINE SPEED SENSOR MD/B 300/B 400 (OMITTED IN HD/B 500)
V01607
Figure 43. Feedthrough Connector, Green Seal, And Internal Harness
43

4. If the transmission being tested is an MD 3000, B 300, or B 400 after S/N 6510015259 or is an HD 4000 or B 500, and if the connectors are clean and connected correctly, determine which wires in the harness to test. Use the diagnostic code system schematic to locate the wire terminals. For this example, Code 41 12, indicates an open or short-to-ground in solenoid A circuit wires 102 and 120 (refer to Figure 44). a. At the transmission connector, check the resistance of the A solenoid circuit. Resistance of a solenoid circuit should be 2.45.0 Ohms covering a temperature range of 18C to 149C (0F to 300F). Refer to Solenoid Resistance vs. Temperature chart in Appendix K. No continuity in the circuit (innite resistance) indicates an open in the internal harness, the feedthrough connector, or the solenoid coil. Locate and repair the open in the internal harness or replace the internal harness, replace the feedthrough connector, or replace the solenoid.
WIRING HARNESS
CONNECTOR SOLENOID
3.5
+ +
VOLTOHMMETER
25 OHMS AT NORMAL OPERATING TEMPERATURE*

Circuit has continuity. * Refer to Appendix K
INFINITE (
) OHMS
Circuit does not have continuity due to a broken wire (open circuit). VOM reading is very high (infinite Ohms or OLOverlimit). This could also be due to an open solenoid coil or bad connection.
V00579.02
Figure 44. Checking Continuity
b. If the resistance check is good, check the harness for shorts between wires and to ground by performing the following (refer to Figure 45): (1) At the transmission connector, touch one probe of the VOM to one wire of the circuit being tested and touch the other probe to each terminal in the connector and to chassis ground and to the transmission main housing. Do this for both wires in the circuit being tested. (2) If the VOM shows zero to low resistance, or the continuity beeper sounds, there is a short between the two points being probed, wire-to-wire or wire-to-ground. An indication of a short may be caused by a splice to the wire being checked. Check the wiring diagram in Appendix J for splice locations. If the short is not a splice, then isolate and repair the short.
44
WIRING HARNESS
SHORTED TO METAL
CONNECTOR SOLENOIDS BARE WIRES TOUCHING EACH OTHER

0 0
VOLTOHMMETER
Two wires have frayed and are shorted together. Continuity beeper of VOM will sound, or reading will go to zero Ohms when these two wires are probed with the VOM.
0 OHMS
Harness has been chafed and one or more wires are shorted to ground. VOM continuity beeper will sound or meter reading will go to zero Ohms when meter is probing between this wire and chassis ground.
0 OHMS
V00635.01
Figure 45. Short Between Wires And To Ground
NOTE:
When conducting circuit checks that include the external harness, add one (1) Ohm to the values shown. Speed sensor resistance is 270330 Ohms. C3 pressure switch resistance is two (2) Ohms maximum when switch is closed and 20,000 Ohms minimum when switch is open.
45

NOTES
46
SECTION 5 OIL LEVEL SENSOR

The Oil Level Sensor (Figure 51) provides a means of electronically checking the transmission uid level from the shift selector display, the Pro-Link 9000 diagnostic tool, or a custom-furnished remove display.
V03353
Figure 51. Oil Level Sensor
51.
NOTE:
ELECTRONIC FLUID LEVEL CHECK (SHIFT SELECTOR)

The Pushbutton and Lever shift selectors can display two characters at one time. One character is displayed under the SELECT label and one under the MONITOR label. The strip pushbutton shift selector uses illuminated pushbuttons and tones to convey fluid level information. A. Fluid Level Check Procedure 1. Park the vehicle on a level surface and shift to N (Neutral). Apply the parking brake. 2. On the Pushbutton shift selector, simultaneously press the (Up) and (Down) arrow buttons once. 3. On the Lever shift selector, press the DISPLAY MODE button once. 4. For a strip pushbutton shift selector, go directly to Step 11.
NOTE:
The ECU may delay the fluid level check until the following conditions are met:
The uid temperature is above 60C (140F) or below 104C (220F). The transmission is in neutral. The vehicle has been stationary for approximately two minutes to allow the uid to settle. The engine is at idle (below 1000 rpm not fast idle).
A delayed fluid level display is signaled by sequentially illuminated segments of the digital display under the SELECT display and a countdown from 8 to 1 under the MONITOR display.
OIL LEVEL SENSOR

5. Correct uid level is reported when O L is displayed (O L indicates the Oil Level Check Mode), followed by O K. The O K display indicates the uid level is within the O K zone. The sensor display and the transmission dipstick may not agree exactly because the oil level sensor compensates for uid temperature. Example: O L, O K, O K Indicates correct uid level 6. Low uid level is reported when O L is displayed, followed by L O and a number. L O indicates a low uid level and the number is the number of quarts of uid the transmission requires. Example: O L, L O, 0 2 Indicates 2 additional quarts of uid will bring the uid level within the middle of the O K zone. 7. High uid level is reported when O L is displayed, followed by H I. H I indicates high uid level and the number of quarts the transmission is overlled. Example: O L, H I, 0 1 Indicates 1 quart of uid past the full level.
CAUTION:
A low or high uid level causes overheating and irregular shift patterns. An incorrect uid level can damage the transmission.
8. An Invalid for Display condition is reported when O L is displayed, followed by and a number display. The displayed number is a fault code, and indicates improper conditions or a system malfunction. Example: O L, , 70 Indicates an Invalid for Display condition and fault code 70. 9. Invalid for Display is activated when conditions do not allow the uid level to be checked electronically. Review the following codes and conditions, and correct as necessary. If these conditions cannot be corrected, contact the nearest distributor or dealer in your area (check the telephone directory for the Allison Transmission service outlet nearest you). 10. To exit the oil level display mode:
Pushbutton shift selector press the R (Reverse), N (Neutral), or D (Drive) pushbutton. Lever shift selector press the DISPLAY MODE button two times or move the lever.
11. The strip pushbutton selector indicates uid level as follows: a. Initiate display of oil level information using separate switch provided by the vehicle manufacturer. b. Correct Fluid Level Indicated by a ashing red LED on the N (Neutral) pushbutton. When this occurs, the uid is within the O K zone.
52
OIL LEVEL SENSOR

c. Low Fluid Level Indicated by a ashing red LED on the R (Reverse) pushbutton and a tone. The number of times the tone sounds indicates the number of quarts of transmission uid which need to be added to produce an O K level. The N (Neutral) pushbutton red LED will remain on during this display. d. High Fluid Level Indicated by a ashing red LED on the D (Drive) pushbutton and a tone. The number of times the tone sounds indicates the number of quarts of transmission uid which need to be drained to produce an O K level. The N (Neutral) pushbutton red LED will remain on during this check. e. Invalid for Display Indicated by ashing red LED in a repeated sequence from R (Reverse) down through the lowest D (Drive) range while the N (Neutral) red LED remains constantly illuminated. A constant tone will sound until the uid level mode is exited. (Reasons for Invalid for Display are the same as those shown in Table 51 under Cause of Code.) f. To exit the uid level display mode, press any pushbutton or deactivate the separate switch provided by the vehicle manufacturer that was used to enter the uid level display mode in Step a. Table 51. Invalid for Display Codes CODE CAUSE OF CODE Settling time too short Engine speed (rpm) too low Engine speed (rpm) too high Neutral (N) must be selected Sump uid temperature too low Sump uid temperature too high Output shaft rotation Sensor failure**
0 X* 50 59 65 70 79 89 95
* The zero represents chasing segments in the SELECT display and the X is a number between 8 and 1 which appears in the MONITOR display during the countdown period. ** Report sensor failure to a distributor or dealer in your area (check the telephone directory for an Allison Transmission distributor or dealer nearest you).
53
OIL LEVEL SENSOR

52. ELECTRONIC FLUID LEVEL CHECK (PRO-LINK 9000)
The Pro-Link 9000 can also be used to electronically check the transmission uid level. Further detail is also provided in Appendix N of this manual. A low or high uid level causes overheating and irregular shift patterns and, if not corrected, can damage the transmission.
CAUTION:
A.
Fluid Level Check Procedure 1. Connect the DDR to the DDR connector. 2. Scroll (down) the Diagnostic Data List to OIL LVL display. 3. Read the uid level, repeat the check to conrm the rst reading.
NOTE:
The ECU may delay the fluid level check until the following conditions are met:
The uid temperature is above 60C (140F) or below 104C (220F). The transmission is in neutral. The vehicle has been stationary for approximately two minutes to allow the uid to settle. The engine is at idle (below 1000 rpm not fast idle).
The reason for a delayed uid level check is indicated on the DDR by one of the following diagnostic messages as shown in Table 52: Table 52. DDR MESSAGE OL OL OL OL OL OL OL OL SETTLING TIME (8 down to 1) ENGINE SPEED LO ENGINE SPEED HI SELECT N (NEUTRAL) SUMP TEMP LO SUMP TEMP HI OUTPUT SPEED HI CHECK CODES
54
SECTION 6 DIAGNOSTIC CODES

61. DIAGNOSTIC CODE MEMORY
Diagnostic codes are logged in a list in memory (sometimes referred to as the queue), listing the most recently occurring code rst and logging up to ve codes. The codes contained in the list have information recorded as shown in the chart below (codes are examples). Access to the code list position, main code, subcode and active indicator is through either the shift selector display or the Pro-Link 9000 diagnostic tool. Access to ignition cycle counter and event counter information is through the diagnostic tool only. Further detail on the use of Pro-Link 9000 is presented in Appendix N of this manual. Table 61. Code List Code List Position d1 d2 d3 d4 d5 Main Code 21 41 23 34 56 Subcode 12 12 12 12 11 Active Indicator YES YES NO NO NO
YES = MODE ON displayed
Ignition Cycle Counter 00 00 08 13 22
Event Counter 10 04 02 01 02
Displayed on shift selector and diagnostic tool d = diagnostic
Not available on shift selector display
The following paragraphs dene the different parts of the code list. A. B. C. D. E. Code List Position. The position which a code occupies in the code list. Positions are displayed as d1 through d5 (Code List Position #1 through Code List Position #5). Main Code. The general condition or area of fault detected by the ECU. Subcode. The specic area or condition related to the main code in which a fault is detected. Active Indicator. Indicates when a diagnostic code is active. The shift selector displays MODE ON, the diagnostic tool displays YES. Ignition Cycle Counter. Determines when inactive diagnostic codes are automatically cleared from the code list. The counter is incremented each time a normal ECU powerdown occurs (ignition turned off). Inactive codes are cleared from the code list after the counter exceeds 25. Event Counter. Counts the number of occurrences of a diagnostic code. If a code is already in the code list and the code is again detected, that code is moved to position d1, the active indicator is turned on, the Ignition Cycle Counter is cleared, and 1 is added to the Event Counter.
F.
62.
CODE READING AND CODE CLEARING
Diagnostic codes can be read and cleared by two methods: by using the Pro-Link 9000 diagnostic tool or by using the shift selector display. The use of the Pro-Link 9000 diagnostic tool is described in the instruction manual furnished with each tool. The method of reading and clearing codes described in this section refers to only entering the Diagnostic Display Mode by the proper button and/or lever movements on the shift selector. The Diagnostic Display Mode may be entered for viewing of codes at any speed. Codes can only be cleared when the output speed = 0 and no output speed sensor failure is active. A. Reading Codes. Enter the diagnostic display mode by pressing the (Up) and (Down) arrow buttons at the same time on a pushbutton selector, or by momentarily pressing the DISPLAY MODE button on a lever shift selector.
61
DIAGNOSTIC CODES
NOTE: If a DO NOT SHIFT condition is present at this time, the shift lever should remain in the same position where it was when the DO NOT SHIFT was detected. If the lever is moved, a continuous tone will be heard until the lever is returned to the correct position. If an oil level sensor is present, then fluid level will be displayed first. Diagnostic code display is achieved by depressing the (Up) and (Down) arrow buttons or the DISPLAY MODE button a second time.
NOTE:
The code list position is the rst item displayed, followed by the main code and the Subcode. Each item is displayed for two seconds. The two second item display cycles continuously until the next code list position is accessed. The following list represents the display cycle using Code 25 11 as an example: 1. 2. 3. 4. Code list position d1 Main code 25 Subcode 11 Cycle repeats d1
To view the second, third, fourth, and fth positions (d2, d3, d4, and d5), momentarily press the MODE button as explained above. Momentarily press the MODE button after the fth position is displayed to restart the sequence of code list positions. An active code is indicated by the MODE ON indicator (active indicator) illuminating when a code position is displayed. In the normal operating mode, the MODE ON display indicates secondary mode operation. Any code position which does not have a diagnostic code logged will display for both the main and Subcodes. No diagnostic codes are logged after an empty code position. B. Clearing Active Indicators. A diagnostic codes active indicator can be cleared, which allows the code to be removed from the code list. The active indicator clearing methods are: 1. Power down All active indicators, except Code 69 34 (refer to the code chart), are cleared at ECU power down. 2. Self-clearing Some codes will clear their active indicator when the condition causing the code is no longer detected by the ECU. 3. Manual Some active indicators can be cleared manually, while in the diagnostic display mode, after the condition causing the code is corrected. If an active indicator is cleared while the transmission is locked in a forward range or reverse (fail-to-range), the transmission will remain in the forward range or reverse after the clearing procedure is completed. Neutral must be manually selected.
CAUTION:
C.
Manually Clearing Codes and Active Indicators from the Code List. To clear active indicators or all codes: 1. Enter the Diagnostic Display Mode. 2. Press and hold the MODE button, approximately three seconds, until a tone sounds once. All active indicators are cleared. To remove all codes, press and hold the MODE button for ten seconds until the shift selector tone sounds twice. All codes will be cleared at ECU power down.
62
DIAGNOSTIC CODES
D. Exiting the Diagnostic Display Mode. Exit the diagnostic display mode using one of the following procedures: 1. On a pushbutton shift selector, press the (Up) and (Down) arrow buttons at the same time or press any range button, D, N, or R. The shift (D, N, or R) is commanded if not inhibited by an active code. 2. On a lever shift selector, momentarily press the DISPLAY MODE button or move the shift lever to any shift position other than the one it was in when the diagnostic display mode was activated. If the shift is inhibited, the ECU will continue to command the current range and sound the tone continuously until the lever is returned to its original position. 3. Wait until timeout (approximately 10 minutes) and the system will automatically return to the normal operating mode. 4. Turn off power to the ECU (turn off the vehicle engine at the ignition switch).
63.
DIAGNOSTIC CODE RESPONSE
The following ECU responses to a fault provide for safe transmission operation:
Do Not Shift (DNS) Response Release lockup clutch and inhibit lockup operation. Inhibit all shifts. Turn on Do Not Shift light. Pulse the tone generator for 8 seconds when the fault is rst detected. Blank the select digit in the display. Ignore any range selection inputs and disable the button feedback tone for the pushbutton shift
selector. On the lever shift selector sound the tone continuously if the shift lever is moved to a position other than the one selected when the fault was rst detected. Do Not Adapt (DNA) Response The ECU stops adaptive shift control while the code is active. Do not adapt shifts when a code with the DNA response is active. Solenoid Off (SOL OFF) Response All solenoids are commanded off (turning solenoids A and B off electrically causes them to be on hydraulically). Return to Previous Range (RPR) Response When the speed sensor ratio or C3 pressure switch tests associated with a shift are not successful, the ECU commands the same range as commanded before the shift. Neutral No Clutches (NNC) Response When certain speed sensor ratio or C3 pressure switch tests are not successful, the ECU commands a neutral condition with no clutches applied.
64.
SHIFT SELECTOR DISPLAYS RELATED TO ACTIVE CODES

Cateyes The forward slash segments and the middle horizontal segments (-\-; -\-) will be on for
each display digit under the following conditions: RSI link fault is active (Code 23 12 or 23 14) When two COP timeouts occur within two seconds of each other (reference Code 69 33) for a remote selector display An SPI communications fault is active (Code 69 32)
DIAGNOSTIC CODES
All Segments Displayed All display segments will be illuminated if a severity 1 diagnostic code is
present during initialization or if an electrical code for solenoids A, B, C, D, E, or G is logged before initialization completes. All Segments Blank When two COP timeouts occur within two seconds of each other (reference Code 69 33) for an integral selector display.
65.
DIAGNOSTIC CODE LIST AND DESCRIPTION

Table 62. WT Series Diagnostic Codes
Main Code 13
Subcode 12 13 23
Description ECU input voltage, low ECU input voltage, medium low ECU input voltage, high Oil level sensor, failed low Oil level sensor, failed high (not used) Throttle position sensor, failed low Throttle position sensor, failed high Engine speed sensor reasonableness test Turbine speed sensor reasonableness test Output speed sensor reasonableness test Primary Shift Selector or RSI Link Fault Primary Shift Selector Mode Function Fault Secondary Shift Selector or RSI Link Fault Secondary Shift Selector Mode Function Fault Sump uid temperature, cold Sump uid temperature, hot
DO NOT SHIFT Light Yes No Yes No No No No No Yes Yes(1) No No No No Yes No
Inhibited Operation Description DNS, SOL OFF (Hydraulic default), DNA None, DNA DNS, SOL OFF (Hydraulic default) None None Use full throttle default, DNA Use full throttle default, DNA Use default engine speed, DNA DNS, Lock in current range, DNA DNS, Lock in current range, DNA Hold in last valid direction. May cause cateyes display. Mode change not permitted Hold in last valid direction. May cause cateyes display. Mode change not permitted DNS, Lock-in-neutral No upshifts above a calibration rang
14
12 23
21
12 23
22
14 15 16
23
12 13 14 15
24
12 23
64
DIAGNOSTIC CODES
Table 62. WT Series Diagnostic Codes (contd) Main Code 25 Subcode 00 11 22 33 44 55 66 77 32 00 33 55 77 33 12 23 34 12 13 14 15 16 Description Output speed sensor detected at 0 output rpm, Low Output speed sensor, detected at 0 output rpm, 1st Output speed sensor, detected at 0 output rpm, 2nd Output speed sensor, detected at 0 output rpm, 3rd Output speed sensor, detected at 0 output rpm, 4th Output speed sensor, detected at 0 output rpm, 5th Output speed sensor, detected at 0 output rpm, 6th Output speed sensor, detected at 0 output rpm, Reverse range C3 pressure switch open C3 pressure switch open, 3rd range C3 pressure switch open, 5th range C3 pressure switch open, Reverse range Sump oil temperature sensor, failed low Sump oil temperature sensor, failed high EEPROM, factory calibration compatibility number wrong EEPROM, factory calibration block checksum EEPROM, Power Off Block Checksum EEPROM, Diagnostic Queue Block Checksum EEPROM, Real Time Block Checksum DO NOT SHIFT Light Yes(1) Yes(1) Yes(1) Yes(1) Yes(1) Yes(1) Yes(1) Yes(1) Yes Yes Yes Yes No No Yes(2) Yes(2) No No Yes Inhibited Operation Description DNS, Lock in current range (Low), DNA DNS, Lock in current range (1st), DNA DNS, Lock in current range (2nd), DNA DNS, Lock in current range (3rd), DNA DNS, Lock in current range (4th), DNA DNS, Lock in current range (5th), DNA DNS, Lock in current range (6th), DNA DNS, Lock in current range (R), DNA DNS, Lock in current (Low), DNA DNS, Lock in current range (3rd), DNA DNS, Lock in current range (5th), DNA DNS, Lock in current range (R), DNA Use default value of 93C (200F) Use default value of 93C (200F) DNS, SOL OFF (Hydraulic default), DNA DNS, SOL OFF (Hydraulic default), DNA Use previous location, or factory calibration and reset adaptive, DNA Use previous location, or clear diagnostic queue, DNA DNS, SOL OFF (Hydraulic default), DNA
65
DIAGNOSTIC CODES
Table 62. WT Series Diagnostic Codes (contd) Main Code 35 Subcode 00 16 36 41 00 12 13 14 15 16 21 22 23 24 25 26 42 12 13 14 15 16 21 Description Power interruption (Code set after power restored) Real Time EEPROM Write Interruption Hardware/Software not compatible Open or short-to-ground, A solenoid circuit Open or short-to-ground, B solenoid circuit Open or short-to-ground, C solenoid circuit Open or short-to-ground, D solenoid circuit Open or short-to-ground, E solenoid circuit Open or short-to-ground, F solenoid circuit Open or short-to-ground, G solenoid circuit Open or short-to-ground, H solenoid circuit Open or short-to-ground, J solenoid circuit Open or short-to-ground, K solenoid circuit Open or short-to-ground, N solenoid circuit Short-to-battery, A solenoid circuit Short-to-battery, B solenoid circuit Short-to-battery, C solenoid circuit Short-to-battery, D solenoid circuit Short-to-battery, E solenoid circuit Short-to-battery, F solenoid circuit DO NOT SHIFT Light No Yes Yes(3) Yes Yes Yes Yes Yes No Yes No No No No Yes Yes Yes Yes Yes No Inhibited Operation Description None (Hydraulic default during interruption) DNS, SOL OFF (Hydraulic default), DNA DNS, SOL OFF (Hydraulic default), DNA DNS, SOL OFF (Hydraulic default), DNA DNS, SOL OFF (Hydraulic default), DNA DNS, SOL OFF Hydraulic default), DNA DNS, SOL OFF (Hydraulic default), DNA DNS, SOL OFF (Hydraulic default), DNA Lockup inhibited, DNA DNS, SOL OFF (Hydraulic default), DNA Retarder allowed, differential lock inhibited Low and 1st inhibited K solenoid operation inhibited Low and 1st inhibited DNS, Lock in a range, DNA DNS, Lock in a range, DNA DNS, Lock in a range, DNA DNS, Lock in a range, DNA DNS, Lock in a range, DNA Lockup inhibited, DNA
66
DIAGNOSTIC CODES
Table 62. WT Series Diagnostic Codes (contd) Main Code 42 (contd) Subcode 22 23 24 25 26 43 21 25 26 44 12 13 14 15 16 21 22 23 24 25 26 45 12 13 14 Description Short-to-battery, G solenoid circuit Short-to-battery, H solenoid circuit Short-to-battery, J solenoid circuit Short-to-battery, K solenoid circuit Short-to-battery, N solenoid circuit Low side driver, F solenoid circuit Low side driver, K solenoid circuit Low side driver, N solenoid circuit Short-to-ground, A solenoid circuit Short-to-ground, B solenoid circuit Short-to-ground, C solenoid circuit Short-to-ground, D solenoid circuit Short-to-ground, E solenoid circuit Short-to-ground, F solenoid circuit Short-to-ground, G solenoid circuit Short-to-ground, H solenoid circuit Short-to-ground, J solenoid circuit Short-to-ground, K solenoid circuit Short-to-ground, N solenoid circuit Open circuit, A solenoid circuit Open circuit, B solenoid circuit Open circuit, C solenoid circuit DO NOT SHIFT Light Yes No No No No No No No Yes Yes Yes Yes Yes No Yes No No No No Yes Yes Yes Inhibited Operation Description DNS, Lock in a range, DNA Retarder allowed, differential lock inhibited Low and 1st inhibited Retarder operation inhibited Low and 1st inhibited Lockup inhibited, DNA K solenoid operation inhibited, DNA Low and 1st inhibited, DNA DNS, SOL OFF (Hydraulic default), DNA DNS, SOL OFF (Hydraulic default), DNA DNS, SOL OFF (Hydraulic default), DNA DNS, SOL OFF (Hydraulic default), DNA DNS, SOL OFF (Hydraulic default), DNA Lockup inhibited, DNA DNS, SOL OFF (Hydraulic default), DNA Retarder allowed, differential lock inhibited Low and 1st inhibited K solenoid operation inhibited Low and 1st inhibited DNS, SOL OFF (Hydraulic default), DNA DNS, SOL OFF (Hydraulic default), DNA DNS, SOL OFF (Hydraulic default), DNA
67
DIAGNOSTIC CODES
Table 62. WT Series Diagnostic Codes (contd) Main Code 45 (contd) Subcode 15 16 21 22 23 24 25 26 51 01 10 12 21 23 24 35 42 43 45 46 53 Description Open circuit, D solenoid circuit Open circuit, E solenoid circuit Open circuit, F solenoid circuit Open circuit, G solenoid circuit Open circuit, H solenoid circuit Open circuit, J solenoid circuit Open circuit, K solenoid circuit Open circuit, N solenoid circuit Offgoing ratio test (during shift), L to 1 Offgoing ratio test (during shift), 1 to L Offgoing ratio test (during shift), 1 to 2 Offgoing ratio test (during shift), 2 to 1 Offgoing ratio test (during shift), 2 to 3 Offgoing ratio test (during shift), 2 to 4 Offgoing ratio test (during shift), 3 to 5 Offgoing ratio test (during shift), 4 to 2 Offgoing ratio test (during shift), 4 to 3 Offgoing ratio test (during shift), 4 to 5 Offgoing ratio test (during shift), 4 to 6 Offgoing ratio test (during shift), 5 to 3 DO NOT SHIFT Light Yes Yes No Yes No No No No Yes Yes Yes Yes Yes Yes Yes Yes Yes(1) Yes(1) Yes Yes Inhibited Operation Description DNS, SOL OFF (Hydraulic default), DNA DNS, SOL OFF (Hydraulic default), DNA Lockup inhibited, DNA DNS, SOL OFF (Hydraulic default), DNA Retarder allowed, differential lock inhibited Low and 1st inhibited Retarder operation inhibited Low and 1st inhibited DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA
68
DIAGNOSTIC CODES
Table 62. WT Series Diagnostic Codes (contd) Main Code 51 (contd) Subcode 64 65 XY 52 01 08 32 34 54 56 71 72 78 79 99 XY 53 08 09 18 28 29 Description Offgoing ratio test (during shift), 6 to 4 Offgoing ratio test (during shift), 6 to 5 Offgoing ratio test, X to Y(4) Offgoing C3PS test (during shift), L to 1 Offgoing C3PS test (during shift), L to N1 Offgoing C3PS test (during shift), 3 to 2 Offgoing C3PS test (during shift), 3 to 4 Offgoing C3PS test (during shift), 5 to 4 Offgoing C3PS test (during shift), 5 to 6 Offgoing C3PS test (during shift), R to 1 Offgoing C3PS test (during shift), R to 2 Offgoing C3PS test (during shift), R to N1 Offgoing C3PS test, R to 2 (R to NNC to 2) Offgoing C3PS test (during shift), N3 to N2 Offgoing C3PS test, X to Y(4) Offgoing speed test (during shift), L to N1 Offgoing speed test, Low to NNC Offgoing speed test (during shift), 1 to N1 Offgoing speed test (during shift), 2 to N1 Offgoing speed test (during shift), 2 to N2 Yes(1) Yes(1) Yes(1) Yes(1) Yes(1) DNS, NNC, DNA DNS, NNC, DNA DNS, NNC, DNA DNS, NNC, DNA DNS, RPR, DNA Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes DNS, RPR, DNA DNS, NNC, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, NNC, DNA DNS, NNC, DNA DNS, NNC, DNA DNS, NNC, DNA DNS, RPR, DNA DO NOT SHIFT Light Yes Yes Inhibited Operation Description DNS, RPR, DNA DNS, RPR, DNA
69
DIAGNOSTIC CODES
Table 62. WT Series Diagnostic Codes (contd) Main Code 53 (contd) Subcode 38 39 48 49 58 59 68 69 78 99 XY 54 01 07 10 12 17 21 23 24 Description Offgoing speed test (during shift), 3 to N1 Offgoing speed test (during shift), 3 to N3 Offgoing speed test (during shift), 4 to N1 Offgoing speed test (during shift), 4 to N3 Offgoing speed test (during shift), 5 to N1 Offgoing speed test (during shift), 5 to N3 Offgoing speed test (during shift), 6 to N1 Offgoing speed test (during shift), 6 to N4 Offgoing speed test (during shift), R to N1 Offgoing speed test (during shift), N2 to N3 or N3 to N2 Offgoing speed test, X to Y(4) Oncoming ratio test (after shift), L to 1 Oncoming ratio test (after shift), L to R Oncoming ratio test (after shift), 1 to L Oncoming ratio test (after shift), 1 to 2 Oncoming ratio test (after shift), 1 to R Oncoming ratio test (after shift), 2 to 1 Oncoming ratio test (after shift), 2 to 3 Oncoming ratio test (during shift), 2 to 4 Yes Yes Yes Yes Yes Yes Yes Yes DNS, RPR, DNA DNS, NNC, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, NNC, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DO NOT SHIFT Light Yes(1) Yes(1) Yes(1) Yes(1) Yes(1) Yes(1) Yes(1) Yes(1) Yes Yes Inhibited Operation Description DNS, NNC, DNA DNS, RPR, DNA DNS, NNC, DNA DNS, RPR, DNA DNS, NNC, DNA DNS, RPR, DNA DNS, NNC, DNA DNS, RPR, DNA DNS, NNC, DNA DNS, RPR, DNA
610
DIAGNOSTIC CODES
Table 62. WT Series Diagnostic Codes (contd) Main Code 54 (contd) Subcode 27 32 34 35 42 43 45 46 53 54 56 64 65 70 71 72 80 81 82 Description Oncoming ratio test (after shift), 2 to R Oncoming ratio test (after shift), 3 to 2 Oncoming ratio test (after shift), 3 to 4 Oncoming ratio test (during shift), 3 to 5 Oncoming ratio test (during shift), 4 to 2 Oncoming ratio test (after shift), 4 to 3 Oncoming ratio test (after shift), 4 to 5 Oncoming ratio test (during shift), 4 to 6 Oncoming ratio test (during shift), 5 to 3 Oncoming ratio test (after shift), 5 to 4 Oncoming ratio test (after shift), 5 to 6 Oncoming ratio test (after shift), 6 to 4 Oncoming ratio test (after shift), 6 to 5 Oncoming ratio test (after shift), R to L Oncoming ratio test (after shift), R to 1 Oncoming ratio test (after shift), R to 2 Oncoming ratio test (after shift), N1 to L Oncoming ratio test (after shift), N1 to 1 Oncoming ratio test (after shift), N1 to 2 DO NOT SHIFT Light Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Inhibited Operation Description DNS, NNC, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR or SOL OFF (Hydraulic default), DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, NNC, DNA DNS, NNC, DNA DNS, NNC, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA
611
DIAGNOSTIC CODES
Table 62. WT Series Diagnostic Codes (contd) Main Code 54 (contd) Subcode 83 85 86 92 93 95 96 97 XY 55 07 17 27 87 97 XY 56 00 11 22 33 44 55 66 77
612
Description Oncoming ratio test (after shift), N1 to 3 Oncoming ratio test (after shift), N1 to 5 Oncoming ratio test (after shift), N1 to 6 Oncoming ratio test (after shift), N2 to 2 Oncoming ratio test (after shift), N3 to 3 Oncoming ratio test (after shift), N3 to 5 Oncoming ratio test (after shift), N4 to 6 Oncoming ratio test (after shift), 2 to R (2 to NNC to R) Oncoming ratio test, X to Y(4) Oncoming C3PS test, L to R Oncoming C3PS test (after shift), 1 to R Oncoming C3PS test (after shift), 2 to R Oncoming C3PS test (after shift), N1 to R Oncoming C3PS test (after shift), NVL to Reverse Oncoming C3PS test, X to Y(4) Range verication test, L Range verication ratio test, 1st Range verication ratio test, 2nd Range verication ratio test, 3rd Range verication ratio test, 4th Range verication ratio test, 5th Range verication ratio test, 6th Range verication ratio test, R
DO NOT SHIFT Light Yes Yes Yes Yes Yes Yes Yes Yes
Inhibited Operation Description DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, RPR, DNA DNS, NNC, DNA
Yes(1) Yes(1) Yes(1) Yes Yes(1)
DNS, NNC, DNA DNS, NNC, DNA DNS, NNC, DNA DNS, RPR, DNA DNS, NNC, DNA
Yes(1) Yes Yes

(1)
DNS, 1st, Low, or SOL OFF (Low), DNA DNS, 6th, DNA DNS, 6th or 5th, DNA DNS, 5th or SOL OFF (4th), DNA DNS, 3rd or 5th, DNA DNS, SOL OFF, 5th or 3rd, DNA DNS, 5th, 3rd, or SOL OFF (3rd), DNA DNS, N2 or N3, DNA
Yes(1) Yes Yes(1) Yes Yes
DIAGNOSTIC CODES
Table 62. WT Series Diagnostic Codes (contd) Main Code 57 Subcode 11 22 44 66 88 99 61 62 00 12 23 63 00 26 40 41 64 12 23 65 66 69 00 00 12 13 14 15 16 21 Description Range verication C3PS test, 1st Range verication C3PS test, 2nd Range verication C3PS test, 4th Range verication C3PS test, 6th Range verication C3PS test, N1 Range verication C3PS test, N2 or N4 Retarder oil temperature, hot Retarder oil temperature sensor, failed low Retarder oil temperature sensor, failed high Input function fault Kickdown input failed on Service brake status input failed on Pump/pack and a neutral general purpose input Retarder modulation request sensor, failed low Retarder modulation request sensor, failed high Engine rating too high Serial communications interface fault ECU, A solenoid driver open ECU, B solenoid driver open ECU, C solenoid driver open ECU, D solenoid driver open ECU, E solenoid driver open ECU, F solenoid driver open DO NOT SHIFT Light Yes Yes Yes Yes Yes Yes No No No No No No No No No Yes No Yes Yes Yes Yes Yes No Inhibited Operation Description DNS, SOL OFF (3rd), DNA DNS, 3rd, DNA DNS, 5th or SOL OFF (3rd), DNA DNS, SOL OFF (5th), DNA DNS, N3, DNA DNS, N3, DNA None None None Depends on input function, DNA Kickdown operation inhibited No auto neutral to drive shifts for refuse packer. (I/O package #41) No auto Neutral to drive shifts for refuse packer. (I/O package #41) Retarder operation inhibited Retarder operation inhibited DNS, Lock-in-neutral Use default throttle values, DNA DNS, SOL OFF (Hydraulic default), DNA DNS, SOL OFF (Hydraulic default), DNA DNS, SOL OFF (Hydraulic default), DNA DNS, SOL OFF (Hydraulic default), DNA DNS, SOL OFF (Hydraulic default), DNA Lockup inhibited, DNA
613
DIAGNOSTIC CODES
Table 62. WT Series Diagnostic Codes (contd) Main Code 69 (contd) Subcode 22 23 24 25 26 32 Description ECU, G solenoid driver open ECU, H solenoid driver open ECU, J solenoid driver open ECU, K solenoid driver open ECU, N solenoid driver open ECU, SPI communications link fault ECU, Computer Operating Properly (COP) timeout ECU, EEPROM write timeout ECU, EEPROM checksum test ECU, RAM self test ECU, I/O ASIC addressing test NOTES
(1)
DO NOT SHIFT Light Yes No No No No No
Inhibited Operation Description DNS, SOL OFF (Hydraulic default), DNA Retarder allowed, DNA Low and 1st inhibited, DNA Retarder operation inhibited, DNA Low and 1st inhibited, DNA Induce COP timeout (reset ECU), DNA
33
No
(5)
Reset ECU, Shutdown ECU on 2nd occurrence. This code may cause cateyes or all segments blank, DNA DNS, SOL OFF (Hydraulic default), DNA Induce COP timeout (reset ECU), DNA Induce COP timeout (reset ECU), DNA Induce COP timeout (reset ECU), DNA
34 35 36 41
Yes No(5) No(5) No(5)
This code is logged to real time to protect the transmission in case a loss of power to the ECU (Power Interruption, Code 35 00) occurs. The factory calibration must be rewritten to the ECU, or a different factory calibration is required to match the software in the ECU. The ECU hardware or software must be changed so that they are compatible. Additional codes could be logged for other shifts where X indicates range shifted from and Y indicates range shifted to. The COP reset will clear the active inhibit.
(2)
(3) (4)
(5)
614
DIAGNOSTIC CODES
TRANSMISSION COMPONENT WIRING DIAGRAMS AND DIAGNOSTICS
615
DIAGNOSTIC CODES
NOTES
616
DIAGNOSTIC CODES
66. DIAGNOSTIC CODE TROUBLESHOOTING
A. Beginning The Troubleshooting Process 1. Begin troubleshooting by checking the transmission uid level and ECU input voltage. Check diagnostic codes by: Using the shift selector display. Using the Pro-Link 9000 diagnostic tool. 2. When a problem exists but a diagnostic code is not indicated, refer to the Performance Complaint Section for a listing of various electrical and hydraulic problems, their causes, and remedies. 3. If a diagnostic code is found in the ECU memory, record all available code information and clear the active indicator (refer to Section 6). 4. Test drive the vehicle to conrm a diagnostic code or performance complaint. If the code reappears, refer to the Diagnostic Code section (Section 6) and the appropriate code chart. The Diagnostic Code section lists diagnostic codes and their description. Locate the appropriate troubleshooting chart and follow the instructions. If the code does not reappear, it may be an intermittent problem. Use the Pro-Link and the code display procedure described in Section 6. The code display procedure will indicate the number of times the diagnostic code has occurred. Refer to the troubleshooting chart for possible cause(s) of the problem. Appendix A deals with the identication of potential circuit problems. Refer to Appendix A if a circuit problem is suspected. NOTE: B. Information concerning specific items is contained in the appendices located in the back of this manual. The appendices are referred to throughout the manual. Solenoid Locations Solenoid locations in the control module are as illustrated in Figure 61. Refer to Figure 61 as necessary when using the diagnostic code schematics.
FRONT LEFT RIGHT
N (SIGNAL) MD 3070 ONLY D (C4) A (C1) C (C3) J (C6) E (C5) G (FORWARD ON MAIN VALVE BODY) C3 PRESSURE SWITCH
BACK
F (LOCKUP)
B (C2)
V01594
Figure 61. Control Module Solenoid Location
617
DIAGNOSTIC CODES
C. Diagnostic Code Schematics The diagnostic code schematics in this section show wiring for both the optional oil level sensor and retarder, where applicable. If your transmission is not equipped with an oil level sensor or retarder, disregard the portions of the schematic pertaining to those optional pieces of equipment. Refer to the appropriate transmission Service Manual for solenoid replacement procedures. D. Diagnostic Code 13 and 35 Schematics The shaded area in Code 13 and 35 schematics indicates a change in the wiring harness incorporated in transmissions manufactured before September 1993.
618
CODE 13 XX ECU INPUT VOLTAGE
VIM ECU
TO ECU E1 E2 J1 K1 A1 A2
B 18 B 11
B B9 B2 B (BLACK)
K2 J2 FROM BATTERY
B9 BATTERY GROUND B 18
143 A BLACK 143 C BLACK
A1 L1 A2 L2
K1 K2
ECU
B2 B 11 136 A RED 136 C RED 146 A YELLOW C E E1 R1 E2 R2 F1 S1
VIM
J1 J2 C1
BATTERY POWER
IGNITION B 12
ALT DDR CONNECTOR
+ 12V OR 24V BATTERY
H A
DIAGNOSTIC TOOL CONNECTOR
1 1 7 7 RSI CONNECTOR NOTE: Shaded area for transmissions built before September 1993 ALT DDR CONNECTOR RSI CONNECTOR DDR CONNECTOR A
V01599
Figure 62. Code 13 Schematic Drawing
619
CODE 13 XX ECU INPUT VOLTAGE (Figure 62)

Main code 13 indicates either a high or low input voltage. Low voltage is less than 8V. High voltage is over 35V. Common causes for a low voltage code are:
Bad batteries Faulty vehicle charging system No battery-direct power and ground
Common causes for the high voltage code are:

Faulty vehicle alternator Faulty vehicle voltage regulator
In the event of a power loss, the transmission fails to the ranges indicated in the following, depending upon which latch valve releases rst: Attained Range Reverse and Neutral Low, 1 2, 3, 4 5 6 3C 4C usually, 3C sometimes 4C usually, 5C sometimes 5C Fail to Range Neutral
Main Code 13 13 13
Subcode 12 13 23
Meaning Battery voltage to the ECU too low Battery voltage to the ECU too low (medium) Battery voltage to the ECU too high
Active Indicator Clearing Procedure:

Power down Manual Self-clearing
Troubleshooting: 1. Connect the diagnostic tool and turn on vehicle ignition. Select Diagnostic Data to nd input voltage. Record reading. 2. Turn off vehicle ignition and remove the connectors from the ECU. 3. Check system voltage at wire 136A and 136C, pin B2 and B11. If power is low or high at this point, and the diagnostic tool reading is also low or high, the vehicle wiring is suspect. Check for fuse problems, lack of battery-direct power and ground, faulty charging system/batteries, and loose or dirty connections (see Appendix A). Power may also be low or high at pins B2 and B11 (system power) if the batteries/charging system is faulty. Bad grounds may also cause incorrect input power readings.
620
CODE 13 XX ECU INPUT CODES (Figure 62) DIAGNOSTIC VOLTAGE

4. If power is correct but the diagnostic tool reading indicates incorrect voltage, closely inspect terminals B2 and B11; make sure they are not corroded or deformed. Clean or replace as necessary (see Appendix E, Paragraph 11). 5. If the voltage condition is intermittent, closely inspect the vehicle wiring for transmission system power and grounds. Check for loose, dirty, or painted connections. Check the VIM for loose, incorrect, or overheating relays or fuses (refer to Appendix G). Check for wires that are chafed and touching other components. 6. If no other cause is found, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU. Table 63. Voltage Chart Voltage 35.0 (High Set Point) 32.0 10.0 (Med. Low Set Point) 8.0 7.0 (Low Set Point) 4.5 Condition Maximum Surge For 2 Minutes, High Fail Limit Maximum Continuous ECU Voltage Cannot Compensate W/Sub-Modulation (Bad Shifts). Adaptive logic stops functioning Low Voltage Fail Limit, Set Code, DNS Software Off (ECU loses power) Neutral Start Off
621
DIAGNOSTIC CODES
NOTES
622
CODE 14 XX OIL LEVEL SENSOR
A 24
B 22
ECU
A (BLACK/WHITE) A B B1 TO RETARDER CONTROL DEVICES RTDR MODULATION REQUEST RESISTANCE MODULE A B C B (BLACK)
133 WHITE
135 B GREEN 164 YELLOW
B 30 RTDR MOD. SIGNAL A 24 TPS HI
A 33 RTDR MOD. HI
124 RED 156 BLUE 135 A GREEN 135 C RETARDER TEMP SENSOR 135 B GREEN SEE NOTE
TPS
B A
B 22 THROTTLE SIGNAL B1 TPS LO (ANALOG GROUND)
ECU
A6
SUMP TEMP SENSOR
TRANSMISSION
BLACK G2 SUMP TEMP SENSOR AND OIL LEVEL SENSOR GROUND OIL LEVEL POWER G2
G2
B 31
RED
G3
G3
B3 BLACK WHITE
OIL LEVEL SIGNAL
B3
106 WHITE 165 BLUE
B RED
BLUE NOTE: These wires may pass through a bulkhead connector.

V01596
Figure 63. Code 14 Schematic Drawing (Units Produced Prior To 9/94)
623
CODE 14 XX OIL LEVEL SENSOR
A 24 ECU
B 22
A (BLACK/WHITE) A B TO RETARDER CONTROL DEVICES RTDR MODULATION REQUEST RESISTANCE MODULE A B C B1 B (BLACK)
133 WHITE
A 33 RTDR MOD. HI
TPS
B A
B 22 THROTTLE SIGNAL B1 ANALOG GROUND
ECU
B 27 SIGNAL GROUND A 6 OLS POWER B 31 OIL LEVEL B 28 C3PS INPUT
SUMP TEMP SENSOR
TRANSMISSION
TID1 BLACK C3 PRESSURE SWITCH RED SUMP TEMP SENSOR AND OIL LEVEL SENSOR GROUND OIL LEVEL POWER
W N
BLACK
WHITE
OIL LEVEL SIGNAL
Y 161 YELLOW X 106 WHITE 165 BLUE 162 WHITE

V04920
B RED
Figure 64. Code 14 Schematic Drawing (Units Produced 9/9412/97)
624
CODE 14 XX OIL LEVEL SENSOR (OLS) (Figures 63, 64)

Code 14 12 indicates the ECU has detected a voltage signal in the low error zone. Code 14 12 can be caused by:
Faulty wiring to the OLS A faulty OLS A faulty ECU
CAUTION:
Never use a Volt-Ohmmeter to measure any parameters on the OLS. Damage to the OLS will result.
OLS ground wire 135B is common to the TPS and the RMR devices. A power wire short-to-ground for any of these devices will cause sensor failed low codes (21 12 and 64 12). An OLS signal open or short-to-ground results in a Code 14 12 only. Code 14 23 is programmed out of all calibrations. A permanent maximum voltage signal generates a steady OLS sensor maximum count and a maximum uid level overll indication. A maximum overll indication occurs if signal wire 165 or power wire 106 are shorted to battery or the ground wire (wire 135). An open in the ground circuit wire 135 in the portion common to the OLS, TPS and RMR devices results in Code 14 12, 21 23, and 64 23. If the ECU software supports it, Oil Level Sensor counts can be read by a DDR with Pro-Link version 3.0 (or later). For complete description of oil level checking procedures using the oil level sensor, see Section 5. Normal operation of the OLS can be checked as follows: Attach the DDR and display OIL LEVEL COUNTS. Read the number of counts when the engine is not running, but the ignition is ON. The count reading should be near 255. Start the engine and observe the counts. In normal operation, the count should be 100200 because the oil level drops when the engine starts and oil from the sump is delivered to other parts of the transmission. NOTE: Intermittent connections or lack of battery-direct power and ground connections can cause this and other electronic control codes. Main Code 14 14 Subcode 12 23 Meaning Oil level sensor failed low Oil level sensor failed high (not used)

NOTE:
Before troubleshooting, read Pages 617 and 618 of Section 65. Also, check the following: Fluid level, using dipstick Battery voltage ECU input voltage Other diagnostic codes
625
CODE 14 XX OIL LEVEL SENSOR (OLS) (Figures 63, 64)

Troubleshooting: The following procedure is to nd the cause for an OLS problem. The procedure is sequential. Follow the procedure until the cause for the OLS problem is found and repaired. Once the problem is found and repaired, STOP. For example, if the problem is xed in Step 3, there is no need to continue to the other steps. 1. Disconnect the external wiring harness at the transmission feedthrough connector. With the ignition ON, verify there is 5.0VDC between the OLS power and ground pins (see Page D8 or D9) on the external harness connector. This is to verify that power and ground are getting to the OLS. If 5.0VDC is not present, check the wiring for the OLS power and ground circuits (wires 124 and 135, respectively). If there are no wiring problems (opens, shorts-to-ground, shorts-to-battery), and if 5.0VDC is present, go to Step 2. 2. Observe the OIL LEVEL COUNTS on the DDR while jumpering the OLS power pin to the OLS signal pin. If the count jumps from 0 to 250+, the OLS signal line is good and the ECU function is good. Continue to Step 3. If the count remains at zero, locate and repair problems in the wiring of OLS signal (wire 165). If there are no wiring problems, and the count still remains at zero, the ECU may be bad. Go to Step 5. 3. If all checks prior to this have been normal, the problem is either in the OLS itself, the internal harness wires, or the transmission side of the feedthrough harness connection. Inspect the transmission feedthrough harness connector to be sure that the OLS power, ground, and signal pins are not loose or out of position. Correct any connector problems found. Reconnect the external harness to the transmission feedthrough harness connector. See if Code 14 12 recurs before continuing to Step 4. 4. Consult the appropriate transmission Service Manual for proper procedure and remove the control module from the transmission. Remove the OLS from the channel plate. Reconnect the external harness to the transmission feedthrough connector, if not done in Step 3. With the ignition ON, observe OIL LEVEL COUNTS on the DDR. With the OLS in normal position, the count should be 835. Invert the OLS and the count should be 192255. If the counts are abnormal, replace the sensor. Check the new sensor in both normal and inverted positions. If the counts respond correctly, the problem should be resolved. Attach the new OLS to the channel plate and reinstall the control module using the appropriate transmission Service Manual for proper procedure. 5. Replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.
626
CODE 21 XX THROTTLE POSITION SENSOR FAULT OR ADJUSTMENT
A 24
B 22
ECU
133 WHITE
A 33 RTDR MOD. HI
TPS
B A
ECU
A6
SUMP TEMP SENSOR
TRANSMISSION
G2
B 31
RED
G3
G3
B3 BLACK WHITE
OIL LEVEL SIGNAL
B3
106 WHITE 165 BLUE
B RED

V01596
Figure 65. Code 21 Schematic Drawing (Units Produced Prior to 9/94)
627
CODE 21 XX THROTTLE POSITION SENSOR FAULT OR ADJUSTMENT
A 24 ECU
B 22
133 WHITE
A 33 RTDR MOD. HI
TPS
B A
ECU
SUMP TEMP SENSOR
TRANSMISSION
W N
BLACK
WHITE
OIL LEVEL SIGNAL

V04920
B RED
628
CODE 21 XX THROTTLE POSITION SENSOR OR PWM FAULT OR ADJUSTMENT (Figures 65, 66)
Main code 21 indicates the throttle position sensor has been retracted or extended by its linkage into an error zone. This may be due to a fault with the sensor, or a fault in the wiring to the sensor or to the ECU. This code may also indicate a PWM signal problem. Code 21 12 is set when the ECU receives TPS counts of 14 or less. Code 21 23 is set when the ECU senses TPS counts of 233255. Whenever a Code 21 XX condition is detected, the system defaults to 100 percent throttle and part throttle shifts will be abrupt. NOTE: NOTE: Whenever Code 21 12 or 21 23 is set and the ECU was programmed after 9/26/94, the SERVICE icon on the shift selector will be illuminated. Code 21 XX in conjunction with Code 33 XX or Code 14 XX indicates the potential loss of common ground wire 135 between the throttle, temperature sensor, and oil level sensor. Main Code 21 21 Active Indicator Clearing Procedure:
Subcode 12 23
Meaning Throttle position sensor failed low and ECU signals 100 percent throttle Throttle position sensor failed high
NOTE:
Before troubleshooting, read Pages 617 and 618 of Section 65. Also, check the ECU input voltage.
Troubleshooting: 1. Plug in the DDR, select Diagnostic Data, and read throttle counts and percent. If the TPS failed high (Code 21 23), the problem may be toward the full throttle end of the TPS travel. If the TPS failed low (Code 21 12), the problem may be at the closed throttle end of the TPS travel. 2. If counts are high but the percentage never reaches 100 percent, TPS linkage may have bound up and overstroked the TPS to set a false 100 percent reading. After TPS overstroking ceases, the TPS will not automatically return to 100 percent. After the TPS is correctly installed and adjusted, use the Pro-Link to reset throttle calibration or cycle the ignition 5 times to reset the 0 percent and 100 percent settings. See TPS section of this book (Appendix F) for installation and adjustment procedures. 3. If the throttle counts do not change or are erratic, check the throttle sensor wiring for opens, shorts between wires, or shorts-to-ground. Also check for correct TPS voltages using test wiring harness J 41339. If wiring problems are found, isolate and repair the fault (refer to Appendix E for repair information). 4. If the wiring is satisfactory, replace the throttle position sensor and adjust its linkage so the counts are not in the error zones (See Appendix F). 5. If the throttle sensor and its linkage adjustment are correct and the wiring to the sensor is satisfactory, the condition is intermittent. Replace the sensor and properly adjust the new sensor. 6. If the condition recurs, use spare harness wires for the throttle sensor circuit. See Appendix D for available spare wires and Appendix E for connector repair information.
629
CODE 21 XX THROTTLE POSITION SENSOR OR PWM FAULT OR ADJUSTMENT (Figures 65, 66)
7. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem reoccurs, reinstall the replacement ECU. 8. The only troubleshooting necessary for a PWM fault is to check for an open, short-to-ground, or short-to-battery in the signal wire from the PWM source. An open or short-to-ground will set Code 21 12. A short to battery will set Code 21 23. NOTE: A good throttle position sensor should have resistance of: 1. 900015,000 Ohms across terminals A and C. 2. 500 ohms, moving to 900015,000 Ohms as TPS is stroked (measured across terminals A and B).
630
CODE 22 XX SPEED SENSOR/CIRCUITRY FAULT
ECU
B 27 B 18 B9 B 14 B 15 B 16
B (BLACK)
B6 B5 B1
B7
SEE NOTE 2 A B ENGINE SPEED SENSOR 141 VIOLET 150 ORANGE
A B
B 7 ENGINE SPEED HI B 16 ENGINE SPEED LO
E2 E3
SEE NOTE 1 TRANSMISSION A B E3 E2 MD/B 300/B 400 TURBINE SPEED SENSOR E3 E2
ECU
HD/B 500 TURBINE SPEED SENSOR
A B
149 ORANGE 140 BLUE
B 15 TURBINE SPEED HI B 6 TURBINE SPEED LO
SEE NOTE 2 OUTPUT SPEED SENSOR 139 YELLOW 148 GREEN
A B
B 5 OUTPUT SPEED HI B 14 OUTPUT SPEED LO
A B NOTE 1: These wires may pass through a bulkhead connector or a sensor connector. NOTE 2: These wires may pass through a sensor connector.
SPEED SENSOR CIRCUITS USE TWISTED PAIRS OF WIRE
V01600
631
CODE 22 XX SPEED SENSOR/CIRCUITRY FAULT
ECU
B 27 B 18 B9 B 14 B 15 B 16
B (BLACK)
B6 B5 B1
B7
A B
TRANSMISSION A B MD/B 300/B 400 TURBINE SPEED SENSOR
SEE NOTE 1
ECU
V U
A B
149 ORANGE 140 BLUE
B 15 TURBINE SPEED HI B 6 TURBINE SPEED LO B 18 TURBINE SPEED
DRAIN 24V SYSTEMS ONLY B 9 OUTPUT SPEED OUTPUT SPEED SENSOR A B 139 YELLOW 148 GREEN B 5 OUTPUT SPEED HI B 14 OUTPUT SPEED LO
SEE NOTE 2 SPEED SENSOR CIRCUITS USE TWISTED PAIRS OF WIRE
V01597
632
CODE 22 XX SPEED SENSOR/CIRCUITRY FAULT (Figures 67, 68)

Main code 22 indicates a fault within a speed sensor, the wiring to a speed sensor, incorrect speed sensor gap, or damaged bumps or teeth which create the speed signal. This fault is determined by the reasonableness of a speed sensor signal when compared with the other two speed sensors and the commanded range. A speed sensor will not pass the reasonableness test if there is no signal at all from that sensor when a signal should be present. NOTE: If the engine speed sensor code (22 14) is active and a range verification test is failed, the range verification code will not be set but a DO NOT SHIFT response is commanded. Main Code 22 22 22 Active Indicator Clearing Procedure:
Subcode 14 15 16
Failed Sensor Engine Speed Turbine Speed Output Speed
NOTE:
Troubleshooting: 1. Check to see if the sensor is loose, missing, or disconnected. If not, disconnect the wiring harness from the sensor and measure the resistance of the sensor (see chart below). Also check the terminals for dirt, corrosion, or damage. If resistance is not correct, replace the sensor. Resistance 200 300 400 Temp. C 40 20 110 Temp. F 40 68 230
2. Remove the connectors from the ECU. Check the sensor circuit (in the external harness) for open wires, shorts between wires, or shorts-to-ground. Isolate and repair any faults (refer to Appendix E for repair information). 3. If no opens or shorts are found, the condition must be intermittent. Replace the sensor indicated by the trouble code. Before replacing a speed sensor, check the sensor for physical damage or contamination. Refer to the appropriate transmission Service Manual for proper replacement procedure. 4. If the condition recurs, install new wiring (twisted-pair) for the sensor circuit between the ECU and the transmission. Use P/N 29522703 Service Harness Twisted Shielded Pair for this purpose. 5. If the condition again recurs, connect the diagnostic tool and select the speed signal indicated by the trouble code. Drive the vehicle and watch the speed reading on the diagnostic tool. If the signal is erratic, sensor gap, vehicle vibration, an external AC signal source, or intermittent connector
633
CODE 22 XX SPEED SENSOR/CIRCUITRY FAULT (Figures 67, 68)

contact may be inducing the erratic signal. Inspect the sensor and its surroundings for irregularities that would affect sensor gap. Isolate and correct any abnormal vehicle vibrations (particularly driveline and abnormal engine torsionals, see Sales Tech Data Book (SA2404EN) Part II Section C). Recheck the sensor wiring for intermittent conditions (see Appendix A). 6. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.
634
DIAGNOSTIC CODES
NOTES
635
CODE 23 XX SHIFT SELECTOR
VIM
A8 B 34 ECU B 26 A (BLACK/WHITE) A B B9 B2 B (BLACK) E1 A1
BATTERY POWER B 2 BATTERY GROUND B 9
136 A RED 143 A BLACK
E1 R1 A1 L1
VIM ECU
136 B 143 B 1 7
RSI CONNECTOR
2 3
CUT WIRE BETWEEN TERMINAL 2 AND 3 WHEN USING REMOTE SHIFT SELECTOR AS PRIMARY SHIFT SELECTOR
REMOTE WAKEUP A 8 REMOTE SERIAL B 34 INTERFACE + REMOTE SERIAL B 26 INTERFACE
108 YELLOW 168 YELLOW 160 VIOLET
6 4 5
5 4 7 6
V00593
636
CODE 23 XX SHIFT SELECTOR (Figures 69)

Main code 23 indicates a fault with a shift selector or the wiring between a shift selector and the ECU. Main Code 23 23 23 23 Subcode 12 13 14 15 Meaning Primary shift selector or RSI link fault a cateyes type display may occur Primary shift selector mode button Secondary shift selector or RSI link fault a cateyes type display may occur Second shift selector mode button

NOTE: Before troubleshooting, read Pages 617 and 618 of Section 65. Troubleshooting: 1. Clear the active indicator for Code 23 XX. If code recurs, continue to Step 2. 2. Check for a poor connection at the shift selector. 3. If this is a remote shift selector, disconnect the external harness connectors from the ECU and from the remote shift selector and check for opens, shorts, and shorts-to-ground between the shift selector and ECU (refer to Section 4). Repair as needed (refer to Appendix E). 4. If no problem is found with the shift selector connection or wiring, replace the shift selector. 5. Use care in separating and disconnecting the shift selector head from the ECU. If this is a remote shift selector, replace the shift selector assembly. 6. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.
CAUTION:
Static electricity can destroy the EEPROM. When replacing an integral shift selector, use Anti-Static Wrist Strap BT 8639-B to prevent a static electricity discharge to the EEPROM.
637
DIAGNOSTIC CODES
NOTES
638
CODE 24 XX SUMP FLUID TEMPERATURE
ECU
B1
B 13
B (BLACK)
TPS
B A 135 A
G2
G2
135 B GREEN B1 ANALOG GROUND (TPS LO)
TRANSMISSION
SUMP TEMP SENSOR
SEE NOTE
ECU
FEEDTHROUGH CONNECTOR 147 VIOLET
F3
F3
B 13 SUMP TEMP
G2 F3
NOTE: These wires may pass through a bulkhead connector.
V01601
639
CODE 24 XX SUMP FLUID TEMPERATURE
ECU
B1
B 13
B (BLACK)
TPS
B A 135 A
TID1
161 135 B
YELLOW GREEN B1 ANALOG GROUND (TPS LO)
TRANSMISSION
SUMP TEMP SENSOR FEEDTHROUGH HARNESS CONNECTOR
SEE NOTE
ECU
147 VIOLET
P X
B 13 SUMP TEMP B 27 SIGNAL GROUND
C3 PRESSURE SWITCH
162
WHITE
B 28 C3PS INPUT
V04921
640
CODE 24 XX SUMP FLUID TEMPERATURE (Figures 610, 611)

Main code 24 indicates the ECU has detected either a high or low uid temperature in the transmission sump (via the sump temperature sensor in the internal harness). All shifts are inhibited when Code 24 12 is set (only Neutral range operation is allowed). No upshifts are allowed above a calibration range when Code 24 23 is set. All inhibits are cleared when the temperature conditions are normal. A related code is 33 12 which indicates a temperature reading outside the usable range of the sensor and indicates a probable sensor failure. Main Code 24 24 Subcode 12 23 Meaning Oil temperature cold Oil temperature hot

NOTE:
Troubleshooting: A. Code 24 12: 1. If Code 24 12 is set and the outside temperature is low enough to cause this trouble, lower than 32C (25F), the ECU will not allow range operation (See Table 64 on next page). The sump must be preheated to an acceptable temperature to avoid logging codes and transmission diagnostic response. NOTE: Medium cold fluid, 29C (20F) to 7C (+20F), will allow reverse, neutral, and second-range-start operation. Only hold override upshifts are allowed. 2. If ambient temperature does not match the sump temperature reading (check using diagnostic tool), compare resistance versus sump uid temperature (refer to Figure 612). Then check the sensor wiring for opens, shorts, or shorts-to-ground. 3. If the sensor wiring is satisfactory, drain the uid, remove the control module, and replace the temperature sensor (refer to appropriate transmission Service Manual). 4. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage that may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.
641
CODE 24 XX SUMP FLUID TEMPERATURE (Figures 610, 611)

Table 64. Transmission Operation As A Function Of Temperature Condition
Version 6 Software* C (F) Version 7 Software* C (F)
V7A/V6E/ V7 Recals C (F) 132 (270) 132 (270)
Temperature sensor failed high (Refer to Code 33 23) Hot uid (Code 24 23) adaptive turned off; max range limited Output function on for sump over temp above this temperature Output function off for sump over temp below this temperature Cool/cold uid; adaptive turned off Turbine reasonableness and speed tie-up tests turned off Medium cold uid R, N, D allowed, 2nd gear start (hold override upshifts only) All C3 Pressure Switch tests turned off (Neutral operation only for R03, D4C, and 200 software version. Also, DO NOT SHIFT light is illuminated.) Temperature sensor failed low (Refer to Code 33 12)
177 (351) 128 (262) 119 (246) 113 (235) 34 (93) 0 (32) 7 (19) 32 (25)
177 (351) 128 (262) 121 (250) 116 (240) 34 (93) 0 (32) 7 (19) 32 (25)
45 (49)
45 (49)
* NOTE: Use the Pro-Link diagnostic tool to determine the software version being used. Version 6 software includes R03, D4C, 200, 501, and 502. Version 7 software is D70.
TEMPERATURE SENSOR CHART

TEMPERATURE VS. RESISTANCE
TEMP C TEMP F -58 -40 -22 -4 14 32 50 68 86 104 122 140 158 176 194 212 230 248 266 284 302 361 OHMS 525 577 632 691 754 820 889 962 1039 1118 1202 1288 1379 1472 1569 1670 1774 1882 1993 2107 2225 2628
2900 2700 TEMPERATURE SENSOR RESISTANCE IN OHMS 2500 2300 2100 1900 1700 1500 1300 1100 900 700 500 3.0C
-50 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 183
7.0C
5.0C
4.0C 3.0C 2.0C
1.6C LOW PT SUMP TEMPERATURE IN F 104 140 176 40 60 80 SUMP TEMPERATURE IN C
4 -60 -40 --20
32 0
68 20
212 100
248 120
284 140
320 160
356 180
V01602.02
Figure 612. TransID 1 Temperature Sensor Chart
642
CODE 24 XX SUMP FLUID TEMPERATURE (Figures 610, 611) DIAGNOSTIC CODES

B. Code 24 23: 1. Install temperature gauges for transmission temperature and engine water temperature. Drive the vehicle. Verify the code can be reproduced and verify the reading shown on the diagnostic tool. Observe the gauges and check for hot uid when the code is produced. 2. If the uid is not hot when the code is produced, remove the connectors at the ECU and the transmission. Check the uid temperature sensor wiring for opens, shorts, and shorts-to-ground. Compare the resistance readings of the sensor and the actual temperature as shown on the gauge with Figure 612 on previous page. If wiring problems or a great difference between temperature and resistance compared with the chart are found, drain the uid, remove the control module, and replace the temperature sensor (refer to the Service Manual for the transmission being checked). If wiring problems are found, repair or replace as necessary. 3. If the uid is hot when the code is produced, observe the gauges to see if the engine became hot before the transmission. If the engine cooling system is overheating and heating the transmission, the problem is with the engine or its cooling system. 4. If the transmission became hot before the engine, allow the vehicle to idle for 35 minutes and check the transmission uid level. Correct the uid level if necessary. 5. Attach pressure gauges to the cooling system (from a to cooler connection to a point after the cooling circuit lter) and check for pressure drop problems. If pressure drop is excessive (refer to Table 65), check for a plugged cooler lter, collapsed lines, obstructions, etc. 6. If the uid level is correct and the cooling circuits satisfactory, drain the uid, remove the control module, and inspect for damaged valve body gaskets. Replace any damaged gaskets (refer to the appropriate transmission Service Manual). 7. If no problems are found in the control module area, remove the transmission and disassemble, inspecting for causes of overheating (stuck stator, plugged orices, dragging clutches, etc.). (See the Service Manual for the transmission being checked.) Table 65. External Hydraulic Circuit Characteristics Non-Retarder, PTO, 93C (200F) Sump Temperature
HD/B 500
CONVERTER OPERATION MAXIMUM COOLER FLOW Input rpm 600 900 1200 1500 1800 2100 2300 Flow L/s 0.22 0.38 0.55 0.80 1.03 1.13 1.20 gpm 3.4 6.1 8.7 12.7 16.4 18.0 19.0 Pressure Drop kPa 0 0 0 0 0 0 0 psi 0 0 0 0 0 0 0 Input rpm 600 900 1200 1500 1800 2100 2300 CONVERTER OPERATION MAXIMUM ALLOWABLE PRESSURE DROP Flow L/s 0.20 0.37 0.55 0.77 0.92 0.97 1.00 gpm 3.2 5.8 8.7 12.2 14.5 15.3 15.9 Pressure Drop kPa 31 63 108 167 213 238 250 psi 4.5 9.1 15.7 24.2 30.9 34.5 36.3
643
CODE 24 XX SUMP FLUID TEMPERATURE (Figures 610, 611) DIAGNOSTIC CODES

Table 66. External Hydraulic Circuit Characteristics Non-Retarder, PTO, 93C (200F) Sump Temperature
MD/B 300/B 400

CONVERTER OPERATION MAXIMUM COOLER FLOW Input rpm 600 800 1200 1400 1600 2000 2400 3200 Flow L/s 0.10 0.23 0.47 0.61 0.74 0.94 1.19 1.28 gpm 1.6 3.7 7.4 9.7 11.7 14.9 18.9 20.3 Pressure Drop kPa 0 0 0 0 0 0 0 0 psi 0 0 0 0 0 0 0 0 Input rpm 600 800 1200 1400 1600 2000 2400 2800 3200 LOCKUP OPERATION MAXIMUM COOLER FLOW Flow L/s 0.10 0.23 0.50 0.63 0.77 0.95 1.12 1.22 1.28 gpm 1.6 3.7 7.9 10.0 12.2 15.1 17.8 19.3 20.3 Pressure Drop kPa 0 0 0 0 0 0 0 0 0 psi 0 0 0 0 0 0 0 0 0
CONVERTER OPERATION MAXIMUM ALLOWABLE PRESSURE DROP Input rpm 600 800 1200 1400 1600 2000 2400 3200 Flow L/s 0.10 0.22 0.45 0.57 0.67 0.80 0.85 0.85 gpm 1.6 3.5 7.1 9.0 10.6 12.7 13.5 13.5 Pressure Drop kPa 10 40 159 252 338 481 549 549 psi 1.5 5.8 23.1 36.6 49.0 69.8 79.6 79.6 Input rpm 600 800 1200 1400 1600 2000 2400 2800 3200
LOCKUP OPERATION MAXIMUM ALLOWABLE PRESSURE DROP Flow L/s 0.10 0.23 0.48 0.62 0.73 0.90 1.07 1.10 1.10 gpm 1.6 3.7 7.6 9.8 11.6 14.3 17.0 17.4 17.4 Pressure Drop kPa 5 46 148 247 346 561 737 770 791 psi 0.7 6.7 21.5 35.8 50.2 81.4 106.9 111.7 114.7
644
CODE 25 XX OUTPUT SPEED SENSOR, DETECTED AT ZERO SPEED, X RANGE
ECU
B 27 B 18 B9 B 14 B 15 B 16
B (BLACK)
B6 B5 B1
B7
A B
E2 E3
SEE NOTE 1 TRANSMISSION A B E3 E2 MD/B 300/B 400 TURBINE SPEED SENSOR E3 E2
ECU
A B
149 ORANGE 140 BLUE
B 15 TURBINE SPEED HI B 6 TURBINE SPEED LO
SEE NOTE 2 OUTPUT SPEED SENSOR 139 YELLOW 148 GREEN
A B
B 5 OUTPUT SPEED HI B 14 OUTPUT SPEED LO
SPEED SENSOR CIRCUITS USE TWISTED PAIRS OF WIRE
V01600
645
CODE 25 XX OUTPUT SPEED SENSOR, DETECTED AT ZERO SPEED, X RANGE
ECU
B 27 B 18 B9 B 14 B 15 B 16
B (BLACK)
B6 B5 B1
B7
A B
TRANSMISSION A B MD/B 300/B 400 TURBINE SPEED SENSOR
SEE NOTE 1
ECU
V U
A B
149 ORANGE 140 BLUE
B 15 TURBINE SPEED HI B 6 TURBINE SPEED LO B 18 TURBINE SPEED
DRAIN 24V SYSTEMS ONLY B 9 OUTPUT SPEED OUTPUT SPEED SENSOR A B 139 YELLOW 148 GREEN B 5 OUTPUT SPEED HI B 14 OUTPUT SPEED LO
SEE NOTE 2 SPEED SENSOR CIRCUITS USE TWISTED PAIRS OF WIRE
V01597
646
CODE 25 XX OUTPUT SPEED SENSOR, DETECTED AT ZERO SPEED, DIAGNOSTIC CODES X RANGE (Figures 613, 614)
Main code 25 occurs if the output speed sensor reports a zero speed reading while both engine and turbine speeds are approximately equal, turbine speed is above a calibration value, and neutral is not selected or commanded. Main code 25 indicates either the output speed sensor has failed or the required oncoming clutch or clutches did not come on. Code 25 11 can be generated by a false turbine speed reading. This may be due to crosstalk between solenoid and turbine speed sensor circuits caused by direct wire-to-wire short or by water in the electrical connectors. See Section 4 for corrective action. NOTE: If Code 25 XX is in memory at ECU initialization (ignition on) all display segments are illuminated. Main Code 25 25 25 25 25 25 25 25 Subcode 00 11 22 33 44 55 66 77 Meaning Output speed sensor, detected at zero speed, low range Output speed sensor, detected at zero speed, 1st range Output speed sensor, detected at zero speed, 2nd range Output speed sensor, detected at zero speed, 3rd range Output speed sensor, detected at zero speed, 4th range Output speed sensor, detected at zero speed, 5th range Output speed sensor, detected at zero speed, 6th range Output speed sensor, detected at zero speed, reverse Applied Clutches C3, C6 C1, C5 C1, C4 C1, C3 C1, C2 C2, C3 C2, C4 C3, C5

NOTE: NOTE:
Before troubleshooting, read Pages 617 and 618 of Section 65. Also, check battery and ECU input voltages. Intermittent connections or lack of battery-direct power and ground connections can cause this and other codes. 1. Check the transmission uid level and ensure correct uid level. 2. Check for the presence of Code 22 16. If Code 22 16 is in the code list, go to Code 22 XX section and follow troubleshooting steps for Code 22 16. 3. Connect the Pro-Link 9000 with ignition on, engine off; check for indication of turbine speed. If turbine speed is indicated, refer to Section 42 for corrective action. 4. If the output speed sensor and wiring are satisfactory, install pressure gauges into the appropriate clutch pressure taps (see appropriate transmission Service Manual or Appendix B in this manual) and make the shift again. See if either of the clutches has low or no pressure. Lack of pressure in rst range may be due to a G solenoid stuck closed. 5. If a clutch is leaking pressure, drain the uid, remove the control module and check for damaged valve body gaskets and stuck or sticky valves. If no problems are found, replace the solenoids for the clutches used in the range indicated by the code (refer to Figure 61). Refer to the appropriate transmission Service Manual for replacement procedure.
CODE 25 XX OUTPUT SPEED SENSOR, DETECTED AT ZERO SPEED, X RANGE (Figures 613, 614)
6. If, after detecting leaking pressure and replacing solenoids, the problem persists, check for worn clutch or piston seals. Remove the transmission and repair or replace as necessary (refer to the proper transmission Service Manual). 7. This code requires accurate output and turbine speed readings. If there were no transmission problems detected, use the diagnostic tool and watch the speed readings for noise (erratic signals) from low speed to high speed in the range indicated by the code. 8. If a noisy sensor is found, check the sensor resistance (refer to the sensor resistance chart below) and check its wiring for opens, shorts, and shorts-to-ground (see Code 22 XX). Also closely check the terminals in the connectors for corrosion, contamination, or damage. Ensure the wiring to the sensors is a properly twisted wire pair. Remove the sensor and check for damage at the tone wheel end. Check for looseness of the tone wheel. Refer to the appropriate Service Manual if repair of a loose tone wheel is necessary. Replace the sensor if it is damaged or if its resistance (refer to Service Manual for proper procedure) is incorrect and isolate and repair any noted wiring problems. (Use twisted-pair if new speed sensor circuit is needed in external harness. Service Harness Twisted Shielded Pair P/N 29522703 is available for this procedure.) Resistance 200 300 400 Temp. C 40 20 110 Temp. F 40 68 230
9. If no apparent cause for the code can be located, replace the turbine and output speed sensors. Refer to the appropriate transmission Service Manual for proper procedure. 10. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.
648
CODE 32 XX C3 PRESSURE SWITCH
13 A B A ON SWITCH B
ON HARNESS
SIGNAL GROUND FOR INPUT FUNCTIONS
13
VIW CONNECTOR
161B
F2
F2
161A YELLOW
B 27 SIGNAL GROUND
C3 PRESSURE SWITCH
TRANSMISSION
SEE NOTE
ECU
C3
C3
162 WHITE
B 28 C3 PS
F2 C3
ECU
B 27 B 28
B (BLACK)
V04922
649
CODE 32 XX C3 PRESSURE SWITCH
13 A B A ON SWITCH SIGNAL GROUND FOR INPUT FUNCTIONS ON HARNESS 161 B 13 B
VIW CONNECTOR
W N
161 YELLOW 135 GREEN
B 27 SIGNAL GROUND B 1 ANALOG GROUND
TID1
C3 PRESSURE SWITCH
TRANSMISSION
SEE NOTE
ECU
162 WHITE
B 28 C3 PS
ECU
B 27 B 28
B (BLACK)
V04923
650
CODE 32 XX C3 PRESSURE SWITCH (Figures 615, 616)

Main code 32 indicates the transmission gear ratio is correct, but the C3 pressure switch is open when it should be closed. Main Code 32 32 32 32 Subcode 00 33 55 77 Meaning C3 switch open in low range C3 switch open in third range C3 switch open in fth range C3 switch open in reverse range

NOTE:
Before troubleshooting, read Pages 617 and 618 of Section 65. Also, check battery and ECU input voltages.
CAUTION:
It is very important to correct any short-to-battery condition found. A short-to-battery can damage a circuit in the ECU, requiring the ECU to be replaced. Replacing a failed ECU without correcting the short-to-battery could damage the new ECU.
1. Disconnect the connectors at the ECU and the transmission. Check the C3 switch circuit for opens, shorts to other wires, shorts-to-ground, or shorts-to-battery. If wiring problems are found, isolate and repair. The C3 pressure switch closes at 206.8 48 kPa (30 7 psi). Resistance should be 2 Ohms maximum when the switch is closed and 20,000 innity (overlimit) Ohms when the switch is open. 2. If problems are not found in the external harness, drain the uid, remove the control module, and check the internal harness for opens, shorts between wires, or shorts-to-ground (refer to the proper transmission Service Manual). If wiring problems are found, isolate and repair (see Appendix E, Paragraph 19). 3. If no wiring problems are found, replace the C3 pressure switch (refer to transmission Service Manual). 4. If the problem recurs, use spare wires for the C3 pressure switch circuit. 5. If the problem recurs again, replace the internal harness. 6. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.
651
DIAGNOSTIC CODES
NOTES
652
CODE 33 XX SUMP OIL TEMPERATURE SENSOR
ECU
B1
B 13
B (BLACK)
TPS
B A 135 A
G2
G2
135 B GREEN B1 ANALOG GROUND (TPS LO)
TRANSMISSION
SUMP TEMP SENSOR
SEE NOTE
ECU
FEEDTHROUGH CONNECTOR 147 VIOLET
F3
F3
B 13 SUMP TEMP
G2 F3
V01601
653
CODE 33 XX SUMP OIL TEMPERATURE SENSOR
ECU
B1
B 13
B (BLACK)
TPS
B A 135 A
TID1
161 135 B
YELLOW GREEN B1 ANALOG GROUND (TPS LO)
TRANSMISSION
SUMP TEMP SENSOR FEEDTHROUGH HARNESS CONNECTOR
SEE NOTE
ECU
147 VIOLET
P X
B 13 SUMP TEMP B 27 SIGNAL GROUND
C3 PRESSURE SWITCH
162
WHITE
B 28 C3PS INPUT
V04921
654
CODE 33 XX SUMP OIL TEMPERATURE SENSOR (Figures 617, 618)

Main code 33 indicates the sump temperature sensor is providing a signal outside the usable range of the ECU. This code indicates the sensor failed showing abnormally high or low temperature readings. Main code 33 can be caused by a component or circuit failure or by extremely high or low temperatures. There are no operational inhibits related to main code 33. The ECU assumes a hardware failure and that transmission temperatures are normal (93C; 200F). Temperatures above or below normal cause poor shift quality. NOTE: Code 33 23 in conjunction with Code 21 23 indicates the loss of common ground (wire 135) between the throttle and temperature sensors. Main Code 33 33 Subcode 12 23 Meaning Temperature sensor failed low Temperature sensor failed high

NOTE:
Before troubleshooting, read Pages 617 and 618 of Section 65. Also, check the transmission fluid level.
Troubleshooting: 1. If possible, check the sump temperature with a DDR. If a DDR is not available, use the shift selector display to determine if the code is active (refer to Section 62). Disconnect harness at ECU and check resistance of the sensor and compare with Figure 619. 2. If Step 1 reveals that the extreme temperature indication is no longer present, the temperature limit could have been reached due to operational or ambient temperature extremes. Also, you may be experiencing an intermittent problem and the code will not be active. Proceed cautiously, it is unlikely there is a sensor hardware fault. 3. Disconnect the external harness at the transmission. Check the connectors and terminals for dirt, corrosion, or damage. Clean or replace as necessary. 4. Check the sensor wires in the external harness for opens (Code 33 23), shorts between wires, or shorts-to-ground (code 33 12 refer to Section 4). If wiring problems are found, isolate and repair as described in Appendix E. 5. If no harness problems are found check the feedthrough connector for damage. If the feedthrough harness connector is satisfactory, drain the uid and remove the control module. Check for chang of the sensor wires, especially near the separator plate. Eliminate the chafe point and repair the wire as required. If no chafe point is found, replace the sensor (refer to the Transmission Service Manual and Appendix E, Paragraph 114 in this Manual). 6. If the problem recurs, use spare wires in the external harness for the temperature sensor circuit. 7. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.
CODE 33 XX SUMP OIL TEMPERATURE SENSOR (Figures 617, 618)

TEMP C TEMP F -58 -40 -22 -4 14 32 50 68 86 104 122 140 158 176 194 212 230 248 266 284 302 361 OHMS 525 577 632 691 754 820 889 962 1039 1118 1202 1288 1379 1472 1569 1670 1774 1882 1993 2107 2225 2628
-50 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 183
7.0C
5.0C
4.0C 3.0C 2.0C
4 -60 -40 --20
32 0
68 20
212 100
248 120
284 140
320 160
356 180
V01602.02
Figure 619. Temperature Sensor Chart
656
CODE 34 XX EEPROM COMPATIBILITY OR CHECKSUM FAULT DIAGNOSTIC CODES

Main code 34 indicates there is a problem with the calibration EEPROM. Main Code 34 34 34 34 34 Subcode 12 13 14 15 16 Meaning EEPROM, factory calibration compatibility number wrong EEPROM, factory calibration checksum EEPROM, power off block checksum EEPROM, diagnostic queue block checksum EEPROM, real-time block checksum

Power down
NOTE:
Copying and reloading the current calibration into the ECU will not correct the fault.
Troubleshooting: 1. If the code set is 34 14 and it occurs in conjunction with Code 35 00, proceed to nd the cause for Code 35 00 and correct it. 2. After the cause for Code 35 00 has been corrected, drive the vehicle to see if Code 34 14 recurs. If Code 34 14 recurs, proceed to Step 3. 3. Reprogram the correct calibration into the EEPROM. Contact your nearest Allison distributor/ dealer for locations qualied to do recalibration. Be certain the calibration and the software level are compatible. 4. If the code recurs after reprogramming the EEPROM calibration, replace the ECU.
657
CODE 35 DIAGNOSTIC CODES XX POWER INTERRUPTION
VIM ECU
TO ECU E1 E2 J1 K1 A1 A2
B 18 B 11
B B9 B2 B (BLACK)
K2 J2 FROM BATTERY
B9 BATTERY GROUND B 18
143 A BLACK 143 C BLACK
A1 L1 A2 L2
K1 K2
ECU
B2 B 11 136 A RED 136 C RED 146 A YELLOW C E E1 R1 E2 R2 F1 S1
VIM
J1 J2 C1
BATTERY POWER
IGNITION B 12
ALT DDR CONNECTOR
+ 12V OR 24V BATTERY
H A
1 1 7 7 RSI CONNECTOR NOTE: Shaded area for transmissions built before September 1993 ALT DDR CONNECTOR RSI CONNECTOR DDR CONNECTOR A
V01599
658
CODE 35 XX POWER INTERRUPTION (Figure 620)

Main code 35 indicates the ECU has detected a complete power loss before the ignition was turned off. When this happens, the ECU is not able to save the current operating parameters in memory before turning itself off. Main Code 35 Subcode Meaning Power interruption. (Not an active code; only appears after power is restored.) During power interruption, DNS light is not illuminated and the transmission will not shift. Real-time EEPROM write interruption. (Power interruption at the same time the ECU is recording a critical code to the real-time section of the EEPROM.)
00
35
16

Power down Manual except Code 35 16
NOTE:
Before troubleshooting, read Pages 617 and 618 of Section 65. Also, check battery and ECU input voltages.
Troubleshooting: 1. If the vehicle has a master switch controlling battery power to the ECU and an ignition switch, turning the master switch off before turning the ignition switch off can cause this code. No troubleshooting is necessary. 2. If improper switch sequencing is not the cause, check ECU power and ground for opens, shorts, and shorts-to-ground. Not using battery-direct power and battery ground connections can cause this code. A defective charging system, or open battery fuse or fusible link can also cause this code. The battery fuse or fusible link may be at the battery or in the VIM. Dirty, corroded, or painted power and ground connections can also cause this code. 3. If all system power and ground connections are satisfactory and the problem persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem reoccurs, reinstall the replacement ECU.
659
CODE 36 XX HARDWARE AND SOFTWARE NOT COMPATIBLE

Main code 36 indicates the system has detected a mismatch between the ECU hardware and the ECU EPROM software or that there is a TransID (TID) problem. Main Code 36 Subcode 00 Meaning Mismatch between ECU hardware and software

Power down
CAUTION:
Static electricity can destroy the EEPROM. If the ECU must be opened, use the Anti-Static Wrist Strap BT 8639-B to prevent a static electricity discharge to the EEPROM.
Troubleshooting: 1. Correction for subcode 36 00 requires the installation of EPROM software that is compatible with the ECU hardware involved. (If a different EEPROM calibration is required, update the ECU hardware to be compatible.)
660
CODE 41 XX OPEN OR SHORT-TO-GROUND IN SOLENOID CIRCUIT

A 18 A 27 ECU B A A9 A1 A (BLACK/WHITE) A
TRANSMISSION A 41 12 D 41 15 *J 41 24 B 41 13 E 41 16 C 41 14 G 41 22 F 41 21 *N 41 26 A B A B A B A B A B A B A B A B A1 A2 D1 H1 A1 A2 D1 H1
SEE NOTE 120 WHITE 102 ORANGE 131 BLUE 111 GREEN SEE NOTE A 20 A2 A 31 A 11
ECU A SOL SOLENOID GROUND 1 D SOL J SOL
B1 B2 E1
B1 B2 E1
128 ORANGE 121 VIOLET 129 VIOLET SEE NOTE
A 28 A 21 A 29
B SOL SOLENOID GROUND 2 E SOL
C1 C2 F1
C1 C2 F1
103 GREEN 130 YELLOW 104 WHITE SEE NOTE
A3 A 30 A4
C SOL SOLENOID GROUND 3 G SOL
D3 D2 H3 H2
D3 D2 H3 H2
107 GREEN 110 WHITE 116 YELLOW 101 BLUE SEE NOTE 127 WHITE 122 VIOLET SEE NOTE
A7 A 10 A 16 A1
F SOL HI F SOL LO N SOL HI N SOL LO
ACCUMULATOR OR T-CASE H 41 23 A B A B RTDR K 41 25 A B A B
A 27 A 22
H SOL HI SOLENOID GROUND 4
134 YELLOW 109 BLUE
A 34 A9
K SOL HI K SOL LO
NOTE: These wires may pass through a bulkhead connector. *Only present on MD 3070 models.
V01605
661
CODE 41 XX OPEN OR SHORT-TO-GROUND IN SOLENOID CIRCUIT

TRANSMISSION A 41 12 D 41 15 *J 41 24 B 41 13 E 41 16 C 41 14 G 41 22 F 41 21 *N 41 26 A B A B A B A B A B A B A B A B G A M e
SEE NOTE 120 WHITE 102 ORANGE 131 BLUE 111 GREEN SEE NOTE J H K 128 ORANGE 121 VIOLET 129 VIOLET SEE NOTE B L C 103 GREEN 130 YELLOW 104 WHITE SEE NOTE E F g f 107 GREEN 110 WHITE 116 YELLOW 101 BLUE SEE NOTE 127 WHITE 122 VIOLET SEE NOTE A B 134 YELLOW 109 BLUE A 34 A9 A 27 A 22 A7 A 10 A 16 A1 A3 A 30 A4 A 28 A 21 A 29 A 20 A2 A 31 A 11
ACCUMULATOR OR T-CASE H 41 23 A B A B RTDR K 41 25 A B
K SOL HI K SOL LO
V01606
662
CODE 41 XX OPEN OR SHORT-TO-GROUND IN SOLENOID CIRCUIT (Figures 621, 622)

Main code 41 indicates the ECU has detected either an open circuit or a short-to-ground in a solenoid or the solenoid wiring. The DO NOT SHIFT response is activated when this code is detected and all solenoids are turned off. NOTE: For subcodes 12, 13, 14, 15, 16, 22 neutral start is inoperable; all display segments are on if the code is logged during ECU initialization (ignition on). Subcodes 21, 23, 24, 25, and 26 will not trigger the DO NOT SHIFT light. If solenoid resistance is about 12 Ohms, a short-to-ground code may not be set but could cause a burned-out solenoid driver in the ECU. Replace the solenoid when this occurs (see appropriate transmission Service Manual for replacement procedure). If the solenoid driver is burned out, 69 XX codes will be set. See the troubleshooting procedure for 69 XX codes. Main Code 41 41 41 41 41 41 41 41 41 41 41 Subcode 12 13 14 15 16 21 22 23 24 25 26 Meaning Open or Short-to-Ground A Solenoid Circuit Open or Short-to-Ground B Solenoid Circuit Open or Short-to-Ground C Solenoid Circuit Open or Short-to-Ground D Solenoid Circuit Open or Short-to-Ground E Solenoid Circuit Open or Short-to-Ground F Solenoid Circuit Open or Short-to-Ground G Solenoid Circuit Open or Short-to-Ground H Solenoid Circuit Open or Short-to-Ground J Solenoid Circuit Open or Short-to-Ground K Solenoid Circuit Open or Short-to-Ground N Solenoid Circuit
NOTE:

Power down Manual
NOTE:
Intermittent connections or lack of battery-direct power and ground connections may cause this and other codes.
CAUTION:
All solenoids (except H) are pulse width modulated to control current levels. Any DC battery voltage applied directly to the solenoid must be no greater than 56V to prevent damage to the solenoid coil.
663

PROBING THE CONNECTOR
When testing the control system from the feedthrough connector with the internal harness connected, contact with the following pairs of terminals will result in resistance measurements of two solenoids through a shared ground. The resistance should be twice that of a single solenoid. Refer to Figure 623 for solenoid resistance values versus temperature. Terminals A1, D1 B1, E1 C1, F1 NOTE: Solenoids Which Share Ground A, D B, E C, G
Before troubleshooting, read Pages 617 and 618 of Section 65. Also, check battery and ECU input voltages. The retarder accumulator solenoid (H) has a 30 Ohm coil. Since H solenoid is not mounted in the sump, no relationship between temperature and resistance is required.
NOTE:
WT SOLENOID RESISTANCE
5.2 5 4.8 4.6
SPEC VALUE=3.26.2 OHMS AT 20C
SOLENOID RESISTANCE IN OHMS
4.4 4.2 4 3.8 3.6 3.4 3.2 3 2.8 2.6 2.4 2.2 4 2 -20 0 20 32 68
MAXIMUM OHMS
MINIMUM OHMS
SUMP TEMPERATURE IN F
104 40 140 60 176 80 212 100 248 120 284 140
V00719.01
SUMP TEMPERATURE IN C
Figure 623. Solenoid Resistance vs. Temperature
664

Troubleshooting: 1. Make sure the transmission connector is tightly connected. If the connector is properly connected, disconnect the harness at the transmission and check the terminals in the external harness and feedthrough connectors. Clean or replace as necessary. 2. If the connector is connected, clean, and not damaged, check the solenoid circuit in the transmission for opens or shorts to other wires (refer to the temperature/resistance chart). Refer to the system schematic and/or chart to identify wires in the internal harness which are connected. If an open or short circuit is located, drain the uid, remove the control module (refer to the transmission Service Manual), and isolate the open or short. The fault is probably in the feedthrough connector, the internal harness, or the solenoid itself (refer to Figure 61 for solenoid location). 3. If the open or short is not found at the transmission connector, disconnect the connectors at the ECU and inspect the terminals in the connectors and the ECU for damage or contamination. Clean or replace as necessary. If the terminals are satisfactory, check the wires of the solenoid circuit in the external harness for continuity and shorts-to-ground or shorts between wires. If an open or short is found in one of the wires, isolate and repair it or use a spare wire in the external harness. 4. If the open or short is not found in either the transmission or the harness, the condition must be intermittent. 5. Drain the uid, remove the control module, and replace the solenoid and internal harness (refer to the transmission Service Manual). 6. If the condition recurs, use spare wire(s) for the solenoid circuit indicated by the trouble code. See Appendix D for location of spare wires and Appendix E for connector assembly/disassembly information. 7. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.
665
DIAGNOSTIC CODES
NOTES
666
CODE 42 XX SHORT-TO-BATTERY IN SOLENOID CIRCUIT

B1 B2 E1
B1 B2 E1
A 28 A 21 A 29
C1 C2 F1
C1 C2 F1
A3 A 30 A4
D3 D2 H3 H2
D3 D2 H3 H2
A7 A 10 A 16 A1
A 27 A 22
134 YELLOW 109 BLUE
A 34 A9
K SOL HI K SOL LO
V01608
667
CODE 42 XX SHORT-TO-BATTERY IN SOLENOID CIRCUIT

K SOL HI K SOL LO
V01609
668
CODE 42 XX SHORT-TO-BATTERY IN SOLENOID CIRCUIT (Figures 624, 625)

Main code 42 indicates the ECU has detected a short-to-battery condition in a solenoid wiring circuit. Solenoids F and K have a second driver on the low (ground) side which can turn off the solenoid. All other solenoids have a driver only on the high (power) side of the solenoid. Even though the driver can be turned off, a stuck solenoid is shorted-to-battery which means it is continuously powered at an unregulated 12V or 24V instead of a regulated (pulse width modulated) voltage. A power-side driven solenoid stuck closed will not allow current regulation and the same code will occur. Eventually, the solenoid coil will burn up and become open. If the vehicle is turned off and restarted, a Code 41 XX occurs in early units and a Code 45 XX in later units. NOTE: For subcodes 12, 13, 14, 15, 16, 22 neutral start is inoperable; all display segments are on if the code is logged during ECU initialization (ignition on). Subcodes 21, 23, 24, 25, and 26 will not trigger the DO NOT SHIFT light. If solenoid resistance is about 12 Ohms, a short-to-ground code may not be set but could cause a burned-out solenoid driver in the ECU. Replace the solenoid when this occurs (see appropriate transmission Service Manual for replacement procedure). If the solenoid driver is burned out, 69 XX codes will be set. See the troubleshooting procedure for 69 XX codes. Main Code 42 42 42 42 42 42 42 42 42 42 42 Subcode 12 13 14 15 16 21 22 23 24 25 26 Meaning Short-to-Battery A Solenoid Circuit Short-to-Battery B Solenoid Circuit Short-to-Battery C Solenoid Circuit Short-to-Battery D Solenoid Circuit Short-to-Battery E Solenoid Circuit Short-to-Battery F Solenoid Circuit Short-to-Battery G Solenoid Circuit Short-to-Battery H Solenoid Circuit Short-to-Battery J Solenoid Circuit Short-to-Battery K Solenoid Circuit Short-to-Battery N Solenoid Circuit
NOTE:

Power down Manual
NOTE: NOTE: NOTE: NOTE:
Intermittent connections or lack of battery-direct power and ground connections may cause this and other codes. The retarder accumulator solenoid (H) has a 30 Ohm coil. Since H solenoid is not mounted in the sump, no relationship between temperature and resistance is required. Before troubleshooting, read Pages 617 and 618 of Section 65. Also, check battery and ECU input voltages. Energizing the solenoids and listening for ball/plunger movement is sometimes useful in troubleshooting.

When testing the control system from the feedthrough connector with the internal harness connected, contact with the following pairs of terminals will result in resistance measurements of two solenoids through a shared ground. The resistance should be twice that of a single solenoid. Refer to Figure 626 for solenoid resistance versus temperature. Terminals A1, D1 B1, E1 C1, F1 Solenoids Which Share Ground A, D B, E C, G
5.2 5 4.8 4.6
4.4 4.2 4 3.8 3.6 3.4 3.2 3 2.8 2.6 2.4 2.2 4 2 -20 0 20 32 68
MAXIMUM OHMS
MINIMUM OHMS
104 40 140 60 176 80 212 100 248 120 284 140
V00719.01
Troubleshooting: 1. Make sure the transmission connector is tightly connected. If the connector is properly connected, disconnect the wiring harness at the transmission. Check the connector for water contamination and for corroded or damaged terminals. Clean or replace as necessary. 2. Test solenoid circuit at the transmission connector for shorts between the solenoid circuit being diagnosed and all other terminals in the connector. This test may be simplied by using the J 38850 test tool. Refer to the system schematic and/or chart to identify wires in the internal harness which are connected. If a short is found, isolate and repair the short. The short will probably be in the internal wiring harness.
670 Copyright 1998 General Motors Corp.

3. If the short is not found at the transmission connector, disconnect the connectors at the ECU and check the wires of the solenoid circuit for shorts between the solenoid wires and all other terminals in both connectors (at the ECU). If the short is found in one of the wires, isolate and repair it or use a spare wire (Appendix E, 17). 4. If the short is not found in either the transmission or the harness, the condition must be intermittent. 5. Drain the uid, remove the control module (see the transmission Service Manual), and replace the internal harness. 6. If the condition recurs, use spare wire(s) in the external harness for the solenoid circuit indicated by the trouble code. (Refer to Appendix D for location of spare wire(s) and Appendix E for connector assembly/disassembly information.) 7. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.
671
DIAGNOSTIC CODES
NOTES
672
CODE 43 XX SOLENOID LOW SIDE CIRCUIT, OPEN DRIVER, OR WIRE SHORTED-TO-GROUND

TRANSMISSION A A B A B A1 A2 D1 H1 A1 A2 D1 H1
D *J
A B A B A B A B A B A B
B1 B2 E1
B1 B2 E1
A 28 A 21 A 29
C1 C2 F1
C1 C2 F1
A3 A 30 A4
F 43 21 *N 43 26
D3 D2 H3 H2
D3 D2 H3 H2
A7 A 10 A 16 A1
ACCUMULATOR OR T-CASE H A B A B RTDR K 43 25 A B A B
A 27 A 22
134 YELLOW 109 BLUE
A 34 A9
K SOL HI K SOL LO
V01610
673
CODE 43 XX SOLENOID LOW SIDE CIRCUIT, OPEN DRIVER, OR WIRE SHORTED-TO-GROUND

TRANSMISSION A A B A B G A M e
D *J
A B A B A B A B A B A B
J H K
A 28 A 21 A 29
B L C
A3 A 30 A4
F 43 21 *N 43 26
E F g f ACCUMULATOR OR T-CASE
A7 A 10 A 16 A1
A B
A B RTDR
A 27 A 22
K 43 25
A B
A B
134 YELLOW 109 BLUE
A 34 A9
K SOL HI K SOL LO
V01611
674
CODE 43 XX SOLENOID LOW SIDE CIRCUIT, OPEN DRIVER, OR WIRE SHORTED-TO-GROUND (Figures 627, 628)
Main code 43 indicates the ECU has detected an open solenoid low side driver (switch) or a low side (ground) solenoid wire shorted-to-ground. An open or short prevents the ECU from turning off the F or K solenoid on the high (power) and the low (ground) sides as required (described in Code 42 XX). A Code 43 XX can trigger a Code 45 XX. NOTE: If solenoid resistance is about 12 Ohms, a short-to-ground code may not be set but could cause a burned-out solenoid driver in the ECU. Replace the solenoid when this occurs (see appropriate transmission Service Manual for replacement procedure). If the solenoid driver is burned out, 69 XX codes will be set. See the troubleshooting procedure for 69 XX codes. Main Code 43 43 43 Subcode 21 25 26 Meaning Low Side Driver F Solenoid Circuit open Low Side Driver K Solenoid Circuit open Low Side Driver N Solenoid Circuit open

Power down Manual
NOTE: NOTE:
Intermittent connections or lack of battery-direct power and ground connections may cause this and other codes. Before troubleshooting, read Pages 617 and 618 of Section 65. Also, check battery and ECU input voltages.
Troubleshooting: 1. Make sure the transmission connector is tightly connected. If the connector is properly connected, disconnect the wiring harness at the transmission. Check the connector for water contamination and check terminals for corrosion or damage. Clean or replace as necessary. 2. If the external harness-to-transmission connection is satisfactory, check the solenoid circuits at the transmission connector for a short-to-chassis ground or a short-to-ground wire. (Tool J 38850 may be useful in making this test.) If a short is found, drain the uid, remove the control module (refer to the Service Manual), isolate and repair the short. The short will probably be in the internal wiring harness (refer to Figure 61 for solenoid location). 3. If the short is not found at the transmission connector, disconnect the connectors at the ECU and check the wires of the solenoid circuit for shorts between the solenoid wires and all other terminals in both connectors (at the ECU). If the short-to-ground is found in any of the wires, isolate and repair the problem. 4. If the condition recurs, use spare wire(s) in the external harness for the solenoid circuit indicated by the trouble code. See Appendix D for location of spare wire(s) and Appendix E for connector assembly/disassembly information. 5. If the condition continues, examine the feedthrough connector. Replace if necessary (refer to transmission Service Manual). 6. If the condition occurs again, replace the internal harness (refer to transmission Service Manual). 7. If the condition again recurs, replace the solenoid (refer to transmission Service Manual). 8. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.
DIAGNOSTIC CODES
NOTES
676
CODE 44 XX SHORT-TO-GROUND IN SOLENOID CIRCUIT

B1 B2 E1
B1 B2 E1
A 28 A 21 A 29
C1 C2 F1
C1 C2 F1
A3 A 30 A4
D3 D2 H3 H2
D3 D2 H3 H2
A7 A 10 A 16 A1
A 27 A 22
134 YELLOW 109 BLUE
A 34 A9
K SOL HI K SOL LO
V01613
677
CODE 44 XX SHORT-TO-GROUND IN SOLENOID CIRCUIT

K SOL HI K SOL LO
V01612
678
CODE 44 XX SHORT-TO-GROUND IN SOLENOID CIRCUIT (Figures 629, 630)

Main code 44 indicates the ECU has detected a short-to-ground in a solenoid or its wiring. The DO NOT SHIFT response is activated when this code is detected and all solenoids are turned off. NOTE: For subcodes 12, 13, 14, 15, 16, 22 neutral start is inoperable. Subcodes 21, 23, 24, 25, and 26 do not trigger the DO NOT SHIFT light. If solenoid resistance is about 12 Ohms, a short-to-ground code may not be set but could cause a burned-out solenoid driver in the ECU. Replace the solenoid when this occurs (see appropriate transmission Service Manual for replacement procedure). If the solenoid driver is burned out, 69 XX codes will be set. See the troubleshooting procedure for 69 XX codes. Main Code 44 44 44 44 44 44 44 44 44 44 44 Subcode 12 13 14 15 16 21 22 23 24 25 26 Meaning Short-to-Ground A Solenoid Circuit Short-to-Ground B Solenoid Circuit Short-to-Ground C Solenoid Circuit Short-to-Ground D Solenoid Circuit Short-to-Ground E Solenoid Circuit Short-to-Ground F Solenoid Circuit Short-to-Ground G Solenoid Circuit Short-to-Ground H Solenoid Circuit Short-to-Ground J Solenoid Circuit Short-to-Ground K Solenoid Circuit Short-to-Ground N Solenoid Circuit
NOTE:

Power down Manual
NOTE:
Intermittent connections or lack of battery-direct power and ground connections may cause this and other codes. The retarder accumulator solenoid (H) has a 30 Ohm coil. Since H solenoid is not mounted in the sump, no relationship between temperature and resistance is required. Before troubleshooting, read Pages 617 and 618 of Section 65. Also, check battery and ECU input voltages.
NOTE:
NOTE:
679

When testing the control system from the feedthrough connector with the internal harness connected, contact with the following pairs of terminals will result in resistance measurements of two solenoids through a shared ground. The resistance should be twice that of a single solenoid. Refer to Figure 631 for resistance values versus temperature. Terminals A1, D1 B1, E1 C1, F1 Solenoids Which Share Ground A, D B, E C, G
5.2 5 4.8 4.6
4.4 4.2 4 3.8 3.6 3.4 3.2 3 2.8 2.6 2.4 2.2 4 2 -20 0 20 32 68
MAXIMUM OHMS
MINIMUM OHMS
104 40 140 60 176 80 212 100 248 120 284 140
V00719.01
680

Troubleshooting: 1. Check the transmission connector and make sure it is tightly connected. If the connector is properly connected, disconnect the harness at the transmission and check for water contamination and inspect the terminals in the external harness and feedthrough connectors. Clean or replace as necessary (Appendix D). 2. If the connector is connected, clean, and not damaged, check the solenoid circuit in the transmission for shorts to other wires. (Tool J 38850 may be useful in making this test.) Refer to the system schematic and/or chart to identify wires in the internal harness which are connected. If the short circuit is found, drain the uid, remove the control module (refer to the transmission Service Manual), and isolate the short. The short is probably in the feedthrough connector, internal harness, or the solenoid itself (refer to Figure 61 for solenoid locations). 3. If the short is not found at the transmission connector, disconnect the connectors at the ECU and inspect their terminals for damage or contamination. Clean or replace as necessary. If the terminals are satisfactory, check the wires of the solenoid circuit in the external harness for shorts-to-ground or shorts between wires. If a short is found in one of the wires, isolate and repair it or use a spare wire in the external harness. Refer to Appendix E for connector/terminal repair information. 4. If the short is not found in either the transmission or the harness, the condition must be intermittent. 5. Drain the uid, remove the control module, and replace the solenoid and internal harness (refer to the transmission Service Manual). 6. If the condition recurs, use spare wire(s) for the solenoid circuit indicated by the diagnostic code. See Appendix D for location of spare wires and Appendix E for connector assembly/disassembly information. 7. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.
681
DIAGNOSTIC CODES
NOTES
682
CODE 45 XX OPEN CONDITION IN SOLENOID CIRCUIT

B1 B2 E1
B1 B2 E1
A 28 A 21 A 29
C1 C2 F1
C1 C2 F1
A3 A 30 A4
D3 D2 H3 H2
D3 D2 H3 H2
A7 A 10 A 16 A1
A 27 A 22
134 YELLOW 109 BLUE
A 34 A9
K SOL HI K SOL LO
V01613
683
CODE 45 XX OPEN CONDITION IN SOLENOID CIRCUIT

K SOL HI K SOL LO
V01614
684
CODE 45 XX OPEN CONDITION IN SOLENOID CIRCUIT (Figures 632, 633)

Main code 45 indicates the ECU has detected either an open circuit condition in a solenoid coil or the wiring to that solenoid. The DO NOT SHIFT response is activated when this code is detected and all solenoids are turned off. NOTE: NOTE: For subcodes 12, 13, 14, 15, 16, 22 neutral start is inoperable. For subcodes 21, 23, 24, 25, and 26 the DO NOT SHIFT light is not illuminated. If solenoid resistance is about 12 Ohms, a short-to-ground code may not be set but could cause a burned-out solenoid driver in the ECU. Replace the solenoid when this occurs (see appropriate transmission Service Manual for replacement procedure). If the solenoid driver is burned out, 69 XX codes will be set. See the troubleshooting procedure for 69 XX codes. Main Code 45 45 45 45 45 45 45 45 45 45 45 Subcode 12 13 14 15 16 21 22 23 24 25 26 Meaning Open Circuit A Solenoid Circuit Open Circuit B Solenoid Circuit Open Circuit C Solenoid Circuit Open Circuit D Solenoid Circuit Open Circuit E Solenoid Circuit Open Circuit F Solenoid Circuit Open Circuit G Solenoid Circuit Open Circuit H Solenoid Circuit Open Circuit J Solenoid Circuit Open Circuit K Solenoid Circuit Open Circuit N Solenoid Circuit

Power down Manual
NOTE: NOTE: NOTE:
Intermittent connections or lack of battery-direct power and ground connections may cause this and other codes. The retarder accumulator solenoid (H) has a 30 Ohm coil. Since H solenoid is not mounted in the sump, no relationship between temperature and resistance is required. Before troubleshooting, read Pages 617 and 618 of Section 65. Also, check battery and ECU input voltages.
685

When testing the control system from the feedthrough connector with the internal harness connected, contact with the following pairs of terminals will result in resistance measurements of two solenoids through a shared ground. The resistance should be twice that of a single solenoid. Refer to Figure 634 for solenoid resistance values versus temperature. Solenoids Which Share Ground A, D B, E C, G
Terminals A1, D1 B1, E1 C1, F1
5.2 5 4.8 4.6
4.4 4.2 4 3.8 3.6 3.4 3.2 3 2.8 2.6 2.4 2.2 4 2 -20 0 20 32 68
MAXIMUM OHMS
MINIMUM OHMS
104 40 140 60 176 80 212 100 248 120 284 140
V00719.01
686

Troubleshooting: 1. Check the transmission connector and make sure it is tightly connected. If the connector is properly connected, disconnect the harness at the transmission and check the terminals in the external harness and feedthrough connectors. Clean or replace as necessary (Appendix E). 2. If the connector is connected, clean, and not damaged, check the solenoid circuit in the transmission for opens. Refer to the system schematic and/or chart to identify wires in the internal harness which are connected. If the open circuit is found, drain the uid, remove the control module (see the transmission Service Manual), and isolate the open. The fault will be in the feedthrough connector, internal harness, or the solenoid itself (see Figure 61 for solenoid locations). 3. If the open is not found at the transmission connector, disconnect the connectors at the ECU and inspect the terminals in the connectors and the ECU for damage or contamination. Clean or replace as necessary. If the terminals are satisfactory, check the wires of the solenoid circuit in the external harness for continuity. If the open is found in one of the wires, isolate and repair it or use a spare wire in the external harness. See Appendix D for location of spare wires and Appendix E for information on connector/wire repair. 4. If the open is not found in either the transmission or the harness, the condition must be intermittent. 5. Drain the uid, remove the control module, and replace the solenoid and internal harness (refer to the transmission Service Manual). 6. If the condition recurs, use spare wire(s) for the solenoid circuit indicated by the diagnostic code. See Appendix D for location of spare wires and Appendix E for information on connector assembly/disassembly. 7. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.
687
CODE 51 XX OFFGOING RATIO TEST DURING SHIFT (TIE-UP TEST)

Main code 51 indicates a failed offgoing ratio test. An offgoing ratio test occurs during a shift and uses turbine and output speed sensor readings to calculate the ratio between them. The calculated speed sensor ratio is then compared to the programmed speed sensor ratio of the commanded range. After a shift is commanded, the ECU, after a period of time, expects the old ratio to be gone. If the ratio does not change properly, the ECU assumes the offgoing clutch did not release. The shift is retried if conditions still exist to schedule the shift. If the second shift is not successfully completed, Code 51 XX is set and the ECU returns the transmission to the previous range. Additional codes could be logged for other shifts where X indicates the range from and Y indicates the range to. NOTE: This test is not performed below a calibrated transmission output speed of 200 rpm.
Main Code Subcode 51 51 51 51 51 51 51 51 51 51 51 51 51 51 51 01 10 12 21 23 24 35 42 43 45 46 53 64 65 XY
Meaning Low1 upshift 1Low downshift 12 upshift 21 downshift 23 upshift 24 upshift 35 upshift 42 downshift 43 downshift 45 upshift 46 upshift 53 downshift 64 downshift 65 downshift X to Y shift

Power down Manual except subcodes 35, 42, 43, 45, 53
NOTE:
Before troubleshooting, read Pages 617 and 618 of Section 65. Also, check battery and ECU input voltages. Intermittent connections or lack of battery-direct power and ground connections may cause this and other codes.
NOTE:
688
CODE 51 XX OFFGOING RATIO TEST DURING SHIFT (TIE-UP TEST)

Troubleshooting: 1. Incorrect uid level can cause 51 Series codes. Allow the vehicle to idle for 34 minutes and check the transmission uid level. If level is not correct, add or drain uid to correct level. 2. If the uid level is correct, connect a pressure gauge into the pressure tap for the offgoing clutch indicated by the code (refer to solenoid and clutch chart, Appendix C). Make the shift indicated by the code or use the Pro-Link diagnostic tool clutch test mode to put the transmission in the offgoing and oncoming ranges (refer to Appendix B for clutch pressure check information). 3. If the offgoing clutch stays pressurized, drain the uid, remove the control module, disassemble the control module and clean it, inspecting for damaged valve body gaskets and stuck or sticky valves. Inspect the transmission for signs of clutch damage indicating the need to remove and overhaul the transmission (refer to the transmission Service Manual). 4. If the problem has not been isolated, replace the solenoid for the offgoing clutch (refer to the transmission Service Manual). 5. If after replacing the solenoid the problem persists, install another ECU. If this corrects the problem, temporarily reinstall the old ECU to verify the repair. 6. If this does not correct the problem, reinstall the original ECU and check for mechanical problems. The clutch may be mechanically held (coned, burned and welded, etc.). It may be necessary to remove the transmission and repair or rebuild as required (see the transmission Service Manual).
689
CODE 52 XX OFFGOING C3 PRESSURE SWITCH TEST DURING SHIFT

Main code 52 indicates a failed C3 pressure test. When a shift is commanded and C3 is the offgoing clutch, the ECU expects the C3 pressure switch to open within a period of time after the shift is commanded. If the ECU does not see the switch open, it assumes C3 has not released. If conditions for a shift exist, the shift is retried. If the C3 pressure switch still remains closed, the code is logged and the DO NOT SHIFT response is commanded. If the code is set during a direction change, neutral with no clutches is commanded, otherwise the transmission is commanded to the previous range. Additional codes could be logged for other shifts where X indicates the range from and Y indicates the range to. NOTE: C3 tests are turned off below a calibrated temperature of 32C (25F). Main Code 52 52 52 52 52 52 52 52 52 52 52 52 Subcode 01 08 32 34 54 56 71 72 78 79 99 XY Meaning L1 upshift LN1 shift 32 downshift 34 upshift 54 downshift 56 upshift R1 shift R2 shift RN1 shift R2 shift (R to NNC to 2) N3N2 shift X to Y shift

Power down Manual
NOTE: NOTE:
Before troubleshooting, read Pages 617 and 618 of Section 65. Also, check battery and ECU input voltages. Intermittent connections or lack of battery-direct power and ground connections may cause this and other codes.
690
CODE 52 XX OFFGOING C3 PRESSURE SWITCH TEST DURING SHIFT

Troubleshooting: 1. Use the Pro-Link diagnostic tool to check the state of the C3 pressure switch. NOTE: Energizing the solenoids and listening for ball/plunger movement is sometimes useful in troubleshooting. 2. Check the C3 pressure switch wiring for a short-to-power or a switch stuck closed (refer to Code 32 XX). If a short is found, isolate and repair; or replace the switch if it is stuck closed. 3. If a fault is not found with the C3 pressure switch or circuitry, connect a pressure gauge to the C3 pressure tap. 4. Drive the vehicle to make the shift indicated by the code or use the DDR clutch test mode. Compare actual C3 pressure value with the table of specications in Appendix B. 5. If C3 is being held on hydraulically (C3 remains pressurized), drain the uid, remove the control module, disassemble and clean the control module, checking for damaged valve body gaskets or stuck and sticky valves (see the transmission Service Manual). 6. If the problem recurs, use spare wire(s) for the C3 pressure switch in the external harness. See Appendix D for location of spare wires and Appendix E for connector service information. 7. If the problem again recurs, replace the C solenoid (refer to the transmission Service Manual). 8. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.
691
CODE 53 XX OFFGOING SPEED TEST (DURING SHIFT)

Main code 53 indicates a failed offgoing speed test. The speed test during a shift is designed to ensure neutral is attained during shifts to neutral. This test compares engine speed to turbine speed. If neutral is selected and turbine speed is found to be much lower than engine speed, the ECU sees this as neutral not being attained. The transmission is commanded to Neutral with No Clutches and Code 53 XX is set. Additional codes could be logged for other shifts where X indicates the range from and Y indicates the range to. NOTE: This test is not performed if neutral output is below 200 rpm or when temperatures are below a calibrated 0C (32F). Main Code 53 53 53 53 53 53 53 53 53 53 53 53 53 53 53 53 Subcode 08 09 18 28 29 38 39 48 49 58 59 68 69 78 99 XY Meaning LN1 shift LowNNC shift 1N1 shift 2N1 shift 2N2 shift 3N1 shift 3N3 shift 4N1 shift 4N3 shift 5N1 shift 5N3 shift 6N1 shift 6N4 shift RN1 shift N3N2 or N2N3 shift X to Y shift

Power down Manual subcodes 78 and 99 only
NOTE: NOTE: NOTE:
Before troubleshooting, read Pages 617 and 618 of Section 65. Also, check battery and ECU input voltages. Intermittent connections or lack of battery-direct power and ground connections may cause this and other codes. Energizing the solenoids and listening for ball/plunger movement is sometimes useful in troubleshooting.
692
CODE 53 XX OFFGOING SPEED TEST (DURING SHIFT)

Troubleshooting: 1. Be sure the transmission is warm and the uid level is correct. Correct transmission uid level as necessary. 2. Using the DDR, check the engine and turbine speed sensor signals under steady conditions. If a tachometer is available, compare the tachometer reading with the engine rpm reading on the diagnostic tool. Check signals in neutral, at idle, high idle and maximum no load rpms. If a signal is erratic, check sensor wiring for opens, shorts, and shorts-to-ground (refer to Code 22 XX). Check all connections for dirt and corrosion. If wiring problems are found, repair or replace as necessary. See Appendix E for connector service information. 3. If uid and wiring are satisfactory, install a pressure gauge in the pressure tap for the offgoing clutch. Make the shift indicated by the code using the clutch test mode of the Pro-Link diagnostic tool. If the pressure gauge shows clutch pressure (above 55 kPa or 8 psi) remains in the offgoing clutch, drain the uid and remove the control module (see the transmission Service Manual). Disassemble and clean the control module and check for damaged valve body gaskets and stuck or sticky valves, particularly latch valves and solenoid second-stage valves. 4. If excessive clutch pressure is not remaining in the offgoing clutch, replace the engine speed sensor and the turbine speed sensor (refer to the transmission Service Manual). 5. If the control module is removed to replace the turbine speed sensor (MD, B 300, B 400), clean the control module and inspect for stuck or sticky valves (particularly the latch valves and solenoid G second stage valve). Check the rotating clutch drum to which the turbine speed sensor is directed for damage, contamination, or signs of contact between the drum and the sensor. 6. If the problem recurs, replace the solenoid(s) for the offgoing clutch(es) (refer to the transmission Service Manual). 7. If the problem again recurs, the offgoing clutch must be held on mechanically (coned, burned, etc.). Remove the transmission and repair or rebuild as necessary (see the transmission Service Manual). 8. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.
693
CODE 54 XX ONCOMING RATIO TEST (AFTER SHIFT)

Main code 54 indicates a failed oncoming ratio test. The ratio test after a shift is failed when the ECU has commanded the end of a shift and has not seen the transmission shift into the target range (comparing turbine and output speeds). Erratic readings from speed sensors are a likely cause of an oncoming ratio test failure. If conditions for a shift still exist, the shift will be retried one more time. If the ratio test is still not met, a code is logged and the DO NOT SHIFT response is commanded. If the code is set during a direction change, Neutral with No Clutches is commanded, otherwise the transmission is commanded to the previous range. Main code 54 can also be caused by the EEPROM being calibrated for a close ratio transmission and installed in a wide ratio transmission, or vice versa. Additional codes could be logged for other shifts where X indicates the range from and Y indicates the range to (there have been occurrences of Code 54 87, N1R, for example). NOTE: This test is not performed below a calibrated transmission output speed of 200 rpm. Main Code 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54 54
694
Subcode 01 07 10 12 17 21 23 24 27 32 34 35 42 43 45 46 53 54 56 64 65 70 71 72 81 82 83 85 86 92 93 95 96 97 XY
Meaning L1 upshift LR shift 1L downshift 12 upshift incorrect calibration, wide ratio vs. close ratio 1R shift 21 downshift 23 upshift 24 upshift 2R shift 32 downshift 34 upshift 35 upshift 42 downshift 43 downshift 45 upshift 46 upshift 53 downshift 54 downshift 56 upshift 64 downshift 65 downshift RL shift R1 shift R2 shift N11 shift N12 shift N13 shift N15 shift N16 shift N22 shift N33 shift N35 shift N46 shift NVLReverse shift X to Y shift
CODE 54 XX ONCOMING RATIO TEST (AFTER SHIFT)

Power down Manual
NOTE: NOTE: NOTE:
Troubleshooting: 1. After the transmission is at operating temperature, allow the vehicle to idle on level ground for 34 minutes. Check transmission uid level. If improper uid level is found, correct as necessary. Improper uid level could be the cause of the code (not enough or too much uid may produce inadequate clutch pressure). 2. Connect a pressure gauge and check main pressure. If pressure is not adequate, the pump is possibly worn. See Appendix B for main pressure specications. 3. If the uid level is correct, check the turbine and output speed sensors for accurate, steady signals (not noisy) using the diagnostic tool (check with vehicle stopped and in range to conrm a zero speed reading from the turbine and output speed sensors). Check the wiring for opens and shorts (refer to Code 22 XX) and the sensor coils for proper resistance. If problems are found, repair or replace as necessary. Remove the speed sensor and check for a loose tone wheel. 4. If sensor and wiring resistance is acceptable, connect a pressure gauge(s) to the pressure tap for the oncoming clutches indicated by the code (refer to solenoid and clutch chart in Appendix C). Make the shift indicated by the code by operating the vehicle or by using the diagnostic tools clutch test mode. 5. If the clutch pressure does not show on the gauge(s), the control module is probably not commanding the clutch on. Drain the uid and remove the control module (see the transmission Service Manual). Disassemble and clean the control module, inspect for stuck or sticking valves. 6. Internal leakage is indicated by the clutch pressure gauge showing that pressure is being sent to the clutch but the clutch fails to hold. The fault may be: missing or damaged face seals, burnt clutch, leaking piston sealrings, or damaged control module gaskets. Drain the uid, remove the control module (refer to the transmission Service Manual), and inspect the face seals and control module gaskets. If the seals and gaskets are satisfactory, replace the solenoid(s) indicated by the code. If replacing the solenoid does not eliminate the code, remove the transmission and repair as necessary. 7. If clutch pressures are correct and the clutch appears to be holding, replace the output and turbine speed sensors (refer to the transmission Service Manual for the proper procedure). 8. If the problem recurs, use the diagnostic tool to check the speed sensor signals for erratic readings. Possible causes of erratic speed readings are: loose sensors, intermittent contact in the wiring, vehicle-induced vibrations, or speed sensor wiring that is not a twisted-pair. If necessary, use a twisted-pair for a new speed sensor circuit Service Harness Twisted Shielded Pair P/N 29522703 is available for this purpose. 9. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.
CODE 55 XX ONCOMING C3 PRESSURE SWITCH (AFTER SHIFT)

Main code 55 indicates the C3 clutch is the oncoming clutch in a shift and the C3 pressure switch did not close at the end of the shift. When this code is set, the DO NOT SHIFT response and Neutral with No Clutches is commanded. On the N1 to R shift the transmission is commanded to the previous range. Additional codes could be logged for other shifts where X indicates the range from and Y indicates the range to. Main code 55 can also be caused by the EEPROM being calibrated for a close ratio transmission and installed in a wide ratio transmission, or vice versa. Main Code 55 55 55 55 55 55 NOTE: Subcode 07 17 27 87 97 XY Meaning Oncoming C3PS (after shift), LR shift Oncoming C3PS (after shift), 1R shift Oncoming C3PS (after shift), 2R shift Oncoming C3PS (after shift), N1R shift Oncoming C3PS (after shift), N1L to R shift Oncoming C3PS (after shift), X to Y shift
When sump temperature is below 10C (50F), and transmission fluid is C4 (not DEXRON), follow this procedure when making directional change shifts: To shift from forward to reverse; select N (Neutral) and then R (Reverse). Failure to follow this procedure may cause illumination of the CHECK TRANS light and then transmission operation will be restricted to N (Neutral).

Power down Manual subcode 87 only
NOTE: NOTE: NOTE:
Intermittent connections or lack of battery-direct power and ground connections may cause this and other codes. Check battery and ECU input voltages before troubleshooting. Energizing the solenoids and listening for ball/plunger movement is sometimes useful in troubleshooting.
Troubleshooting: NOTE: Do not bring the transmission to operating temperature if the problem occurs at sump temperatures below that level. Do troubleshooting at the temperature level where the problem occurs. 1. After the transmission is at operating temperature, allow vehicle engine to idle on level ground for 34 minutes. Check transmission uid level. If improper uid level is found, correct as necessary. Improper uid level could be the cause of the code (not enough or too much uid may produce inadequate clutch pressure). 2. Connect a pressure gauge and check main pressure. If pressure is not adequate, the pump is possibly worn. See Appendix B for main pressure specications.
696
CODE 55 XX ONCOMING C3 PRESSURE SWITCH (AFTER SHIFT)

3. If uid level and main pressure are adequate, connect a pressure gauge to the C3 pressure tap on the transmission and make the shift indicated by operating the vehicle using the Pro-Link diagnostic tools CLUTCH TEST MODE.
NOTE: When using the CLUTCH TEST MODE on the Pro-Link, be sure to use the correct pressure specification. If testing is done with the vehicle stopped, the lockup clutch is not applied, so use the clutch pressure specification for converter operation. If testing is done with the vehicle moving, the lockup clutch may be applied depending upon the vehicle speed and throttle position. Be sure to use the clutch pressure specification for lockup operation (see Appendix B).
4. If, when making the shift and producing the code, the C3 clutch does not show any pressure, drain the uid and remove the control module (refer to the transmission Service Manual). Disassemble, clean, and inspect the control module for stuck or sticky valves (particularly the solenoid C second stage valve and C-1 latch valve). If no obvious problems are found, replace the C solenoid and reassemble (see Figure 61 for location of the C solenoid). 5. If the gauge shows inadequate pressure being sent to the clutch, the clutch is probably worn, has leaking piston or face seals, or the control module gaskets are damaged. See Appendix B for clutch pressure specication. Drain the uid, remove the control module and inspect the face seals and valve body gaskets. If the face seals or control module gaskets are not damaged, remove and repair the transmission (refer to the transmission Service Manual for repair procedure). 6. If the gauge shows adequate clutch apply pressure, the problem is with the C3 pressure switch or its wires. Check the C3 switch wires in the chassis harness for opens, shorts, or shorts-to-ground (see Code 32 XX). If found, isolate and repair the C3 circuit. See Appendix E for connector service information. NOTE: A leakage problem may be temperature related. Be sure to check pressures at the sump temperature where the problem occurred. 7. If the problem is not in the chassis harness, drain the uid and remove the control module. Check the internal harness and feedthrough connector for opens. If wiring problems are found, repair as necessary (refer to Appendix E). If no wiring problems are found, replace the C3 pressure switch (see Figure 61 for the location). Refer to the transmission Service Manual for proper procedure. 8. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.
697
CODE 56 XX RANGE VERIFICATION RATIO TEST (BETWEEN SHIFTS)

Main code 56 indicates a failed range verication speed sensor ratio test. The ratio test occurs after a shift and determines if a clutch has lost torque carrying capability. If output speed is above programmed output speed for a range but the correct speed sensor ratio is not present, the DO NOT SHIFT response is commanded and a range which can carry the torque without damage is commanded or attempted. Turbine and output speed sensor readings are used to calculate the actual ratio that is compared to the commanded ratio. Main code 56 can also be caused by the EEPROM being calibrated for a close ratio transmission and installed in a wide ratio transmission, or vice versa.
Main Code 56 56 56 56 56 56 56 56
Subcode 00 11 22 33 44 55 66 77
Meaning Range verication ratio test (between shifts) L Range verication ratio test (between shifts) 1 Range verication ratio test (between shifts) 2 Range verication ratio test (between shifts) 3 Range verication ratio test (between shifts) 4 Range verication ratio test (between shifts) 5 Range verication ratio test (between shifts) 6 Range verication ratio test (between shifts) R

Power down Manual subcodes 11, 44, 66, 77 only
NOTE:
NOTE:
NOTE:
Troubleshooting: 1. After the transmission is at operating temperature, allow vehicle to idle on level ground for 34 minutes. Check the transmission uid level. If improper uid level is found, correct as necessary. Improper uid level could be the cause of the code. Not enough or too much uid may produce inadequate clutch pressure. 2. Connect a pressure gauge and check main pressure. If the pressure is not adequate, the pump is probably worn. See Appendix B for main pressure specications. 3. If main pressure is adequate, check clutch pressure for the range indicated by following the procedure in Appendix B. The transmission range indicated by the trouble code can be found by referring to the solenoid and clutch chart in Appendix C. Drive the vehicle or use the diagnostic tools clutch test mode and check clutch pressure.
698 Copyright 1998 General Motors Corp.
CODE 56 XX RANGE VERIFICATION RATIO TEST (BETWEEN SHIFTS)

4. If a clutch is leaking pressure, drain the uid, remove the control module and check for damaged control module gaskets and stuck or sticking valves (see the transmission Service Manual). Also look for damaged or missing face seals. If no problems are found, replace the solenoids for the clutches used in the range indicated by the code. 5. If replacing solenoids does not correct the pressure problem, a worn clutch or worn piston seals are probably the source of the pressure leak. Remove the transmission and repair or replace as necessary (refer to the transmission Service Manual). 6. This code requires accurate output and turbine speed readings. If there were no transmission problems detected, use the diagnostic tool and check the speed sensor signals for noise (erratic signals) from low speed to high speed in the range indicated by the code. 7. If a noisy sensor is found, check the resistance of the sensor (300 30 Ohms, refer to the Code 22 XX temperature variation chart) and its wiring for opens, shorts, and shorts-to-ground (refer to Code 22 XX). Carefully check the terminals in the connectors for corrosion, contamination, or damage. Ensure the wiring to the sensors is a properly twisted wire pair. Replace a speed sensor if its resistance is incorrect. Isolate and repair any wiring problems. (Use a twisted-pair if a new speed sensor circuit is needed Service Harness Twisted Shielded Pair P/N 29522703 is available for this purpose.) 8. If no apparent cause for the code can be found, replace the turbine and output speed sensors (refer to the transmission Service Manual for proper procedure). 9. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.
699
DIAGNOSTIC CODES
NOTES
6100
CODE 57 XX RANGE VERIFICATION C3 PRESSURE TEST (BETWEEN SHIFTS)

Main code 57 indicates failure of the range verication C3 pressure switch test. This test determines if the C3 pressure switch is closed when it should be open. The test occurs when a range is commanded that does not use the C3 clutch (neutral, 1, 2, 4, and 6). The code is set if the C3 pressure switch is closed when it should be open. If C3 clutch comes on when not needed, three clutches are applied and a transmission tie-up occurs. The ECU will command a range which does not use the C3 clutch and activate the DO NOT SHIFT response. Main Code 57 57 57 57 57 57 Subcode 11 22 44 66 88 99 Meaning Range verication C3 pressure switch while in 1st Range verication C3 pressure switch while in 2nd Range verication C3 pressure switch while in 4th Range verication C3 pressure switch while in 6th Range verication C3 pressure switch while in N1 Range verication C3 pressure switch while in N2/N4 Replace Solenoid B C C A C C

Power down Manual
NOTE: NOTE: NOTE:
Troubleshooting: 1. 2. Disconnect the external harness from the transmission. Check the C3 pressure switch circuit at the transmission for continuity (refer to Code 32 XX). Continuity at the transmission indicates the C3 pressure switch is closed or the C3 circuit is shorted together. Drain the uid, remove the control module (refer to the transmission Service Manual), and isolate the short. The fault is either a shorted internal harness or stuck C3 pressure switch. Repair or replace as necessary. If there is no continuity at the transmission, disconnect the harness connectors from the ECU and check the C3 pressure switch wires in the external harness for shorts. Use the system wiring diagram to identify wires which are connected. If a shorted C3 pressure switch circuit in the external harness is found, isolate and repair. If the C3 pressure switch or circuit is not shorted either in the transmission or the external harness, connect a pressure gauge in the C3 pressure tap (refer to Appendix B for pressure tap location). Drive the vehicle in the range indicated by the code or use the diagnostic tools clutch test mode to attain that range. If the gauge shows C3 pressure is present in the range indicated by the code, drain the uid and remove the control module (refer to the transmission Service Manual). Check for damaged valve body gaskets or stuck or sticking valves. Repair or replace as necessary. If no obvious defects are found, replace the listed solenoid. If the gauge shows C3 pressure is not present in the range indicated by the code, drain the uid and remove the control module (refer to the transmission Service Manual). Replace the C3 pressure switch. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem reoccurs, reinstall the replacement ECU.
3.
4.
5.
6. 7.
CODE 61 XX RETARDER FLUID HOT

Main code 61 indicates the ECU has detected a hot uid condition in the output retarder. Possible causes (but not all causes) for hot uid are: 1. Prolonged retarder use. 2. Low uid level. 3. High uid level. 4. A retarder apply system that allows the throttle and retarder to be applied simultaneously. 5. Cooler inadequately sized for retarder. If the validity of the hot uid diagnosis is in question, temperature can be checked by using a temperature gauge at the retarder-out port or by reading retarder temperature with the Pro-Link diagnostic tool. Another method of checking retarder temperature is to remove the B connector at the ECU and measure resistance (Ohms) between terminals B1 and B4. Compare the resistance value to the value in Figure 635 to see if result is within the expected operating range. NOTE: Use the Pro-Link diagnostic tool to determine the software version being used.
The retarder temperature sensor is located externally on the retarder housing. When retarder temperature reaches a preset level, a retarder overtemp light is illuminated. The preset temperature for Version 6 software is 138C (281F) and for Version 7 software is 141C (285F). Table 67. Transmission Retarder Operation as a Function of Temperature Description MD Retarder, Light On MD Retarder, Light Off MD Retarder, Set Hot Code (61 00) MD Retarder, Clear Active Indicator HD Retarder, Light On HD Retarder, Light Off HD Retarder, Set Hot Code (61 00) HD Retarder, Clear Active Indicator MD Retarder, Capacity Reduction (Total Reduction Over Temperature Range) HD Retarder, Capacity Reduction (Total Reduction Over Temperature Range) MD Retarder, Preselect On Preselect remains on until the retarder is deactivated.
Version 6* (501 and 502) Version 7 (D70) Version 7A (P01)
166C (330F) 159C (318F) 166C (330F) 159C (318F) 138C (281F) 131C (268F) 138C (281F) 131C (268F) 166182C (330360F) 138182C (280360F)** NONE
141C (285F) + 135C (275F) 168C (335F) 162C (323F ) 141C (285F) + 135C (275F) 168C (335F) 162C (323F) 149182C (300360F) 149182C (300360F)
166C (330F) 159C (318F) 168C (335F) 162C (323F) 166C (330F) 159C (318F) 168C (335F) 162C (323F) 149182C (300360F) 149182C (300360F)
143C (289F) (1st) 143C (289F)
HD Retarder, Preselect On (V7) ------143C (289F) (1st) 143C (289F) HD Retarder, Preselect On (V6) 103C (218F) (1st) ------Preselect remains on until the retarder is deactivated.
* No retarder calibrations were made prior to the release of Version 6E (501) software in 8/92. ** The Version 6E (501) capacity reduction set point temperature for HD retarders is output speed-dependent; however, the total reduction is always 13.5% between the set point temperature and 360F. + Effective 3/13/95, these values become 330F Light On and 318F Light Off.
6102
CODE 61 XX RETARDER OVER TEMPERATURE

TEMP C TEMP F -58 -40 -22 -4 14 32 50 68 86 104 122 140 158 176 194 212 230 248 266 284 302 361 OHMS 525 577 632 691 754 820 889 962 1039 1118 1202 1288 1379 1472 1569 1670 1774 1882 1993 2107 2225 2628
-50 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 183
7.0C
5.0C
4.0C 3.0C 2.0C
4 -60 -40 --20
32 0
68 20
212 100
248 120
284 140
320 160
356 180
V01602.02
Figure 635. Temperature Sensor Chart
6103
DIAGNOSTIC CODES
NOTES
6104
CODE 62 XX RETARDER TEMPERATURE SENSOR
ECU
B B1 B (BLACK)
TPS
B A 135 A SEE NOTE 1 B4
135 C GREEN B1 ANALOG GROUND (TPS LO)
RETARDER TEMP SENSOR

A
SEE NOTE 2
ECU
138 ORANGE
B4
RTDR TEMP
HD/B 500
BULKHEAD CONNECTOR
RETARDER CONNECTOR
SENSOR CONNECTOR MD/B 300/B 400
NOTE 1: This wire may pass through a bulkhead connector. NOTE 2: These wires may pass through a sensor connector.
V01668
6105
CODE 62 XX RETARDER TEMPERATURE SENSOR
ECU
RETARDER TEMP SENSOR
B B1 B (BLACK)
TPS
A
B A 135A SEE NOTE 1 135C W N 135B GREEN 161 YELLOW 162 WHITE 138 ORANGE B1 B4
TID1
ECU
ANALOG GROUND (TPS LO)
TO OLS
TRANSMISSION
X
SEE NOTE 2
B 27 SIGNAL GROUND B 28 C3PS INPUT B4 RTDR TEMP
HD/B 500
BULKHEAD CONNECTOR
RETARDER CONNECTOR
SENSOR CONNECTOR MD/B 300/B 400
NOTE 1: This wire may pass through a bulkhead connector. NOTE 2: These wires may pass through a sensor connector.
V04935
6106
CODE 62 XX RETARDER TEMPERATURE SENSOR (Figures 636, 637)

Main code 62 indicates the retarder temperature sensor or circuitry is providing a signal outside the usable range of the ECU. Main code 62 can be the result of a hardware failure or an actual extremely high or low temperature condition. NOTE: A combination of codes 62 23, 33 23, and 21 23 indicates a problem with one of the branches of the common ground wire (wire 135) between the throttle and temperature sensors. Main Code 62 62 Subcode 12 23 Meaning Retarder temperature sensor failed low (45C; 49F) Retarder temperature sensor failed high (178C; 352F)

NOTE:
Before troubleshooting, read Pages 617 and 618 of Section 65. Also, check the transmission fluid level.
Troubleshooting: 1. Check the retarder temperature with a DDR. If a DDR is not available, use the shift selector display to determine if the code is active (cycle the ignition on and off at least once since the code was logged to clear the active indicator). If a condition that is unreasonable for the current conditions exists, go to Step 3. 2. If Step 1 reveals that the extreme temperature indication is no longer present, the temperature limit could have been reached due to operational or ambient temperature extremes. Proceed cautiously, it is unlikely there is a sensor hardware fault. 3. Remove the connector at the ECU. Measure resistance between B1 and B4. Compare resistance value to chart (see Figure 635) to see if reading is within expected operating range. 4. Disconnect the sensor connector and remove the connector at the ECU. Check the sensor and the ECU terminals for dirt, corrosion, and damage. Clean or replace as necessary (refer to Appendix E). 5. Check the temperature sensor circuit for opens (Code 62 23), shorts between wires, and short-toground (Code 62 12). If a wiring problem is found, isolate and repair. See Appendix E for connector service information. 6. If no wiring problem is found, replace the retarder temperature sensor (refer to transmission Service Manual for proper procedure). 7. If the problem recurs, run spare wires for the retarder temperature circuit. See Appendix D for location of spare wires and Appendix E for connector service information. 8. If the condition continues to recur, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.
DIAGNOSTIC CODES
NOTES
6108
CODE 63 XX INPUT FUNCTION FAULT

Code 63 00 is set when one of the two inputs for an input function Auxiliary Function Range Inhibit (Special) is in a different state (on or off) from the other input for longer than two minutes. When this condition is detected, Code 63 00 is set, the Service Indicator output is turned on. The transmission will not be inhibited in shifting from neutral to range. NOTE: If Code 63 00 is set and the ECU was programmed after 9/26/94, the SERVICE icon on the shift selector will be illuminated. Main Code 63 63 63 63 Subcode 00 26 40 41 Meaning Auxiliary Function Range Inhibit (Special) inputs states are different Kickdown input failed on Service brake status failed on Pump/pack and auto Neutral GPI failure
Subcode 26 is set when this function (Kickdown) is selected by calibration, the calibration designated input is active but not failed, and throttle position is less than the calibration value dened. The kickdown shift schedule is inhibited when subcode 26 is active. The service indicator will be turned on if it is selected by the calibration. The kickdown shift schedule is not inhibited, the code is cleared and the service indicator will be turned off if the kickdown input remains inactive for the calibration time period while throttle position is less than the calibration value. Subcode 40 is set when this function (Service Brake Status) is selected by calibration, and the specied input remains active for a calibration number of consecutive acceleration events. The service indicator will be turned on if it is selected by the calibration. A vehicle acceleration event is dened as an increase in transmission output speed from 1 rpm to a calibration value. The operation of the Automatic Neutral For Refuse Packer will be limited when this code is active. The active inhibit for this code is self-cleared and the service indicator will be turned off if the designated input for the Service Brake Status function becomes inactive. Subcode 41 is set when the states of the calibration inputs are different for a calibration number of consecutive updates. The inputs in this case are Pump/Pack Enable and Automatic Neutral For Refuse Packer. The service display will also be turned ON if selected by calibration. Active Indicator Clearing Procedure:
Power down Manual subcode 26 only Self-clearing subcode 26 only
Troubleshooting: A. Code 63 00 1. Use the DDR to identify the two input wires programmed with Auxiliary Function Range Inhibit (Special). Inspect the input wiring, connectors, and switches to determine why the input states are different. Correct any problems which are found. 2. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.
6109
CODE 63 XX INPUT FUNCTION FAULT

B. Code 63 26 1. Inspect kickdown switch. C. Code 63 40 1. Inspect service brake status switch. 2. Use the DDR to identify the two wires associated with the input functions for Pump/Pack Enable and Automatic Neutral For Refuse Packer. Inspect the input wiring, connectors, and switches to determine why the input states are different. Correct problems which are found. There is further information on these input functions on Pages P25, P26, P29, and P30.
6110
CODE 64 XX RETARDER MODULATION REQUEST DEVICE FAULT
A 24
B 22
ECU
133 WHITE
A 33 RTDR MOD. HI
TPS
B A
ECU
A6
SUMP TEMP SENSOR
TRANSMISSION
G2
B 31
RED
G3
G3
B3 BLACK WHITE
OIL LEVEL SIGNAL
B3
106 WHITE 165 BLUE
B RED

V01596
6111
CODE 64 XX RETARDER MODULATION REQUEST DEVICE FAULT
A 24 ECU
B 22
133 WHITE
A 33 RTDR MOD. HI
TPS
B A
ECU
SUMP TEMP SENSOR
TRANSMISSION
W N
BLACK
WHITE
OIL LEVEL SIGNAL

V04920
B RED
6112
CODE 64 XX RETARDER MODULATION REQUEST DEVICE FAULT (Figures 638, 639)

Main code 64 indicates the ECU has detected a voltage signal from the retarder request modulation sensor (consisting of a module and a retarder control device) in either the high or low error zone. These codes can be caused by faulty wiring, faulty connections to the resistance module or retarder control device, a faulty resistance module, a faulty retarder control device, or a faulty ECU. Power wire 133 and ground wire 135 for the retarder modulation request sensor share a common power and ground with the TPS and OLS devices. A short-to-ground on the common power wire causes a sensor failed low code for the other devices (Codes 21 12, and 14 12). An open or a short-to-ground on retarder modulation request sensor signal wire 164 results in a Code 64 12 only. Retarder modulation request sensor diagnostic codes may not reect retarder response problems. If this occurs, test the retarder control devices for proper voltage signals at each of the percentage of retarder application settings. Table 68 contains the voltage measurements for each devices application percentage and resistances measured across terminals A and C of the retarder request sensor. Use test wiring harness J 41339 when conducting voltage tests. Table 69 shows connector and wire numbers to assist in making these checks. A TPS failure changes the status of the output retarder. The retarder is enabled by the Service Brake Status (wire 137) when a TPS code is active (21 XX). If a Code 63 40 is also active, the Service Brake Status (wire 137) is ignored and the retarder will not work. Main Code 64 64 Subcode 12 23 Meaning Retarder Modulation request sensor failed Low (14 counts and below) Retarder Modulation request sensor failed High (232 counts and above)

Power down
NOTE: NOTE:
Before troubleshooting, read Pages 617 and 618 of Section 65. Also, check battery and ECU input voltages. Intermittent connections or lack of battery-direct power and ground connections can cause this and other electronic control codes.
Troubleshooting: 1. Plug in the DDR and set to read retarder counts and percent (0 percent will be between 15 and 60 counts and 100 percent will be between 150 and 233 counts). A retarder request sensor failed high code can be caused by a short-to-battery of either signal wire 164 or power wire 133 or an open on ground wire 135. An open in the portion of the ground circuit common to the TPS and OLS devices will also result in a Code 21 23 and a high uid level reading. A retarder request sensor failed low code can be caused by an open or short-to-ground on either signal wire 164 or power wire 133. 2. Isolate and repair any wiring problems found. See Appendix E for connector service information. 3. If no wiring or connector problems are found, check the retarder request sensor voltages for each position on each of the retarder request sensors used on the vehicle. If two resistance modules are used, disconnect one of them when measuring voltage signals from the other. If problems are found, replace the resistance modules or retarder control devices. 4. If the problem persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.

.
Table 68. RMR Device Resistance Checks Resistance Check in Resistance Module* Description Auto Full On Pressure Switch Full On High 3-Step E-10R Bendix Pedal Terminals A to C A to C Resistance 5% 12 K 32 K Voltage Signal ** % Retarder Application 100 0 100 0 32 58 100 Voltage 0.2V 3.6 1.1 3.6 1.1 1.9 2.8 3.6 Wiring to Control Device Device Terminal Wire Color
No connections A B A B C D White Blue Blue Violet White Orange
A to C
32 K
6-Step Hand Lever Off Position 1 Position 2 Position 3 Position 4 Position 5 Position 6 Auto 1/2 On 3 Pressure Switches Low Medium High Auto 1/3 On 2 Pressure Switches Auto Medium High
A to C
32 K 0 14 28 45 65 82 100 1.1 1.5 1.9 2.3 2.8 3.2 3.6 2.4 1.1 1.9 2.8 3.6 + 1 2 3 4 5 6 White Blue Orange Violet Green Yellow Red
A to C A to C
12 K 32 K
50 0 32 68 100
No connections
A B A B A B
White Blue White Orange White Violet
A to C
21.4 K 32 68 100 Interface not a resistance module 0 100 1.9 2.8 3.6 0.7 1.2 3.4 3.5 A B A B A B C White Orange White Violet Green Yellow White
Dedicated Pedal
No Checks
* Resistance module must be disconnected from the wiring harness and retarder control devices ** These voltages must be measured between terminals A and B.
6114

Table 69. RMR Device Connections Device Description RMR Connector Terminal A B C 1 2 3 5 6 7 8 A B C A B A B A B A B A B A B A B C D Wire Number 135D 164 133 176 175 174 173 172 171 133 135D 164 133 133 173 133 172 133 171 133 173 133 172 133 171 171 173 133 172 Wire Color Green Yellow White Red Yellow Green Violet Orange Blue White Green Yellow White White Violet White Orange White Blue White Violet White Orange White Blue Blue Violet White Orange
Hand Lever
Dedicated Pedal 3-Pressure Switch Hi 3-Pressure Switch Med 3-Pressure Switch Lo 2-Pressure Switch Hi 2-Pressure Switch Med
1-Pressure Switch
Bendix E-10R Pedal
6115
DIAGNOSTIC CODES
NOTES
6116
CODE 65 XX ENGINE RATING HIGH

Main code 65 indicates the engine horsepower/governor speed rating is too high. This code is set only when computer-controlled engines are used. Code 65 means the engine computer is able to tell the transmission, the engine horsepower and/or governor speed is beyond the transmission rating or does not match the transmission shift calibration. When a code 65 is set, no shifts out of neutral are allowed. It is possible the transmission calibration selected for this engine is improper. Contact local Allison Transmission Division distributor for assistance in selecting a proper calibration. If the engine is beyond transmission ratings, contact the vehicle OEM for correction. The local ATD regional representative may also be contacted for assistance. This code cannot be cleared until the proper level engine is installed or the transmission is properly calibrated.
6117
CODE 66 XX SCI (SERIAL COMMUNICATION INTERFACE) FAULT
ECU
6 7 B (BLACK)
B 17 B8 151B 7
ECU
142B 6
VIW CONNECTOR
A SERIAL COMMUNICATIONS INTERFACE + B8 142A WHITE
OPTIONAL DEUTSCH DIAGNOSTIC CONNECTOR
SERIAL COMMUNICATIONS INTERFACE
B 17
151A BLUE
STANDARD DIAGNOSTIC TOOL CONNECTOR
SCI USES TWISTED PAIRS OF WIRE
J K
V04936
6118
CODE 66 XX SCI (SERIAL COMMUNICATION INTERFACE) FAULT (Figure 640)

Main code 66 indicates the ECU is expecting to get its throttle position sensor (TPS) signal across a serial communication interface from a computer-controlled engine. Either the engine computer is not sending the TPS information or the wiring between the engine and transmission computers has failed. Code 66 00 can occur when the transmission ECU remains powered when the engine ECM is powered down. The transmission sees this as a communication link failure. NOTE: If a Code 66 00 is set and the ECU was programmed after 9/26/94, the SERVICE icon on the shift selector will be illuminated.

Troubleshooting: 1. Check for a TPS signal from the engine to the transmission, an engine computer malfunction, or an engine TPS fault. NOTE: Throttle position data sent from a computer-controlled engine will not register counts on the DDR. 2. Check wires 142 and 151 between the engine and transmission ECUs, for an open or short, and check that all connectors are clean and tightly connected. 3. Use the Pro-Link to see if the ECU is receiving power when it should not.
6119
DIAGNOSTIC CODES
NOTES
6120
CODE 69 XX ECU MALFUNCTION

Main code 69 indicates the ECU has malfunctioned. To assist in tracking ECU reliability, the subcode has been included to indicate the cause of the ECU malfunction. Most codes, except Code 69 34, can be cleared; but they will probably recur. Replacing the ECU corrects the problem. NOTE: A cateyes display may occur with subcode 32.
A cateyes display may occur with subcode 33 if a remote ECU is used, or a blank display may occur if the ECU is integral to the shift selector. Main Code 69 69 69 69 69 69 69 69 69 69 69 69 69 69 69 69 69 Subcode 12 13 14 15 16 21 22 23 24 25 26 32 33 34 35 36 41 Meaning ECU, open driver, A solenoid circuit ECU, open driver, B solenoid circuit ECU, open driver, C solenoid circuit ECU, open driver, D solenoid circuit ECU, open driver, E solenoid circuit ECU, open driver, F solenoid circuit ECU, open driver, G solenoid circuit ECU, open driver, H solenoid circuit ECU, open driver, J solenoid circuit ECU, open driver, K solenoid circuit ECU, open driver, N solenoid circuit ECU, SPI communications link fault ECU, central operating processor timeout ECU, EEPROM write timeout ECU, EEPROM checksum ECU, RAM self-check failure ECU, I/O ASIC addressing test

Power down Manual except subcodes 32, 33, 35, 36, 41 Self-clearing subcode 32 after an ECU reset
NOTE:
Subcode 34 cannot be cleared.
6121
CODE 69 XX ECU MALFUNCTION DIAGNOSTIC CODES
CAUTION:
Static electricity can destroy the EEPROM. If the ECU must be opened, use Anti-Static Wrist Strap BT 8639-B to prevent a static electricity discharge to the EEPROM.
NOTE:
Code 69 XX can be generated by low solenoid resistance, approximately 12 Ohms.
For subcodes 12 through 26, 34, and 36: 1. Replace ECU and note diagnostic code on paperwork accompanying the ECU being returned.
For subcode 32: 1. Turn off vehicle ignition and restart the ECU. If the code recurs, replace the ECU.
For subcodes 33 through 41, except 34 and 36: 1. 2. 3. 4. 5. Remove the ECU core cover or shift selector. Reseat the EPROM. Reinstall the core cover or shift selector. If problem recurs, reload the calibration in the EEPROM. If problem recurs, replace the ECU and note diagnostic code(s) on paperwork accompanying the ECU being returned.
6122
DIAGNOSTIC CODES
6123
SECTION 7 INPUT AND OUTPUT FUNCTIONS

71. INPUT FUNCTIONS
Input functions are signals sent into the ECU that prompt the ECU to take action. Input functions are activated and deactivated by switched ignition power or ground (wire 161B) to the ECU (wired through the VIW), or through the MODE button on the shift selector. The following input functions can be activated using the MODE button:
Secondary Shift Schedule PTO Enable Auxiliary Hold Automatic Neutral for PTO (Special) (Refuse Packers only) Manual Lockup (Oil Field only)
The wiring schematic in Appendix J illustrates installation requirements for input functions and designates specic wire numbers in the transmission control system to be used for the activation of these input functions. However, in earlier versions of the Allison WT Controls, specic wire numbers were not assigned to each input function. For example, the control for the PTO Enable may have been on wire 118 in one calibration, but on wire 153 in another calibration. Therefore, the wiring schematic in Appendix J should be used for reference only. Ask the vehicle manufacturer which input functions are programmed, which wires are used, and whether voltage input was positive or ground. The Pro-Link 9000 can also be utilized to determine which wire was programmed for a particular input function and the wiring schematic can be consulted to nd out if input to the ECU is + or voltage. Refer to the Pro-Link 9000 diagnostic tool Operators Manual for further information regarding special input functions and other inhibits. NOTE: The schematic in Appendix J shows the intended use of the control features specified. These features have only been validated in the configuration shown. ANY USE OF THESE FEATURES WHICH DIFFERS FROM WHAT IS SHOWN IS NOT THE RESPONSIBILITY OF ALLISON TRANSMISSION. Never use chassis ground as an INPUT FUNCTION ground. Chassis ground can carry voltage potential of 1V or 2V above battery ground. This non-approved input will confuse the ECU and cause erroneous input results.
CAUTION:
Activating an input function can inhibit transmission operation in the same manner as diagnostic code. Use the ProLink 9000 to verify an active input function or a diagnostic code inhibit. Refer to the Pro-Link 9000 diagnostic tool Operators Manual for further information regarding special input functions and other inhibits. Also, for more detailed information on input functions, refer to the Sales Tech Data Book WT Controls and General Information. The maximum number of input and output functions which may be used in any installation depends upon the transmission model, its features, and the transmission control system. Refer to Table 71. Table 71. Input/Output Function Availability Transmission Model and Controls System Level 6-Speed, Non-retarder Basic ECU 6-Speed, Non-retarder Max-Feature ECU 6-Speed, Retarder Max-Feature ECU 7-Speed (MD 3070PT) Max-Feature ECU Auxiliary Transmission Controls Functions None None Retarder Transfer Case Number Of Input Functions 8 + Mode Button 8 + Mode Button 6 + Mode Button 7 + Mode Button Number Of Output Functions 3 5 3 3
71
INPUT AND OUTPUT FUNCTIONS

The following input functions inhibit direction change shifts (forward to reverse or reverse to forward):
Auxiliary Function Range Inhibit (standard) Auxiliary Function Range Inhibit (special) Quick-to-Neutral, Pump Automatic Neutral for PTO (standard) Automatic Neutral for PTO (special) Automatic Neutral at Stop Reverse Enable Automatic Neutral for Refuse Packers
The following input functions lock the transmission in fourth range:

Fire Truck Pump Mode Fourth Lockup Pump Mode
The following input functions preselect a lower range:

Engine Brake and Preselect Request (Standard) Engine Brake and Preselect Request (Special)
The following input functions inhibit upshifts:

D1 Selection Auxiliary Hold
The following input functions inhibit lockup shifts:

Manual Lockup Antilock Brake response
The following input function inhibits range and lockup shifts at high horsepower:
Shift Enable/Shift in Process (Oil Field Application)
The following functions are general restrictions to normal operation:

High Input Speed causes neutral to range inhibit Cold Oil restricts operation to Neutral Range only Medium Cold Oil causes operation conned to R, N, and 2nd range start Hot Oil restricts operation to 4th range maximum Special Pattern Logic Wheel Lock High Throttle Power loss to the ECU restricts operation to certain ranges
72

72. OUTPUT FUNCTIONS
Output functions are signals sent out by the ECU that activate or control devices or mechanisms. These control devices or mechanisms are controlled by relays or direct connection signals from the ECU. Many input and output functions are closely related. For instance, the PTO Enable option (input function) also includes PTO Output wiring information. When searching for output function information, be sure to check any related input function information references. The wiring schematics in Appendix J illustrate installation requirements for output functions as well as input functions and designate specic wire numbers in the transmission control system to be used for the activation of these output functions. The wiring schematics in Appendix J should be used for reference only. Ask the vehicle manufacturer which specic output functions are programmed and which wires are used. Output function polarity is not signicant when an Allison-supplied VIM is used. The Pro-Link 9000 can also be utilized to determine which wire was programmed for a particular output function. For more detailed information on output functions, refer to the Sales Tech Data Book WT Controls and General Information.
73

NOTES
74
SECTION 8 GENERAL TROUBLESHOOTING OF PERFORMANCE COMPLAINTS

IMPORTANT:
Make the following general checks before beginning specic troubleshooting, removing the transmission, or removing attached components.
Is the lever shift selector lever in N (Neutral) to allow starting the engine? Is the battery properly connected and charged? Is isolated battery properly connected (if used)? Have the items on Pages 617 and 618 in Section 65 been checked? Is the uid level correct? Is voltage to the ECU correct? Is the engine properly tuned? Is fuel ow to the engine correct? Are wheel chocks in place? Is air ow to the cooler and radiator unrestricted? Is the driveline properly connected? Are there signs of uid leakage under the vehicle? What is the origination point? Are hydraulic connections correctly made and not leaking? Is vehicle acceleration from a stop changed? Are electrical connections correctly made? Are there any other obvious vehicle or transmission problems?
After making these general checks use the various sections of this Manual to isolate the listed problems. The following charts address specic vehicle complaints. Some complaints involve diagnostic codes, so all troubleshooting checks should involve checking the system for diagnostic codes.
81
GENERAL TROUBLESHOOTING OF PERFORMANCE COMPLAINTS

Table 81. Troubleshooting Performance Complaints Problem SHIFT SELECTOR DISPLAYS CATEYES AND VEHICLE IS NOT OPERABLE Probable Cause Primary shift selector is remote and terminal 2 to 3 jumper wire in RSI connector is in place No communication between the ECU and a remote shift selector Suggested Remedy Remove, cut, and seal ends of jumper wire. If removed, install cavity plugs in the terminal cavities. Refer to Code 23 XX in Troubleshooting Procedure
SHIFT SELECTOR DISPLAY IS BLANK
VIM fuse is blown Poor battery power or ground connection Blown fuse or fusible link at battery
Replace VIM fuse Clean and/or repair battery connections Replace battery fuse or fusible link
Select N (Neutral) and restart Recharge battery Reconnect battery Repair wire 146 Repair vehicle starter circuit Replace neutral start relay Repair wiring Check battery and charging system voltage Replace lever shift selector Repair Circuit 123 or replace ECU Load Calibration Check battery and charging system voltage Replace ECU and rewire switching so that the ECU has power before ignition is on and after ignition is off
VEHICLE WILL NOT START (ENGINE WILL NOT CRANK)
Lever shift selector not in neutral Dead battery Disconnected battery
No display
Faulty ignition circuit (wire 146) Faulty starter circuit Faulty neutral start relay Faulty wiring in neutral start circuit Voltage to ECU too low Faulty lever shift selector Lack of battery voltage on Circuit 123 from ECU when in neutral
All display segments on both sides of display lighted All display segments on right side of display lighted, left side of display blank
No calibration installed in ECU Voltage to ECU too low Calibration corrupted by repeatedly turning off ECU power before turning off ignition (check for codes)
82

Table 81. Troubleshooting Performance Complaints (contd) Problem DO NOT SHIFT LIGHT WILL NOT GO OUT AT START-UP A. Vehicle Drives Normally Faulty DO NOT SHIFT light, relay, or circuit. An LED rather than a lamp is installed for the DO NOT SHIFT light and the LED is partially lighted from leakage current B. Vehicle Does Not Drive Faulty ECU Engine does not start Faulty harness Faulty interface wiring to vehicle electrical system Fluid temperature too low Faulty uid temperature sensor/ circuit Faulty ECU DO NOT SHIFT LIGHT FLASHES INTERMITTENTLY Intermittent power to ECU Loose wiring to DO NOT SHIFT light Faulty or incorrect ground wire attachment Intermittent opening in Circuit 115 NO DO NOT SHIFT LIGHT AT IGNITION Faulty light bulb or socket Incorrect wiring to and from DO NOT SHIFT light bulb Faulty wiring harness Replace relay or repair circuit Install a lamp rather than an LED for the DO NOT SHIFT light Probable Cause Suggested Remedy
Replace the ECU Repair engine starting system Repair harness (See Section 4 and Appendix E) Repair wiring (See Appendix E) Warm transmission uid Repair sensor or circuits Replace the ECU Check input power to the ECU and correct if necessary Repair wiring Repair ground circuit Repair Circuit 115 Replace light bulb or socket Repair wiring (See Appendix E) Check wiring between ECU and DO NOT SHIFT light, and repair where necessary (See Appendix E) Repair Circuit 115 Replace ECU
83
Circuit 115 open Faulty ECU


Table 81. Troubleshooting Performance Complaints (contd) Problem ECU WILL NOT TURN OFF WHEN IGNITION SWITCH OFF Probable Cause Faulty ignition switch Externally-generated speed sensor signal(s) (refer to Appendix L for detailed inspection) Engine rpm too high Low uid level Suggested Remedy Replace ignition switch Find source of false speed sensor signal(s) and correct problem
TRANSMISSION WILL NOT SHIFT TO FORWARD OR REVERSE (STAYS IN NEUTRAL)
Reduce engine rpm Add uid to proper level (refer to transmission Mechanics Tips for proper dipstick calibration) Warm uid Refer to throttle position sensor for correct set-up (Appendix F) Check vehicle battery and charging system Replace shift selector Perform connector checkout (Appendix E) Repair harness (Appendix E) Repair or replace speed sensor(s) or circuitry (see transmission Service Manual and Appendix E) Replace the ECU Check input function programming with Pro-Link. Correct wiring or switch problem which does not allow input function wire to be grounded Repair quick-to-neutral circuit Rebuild solenoid assembly (see transmission Service Manual) Replace solenoid (see transmission Service Manual)
Fluid temperature too low Throttle position sensor or linkage is not functioning properly Voltage to ECU too low Shift selector is not functioning properly Disconnected or dirty connectors Faulty wiring harnesses Speed sensor(s) not functioning properly Faulty ECU Input function wire open and auxiliary function range inhibit in the calibration EEPROM
TRANSMISSION WILL NOT STAY IN FORWARD OR REVERSE
Auto-neutral or quick-to-neutral circuit (input function) faulty Leaking at solenoid assembly Faulty solenoid leaking
84

Table 81. Troubleshooting Performance Complaints (contd) Problem TRANSMISSION WILL NOT MAKE A SPECIFIC SHIFT Probable Cause Low engine power Incorrect uid level Suggested Remedy Correct engine problem, see Engine Service Manual Correct uid level (refer to transmission Mechanics Tips for proper dipstick calibration) Inspect cooling system and uid level Repair circuit or replace speed sensor(s) (see Code 22 XX) Check for temperature reading which inhibits shifts Replace shift selector Refer to Range Clutch Troubleshooting section Replace ECU Adjust engine idle speed (refer to Vehicle Service Manual) Refer to throttle sensor section for installation and operation information (Appendix F) Check power, ground, charging system, and battery function Install correct calibration Repair or replace tachometer Calibrate electronic speedometer Repair circuit or replace speed sensor (see Code 22 XX) Tighten speed sensor retaining bracket bolt Correct uid level (refer to Mechanics Tips for proper dipstick calibration)
Extreme uid temperature Faulty speed sensor/circuit Faulty temperature sensor/circuit Faulty shift selector Hydraulic problem Faulty ECU TRANSMISSION DOES NOT SHIFT PROPERLY (ROUGH SHIFTS, SHIFTS OCCURRING AT TOO LOW OR TOO HIGH SPEED) Engine idle speed too fast (neutral to range shift) Faulty throttle sensor/circuit
ECU input voltage low Incorrect shift calibration for vehicle Instrument panel tachometer incorrect Incorrectly calibrated electronic speedometer Faulty speed sensor/circuit Loose speed sensor Incorrect uid level
85

Table 81. Troubleshooting Performance Complaints (contd) Problem TRANSMISSION DOES NOT SHIFT PROPERLY (ROUGH SHIFTS, SHIFTS OCCURRING AT TOO LOW OR TOO HIGH SPEED) (contd) Probable Cause Crossed wires in harness Intermittent problems Loose or damaged speed gear Control spool valve sticking Suggested Remedy Check for crossed wires and correct Check wiring harnesses and connectors (Appendix E) Replace output bearing nut sensor retainer Overhaul valve body assembly (refer to transmission Service Manual) Overhaul valve body assembly (refer to transmission Service Manual)
Sticking stage 2 solenoid valve
RETARDER PERFORMANCE COMPLAINTS A. Retarder Does Not Apply Retarder enable input not activated Retarder enable switch not working ABS input is active (if vehicle is equipped with ABS) Retarder request below 10.2 percent Turn on retarder enable switch (if present). Replace retarder enable switch (if present). None This is normal. If ABS is active, retarder will not apply. Use DDR to determine counts signaled by each RMR device present. At least 15 counts are required for some retarder apply and 150232 counts are required for full apply. Replace RMR device, based on test results. Use DDR to check throttle signal. Throttle must be below 9.8 percent before retarder will apply. Readjust or replace TPS. Exception: If TPS has failed and Service Brake Status input is sensed by ECU, the retarder will still be applied. Correct cause for setting these codes: 42 23, 44 23, 45 23, 46 26, 64 12, 64 23, or 69 29 Raise output speed to above 350 rpm (450 rpm for HD/B 500)
Closed throttle not sensed
Active code inhibiting retarder
Transmission output speed below 350 rpm (450 rpm for HD/B 500)
Transmission not in a forward range Shift to a forward range
86

Table 81. Troubleshooting Performance Complaints (contd) Problem B. Reduced Retarder Effect Probable Cause Retarder accumulator solenoid not being energized ECU sensing false overheat condition Normal response to overheating C. Less Retarder Effect Than Expected Transmission uid aerated due to incorrect level Wrong retarder control regulator valve spring Suggested Remedy Correct cause for setting these codes: 42 26, 44 26, 45 26, or 69 26. Use DDR or VOM to check retarder temperature sensor. Replace sensor as required. See Table 67 in Section 6 (Code 61) Check transmission uid level and correct as required. Check retarder charging pressure. Change retarder control valve regulator spring, if necessary. See PO2454EN WT Series Principles of Operation. Autoow valve spring weak or broken Autoow valve stuck on K solenoid stuck on
D. Retarder Stays On
Autoow valve not returning to off position
ABNORMAL ACTIVITIES OR RESPONSES A. Excessive Creep in First and Reverse Gears B. No Response to Shift Selector Engine idle speed too high Adjust to correct idle speed between 500800 rpm (refer to Vehicle Service Manual) Check shift selector response with diagnostic tool. If no response, check remote connection and replace if necessary Use other selector Replace shift selector Correct uid level (refer to transmission Mechanics Tips for proper dipstick calibration) Refer to Low Pressure section Overhaul valve body assembly (refer to transmission Service Manual)
Shift selector not properly connected
Using wrong selector on dual station equipment Faulty shift selector Incorrect uid level
Main pressure low Control spool valves sticking (C1, C3, or C5 clutch pressure low)
87

Table 81. Troubleshooting Performance Complaints (contd) Problem C. Vehicle Moves Forward in Neutral* D. Vehicle Moves Backward in Neutral* EXCESSIVE FLARE ENGINE OVERSPEED ON FULL-THROTTLE UPSHIFTS Probable Cause C1 clutch failed or not released C3 clutch failed or not released Suggested Remedy Rebuild C1 clutch (refer to transmission Service Manual ) Rebuild C3 clutch assembly (refer to transmission Service Manual)
TPS Adjustment: Overstroke Loose Incorrect calibration ECU input voltage low Adjust TPS linkage for proper stroke (see Appendix F) Tighten loose bolts or connections Correct calibration Check electrical system and all connections from battery and ECU Add uid to proper level (refer to transmission Mechanics Tips for proper dipstick calibration) See Low Pressure section See Code 22 XX Clean and repair stage 2 valve (refer to transmission Service Manual) Overhaul transmission (refer to transmission Service Manual)
Incorrect uid level
Low main pressure Erratic speed sensor signal Sticking stage 2 solenoid valve (see Solenoid and Clutch sections) Piston seals leaking or clutch plates slipping in range involved (see Range Clutch Troubleshooting section)
RANGE CLUTCH TROUBLESHOOTING SECTION EXCESSIVE SLIPPAGE AND CLUTCH CHATTER Incorrect calibration ECU input voltage low Throttle position sensor out of adjustment or failed Incorrect speed sensor readings Verify calibration Check power, ground, charging system, and battery functions Adjust or replace throttle position sensor (refer to Appendix F) See Code 22 XX
* See explanation of NVL in Section 23
88

Table 81. Troubleshooting Performance Complaints (contd) Problem EXCESSIVE SLIPPAGE AND CLUTCH CHATTER (contd) Probable Cause Incorrect uid level Suggested Remedy Correct uid level (refer to Mechanics Tips for proper dipstick calibration measurements) Refer to the Low Pressure section Inspect lockup clutch system wiring, pressure, and controls; repair as necessary (refer to transmission Service Manual)* Inspect control module gasket, C1 clutch plates, and piston and rotating seals; replace/rebuild as necessary (refer to transmission Service Manual)* Inspect control module gasket, C2 clutch plates, and piston and rotating seals; replace/rebuild as necessary (refer to transmission Service Manual)* Inspect control module face seals, C3 clutch plates, and piston seals; replace/rebuild as necessary (refer to transmission Service Manual)* Inspect control module face seals, C4 clutch plates, and piston seals; replace/rebuild as necessary (refer to transmission Service Manual)* Inspect control module face seals, C5 clutch plates, and piston seals; replace/rebuild as necessary (refer to transmission Service Manual)* Inspect control module gasket, adapter gasket, T-Case gasket(s), C6 clutch plates, and piston seals; replace/rebuild as necessary (refer to transmission Service Manual)*
Main pressure low Lockup clutch not applied
A. Ranges 1, 2, 3, 4 Only (6-Speed) Ranges 2, 3, 4, 5 only (7-Speed) B. Ranges 4, 5, 6 Only (6-Speed) Ranges 5, 6, 7 only (7-Speed) C. Ranges 3, 5, R Only (6-Speed) Ranges 1, 4, 6, R only (7-Speed) D. Ranges 2, 6 Only (6-Speed) Ranges 3, 7 only (7-Speed) E. Ranges 1, R Only (6-Speed) Ranges 2, R only (7-Speed) F. Range Lo Only (7-Speed)
C1 clutch slipping, leaks at splitline gasket, leaks at rotating clutch seals, leaks at piston seals, C1 clutch plates worn C2 clutch slipping, leaks at splitline gasket, leaks at rotating clutch seals, leaks at piston seals, C2 clutch plates worn C3 clutch slipping, leaks at face seals, leaks at piston seals, C3 clutch plates worn
C4 clutch slipping, leaks at face seals, leaks at piston seals, C4 clutch plates worn
C5 clutch slipping, leaks at face seals, leaks at piston seals, C5 clutch plates worn
C6 clutch slipping, leaks at splitline gasket(s), leaks at piston seals, C6 clutch plates worn
* See Appendix B Check main pressure, clutch pressure, and pressure specications.
89

Table 81. Troubleshooting Performance Complaints (contd) Problem Probable Cause LOW PRESSURE SECTION LOW PRESSSURE A. Low Main Pressure in All Ranges (Including C6, T-Case) Incorrect uid level Correct uid level (refer to the Mechanics Tips Handbook for correct dipstick calibration)* Replace oil lter (refer to transmission Mechanics Tips) Clean or replace oil suction lter element and rell the transmission (refer to transmission Mechanics Tips) Overhaul control module assembly (refer to transmission Service Manual) Check spring and replace if necessary (refer to transmission Service Manual) Replace or rebuild control module assembly. Care should be taken when removing and labeling shift springs (refer to transmission Service Manual) Repair or replace gauge Replace or rebuild oil pump (refer to transmission Service Manual) See Range Clutch Troubleshooting section and Appendix B Incorrect uid level Correct uid level (refer to the Mechanics Tips Handbook for proper dipstick calibration) Change lter (refer to Transmission Mechanics Tips) Suggested Remedy
Oil lter element clogged or faulty Plugged or faulty suction lter
Main pressure regulator valve sticking Main pressure regulator valve spring weak, broken, or missing Control module body leakage (separator plate not at, separator plate gasket leakage, loose control valve body bolts) Faulty or incorrect uid pressure gauge Oil pump worn or damaged
B. Clutch Pressure Low in Specic Ranges, Normal Pressure in Other Ranges C. Low Lubrication Pressure
Plugged lube lter
* See Appendix B Check main pressure, clutch pressure, and pressure specications.
810

Table 81. Troubleshooting Performance Complaints (contd) Problem LOW PRESSURE (contd) C. Low Lubrication Pressure (contd) Probable Cause Excessive internal uid leakage Suggested Remedy Check other pressures (above items); also check control module mounting bolts; lubrication valve and spring (refer to transmission Service Manual) Replace damaged or broken parts (refer to transmission Service Manual) Check for kinks, leakage; reroute or replace lines as necessary Replace lubrication valve Clean or replace cooler Repair or replace gauge
Broken or damaged converter regulator retaining pin Cooler lines restricted or leaking Lubrication valve sticking Cooler plugged Faulty gauge ABNORMAL STALL SPEEDS (Stall In First Range 6-Speed) (Stall In Second Range 7-Speed) A. High Stall Speeds Not in gear Low uid level, aerated uid
Select D (Drive) Add uid to proper level (refer to Mechanics Tips for proper dipstick calibration) Replace torque converter (refer to transmission Service Manual) Refer to Low Pressure section and Appendix B Rebuild C1 or C5 clutch (refer to transmission Service Manual)
Incorrect torque converter Clutch pressure low C1 or C5 clutch slipping. (7-speed, 2nd range start) (6-speed, 1st range start) Note: Use the diagnostic tool to check turbine speed Higher power engine B. Low Stall Speeds Engine not performing efciently (may be due to plugged or restricted injectors, high altitude conditions, dirty air lters, out of time, throttle linkage, electronic engine controls problem)
Conrm proper engine match Refer to Vehicle Engine Manufacturers Manual or Vehicle Service Manual
811

Table 81. Troubleshooting Performance Complaints (contd) Problem ABNORMAL STALL SPEEDS (Stall In First Range 6-Speed) (Stall In Second Range 7-Speed) (contd) Probable Cause Clutch partially applied Suggested Remedy Check clutch pressures to identify cause of partial apply. Rebuild clutch if no pressure found to cause partial apply. If pressure found in clutch, nd cause of pressure. (refer to Appendix B and transmission Service Manual) Replace or rebuild converter assembly (refer to transmission Service Manual) Replace torque converter (refer to transmission Service Manual) Adjust uid to proper level, check for defective pump (refer to Mechanics Tips and transmission Service Manual) Remove air ow obstruction Correct overheat situation (refer to Vehicle Service Manual) Replace gauge and/or sending unit Replace temperature sensor or internal harness (refer to transmission Service Manual) Connect cooler lines properly (oil and water should ow in opposite directions) Remove restrictions, clean or replace lines (refer to Vehicle Service Manual) Replace or repair converter assembly. (refer to transmission Service Manual) Note: Stuck stator will not allow cool down in neutral Overhaul transmission (refer to transmission Service Manual) See Retarder Performance Complaints earlier in this table
Stall speeds of 66 percent of normal implies freewheeling stator Incorrect torque converter OVERHEATING IN ALL RANGES Aerated uid incorrect uid level
Air ow to cooler obstructed Engine overheat Inaccurate temperature gauge or sending unit Inaccurate sump temperature sensor Transmission cooler lines reversed Fluid cooler lines restricted
Torque converter (wrong converter, no lockup, stuck stator, or slipping stator)
Cooler ow loss due to internal leakage Retarder stays on
812

Table 81. Troubleshooting Performance Complaints (contd) Problem OVERHEATING IN ALL RANGES (contd) Probable Cause Inadequate cooler sizing Excessive cooler circuit pressure drop FLUID COMES OUT OF THE FLUID FILL TUBE AND/OR BREATHER Dipstick loose Fluid level too high Fluid level too low Breather stopped up clogged Fluid contaminated with foreign liquid Suggested Remedy See vehicle OEM for specications Check for plugged cooler, lines too small, collapsed hose, too many elbows in circuit Tighten cap, replace if necessary Drain to proper level (refer to transmission Mechanics Tips) Add uid to proper level Clean or replace breather (refer to transmission Service Manual) Drain and replace uid. Locate and x source of additional uid (refer to transmission Service Manual if repair is needed) Replace seals or dipstick Calibrate dipstick (refer to transmission Mechanics Tips) Add uid to proper level (refer to transmission Mechanics Tips for proper dipstick calibration) Replace oil suction screen canister (refer to transmission Service Manual) Replace lters (refer to transmission Mechanics Tips) Correct uid level (refer to transmission Mechanics Tips for proper dipstick calibration) See Low Pressure section Install new lip-type seal in rear of transmission housing (refer to transmission Service Manual)
Dipstick or ll tube seal worn Incorrect dipstick marking NOISE OCCURRING INTERMITTENTLY (BUZZING) Low uid level
Air leak in oil suction screen canister Clogged lters Aerated uid causes noisy pump
Low main pressure causes main regulator valve to oscillate LEAKING FLUID (OUTPUT SHAFT) Faulty or missing seal at output ange
813

Table 81. Troubleshooting Performance Complaints (contd) Problem LEAKING FLUID (OUTPUT SHAFT) (contd) Probable Cause Machine lead on output ange seal surface Flange worn at seal surface Insufcient seal around seal OD Suggested Remedy Replace ange Replace ange When replacing seal, apply sealant (refer to transmission Service Manual) Replace and/or torque output ange bolts Replace ange button O-ring Replace ange button gasket Replace front seal (refer to transmission Service Manual) Check converter seals, cracked converter pump tangs, converter cover, or converter housing porosity; replace parts as required (refer to transmission Service Manual) Bring driveline into specication Change uid and install new lters (refer to transmission Mechanics Tips) Refer to Overheating section Replace oil lter/seals (refer to transmission Mechanics Tips) Use recommended uid (refer to transmission Mechanics Tips) Overhaul transmission (refer to transmission Service Manual)
Damaged, missing, or loose output ange bolts Damaged or missing ange button O-ring Damaged or missing ange button gasket TRANSMISSION INPUT Front seal leaks Converter leaks
PTO driveline out of specication DIRTY FLUID Failure to change uid and lters
Excessive heat Damaged uid lter/seals Substandard uid Clutch/transmission failure POWER TAKEOFF (PTO)* A. Leaks Damaged or cocked seal PTO ange grooved at seal
* Contact your nearest Allison dealer/distributor with specic questions relating to PTO repair.
Replace seal Replace PTO ange
814

Table 81. Troubleshooting Performance Complaints (contd) Problem POWER TAKEOFF (PTO)* (contd) Probable Cause Loose ange Suggested Remedy Inspect ange and bolts; replace if necessary and properly torque bolts Replace gasket and/or properly torque bolts Tighten ttings (replace if necessary) Replace faulty driven component Rebuild PTO with new gears or bearings Inspect for electrical problem and repair (see Appendix E) Rebuild clutch assembly Rebuild clutch assembly Inspect and repair uid pressure supply; line kinked, loose, or plugged; orice too small Increase or reduce engine speed to move within operating band Replace damaged gears (refer to transmission Service Manual)
Loose bolts or damaged gaskets Loose or damaged hydraulic lines (clutched drive) B. Noisy PTO Faulty driven component Gears or bearings worn, damaged, or contaminated C. No or Intermittent Operation (Clutched Drive) Electrical problem (switch, connectors, solenoid, or wires) Damaged or worn clutch Clutch piston seals damaged or missing Inadequate uid pressure to PTO
Engine speed outside operating band Drive or driven gear teeth damaged TRANSFER CASE (T-CASE) A. Wont Go Into First Range TPS adjustment Engine speed too high Wrong calibration Wrong control module (6 speed instead of 7 speed) Faulty wiring, solenoid connectors Faulty C6 seals
Properly adjust TPS (refer to Appendix F) Reduce Engine Speed Calibrate properly Install correct control module Check wiring and connectors in control module (refer to transmission Service Manual) Replace C6 piston seals (refer to transmission Service Manual)
* Contact your nearest Allison dealer/distributor with specic questions relating to PTO repair.
815

Table 81. Troubleshooting Performance Complaints (contd) Problem TRANSFER CASE (T-CASE) (contd) B. Makes Excessive Noise Probable Cause Worn C6 clutch plates Suggested Remedy Rebuild C6 (refer to transmission Service Manual) Check all T-case bearings as directed in transmission repair manual. Reshim as necessary. Rebuild differential clutch (refer to transmission Service Manual) Inspect and repair C7 electrical system (refer to Appendix E) Determine source of leak and repair (refer to transmission Service Manual)
Improperly shimmed bearings
C. No Front Output Drive
Differential clutch bad (C7 piston seals, C7 rotating seals, C7 clutch plates, C7 check ball) C7 electrical (wires, solenoids, terminals, connectors)
D. Transmission Fluid Leaks
Damaged output seal, output ange seal journal, gasketed mating surfaces, bearing endcaps, electrical connector, oil scavenge line
816
ELECTRONIC AND HYDRAULIC TROUBLESHOOTING GENERAL TROUBLESHOOTING OF PERFORMANCE COMPLAINTS

Table 82. Resistance Module Troubleshooting Data Resistance Check in Resistance Module* Description Terminals Auto Full On Pressure Switch Full On High 3-Step E-10R Bendix Pedal A to C A to C Resistance 5% 12 K 32 K % Retarder Application 100 0 100 0 32 58 100 Voltage 0.2V 3.6 1.1 3.6 1.1 1.9 2.8 3.6 Device Terminal Wire Color Voltage Signal** Wiring to Control Device
No connections A B A B C D White Blue Blue Violet White Orange
A to C
32 K
6-Step Hand Lever Off Position 1 Position 2 Position 3 Position 4 Position 5 Position 6 Auto 1/2 On 3 Pressure Switches Low Medium High Auto 1/3 On 2 Pressure Switches Auto Medium High Dedicated Pedal
A to C
32 K 0 16 28 48 65 84 100 1.1 1.5 1.9 2.3 2.8 3.2 3.6 2.4 1.1 1.9 2.3 3.6 + 1 2 3 4 5 6 White Blue Orange Violet Green Yellow Red
A to C A to C
12 K 32 K
50 0 32 68 100
No connections
A B A B A B
White Blue White Orange White Violet
A to C
21.4 K 32 68 100 1.9 2.8 3.6 0.71.2 3.43.5 A B A B A B C White Orange White Violet Green Yellow White
No Checks
Interface not a resistance module
0 100
* Resistance module must be disconnected from the wiring harness and retarder control devices. ** These voltages must be measured between terminals A and B.
817

NOTES
818
APPENDICES
Appendix A Appendix B Appendix C Appendix D Appendix E Appendix F Appendix G Appendix H Appendix J Appendix K Appendix L Appendix M Appendix N Appendix P Identication of Potential Circuit Problems Checking Clutch Pressures Solenoid and Clutch Chart Wire/Connector Chart Connector Part Numbers, Terminal Part Numbers, Tool Part Numbers, and Repair Instructions Throttle Position Sensor Adjustment Miscellaneous Items Hydraulic Schematics WT Wiring Schematics Solenoid and Temperature Charts Externally-Generated Electronic Interference Diagnostic Tree WT Series Hydraulic System Pro-Link 9000 Diagnostic Data Reader Information Input/Output Function Wiring Schematics
APPENDICES DIAGNOSTIC CODES

NOTES
APPENDIX A IDENTIFICATION OF POTENTIAL CIRCUIT PROBLEMS

Intermittent codes are a result of faults that are detected, logged and then disappear, only to recur later. If, when troubleshooting, a code is cleared in anticipation of it recurring and it does not, check the items in the following list for the source of the fault. A. Circuit Inspection 1. Intermittent power/ground problems can cause voltage problems during ECU diagnostic checks which can set various codes depending upon where the ECU was in the diagnostic process. 2. Damaged terminals. 3. Dirty or corroded terminals. 4. Terminals not fully seated in the connector. Check indicated wires by uncoupling connector and gently pulling on the wire at the rear of the connector and checking for excessive terminal movement. 5. Connectors not fully mated. (Check for missing or damaged locktabs.) 6. Screws or other sharp pointed objects pushed into or through one of the harnesses. 7. Harnesses which have rubbed through and may be allowing intermittent electrical contact between two wires or between wires and vehicle frame members. 8. Broken wires within the braiding and insulation. B. Finding an Intermittent Fault Condition
To nd a fault, like one of those listed, examine all connectors and the external wiring harness. Harness routing may make it difcult to see or feel the complete harness. However, it is important to check the entire harness for chafed or damaged areas. Road vibrations and bumps can damage a poorly installed harness by moving it against sharp edges and cause some of the faults. If a visual inspection does not identify a cause, move and wiggle the harness by hand until the fault is duplicated. The next most probable cause of an intermittent code is an electronic part exposed to excessive vibration, heat, or moisture. Examples of this are: 1. Exposed harness wires subjected to moisture. 2. A defective connector seal allows moisture to enter the connector or part. 3. An electronic part (ECU, shift selector, solenoid, or throttle sensor) affected by vibration, heat, or moisture may cause abnormal electrical conditions within the part. Before troubleshooting Item 3, eliminate all other possible causes before replacing any parts. Another cause of intermittent codes is good parts in an abnormal environment. The abnormal environment will usually include excessive heat, moisture, or voltage. For example, an ECU that receives excessive voltage will generate a diagnostic code as it senses high voltage in a circuit. The code may not be repeated consistently because different circuits may have this condition on each check. The last step in nding an intermittent code is to observe if the code is set during sudden changes in the operating environment. Troubleshooting an intermittent code requires looking for common conditions that are present whenever the code is diagnosed.
A1
APPENDIX A IDENTIFICATION OF POTENTIAL CIRCUIT PROBLEMS

C. Recurring Conditions
A recurring condition might be:

Rain Outside temperature above or below a certain temperature Only on right-hand or left-hand turns When the vehicle hits a bump, etc.
If such a condition can be related to the code, it is easier to nd the cause. If the time between code occurrences is very short, troubleshooting is easier than if it is several weeks or more between code occurrences.
A2
APPENDIX B CHECKING CLUTCH PRESSURES

Checking individual clutch pressures helps to determine if a transmission malfunction is due to a mechanical or an electrical problem. Properly making these pressure checks requires transmission and vehicle (or test stand) preparation, recording of data, and comparing recorded data against specications provided. These instructions are for all WT Series Transmissions. NOTE: Check to see if there are diagnostic codes set which are related to the transmission difficulty you are evaluating. Proceed to make mechanical preparations for checking clutch pressures after codes have first been evaluated. A. Transmission and Vehicle Preparation 1. Remove the plugs from the pressure tap locations where measurement is desired (refer to Figure B1).
MD/B 300/B 400 MD 3070PT TRANSFER CASE HD/B 500 C3 C6 (MD 3070PT ONLY) C3 C5 C5
MAIN C7 MAIN C2 C4 C1 MAIN C2 C4 C1
LU T-CASE CONNECTOR FRONT VIEW
LU
V01670
Figure B1. Clutch Pressure Check Points
CAUTION:
Be sure that the hydraulic ttings have the same thread as the plugs removed (716-20 UNF-2A). Also please note that these ttings must be straight thread, O-ring style. Failure to do this will result in damage to the control module.
2. Install hydraulic ttings suitable for attaching pressure gauges or transducers. 3. Connect pressure gauges or transducers. Pressure gauge set J 26417-A is available for this purpose. See Table B2 for pressure levels expected. 4. Check that engine speed can be monitored (Pro-Link 9000 diagnostic tool may be used for this purpose). 5. Be sure that transmission sump uid temperature can be measured. (Pro-Link 9000 diagnostic tool may be used for this purpose.)
B1

6. Be sure that the transmission has enough uid for cold operation until an operating temperature uid level can be set. 7. Bring the transmission to normal operating temperature of 7193C (160200F). Check for uid leaks in the added pressure gauge/transducer lines. Repair leaks as needed. Be sure that uid level is correct. B. Recording Data 1. Use the Pro-Link 9000 diagnostic tool, which allows checking of individual range clutch pressures, with the vehicle stationary. Consult Appendix N or the Pro-Link 9000 operating instructions for Action Request and select Clutch Test Mode. Follow instructions to check clutch pressures in individual ranges. NOTE: Check lockup clutch pressure by driving the vehicle in a range where lockup can be obtained. Record the pressure values at the engine speed and sump fluid temperature values shown in Table B1. The lockup clutch is functioning correctly when engine speed and turbine speed values are equal as recorded from the Pro-Link 9000. 2. Consult Table B1 and locate the transmission model that you are testing. 3. Operate the transmission at the conditions shown in Table B1 and record engine speed, transmission sump uid temperature, main hydraulic pressure, and clutch pressures in the ranges where a problem is suspected. Table B1. Clutch Pressure Test Conditions Transmission Model/Test Engine Type rpm All (except MD 3070) 580620 Idle Check Sump Fluid Temp 7193C (160200F) Range Neutral Reverse 1C 2C (2nd range start) Neutral Reverse LowC 1C Reverse Neutral 1C 2C 2L 3L 4L 5L 6L Clutches Pressurized C5 C3 C1 C1 C5 C3 C3 C1 C3 C5 C1 C1 C1 C1 C1 C2 C2 C5 C5 C4 C5 C6 C5 C5 C5 C4 C4 C3 C2 C3 C4
MD 3070 Idle Check
580620
7193C (160200F)
MD (except 3070) B 300/B 400 High Speed
20802120
LU LU LU LU LU
B2

Table B1. Clutch Pressure Test Conditions (contd) Transmission Model/Test Engine Type rpm MD 3070 High 20802120 Speed Sump Fluid Temp Range Reverse Neutral LoC 1C 2C 2L 3L 4L 5L 6L Reverse Neutral 1C 2C 2L 3L 4L 5L 6L Clutches Pressurized C3 C5 C5 C3 C1 C1 C1 C1 C1 C2 C2 C3 C5 C1 C1 C1 C1 C1 C2 C2
HD/B 500 High Speed
17801820
C6 C5 C4 C4 C3 C2 C3 C4 C5 C5 C4 C4 C3 C2 C3 C4
LU LU LU LU LU
LU LU LU LU LU
C.
Comparing Recorded Data to Specications 1. Be sure that engine speed and transmission sump uid temperatures were within the values specied in Table B1. 2. Compare the main pressure and clutch pressure data, recorded in Step B, with the specications in Table B2. 3. If clutch pressures are within specications, return the transmission and vehicle to their original conguration and proceed with electrical troubleshooting. 4. If clutch pressures are not within specication, take corrective action to replace the internal parts of the transmission necessary to correct the problem. (Refer to the Transmission Service Manual for the model being checked.) 5. Recheck pressure values after the transmission has been repaired. 6. Return the transmission to its original conguration. (Remove instrumentation and reinstall any components removed for the pressure testing.)
B3

Table B2. Main Pressure and Clutch Pressure Specications (Sump Fluid Temperature Same as in Table B1) DBOX MAIN LU Clutch Press. Spec Press. Spec kPa/[psi] kPa/[psi]
Transmission Model/Test Type
Engine rpm
Range Neutral
Clutches Applied C5
Main Press. Spec kPa/[psi] 15001900 [218276] 15001900 [218276] 13001900 [189276] 13001900 [189276] 15001900 [218276] 15001900 [218276] 15001900 [218276] 15001900 [218276] 15002300 [218334] 15002300 [218334]
Range Clutch Press. Spec* kPa/[psi]
MD Idle 580620 (except 3070)
Reverse C3 C5 1C 2C MD 3070 Idle Neutral C1 C5 C1 C4 C5
14801900 [215276] 14801900 [215276] 14801900 [215276] 12801900 [186276] 035 (C5) [05] 035 (C3) [05] 035 (C5) [05] 080 (C1) [011.6] 035 (C5) [05] 080 (C1) [011.6] 035 (C4) [05] 080 (C1) [011.6] 035 (C4) [05] 9501400 [138203]
Reverse C3 C5 LowC 1C 20802120 Neutral MD High Speed (except 3070) C3 C6 C1 C5 C5
Reverse C3 C5
1C
C1 C5
15002100 [218305]
2C
C1 C4
15002100 [218305]
2L
C1 C4 LU
10001400 [145203]
* B4
Subtract clutch pressure from main pressure; the difference must fall within the specications given (unless a pressure range is supplied). Copyright 1998 General Motors Corp.

Table B2. Main Pressure and Clutch Pressure Specications (Sump Fluid Temperature Same as in Table B1) (contd) DBOX MAIN LU Clutch Press. Spec Press. Spec kPa/[psi] kPa/[psi]
Transmission Model/Test Type MD High Speed (except 3070) (contd)
Engine rpm
Range 3C
Clutches Applied C1 C3
Main Press. Spec kPa/[psi] 15002100 [218305]
Range Clutch Press. Spec* kPa/[psi] 080 (C1) [011.6] 035 (C3) [05] 080 (C1) [011.6] 035 (C3) [05] 080 (C1) [011.6] 080 (C2) [011.6] 080 (C1) [011.6] 080 (C2) [011.6] 080 (C2) [011.6] 035 (C3) [05] 080 (C2) [011.6] 035 (C3) [05] 080 (C2) [011.6] 035 (C4) [05] 080 (C2) [011.6] 035 (C4) [05] 14802300 [215334] 14802300 [215334]
3L
C1 C3 LU
10001400 [145203]
9501400 [138203]
4C
C1 C2
15002100 [218305]
4L
C1 C2 LU
10001400 [145203]
9501400 [138203]
5C
C2 C3
11501650 [167239]
5L
C2 C3 LU
9001300 [131189]
8501300 [124189]
6C
C2 C4
11501650 [167239]
6L
C2 C4 LU
9001300 [131189]
8501300 [124189]
MD 3070 High Speed
Neutral
C5
15002300 [218334] 15002300 [218334]
14001600 [200232] 14001600 [200232]
Reverse C3 C5
Subtract clutch pressure from main pressure; the difference must fall within the specications given (unless a pressure range is supplied). Copyright 1998 General Motors Corp. B5

Table B2. Main Pressure and Clutch Pressure Specications (Sump Fluid Temperature Same as in Table B1) (contd) DBOX MAIN LU Clutch Press. Spec Press. Spec kPa/[psi] kPa/[psi] 14001600 [200232] 14001600 [200232] 14001600 [200232] 9801400 [142203] 14001600 [200232] 14001600 [200232] 9801400 [142203] 14001600 [200232] 14001600 [200232] 9801400 [142203] 14001600 [200232] 14001600 [200232] 8801300 [128189] 14001600 [200232] 14001600 [200232] 8801300 [128189] 14001600 [200232]
Transmission Model/Test Type MD 3070 High Speed (contd)
Engine rpm
Range LowC 1C 2C 2L 3C 3L 4C 4L 5C 5L 6C 6L
Clutches Applied C3 C6 C1 C5 C1 C4 C1 C4 LU C1 C3 C1 C3 LU C1 C2 C1 C2 LU C2 C3 C2 C3 LU C2 C4 C2 C4 LU C5
Main Press. Spec kPa/[psi] 15002300 [218334] 15002100 [218305] 15002100 [218305] 10001400 [145203] 15002100 [218305] 10001400 [145203] 15002100 [218305] 10001400 [145203] 11501650 [167239] 9001300 [131189] 11501650 [167239] 9001300 [131189] 15002070 [218300] 15002070 [218300] 13001800 [189260] 13001800 [189260]
Range Clutch Press. Spec* kPa/[psi] 14802300 [215334] 14802100 [215305] 14802100 [215305] 9801400 [142203] 14802100 [215305] 9801400 [142203] 14802100 [215305] 9801400 [142203] 11301650 [164239] 8801300 [128189] 11301650 [164239] 8801300 [128189]
HD Idle
580620
Neutral
Reverse C3 C5 1C 2C C1 C5 C1 C4
Subtract clutch pressure from main pressure; the difference must fall within the specications given (unless a pressure range is supplied). Copyright 1998 General Motors Corp.
B6

Table B2. Main Pressure and Clutch Pressure Specications (Sump Fluid Temperature Same as in Table B1) (contd) DBOX MAIN LU Clutch Press. Spec Press. Spec kPa/[psi] kPa/[psi]
Transmission Model/Test Type HD High Speed
Engine rpm
Range
Clutches Applied C5
Main Press. Spec kPa/[psi] 18002100 [261305] 18002100 [261305] 15501800 [225261] 15501800 [225261] 10501400 [152203] 15501800 [225261] 10501400 [152203] 15501800 [225261] 10501400 [152203] 11901380 [173200] 9001250 [131181] 11901830 [173200] 9001250 [131181]
Range Clutch Press. Spec* kPa/[psi] 070 (C5)/[010] 070 (C3)/[010] 070 (C5)/[010] 070 (C1)/[010] 050 (C5)/[07] 070 (C1)/[010] 035 (C4)/[05]
17801820 Neutral
Reverse C3 C5 1C 2C 2L 3C 3L 4C 4L 5C 5L 6C 6L C1 C5 C1 C4 C1 C4 LU C1 C3 C1 C3 LU C1 C2 C1 C2 LU C2 C3 C2 C3 LU C2 C4 C2 C4 LU
070 (C1)/[010] 9501400 035 (C4)/[05] [138203] 070 (C1)/[010] 050(C3)/[07] 070 (C1)/[010] 9501400 050 (C3)/[07] [138203] 070 (C1)/[010] 070 (C2)/[010] 070 (C1)/[010] 9501400 070 (C2)/[010] [138203] 070 (C2)/[010] 070 (C3)/[010] 070 (C2)/[010] 8501300 070 (C3)/[010] [124189] 070 (C2)/[010] 035 (C4)/[05] 070 (C2)/[010] 8501300 035 (C4)/[05] [124189]
Subtract clutch pressure from main pressure; the difference must fall within the specications given (unless a pressure range is supplied). Copyright 1998 General Motors Corp. B7

NOTES
B8
APPENDIX C SOLENOID AND CLUTCH CHART

BASIC CONFIGURATION
Range A N/O 6 5 4 3 2 1 N1 N2 N3 N4 R NOTE: X X X X X X X X X X X X X X X X X X * X X X X X X X X X X X Solenoid Non-Latching Modulating B N/O C N/C D N/C X E N/C F N/C 0 0 0 0 0 0 0 X X X X X X X X X G N/C C1 C2 X X X X X X X X Clutches C3 C4 X C5 LU 0 0 0 0 0 0 0
See Page C2 for legend.
7-SPEED (T-CASE) CONFIGURATION

Range Solenoid Non-Latching Modulating N/O N/O N/C N/C N/C N/C N/C N/C N/C N/C C1 C2 C3 C4 C5 LU FWD LOW C6 DIF A 6 5 4 3 2 1 LO N1 N2 N3 N4 R NOTE: X X X X X X X X X X X X X X X * X X X X X X X X X X X X X X B C D X E F 0 0 0 0 0 0 0 X X X X X X X G N J H 0 0 0 0 0 0 0 0 0 0 0 0 X X X X X X X X X X X C1 C2 X X X X X X X C3 C4 X C5 LU 0 0 0 0 0 0 0 X C6 DIF 0 0 0 0 0 0 0 0 0 0 0 0 Clutches
See Page C2 for legend.

Copyright 1998 General Motors Corp. C1
APPENDIX C SOLENOID AND CLUTCH CHART

LEGEND X (Blank) 0 * Electrically ON with respect to solenoids; hydraulically applied with respect to clutches. Electrically OFF with respect to solenoids; hydraulically OFF with respect to clutches. Optional ON or OFF. If diagnostics indicate that turbine speed is below a calibration value (typically less than engine idle speed) when transmission input speed is greater than the minimum calculation value and N1 (Neutral) has been selected and commanded, then Solenoid D must be turned ON. Otherwise, Solenoid D is turned OFF in N1 (Neutral).
C2
APPENDIX D WIRE/CONNECTOR CHART

The connector information in this appendix is provided for the convenience of the servicing technician. The connector illustration and pin identications for connection to Allison Transmission components will be accurate. Allison Transmission components are the ECU, speed sensors, retarder connectors, transmission connectors, and shift selectors. Other kinds of connectors for optional or customer-furnished components are provided based on typical past practice for an Allison-designed system. Wire number and color codes shown are for Allison-supplied harnesses. Harnesses supplied by OEMs and customers may use different wire numbers and colors. Contact St. Clair Technologies, Inc. or your vehicle manufacturer for information on connectors not found in this appendix.
D1
9 1
18 27
8 17
34 26
V00639
Figure D1. ECU Connector A
ECU CONNECTOR A (BLACK/WHITE)

Terminal No. A1 A2 A3 A4 A5 A6 A7 A8 A9 A10 A11 A12 A13 A14 A15 A16 A17 A18 A19 A20 A21 A22 A23 A24 A25 A26 A27 A28 A29 A30 A31 A32 A33 A34 Color Orange Green White Green White Green Yellow Blue White Violet White White Green Green Blue Yellow White Violet Violet Violet Red White Yellow White Orange Violet Yellow Blue Orange White Yellow Wire No. 102 103 104 105 106 107 108 109 110 112 113 114 115 117 118 119 120 121 122 123 124 125 126 127 128 129 130 131 132 133 134 Description Reserved Solenoid Ground 1 (A, D) C (C3) Solenoid Hi G (Forward) Solenoid Hi Output Function 5 Oil Level Sensor Power F (Lockup) Solenoid Hi Remote Power Wake Up K Solenoid Lo F (Lockup) Solenoid Lo Reserved Output Function 3 Reverse Warning Output Function 1 DO NOT SHIFT Light Reserved Input Function 8 () Input Function 3 (+) Input Function 4 (+) A (C1) Solenoid Hi Solenoid Ground 2 (B, E) H (Accum.) Solenoid Ground Neutral Start TPS Hi Output Function 4 H (Accum.) Solenoid Hi B (C2) Solenoid Hi E (C5) Solenoid Hi Solenoid Ground 3 (C, G) D (C4) Solenoid Hi Output Function 2 Rtdr. Mod. Hi K Sol Hi Termination Point(s) Trans Conn, H2 Trans Conn, A2 Trans Conn, C1 Trans Conn, F1 VIW, 1 Trans Conn, G3 Trans Conn, D3 RSI Conn, 6 Rtdr Conn, B Trans Conn, D2 VIM Conn, D2 VIM Conn, F2 VIM Conn, F3 VIM Conn, A3 VIW, 16 VIW, 2 VIW, 3 Trans Conn, A1 Trans Conn, B2 Accum. Conn, B VIM Conn, D1 TPS, C VIM Conn, C2 VIW, 10 Accum. Conn, A Trans Conn, B1 Trans Conn, E1 Trans Conn, C2 Trans Conn, D1 VIM Conn, B1 Rtdr Mod Sens Conn, C Rtdr Conn, A
D2
9 1
18 27
8 17
34 26
V00640
Figure D2. ECU Connector B
ECU CONNECTOR B (BLACK)

Terminal No. B1 B2 B3 B4 B5 B6 B7 B8 B9 B10 B11 B12 B13 B14 B15 B16 B17 B18 B19 B20 B21 B22 B23 B24 B25 B26 B27 B28 B29 B30 B31 B32 B33 B34 Color Green Red Orange Orange Yellow Blue Violet White Black Black Red Yellow Violet Green Orange Orange Blue Black Yellow White Green Blue Violet Orange Violet Violet Yellow White Blue Yellow Blue Yellow Wire No. 135 136A 137 138 139 140 141 142 143A 144 136C 146 147 148 149 150 151 143C 153 154 155 156 157 158 159 160 161 162 163 164 165 168 Termination Point(s) TPS A, Trans Conn G2; RMR A RSI, 1; VIM Conn, E1 VIW, 5 Rtdr Conn, E Output Speed Sensor, A; Rtdr Conn, C Turbine Speed Sensor Lo Trans Conn, E2 Engine Speed Sensor Hi Engine Speed Sensor, A Serial Communication (+) DDR Conn, J; VIW, 6 Battery () RSI, 7; VIM Conn, A1 Chassis Ground Chassis Battery (+) DDR H, VIM Conn, E2 Ignition Sense VIM Conn, F1 Sump Temp Signal Trans Conn, F3 Output Speed Sensor Lo Output Speed Sensor, B; Rtdr Conn, D Turbine Speed Sensor Hi Trans Conn, E3 Engine Speed Sensor Lo Engine Speed Sensor, B Serial Communication () DDR, K; VIW, 7 Battery () DDR, A; VIM Conn, A2 Input Function 2 () VIW, 8 Input Function 5 () ABS VIW, 12 Input Function 1 () VIW, 9 Throttle Position Signal TPS Conn, B Speedometer Signal VIM Conn, B2 Dimmer Input VIM Conn, C3 ISO Serial Communication Link VIW, 4 Remote Serial RSI Conn, 5 Interface () Signal Ground Trans Conn, F2; VIW, 13 C3 Pressure Switch Power Trans Conn, C3 Input Function 6 () VIW, 14 Retarder Modulator Rtdr Mod Sens Conn, B Oil Level Sensor Signal Trans Conn, B3 Reserved Reserved Remote Serial Interface (+) RSI Conn, 4 Description Analog Ground Battery (+) Input Function 7 () Retarder Temperature Output Speed Sensor Hi
D3

NOTES
D4
BULKHEAD CONNECTOR CROSS-REFERENCE CHART

Connector Description Deutsch 31-Way ECD Deutsch 31-Way IPD FMTV 37-Way ITT/Cannon Ford 31-Way 29515702 ++ (Deutsch ECD) Navistar 31-Way 29516973 ++ (Deutsch ECD) Ford 29515707&8 Bulkhead A Ford 29515707&8 Bulkhead B Wire # 101 102 103 104 106 107 109 110 111 116 120 121 122 124 127 128 129 130 131 134 135A 135B 136B 136C 138 139 140 141 143B 143C 147 148 149 150 156 161A 162 165 Drain 1 201 202 203 Color Bulkhead Bulkhead Bulkhead Term. New Term. New Bulkhead Bulkhead Term. ID Term. ID Term. ID ID Color ID Color Term. ID* Term. ID** Blue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A Orange. . . . . . . . . . . . . . A . . . . . . . . . . . . . . . . . . . . . . . 1 . . . . . . . . . . . . . . . . . . . . . . . B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 . Green. . . . . . . . . . . . . . . B . . . . . . . . . . . . . . . . . . . . . . . 2 . . . . . . . . . . . . . . . . . . . . . . . C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 . White. . . . . . . . . . . . . . . C . . . . . . . . . . . . . . . . . . . . . . . 3 . . . . . . . . . . . . . . . . . . . . . . . D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 . White. . . . . . . . . . . . . . . D . . . . . . . . . . . . . . . . . . . . . . . 4 . . . . . . . . . . . . . . . . . . . . . . . E. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Green. . . . . . . . . . . . . . . E . . . . . . . . . . . . . . . . . . . . . . . 5 . . . . . . . . . . . . . . . . . . . . . . . F. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Blue. . . . . . . . . . . . . . . . f . . . . . . . . . . . . . . . . . . . . . . . . 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323CM . Yellow . White. . . . . . . . . . . . . . . F . . . . . . . . . . . . . . . . . . . . . . . 6 . . . . . . . . . . . . . . . . . . . . . . . H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 . Green. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J Yellow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K White. . . . . . . . . . . . . . . G . . . . . . . . . . . . . . . . . . . . . . . 8 . . . . . . . . . . . . . . . . . . . . . . . M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 . Violet. . . . . . . . . . . . . . . H . . . . . . . . . . . . . . . . . . . . . . . 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 . Violet. . . . . . . . . . . . . . . d . . . . . . . . . . . . . . . . . . . . . . . 7 . . . . . . . . . . . . . . . . . . . . . . . P . . . . . . . . . . . . . . . . . . . . . . 143C . . . Black Red . . . . . . . . . . . . . . . . a. . . . . . . . . . . . . . . . . . . . . . . . 10 . . . . . . . . . . . . . . . . . . . . . . R . . . . . . . . . . . . . . . . . . . . . . 135B . . . Green. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 White. . . . . . . . . . . . . . . c. . . . . . . . . . . . . . . . . . . . . . . . 18 . . . . . . . . . . . . . . . . . . . . . . S . . . . . . . . . . . . . . . . . . . . . . 136B . . . Red . . . . . . . . . . . . . . . . . 313CM . Yellow Orange. . . . . . . . . . . . . . J. . . . . . . . . . . . . . . . . . . . . . . . 11 . . . . . . . . . . . . . . . . . . . . . . T. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Violet. . . . . . . . . . . . . . . K . . . . . . . . . . . . . . . . . . . . . . . 12 . . . . . . . . . . . . . . . . . . . . . . U . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 . Yellow . . . . . . . . . . . . . . L . . . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . . . . . . . . . . . . . V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 . Blue. . . . . . . . . . . . . . . . M. . . . . . . . . . . . . . . . . . . . . . . 14 . . . . . . . . . . . . . . . . . . . . . . W. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 Yellow . . . . . . . . . . . . . . e. . . . . . . . . . . . . . . . . . . . . . . . 29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143B . . . Black . . . . . . . . . . . . . . . 313NO. . Blue . Green. . . . . . . . . . . . . . . N . . . . . . . . . . . . . . . . . . . . . . . 15 . . . . . . . . . . . . . . . . . . . . . . Z. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Green. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 . . . . . . . . . . . . . . . . . . . . . . a Red . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 Red . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14 Orange. . . . . . . . . . . . . . g . . . . . . . . . . . . . . . . . . . . . . . 31 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323NO. . Blue . Yellow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . n. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Blue. . . . . . . . . . . . . . . . U . . . . . . . . . . . . . . . . . . . . . . . 24 . . . . . . . . . . . . . . . . . . . . . . .r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Violet. . . . . . . . . . . . . . . T . . . . . . . . . . . . . . . . . . . . . . . 23 . . . . . . . . . . . . . . . . . . . . . . m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 . Black . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 Black . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 Violet. . . . . . . . . . . . . . . P . . . . . . . . . . . . . . . . . . . . . . . 17 . . . . . . . . . . . . . . . . . . . . . . d. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Green. . . . . . . . . . . . . . . Q . . . . . . . . . . . . . . . . . . . . . . . 20 . . . . . . . . . . . . . . . . . . . . . . g. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Orange. . . . . . . . . . . . . . V . . . . . . . . . . . . . . . . . . . . . . . 25 . . . . . . . . . . . . . . . . . . . . . . p. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Orange. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Blue. . . . . . . . . . . . . . . . b . . . . . . . . . . . . . . . . . . . . . . . 19 . . . . . . . . . . . . . . . . . . . . . . f . . . . . . . . . . . . . . . . . . . . . . . 136C . . . Red . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 . Yellow . . . . . . . . . . . . . . W. . . . . . . . . . . . . . . . . . . . . . . 26 . . . . . . . . . . . . . . . . . . . . . . h. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 White. . . . . . . . . . . . . . . X . . . . . . . . . . . . . . . . . . . . . . . 27 . . . . . . . . . . . . . . . . . . . . . . .j . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Blue. . . . . . . . . . . . . . . . Y . . . . . . . . . . . . . . . . . . . . . . . 28 . . . . . . . . . . . . . . . . . . . . . . k. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 . . . . . . . . . . . . . . . . . . . Z . . . . . . . . . . . . . . . . . . . . . . . 16 Orange. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L Yellow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . X Green. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e
++ Same as Deutsch ECD except as shown * 15-Way (16-way spacing) Cavity number 1 is molded closed ** 14-Way (16-way spacing) Cavities 5 and 8 are molded closed
Foldout D1. Bulkhead Connector Cross-Reference Chart Copyright 1998 General Motors Corp.

8 31 19 7
20 2 1
RECEPTACLE
PLUG
V01671
Figure D3. 31-Way Deutsch IPD Bulkhead Connector
31-WAY DEUTSCH IPD BULKHEAD CONNECTOR

Terminal No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 Color Orange Green White White Green White Violet White Violet Red Orange Violet Yellow Blue Green Green Violet White Blue Green Orange Orange Violet Blue Orange Yellow White Blue Yellow Blue Orange Wire No. 102 103 104 106 107 110 122 120 121 124 128 129 130 131 135A 135B 147 127 156 148 139 150 141 140 149 161A 162 165 134 109 138 Description SG01 CSOL GSOL LOPR FSHI FSOL SG04 ASOL SG02 TPHI BSOL FSOL SG03 DSOL TPLO TPLO OILT HSOL DSOL NOLO NOHI NELO NEHI NTLO NTHI SNGD C3PS LOIL SNGD KSOL RETT Termination Point(s) Transmission Side Before MY 95 MY 95 A2 A C1 B F1 C G3 D D3 E D2 F A1 B2 B1 E1 C2 D1 G2 F3 D1 G H J K L M N P M Bulkhead Side ECU, A2 ECU, A3 ECU, A4 ECU, A6 ECU, A7 ECU, A10 ECU, A22 ECU, A20 ECU, A21 ECU, A24 ECU, A28 ECU, A29 ECU, A30 ECU, A31 ECU, B1 Splice, 135A ECU, B13 ECU, A27 ECU, A31 ECU ECU, B1 ECU, B16 ECU, B13 ECU, B27 ECU, B22 ECU, B14 ECU, A34 ECU, B28
F2 C3
W X
D7

N CAVITY A CAVITY B
J H RECEPTACLE
P a g PLUG NOTE: 1. Letters I and O are not used. 2. Plug cavities are lettered counterclockwise. Receptacle cavities are lettered clockwise.
V01111.01
Figure D4. Deutsch Bulkhead Connector, ECD (Male/Female)
DEUTSCH BULKHEAD CONNECTOR (MALE/FEMALE)

Terminal No. A B C D E f F G H d a c J K L M e N g R U T P Q V S b W X Y Z Color
All But MY 95 3070 MY 95 3070
Wire No.
All But MY 95 3070 MY 95 3070
Description
All But MY 95 3070 MY 95 3070
Termination Point(s)
All But MY 95 3070 MY 95 3070
Orange Green White White Green Blue White White Violet Violet Red White Orange Violet Yellow Blue Yellow Green Orange Yellow Blue Violet Violet Green Orange Orange Blue Yellow White Blue -------Orange Yellow Green
Blue
Green Yellow
102 103 104 106 107 109 110 120 121 122 124 127 128 129 130 131 134 135A 138 139 140 141 147 148 149 150 156 161A 162 165 Drain 1 201 202 203
101
111 116
SGD1 CSOL GSOL LOPR FSHI KSOL NSLO FSOL ASOL SGD2 SGD4 TPHI HSOL BSOL FSOL SGD3 DSOL KSHI JSOL TPLO RETT NSHI NOHI NTLO (MD Only) NEHI OILT NOLO NTHI (MD Only) NELO TPOT SNGD C3PS LOIL NTDRN (24V Only) Spare Spare Spare
ECU, A2 ECU, A3 ECU, A4 ECU, A6 ECU, A7 ECU, A9 ECU, A1 ECU, A10 ECU, A20 ECU, B21 ECU, A22 ECU, A24 ECU, A27 ECU, A28 ECU, A29 ECU, A30 ECU, A31 ECU, A34 ECU, A11 ECU, B1 ECU, B4 ECU, A16 ECU, B5 ECU, B2 ECU, B7 ECU, B13 ECU, B14 ECU, B15 ECU, B16 ECU, B22 ECU, B27 ECU, B28 ECU, B3 Splice to 143D
D8

PIN TERMINALS
D J R Z f m s X e k r P W d j p H N V c h n C G M U b g B F L T a A E K S S a g n K T b h p
SOCKET TERMINALS
E
A F L U
B G M V c j
C H N W d k r
D J P X e m s f R Z
PLUG
RECEPTACLE
V01672
Figure D5. Cannon 37-Way FMTV Bulkhead Connector
CANNON 37-WAY FMTV BULKHEAD CONNECTOR

Terminal No. A B C D E F H J K L M N P R S T U V W X Z a b c d e f g h j k m n p r s Color Blue Orange Green White White Green White Green Yellow Orange White Violet Violet Red White Orange Violet Yellow Blue Yellow Green Green Violet Green Blue Green Yellow White Blue Violet Yellow Orange Blue Orange Wire No. 101 102 103 104 106 107 110 111 116 201 120 121 122 124 127 128 129 130 131 202 135A 135B 147 203 156 148 161A 162 165 141 139 149 140 150 Description NSLO SG01 CSOL GSOL LOPR FSHI FSLO JSOL NSHI SPARE ASOL SG02 SG04 TPHI HSOL BSOL ESOL SG03 DSOL SPARE TPLO TPLO OILT SPARE TPOT NOLO SNGD C3PS LOIL NEHI NOHI NTHI NTLO NELO Termination Point(s) Transmission Side Bulkhead Side Before MY 95 MY 95 H2 f ECU, A1 A2 A ECU, A2 C1 B ECU, A3 F1 C ECU, A4 G3 D ECU, A6 D3 E ECU, A7 D2 F ECU, A10 H1 e ECU, A11 H3 g ECU, A16 ECU A1 G ECU, A20 B2 H ECU, A21 ECU, A22 ECU, A24 ECU, A27 B1 J ECU, A28 E1 K ECU, A29 C2 L ECU, A30 D1 M ECU, A31 ECU ECU, B1 G2 N Splice, 135A F3 P ECU, B13 ECU ECU, B22 ECU, B14 ECU, B27 ECU, B28 ECU, B31 ECU, B7 ECU, B5 ECU, B15 ECU, B6 ECU, B16
D9
F2 C3 B3 E3 E2
W X Y V U

CAVITY A CAVITY B
J H RECEPTACLE
P a g PLUG NOTE: 1. Letters I and O are not used. 2. Plug cavities are lettered counterclockwise. Receptacle cavities are lettered clockwise.
V01111.01
Figure D6. Deutsch Transmission Connector, ECD (Male/Female)
DEUTSCH TRANSMISSION CONNECTOR (MALE/FEMALE)

Terminal No. A B C D E f F G H J K L M e N g U P V W X Y Spare Spare Color
All But MY 95 3070 MY 95 3070
Wire No.
All But MY 95 MY 95 3070 3070
Description
All But MY 95 3070 MY 95 3070
Termination Point(s)
All But MY 95 3070 MY 95 3070
Orange Green White White Green Blue White White Violet Orange Violet Yellow Blue Green Green Yellow Blue Violet Orange Yellow White Blue Orange Yellow
102 103 104 106 107 101 110 120 121 128 129 130 131 111 135B 116 140 147 149 161A 162 165 201 202
SGD1 CSOL GSOL OLS Power FSHI NSLO FSOL ASOL SGD2 BSOL ESOL SGD3 DSOL JSOL TPLO NSHI NTLO (MD Only) OILT NTHI (MD Only) SNGD C3PS LOIL
ECU, A2 ECU, A3 ECU, A4 ECU, A6 ECU, A7 ECU, A1 ECU, A10 ECU, A20 ECU, B21 ECU, A28 ECU, A29 ECU, A30 ECU, A31 ECU, A11 ECU, B1 ECU, A16 ECU, B2 ECU, B13 ECU, B15 ECU, B27 ECU, B28 ECU, B3
D10
A1
A3
H1
H3
V00641
Figure D7. Transmission Connector (Prior to Model Year 95)
TRANSMISSION CONNECTOR
Terminal No. A1 A2 A3 B1 B2 B3 C1 C2 C3 D1 D2 D3 E1 E2 E3 F1 F2 F3 G1 G2 G3 H1 H2 H3 Color White Orange Orange Violet Blue Green Yellow White Blue White Green Violet White Yellow Violet Green White Green Blue Yellow Wire No. 120 102 128 121 103 130 162 131 110 107 129 104 161 147 135 106 111 101 116 Description A (C1) Solenoid Hi Solenoid Ground 1 (A, D) Reserved B (C2) Solenoid Hi Solenoid Ground 2 (B, E) Lo Oil Level C (C3) Solenoid Hi Solenoid Ground 3 (C, G) C3 Pressure Switch Power D (C4) Solenoid Hi F (Lockup) Solenoid Lo F (Lockup) Solenoid Hi E (C5) Solenoid Reserved Reserved G (Forward) Solenoid Hi Signal Ground Sump Temp Signal Reserved Analog Ground Oil Level Power J (C6) Solenoid* N (Signal) Solenoid Lo* N (Signal) Solenoid Hi* Termination Point(s) ECU, A20 ECU, A2 ECU, A28 ECU, A21 ECU, B31 ECU, A3 ECU, A30 ECU, B28 ECU, A31 ECU, A10 ECU, A7 ECU, A29 ECU, A4 ECU, B27; VIW (Amp), 13 ECU, B13 ECU, B1; TPS A; RMR A ECU, A6 ECU, A11 ECU, A1 ECU, A16
* Used with MD 3070 Models Only.
D11
6 9
V00642.02
Figure D8. RSI Connector
REMOTE SERIAL INTERFACE CONNECTOR

Terminal No. 1 2 3 4 5 6 7 8 9 10 Color Red Orange Orange Yellow Violet Yellow Black Wire No. 136 Description Battery (+) Jumper Jumper Remote Serial Interface (+) Remote Serial Interface () Remote Power Wakeup Battery () Reserved Reserved Reserved Termination Point(s) ECU, B2; VIM Conn, E1 RSI Conn, 3 (Clip Jumper Wire When Remote Selector is Primary) RSI Conn, 2 ECU, B34 ECU, B26 ECU, A8 ECU, B9; VIM Conn, A1; Battery ()
168 160 108 143
D12
A M
L R
RECEPTACLE
PLUG
V01674
Figure D9. Optional Deutsch Sensor Harness Connector
OPTIONAL DEUTSCH SENSOR HARNESS CONNECTOR

Terminal No. C D E F G H L M N P R S Color Green Orange Blue Yellow Violet White Blue Orange Orange Violet Green Yellow Wire No. 135C 138 109 134 122 127 140B 149B 150 141 148 139 Description TPLO RETT KSLO KSHI SGD4 HSOL NTLO NTHI NELO NEHI NOLO NOHI Termination Point(s) ECU, B1 ECU, B4 ECU, A9 ECU, A34 ECU, A22 ECU, A27 ECU, B6 ECU, B15 ECU, B16 ECU, B7 ECU, B14 ECU, B5
D13
SPEED SENSOR
ACCUMULATOR (H SOL)/PTO SOLENOID

V01676
Figure D10. Speed Sensor Connector
ENGINE SPEED SENSOR CONNECTOR

Terminal No. A B Color Violet Orange Wire No. 141 150 Description Engine Speed Sensor Hi Engine Speed Sensor Lo Termination Point(s) ECU, B7 ECU, B16
TURBINE SPEED SENSOR CONNECTOR (HD/B 500 ONLY)

Terminal No. A B Color Orange Blue Wire No. 149 140 Description Turbine Speed Sensor Hi Turbine Speed Sensor Lo Termination Point(s) ECU, B15 ECU, B6
OUTPUT SPEED SENSOR CONNECTOR

Terminal No. A B Color Yellow Green Wire No. 139 148 Description Output Speed Sensor Hi Output Speed Sensor Lo Termination Point(s) ECU, B5 ECU, B14
ACCUMULATOR (H) SOLENOID AND PTO SOLENOID CONNECTOR

Terminal No. A B Color White Violet Wire No. 127 122 Description H Solenoid Hi Solenoid Ground 4 Termination Point(s) ECU, A27 ECU, A22
D14
G H J K L M
F E D C B A
V00644.01
Figure D11. Diagnostic Connector
DIAGNOSTIC CONNECTOR
Terminal No. A H* H** J K Color Black Yellow Red White Blue Wire No. 143 146B 136D 142 151 Description Battery () Ignition Signal Battery (+) Serial Communication (+) Serial Communication () Termination Point(s) ECU, B18; VIM Conn, A2 ECU, B12; VIM Conn, F1 ECU, B12; VIM Conn, F1 ECU, B8; VIW (Amp), 6 ECU, B17; VIW (Amp), 7
* After 9/93 ** Prior to 9/93
D15
A E D C
V01677
Figure D12. Optional Deutsch DDR Connector
OPTIONAL DEUTSCH DDR CONNECTOR

Terminal No. A B C* C** D E F Color White Blue Yellow Red Black Wire No. 142A 151A 146B 136D 143 Description Serial Communication (+) Serial Communication () Ignition Signal Battery (+) Open Battery () Open Termination Point(s) ECU, B8; VIW, 6 ECU, B17; VIW, 7 ECU, B12; VIM Conn, F1 ECU, B12; VIM Conn, F1 ECU, B18; VIM Conn, A2
* After 9/93 ** Prior to 9/93
D16
2 6 10 14 13 16 5 9 12 4
1 3 8 11 15 7
LOOKING INTO END VIEW OF CONNECTOR ON EXTERNAL WIRING HARNESS
V00647.01
Figure D13. VIW (Amp) Connector
VIW (AMP) CONNECTOR

Terminal No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Color Green Blue Yellow Orange White Blue Yellow Green White Yellow Blue Green Wire No. 105 118 119 137 142B 151B 153 155 157 158 154 161B 163 143A 117 Description Spec Function Output 5 () Spec Function Input 3 (+) Spec Function Input 4 (+) Reserved Spec Function Input 7 () Serial Communication (+) Serial Communication () Spec Function Input 2 () Spec Function Input 1 () Reserved Reserved Spec Function Input 5 () ABS Signal Ground Spec Function Input 6 () Reserved Spec Function Input 8 () Termination Point(s) ECU, A5 ECU, A18 ECU, A19 ECU, B3 ECU, B8; DDR, J ECU, B17; DDR, K ECU, B19 ECU, B21 ECU, B20 ECU, B27; Trans, F2 ECU, B29 ECU, A17
D17
V00645
Figure D14. TPS Connector
THROTTLE POSITION SENSOR CONNECTOR

Terminal No. A B C Color Green Blue Red Wire No. 135A 156 124 Description Analog Ground TPS Signal TPS Hi Termination Point(s) ECU, B1; Trans Conn, G2; RMR Conn, A ECU, B22 ECU, A24
D18
A B F
C D
V01675
Figure D15. Transfer Case Connector
TRANSFER CASE CONNECTOR

Terminal No. A B C D Color White Violet Yellow Green Wire No. 127 122 139 148 Description H (Diff Lock) Solenoid Hi H (Diff Lock) Solenoid Lo Output Speed Sensor Hi Output Speed Sensor Lo Termination Point(s) ECU, A27 ECU, A22 ECU, B5 ECU, B14
D19
A G B
F E H
V00646
Figure D16. Retarder Connector (MD/B 300/B 400)
RETARDER CONNECTOR MD/B 300/B 400

Terminal No. A B C D E F Color Yellow Blue Yellow Green Orange Green Wire No. 134 109 139 148 138 135C Description Termination Point(s) K (Rtdr Enable) Solenoid Hi ECU, A34 K (Rtdr Enable) Solenoid Lo ECU, A9 Output Speed Sensor Hi ECU, B5 Output Speed Sensor Lo ECU, B14 Retarder Temperature ECU, B4 Analog Ground ECU, B1; Trans Conn, Term G2; TPS A
D20
V01099
Figure D17. Retarder Connector (HD/B 500)
RETARDER CONNECTOR HD/B 500

Terminal No. A B Color Yellow Blue Wire No. 134 109 Description K (Rtdr Enable) Solenoid Hi K (Rtdr Enable) Solenoid Lo Termination Point(s) ECU, A34 ECU, A9
D21
V00645
Figure D18. Retarder Resistance Module/Interface Connector
RETARDER RESISTANCE MODULE / INTERFACE CONNECTOR

Terminal No. A B C Color Green Yellow White Wire No. 135D 164 133 Description Analog Ground Retarder Mod. Retarder Mod. Hi Termination Point(s) ECU, B1; Trans Conn, G2; Rtdr Resist Module, A; TPS, A ECU, B22; Rtdr Resist Module, B ECU, A24; Rtdr Resist Module, C
D22
V01678
Figure D19. Retarder Temperature Sensor Connector (HD/B 500)
RETARDER TEMPERATURE SENSOR CONNECTOR HD/B 500

Terminal No. A B Color Orange Green Wire No. 138 135 Description Retarder Temperature Analog Ground Termination Point(s) ECU, B4 ECU, B1; Trans Conn, G2; TPS, A; Rtdr Module Sens, A
D23

NOTES
D24
CUSTOMER-FURNISHED VIW/VIM CONNECTOR CROSS-REFERENCE CHART

Connector Description Navistar 29516972 VIW A 29511372 Wire # Term. # 105 119 137 142B 151B 161C 163 325CM 325NC 332CM 332NC 332NO Connector Description 9 5 12 11 10 1 2 3 4 6 7 8 Color Green Yellow Orange White Blue Yellow Blue Yellow Green Yellow Green Blue Navistar 29516972 VIW B 29511373 Wire # Term. # 108 136B 142A 143B 151A 154 160 168 315 346 357UF 358 8 7 3 6 4 12 10 9 5 1 11 2 Color Yellow Red White Black Blue White Violet Yellow White Orange White White Navistar 29516972 VIW C 29511374 Wire # Term. # 117 118 153 155 161B 312CM 312NO 312NC 314CM 314NC 314NO 3 5 6 2 1 10 12 11 7 8 9 Color Green Blue Yellow Green Yellow Yellow Blue Green Yellow Green Blue Freightliner 29517161 VIM A 12066195 Wire # Term. # Color 112 113 114 115 125 132 D E F A C B Violet White White Green White Orange Freightliner 29517161 VIM B Wire # Term. # Color 123 136A 136C 143A 143C 146A 157 158 D E F A B G C H Violet Red Red Black Black Yellow Violet Orange Freightliner 29517161 VIW Wire # Term. # Color 105 117 118 119 137 142B 151B 153 154 155 161B 163 1 16 2 3 5 6 7 8 12 9 13 14 Green Green Blue Yellow Orange White Blue Yellow White Green Yellow Blue
Navistar 29516972 Rev. Warn/Neut Start 12084891 Wire # Term. # Color 313CM 313NO 323NO 323CM A B D E Yellow Blue Blue Yellow
Navistar 29516972 Power/Ground 15300002 Wire # Term. # 336B 343B A B
Ford 29515707&8 Fuse 12033769 Color Red Black Wire # 136E 136F Term. # A B Color Red Red
Ford 29515704 Fuse 12033769 Wire # 136D 136E Term. # A B Color Red Red
Gillig 29511644 6-Way Shroud #47 12010975 Wire # Term. # 136A 136C 146A 143C 143F A B C D E F
Color Red Red Yellow Black Black
Gillig 29511644 6-Way Tower #51 12015799 Wire # Term. # 158 113 157 123 115 A B C D E F
Color Red White Violet Violet Green
Connector Description
Freightliner 29507731 2-Fuse Block 29509584 Wire # Term. # Color 14 136D 146A 1A 2A 2B White Red Yellow
Freightliner 29507731 Relay Holder A 29509583 Wire # Term. # GND 115 30 85 86 87 87A
Color White Green
Freightliner 29507731 Relay Holder B 29509583 Wire # Term. # 30 85 86 87 87A
Color
Freightliner 29507731 Relay Holder C 29509583 Wire # Term. # Color 20C 113 20B 20A 30 85 86 87 87A White White White White
Freightliner 29520928 2-Fuse Block 29509584 Wire # Term. # Color 14 136D 146A 1A 1B 2A 2B 87A White Red Yellow
Freightliner 29520928 Relay Holder A 29509583 Wire # Term. # Color 15E GND 123A 15 30 85 86 87 Black White Violet Black
GND 123
White Violet
Connector Description
Freightliner 29520928 Relay Holder B 29509583 Wire # Term. # Color 20B 113 20A 304 30 85 86 87 87A White White White White
Foldout D2. Customer-Furnished VIW/VIM Connector Cross-Reference Chart Copyright 1996 General Motors Corp.
A1
A3
F1
F3
V01100
Figure D20. VIM Connector (Harness)

)
VIM CONNECTOR (HARNESS)

Terminal No. A1 A2 A3 B1 B2 B3 C1 C2 C3 D1 D2 D3 E1 E2 E3 F1 F2 F3 Color Black Black Green Orange Violet White Orange Violet Violet Red Red Yellow White White Wire No. 143A 143C 115 132 157 125 158 123 112 136A 136C 146 113 114 Description Battery () Battery () DO NOT SHIFT Light Output Function 2 Speedometer Signal Reserved Reserved Output Function 4 Dimmer Input Neutral Start Output Function 3 Reserved Battery (+) Battery (+) Reserved Ignition Sense Reverse Warning Output Function 1 Termination Point(s) ECU, B9; RSI, 7 ECU, B18; DDR, A ECU, A15 ECU, A32 ECU, B23 ECU, A25 ECU, B24 ECU, A23 ECU, 112 ECU, B2; RSI, 1 ECU, B11; DDR, H ECU, B12; DDR Conn, H ECU, A13 ECU, A14
D27
A1
K3
V01240
Figure D21. VIM Connector (Harness)
VIM CONNECTOR (HARNESS 30-WAY)

Terminal No. A1 A2 A3 B1 B2 B3 C1 C2 C3 D1 D2 D3 E1 E2 E3 F1 F2 F3 G1 G2 G3 H1 H2 H3 J1 J2 J3 K1 K2 K3
*
Color Blue Yellow Blue Yellow Green Orange Green Green Green Yellow Yellow Blue Blue Yellow Blue Yellow
White Red Red White Black Black White
Wire No. 313NO 314CM 314NO 313CM 314NC Reserved 346 312NC Reserved 325NC 332NC Reserved 325CM 332CM 332NO 323NO 312CM 312NO 323CM Reserved Reserved Reserved 357UF Reserved 336A 336C 358 343A 343C 315
Description Termination Point(s)* Reverse Warning Relay Normally Open Output Wire 114 Relay Common Output Wire 114 Relay Normally Open Reverse Warning Relay Common Output Wire 114 Relay Normally Closed Ignition Power Output Wire 112 Relay Normally Closed Output Wire 125 Relay Normally Closed Output Wire 132 Relay Normally Closed Output Wire 125 Relay Common Output Wire 132 Relay Common Output Wire 132 Relay Normally Open Neutral Start Relay Normally Open Output Wire 112 Relay Common Output Wire 112 Relay Normally Open Neutral Start Relay Common
Speedometer Unltered Battery Power Battery Power Dimmer Battery Ground Battery Ground DO NOT SHIFT Light
Termination Points are determined by OEM electrical system design.
D28
1 5 9
PLUG
16
RECEPTACLE
V01673
Figure D22. Ford 16-Way Transmission Bulkhead Connector*
BULKHEAD A (GRAY)
Terminal No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Color Orange Green White Green White White Violet Orange Violet Yellow Blue Red Red Black Black Wire No. 102 103 104 107 110 120 121 128 129 130 131 136B 136C 143B 143C Description SGD1 CSOL GSOL FSHI FSLO ASOL SGD2 BSOL ESOL SGD3 DSOL 12/24V 12/24V BTGD BTGD Termination Point(s) Transmission Side Bulkhead Side Molded Closed A2 ECU, A2 C1 ECU, A3 F1 ECU, A4 D3 ECU, A7 D2 ECU, A10 A1 ECU, A20 B2 ECU, A21 B1 ECU, A28 E1 ECU, A29 C2 ECU, A30 D1 ECU, A31 Splice to 136E Splice to 136A Splice to 136E ECU, B11 Splice to 143F Splice to 143A Splice to 143F ECU, B18
BULKHEAD B (BLACK)
Terminal No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
*
Color White Yellow Green Violet Blue Orange Red Violet Orange Green Blue Yellow White Blue
Wire No. 106 139 148 147 140 149 124 141 150 135A 156 161A 162 165
Description LOPR NOHI NOLO OILT Molded Closed NTLO NTHI Molded Closed TPHI NEHI NELO TPLO TPOT SNGD C3PS LOIL
Termination Point(s) Transmission Side Bulkhead Side G3 ECU, A6 NOA ECU, B5 NOB ECU, B14 F3 ECU, B4 E2 E3 TPSC NEA NEB TPSA TPSB F2 C3 B3 ECU, B6 ECU, B15 ECU, A24 ECU, B7 ECU, B16 ECU, B1 ECU, B22 ECU, B27 ECU, B28 ECU, B31
For Model Year 1995 and later units, consult the Ford Vehicle manual for terminal identication.
D29

12066195 12064998
A H
H
V01679
Figure D23. Packard Metri-Pack VIM Connectors
VIM A: 8-WAY MALE P/N 12066195 (FREIGHTLINER HARNESS P/N 29517161)

Terminal No. A B C D E F G H Color Green Orange White Violet White White Wire No. 115 132 125 112 113 114 Description DNS SFO2 SFO4 SFO3 RVWN SFO1 Termination Point(s) ECU, A15 ECU, A32 ECU, A25 ECU, A12 ECU, A13 ECU, A14
VIM B: 8-WAY FEMALE P/N 12064998 (FREIGHTLINER HARNESS P/N 29517161)

Terminal No. A B C D E F G H Color Black Black Violet Violet Red Red Yellow Orange Wire No. 143A 143C 157 123 136A 136C 146A 158 Description BTGD BTGD VSPD NTST 12/24V 12/24V IGSN DIMR Termination Point(s) ECU, B9 ECU, B18 ECU, B23 ECU, A23 ECU, B2 ECU, B11 ECU, B12 ECU, B24
D30
12010975
12015799
V01681
Figure D24. Packard Weather Pack VIM Connectors
6-WAY SHROUD P/N 12010975 (GILLIG HARNESS P/N 29511644)

Terminal No. A B C D E F
)
Color Red Red Yellow Black Black
Wire No. 136A 136C 146A 143C 143A
Description 12/24V 12/24V IGSN BTGD BTGD
Termination Point(s) ECU, B2 ECU, B11 ECU, B12 ECU, B18 ECU, B9
6-WAY TOWER P/N 12015799 (GILLIG HARNESS P/N 29511644)

Terminal No. A B C D E F Color Orange White Violet Violet Green Wire No. 158 113 157 123 115 Description DIMR RVWN VSPD NTST DNS Termination Point(s) ECU, B24 ECU, A13 ECU, B23 ECU, A23 ECU, A15
D31
7
V01680
Figure D25. Navistar Deutsch DT Series VIW Connector
VIW A (GRAY)
Current Conguration Terminal No. 1 2 3 4 5 6 7 8 9 10 11 12 Color Yellow Blue Yellow Green Yellow Yellow Green Blue Green Blue White Orange Wire No. 161C 163 325CM 325NC 119 332CM 332NC 332NO 105 151B 142B 137 Description Signal Ground SFI6 SFO4Com SFO4NC SFI4 SFO2Com SFO2NC SFO2NO SFO5 SCI SCI + SF17 Former Conguration Wire No. 161B 163 320 321 153 315 316 317 105 151B 142B 117 Description Same as Current Same as Current Same as Current Same as Current SFI2 SFO1Com SFO1NC SFO1NO Same as Current Same as Current Same as Current SFI8 Termination Point(s) Splice to 161A ECU, B29 VIM B, E1 VIM B, D1 ECU, A19 VIM B, E2 VIM B, D2 VIM B, E3 ECU, A5 Splice to 151A Splice to 142A ECU, B3
VIW B (BLACK)
Current Conguration Terminal No. 1 2 3 4 5 6 Color Orange White White Blue White Black Wire No. Description 346 358 142A 151A 315 143B Ignition Signal Dimmer SCI + SCI DNS Battery Ground Former Conguration Wire No. Description 303 324 142A 151A 319 143B Same as Current Same as Current Same as Current Same as Current Same as Current Same as Current Termination Point(s) VIM B, C1 VIM B, J3 ECU, B8 ECU, B17 VIM B, K3 Splice to 143A
(continued on the next page)
D32

VIW B (BLACK) (contd)
Current Conguration Terminal No. 7 8 9 10 11 12
No.
Former Conguration Wire No. 136B 108 168 160 313 154 Description Same as Current Same as Current Same as Current Same as Current Same as Current Same as Current Termination Point(s) Splice to 136A ECU, A8 ECU, B34 ECU, B26 VIM B, H2 ECU, B20
Color Red Yellow Yellow Violet White White
Wire No. 136B 108 168 160 357UF 154
Description 12/24V Remote Wakeup RSI + RSI Speedometer SFI5
VIW C (BLACK)
Current Conguration Terminal No. 1 2 3 4 5 6 7 8 9 10 11 12 Color Wire No. Yellow 161B Green 155 Green 117 Blue Yellow Yellow Green Blue Yellow Green Blue 118 153 314CM 314NC 314NO 312CM 312NC 312NO Description Signal Ground SFI1 SFI SFI3 SFI2 SFO1COM SFO1NC SFO1NO SFO3COM SFO3NC SFO3NO Former Conguration Wire No. 161B 155 137 118 119 305 306 307 310 311 312 Description Same as Current Same as Current SFI7 Same as Current SFI4 SFO2COM SFO2NC SFO2NO Same as Current Same as Current Same as Current Termination Point(s) Splice to 161A ECU, B21 ECU, A17 ECU, A18 ECU, B19 VIM B, A2 VIM B, B2 VIM B, A3 VIM B, F2 VIM B, C2 VIM B, F3
D33
1B
2B 85
87 86 1A 2-FUSE BLOCK 2A HOLDER RELAY (A,B, AND C)
30 87A
V01682
Figure D26. Dill VIW Connectors
FREIGHTLINER HARNESS P/N 29507731 (PRIOR TO MODEL YEAR 1995)

2-Fuse Block P/N 29509584 Terminal No. Color 1A White 1B White 2A Red 2B Yellow Relay Holder A P/N 29509583 Terminal No. Color 30 White 85 Green 86 White 87 White 87A Relay Holder B P/N 29509583 Terminal No. 30 85 86 87 87A Terminal No. 30 85 86 87 87A Color Black White Violet Black Wire No. 14 306 136D 146A Wire No. GND 115 305 223 Description Battery (+) Ignition Feed 12/24V IGSN Description GND SP DNS ACC IGTN DNS LIGHT Termination Point(s) Battery Terminal CIW B, D Splice A ECU, B12 Termination Point(s) Splice Area C ECU, A15 CIW A, D CIW B, F
Wire No. 15E GND 123 15
Description IG SRT GND SP NTST IG SRT
Termination Point(s) CIW A, A Splice Area C ECU, A23 CIW A, F
Relay Holder C P/N 29509583 Color White White White White Wire No. 20C 113 20B 20A Description ACC PWR FD RVWN ACC PWR FD ACC PWR FD Termination Point(s) CIW A, B ECU, A13 Splice Area E CIW A, E
(continued on the next page)

D34 Copyright 1998 General Motors Corp.

FREIGHTLINER HARNESS P/N 29520928 (MODEL YEAR 1995)
2-Fuse Block P/N 29509584 Terminal No. Color 1A White 1B Red 2A White 2B Yellow Relay Holder A P/N 29509583 Terminal No. Color 30 Black 85 White 86 Violet 87 Black 87A Relay Holder B P/N 29509583 Terminal No. 30 85 86 87 87A Color White White White White Wire No. 14 136D 306 146A Wire No. 15E GND 123A 15 Description Battery (+) 12/24V Ignition, Fused IGSN Description IG SRT RLYGND NTST IG SRT Termination Point(s) Battery Terminal Splice Area A CIW B, D ECU, B12 Termination Point(s) CIW A, A CIW A, V ECU, A23 CIW A, F
Wire No. 20B 113 20A 304
Description ACC PWR FD RVWN ACC PWR FD REVWRN
Termination Point(s) Relay B, 86 ECU, A13 CIW A, E CIW A, B
D35
12084891 E
15300002 A
12033769 B
A
V01683
Figure D27. Packard Metri-Pack Cab And Chassis Harness Connectors
REVERSE WARN / NEUTRAL START P/N 12084891 (NAVISTAR HARNESS P/N 29516972)
Terminal No. A B C D E Color Yellow Blue Blue Yellow Wire No. 313CM 313NO 323NO 323CM Description RWCOM RWNO NSNO NSCOM Termination Point(s) VIM B, B1 VIM B, A1 VIM B, F1 VIM B, G1
POWER / GROUND P/N 15300002 (NAVISTAR HARNESS P/N 29516972)

Terminal No. A B Color Red Black Wire No. 336B 343B Description 12/24 UNF BTGND Termination Point(s) Splice to 336A, C Splice to 343A, B
FUSE P/N 12033769 (FORD HARNESS P/N 29515708)

Terminal No. A B Color Red Red Wire No. 136E 136F Description 12/24V 12/24V Termination Point(s) Splice to 136B Battery Ring Terminal
FUSE P/N 12033769 (FORD HARNESS P/N 29515704)

Terminal No. A B Color Red Red Wire No. 136D 136E Description 12/24V 12/24V Termination Point(s) Splice to 136B Battery Ring Terminal
D36

LABEL INDICATES PRESSURE LEVEL
A B LO
V00570
Figure D28. Resistance Module Type 2 Single Pressure Switch
RESISTANCE MODULE TYPE 2

Terminal No. A B Color White Blue
D37

O W
D C B A
V B
V00571
Figure D29. Resistance Module Type 3 Bendix E-10R Pedal

Terminal No. A B C D Color Blue Violet White Orange
D38
6 5 4 3 2 1 +
(R) (Y) (G) (V) (O) (B) (W)
100%
3 6 5 4 2 1
0%
NC
+
V00572
Figure D30. Resistance Module Type 5 Hand Lever

Terminal No. + 1 2 3 4 5 6 Color White Blue Orange Violet Green Yellow Red
D39
SIGNAL (Y) +5V (W)
C B
GND (G)
A
V00573
Figure D31. Resistance Module Type 7 Dedicated Pedal

Terminal No. A B C Color Green Yellow White
D40
A B HI LABEL INDICATES PRESSURE LEVEL A B MED LABEL INDICATES PRESSURE LEVEL A B LO LABEL INDICATES PRESSURE LEVEL
V00574.01
Figure D32. Resistance Module Type 8 Three Pressure Switch
RESISTANCE MODULE TYPE 8 LOW PRESSURE

Terminal No. A B Color White Blue
MEDIUM PRESSURE
Terminal No. A B Color White Orange
HIGH PRESSURE
Terminal No. A B Color White Violet
D41
A B HI
A B MED
V00575
Figure D33. Resistance Module Type 9 Two Pressure Switch
RESISTANCE MODULE TYPE 9 MEDIUM PRESSURE

Terminal No. A B Color White Orange
HIGH PRESSURE
Terminal No. A B Color White Violet
D42
B
V01106
Figure D34. End View of Oil Level Sensor Plug
OIL LEVEL SENSOR CONNECTOR

Termination Point(s) 24-Way Transmission 31-Way Feedthrough Connector Harness Connector Y B3 G2 N G3 D
Terminal No. A B C D
Color White Black Red
Wire No. 165 135B 106
Description LOIL TPLO LOPR
D43

SPARE WIRES
Color Orange Yellow Green Violet Blue White Wire No. 201 202 203 204 205 206 From ECU ECU ECU ECU ECU ECU To Trans Connector Trans Connector TPS Connector RSI Connector VIM Connector VIW Connector
D44
APPENDIX E CONNECTOR PART NUMBERS, TERMINAL PART NUMBERS, TOOL PART NUMBERS, AND REPAIR INSTRUCTIONS
Contents Page List of Special Tools Required to Service WTEC II Wiring Harnesses . . . . . . . . . . . . . . . . . . . . . . . . E2 11. 12. 13. 14. Thomas & Betts Connectors (ECU and RSI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3 Packard Metri-Pack 150 Series Connectors Pull-to-Seat (Internal/External Harness to Transmission Feedthrough; Speed Sensor; Accumulator Solenoid; 30-Way & 18-Way VIM) . . . . . . . E5 Packard Metri-Pack 150 Series Connectors Push-to-Seat (Oil Level Sensor) . . . . . . . . . . . . . . . . . E9 Packard Metri-Pack 280 Series Connectors Pull-to-Seat (8-Way Freightliner; 5-Way Navistar Cab Harness; 2-Way Navistar and Ford Cab Harness; Internal Harness Solenoid & C3 Pressure Switch) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E13 Packard Metri-Pack 280 Series Connectors Push-to-Seat (DDR) . . . . . . . . . . . . . . . . . . . . . . . . . E17 Packard Weather Pack Connectors (TPS; 3-Way RMR Sensor; HD Retarder Temperature; 6-Way Gillig VIM; 4-Way RMR Device, Type 3; 3-Way RMR Device (Dedicated Pedal)). . . . . . . . E21 Amp Products Connectors (16-Way VIW; 8-Way RMR Device (Hand Lever)) . . . . . . . . . . . . . . . . . E25 Deutsch IPD/ECD Connectors (31-Way Bulkhead; 31-Way Feedthrough Harness; 16-Way Optional Sensor Harness; 6-Way Optional DDR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-27 ITT Cannon Connectors Crimped (37-Way FMTV Bulkhead; 6-Way Transfer Case; 8-Way MD Retarder) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E33 ITT Cannon Connectors Soldered (2-Way HD Retarder). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E37 Deutsch DT Series Connectors (12-Way Navistar VIW). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E41 Dill Connectors (4-Way Fuse and 5-Way Relay VIW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E45 EPC Connectors (16-Way Ford Bulkhead) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E49 Repair of a Broken Wire with In-Line Butt Splice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E50 List of World Transmission Connector Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E52 Allison Transmission is providing for service of WTEC II wiring harnesses and wiring harness components as follows: (See Service Information Letter 1-WT-97 for further information.)
15. 16. 17. 18. 19. 110. 111. 112. 113. 114. 115. NOTE:
E1
LIST OF SPECIAL TOOLS REQUIRED TO SERVICE WTEC II WIRING HARNESSES
Tool Number 23046604 23046605 J 25070 J 34182 J 34513 J 34823 J 35123 J 35606 J 35615 J 35689-A J 38125-6 J 38125-7 J 38125-8 J 38125-10 J 38125-13 J 38582-3 J38687 J 38852 J 39227 J 39841 J 39842 J 41193 J 41193-1 J 41193-2 J 41193-3 J 41194 None None None Tool Type Splice, Sealed (1416 AWG) Splice, Sealed (1822 AWG) Heat Gun Crimper Remover Remover Crimper (alternate) Crimper (alternate) Wire Stripper Remover Crimper Crimper Crimper Remover Remover Remover Crimper Crimper (alternate) Remover Terminal Remover/Installer (MD Retarder) Terminal Remover/Installer (MD 3070 T-case) Connector Repair Kit (FMTV) Guide Pin Insertion Tool Terminal Remover Extractor/Inserter 5070 Percent Tin Resin Core Solder Pen-Type Soldering Iron (Max OD = 3.175 mm) Desoldering Braid Paragraph Reference 114 114 114 18, 19, 111 18 17 12, 13 16 114 12, 13 15, 16 12, 13, 14, 15, 17, 112, 113 112 16 14, 15, 112, 113 18 11 16 11 19 19 19 19 19 19 18 110 110 110
E2
NOTES
E3
WIRING AND TERMINAL
RSI CONNECTOR
TERMINAL FINGER
UP OR DOWN TO RELEASE TERMINAL
J 39227 REMOVAL TOOL
CONNECTOR
LOCKING BAR
VIEW A
J 38687
CRIMP NEST #2
VIEW B
V01684
Figure E1. Thomas & Betts ECU Connector, RSI Connector
E4
11. THOMAS & BETTS CONNECTORS (ECU AND RSI)
A. Connector/Terminal Repairs Crimping Tool Crimp Nest No. 2 Remover Tool Use Electronic Control Unit J 38687 J 39227 Description Connector A (Black/White) Connector B (Black) Terminal O-ring Seal Locking Bar Cavity Plug Connector Terminal O-ring Seal Locking Bar Cavity Plug P/N 29500915 29500914 29500917 29503055 29503057 29500919 29500916 29500917 29503054 29503056 29500919
Remote Serial Interface (RSI)
B.
Terminal Removal 1. Remove the locking bar(s) from front of the connector (Figure E1, View A). 2. Move the appropriate terminal nger slightly up or down to release the desired terminal and pull on the wire to remove the terminal from the back of the connector. 3. If replacing the terminal, cut the wire between the core and insulation crimp to minimize wire loss.
C.
Terminal Crimping 1. Carefully strip insulation 4 mm 0.5 mm (0.16 0.02 inch). Automatic Wire Stripper J 35615 will remove insulation and crimp from old terminal without damaging the wire, unless the insulation crimp is overtight. 2. Insert a terminal into Crimp Nest No. 2 of crimping tool J 38687 (Figure E1, View B). 3. Properly position the stripped wire in the terminal and squeeze the handles of the crimping tool until the ratchet mechanism releases. 4. Insert the newly crimped terminal back into its cavity and push until the terminal nger locks into place. 5. Reinsert the locking bar(s) into the front of the connector.
D.
Deletion of RSI Jumper Wire 1. Follow Steps 1 and 2 of Paragraph B (Terminal Removal) above. 2. Insert cavity plugs in cavities 2 and 3.
E5
STRAIN RELIEF
SEALING PLUG
SPECIAL BOLT
SEAL PLUG BUTTS UP HERE
RETAINER
12 WAY SEAL PLUG HARNESS CONNECTOR SEAT IN THIS DIRECTION
J 35689-A
REMOVE IN THIS DIRECTION
WIRE AND TERMINAL
INSERTION OF REMOVAL TOOL J 35689-A FORCES LOCK TANG TOWARD BODY OF TERMINAL
VIEW A
BUTT WIRE AGAINST TERMINAL HOLDER
USE WIRE GAUGE 18-16 SLOT
WIRE SIDE
J 38125-7
B D
22-20
A C E
18-16
TERMINAL
VIEW B
PUSH LOCK TO INSERT TERMINAL END J 35123
WIRE SIDE
TERMINAL HOLDER
22-20
VIEW C
18-16
V01685
Figure E2. Packard Metri-Pack 150 Series Connectors Pull-to-Seat (Internal/External Harness to Transmission Feedthrough; Speed Sensor; Accumulator Solenoid; 30-Way and 18-Way VIM)
E6
12. PACKARD METRI-PACK 150 SERIES CONNECTORS PULL-TO-SEAT (INTERNAL/EXTERNAL HARNESS TO TRANSMISSION FEEDTHROUGH; SPEED SENSOR; ACCUMULATOR SOLENOID; 30-WAY AND 18-WAY VIM)
A. Connector/Terminal Repairs Crimping Tool Wire Crimp Insulation Crimp Alternate Crimping Tool Remover Tool Use External Harness to Transmission Feedthrough Connector J 38125-7 Anvil E Anvil C J 35123 J 35689-A Description Connector Body 12-Way Seal (x2) Special Bolt Retainer Strain Relief Terminal (Socket) Cavity Plug Connector Assembly Terminal 12-Way Seal (x2) (Internal) Connector Terminal Connector Terminal Connector Terminal Connector Terminal Connector (VIM) Connector Body 9-Way Seal (x2) 18-Way Strain Relief Special Bolt Bolt Retainer Sealing Plug Terminal Harness Connector (OEM) Connector Body 15-Way Seal (x2) 30-Way Strain Relief Special Bolt Bolt Retainer Sealing Plug Terminal
P/N 12092201 12092200 12129426 12034236 12110234 12110236 12034413 12092197 12110236 29514675 12092419 12110236 12162193 12103881 12162193 12103881 15326143 12103881 12040920 12040936 12110545 12129426 12034236 12034413 12103881 29506606 12034397 12040879 12110546 12129426 12034236 12034413 12103881
E7
Internal Harness to Transmission Feedthrough Connector Turbine Speed (Nt) Sensor (MD/B 300/B 400) Turbine Speed (Nt) Sensor (HD/B 500) Engine/Output (All Models) (Ne/No) Speed Sensor Accumulator (H Solenoid) Vehicle Interface Module (VIM)
Vehicle Interface Module (Vehicle)
NOTE: B. Do not solder crimps. Terminal Removal 1. Insert needle end of terminal remover J 35689-A into the small notch between the connector and the terminal to be removed (Figure E2, View A). Push the lock tang toward the terminal. 2. Push the wire and terminal out of the connector (this is a pull-to-seat terminal). 3. Pull terminal as far as necessary from the connector. This will be limited by the number of other wires inserted into the connector and by the distance between the back side of the connector and the beginning of the harness covering. 4. If terminal is to be replaced, cut the terminal between the core and insulation crimp to minimize wire loss. NOTE: If replacing the complete external harness to transmission connector assembly, a new connector should be assembled in the following order (see Figure E2). 1. 2. 3. 4. 5. 6. 7. C. Insert the two 12-way seals in the back of the connector. Insert the cavity plugs in the openings which will not be used. Put the strain relief in place on the back of the connector. Insert the bolt into the back side of the strain relief and push it through the front of the connector. Install the retainer ring on the bolt. Insert the harness wires in the proper connector positions and pull out the front of the connector. Strip the wires and crimp the terminals as instructed. Terminal Crimping Internal and external harness to feedthrough, VIM, and speed sensor terminals (standard crimping tool). 1. If a spare wire is used, the wire should be pushed through the proper hole in the strain relief (if used), through the green seal, and out the other side of the connector before stripping. 2. Carefully strip insulation 4.5 mm 0.5 mm (0.18 0.02 inch). Unless insulation crimp is overtight, Automatic Wire Stripper J 35615 will remove insulation and crimp from old terminal without damaging wire. 3. Place core crimp portion of terminal on bed of anvil E and squeeze crimper enough to keep terminal from dropping (Figure E2, View B). 4. Position wire core in terminal and squeeze crimper tool to complete the core crimp. Be sure to orient the terminal so that it is properly aligned with the terminal cavity in the connector. The terminal should be positioned so that the lock tang is on the side of the cavity which has the notch in the middle (for the remover tool). 5. Position insulation crimp of terminal on anvil C so that the entire insulation crimp area and a portion of the terminal between the core and insulation crimp areas are supported by the anvil. Complete the insulation crimp.
E8
C. Terminal Crimping (contd) 6. Be sure lock tang is lifted to allow proper reseating of the terminal. 7. Pull on the wire to pull the terminal completely into the cavity. (A click will be heard and the terminal should stay in place if the wire is pushed.) D. Terminal Crimping Using Alternate Tool J 35123 1. If a spare wire is used, the wire should be pushed through the proper hole in the strain relief (if used) and the seal (green), and out the other side of the connector prior to stripping. 2. Insert remover tool in front side of connector to release lock tab and push terminal out front of connector. Pull the terminal and wire out the front of the connector to complete Steps 3 through 7. 3. Push open the terminal holder on the crimper tool J 35123 and insert a terminal into the opening marked 1816 (Figure E2, View C) so that the crimp ends point up. Release the terminal holder. 4. Slightly close the crimping tool (close until one click is heard) but do not start to crimp the terminal. Place the terminal on the wire so it is in the same position as it will be when pulled back into the connector. The terminal should be positioned so that the lock tang is on the side of the cavity which has the notch in the middle (for the remover tool). 5. Insert the wire into the terminal until the wire contacts the holder. (By doing this, the core and insulation should be properly positioned for the core and insulation crimp wings.) 6. Squeeze the crimper fully until it opens when released. 7. Open the terminal holder and remove the wire and terminal from the crimping tool. 8. Pull on the terminal to assure a tight crimp. 9. Be sure lock tang is lifted to allow proper reseating of the terminal. 10. Pull on the wire to pull the terminal completely into the cavity. (A click will be heard and the terminal should stay in place if the wire is pushed.)
E9
Install in this direction SECONDARY LOCK

D
D C
A J 35689-A
VIEW A
Butt wire against terminal holder Use wire gauge 18-16 slot
WIRE SIDE
A C E
VIEW B
22-20
B D
18-16
J 38125-7
Push lock to insert terminal end J 35123

WIRE SIDE
VIEW C
22-20
18-16
Figure E3. Packard Metri-Pack 150 Series Connectors Push-to-Seat (Oil Level Sensor)
E10
C
TERMINAL HOLDER
Remove in this direction WIRE AND TERMINAL Insertion of removal tool (J 35689) forces lock tang toward body of terminal
TERMINAL
V01686.01
13. PACKARD METRI-PACK 150 SERIES CONNECTORS PUSH-TO-SEAT (OIL LEVEL SENSOR)
A. Connector/Terminal Repairs Crimping Tool Wire Crimp Insulation Crimp Alternate Crimping Tool Remover Tool Use Oil Level Sensor J 38125-7 Anvil E Anvil C J 35123-7 J 35689-A Description 4-Pin Plug Terminal (Pin) Secondary Lock 4-Pin Receptacle Terminal (Socket) Secondary Lock NOTE: B. Do not solder crimps. Terminal Removal 1. Remove the secondary lock. 2. Insert needle end of terminal remover J 35689-A into the small notch between the connector and the terminal to be removed (Figure E3, View A). Push the lock tang toward the terminal. 3. Pull the wire and terminal out the rear of the connector (this is a push-to-seat terminal). 4. Pull terminal as far as necessary from the connector. This will be limited by the number of other wires inserted into the connector and by the distance between the back side of the connector and the beginning of the harness covering. 5. If terminal is to be replaced, cut the terminal between the core and insulation crimp to minimize wire loss. C. Terminal Crimping 1. Carefully strip insulation 4.5 mm 0.5 mm (0.18 0.02 inch). Unless insulation crimp is overtight, Automatic Wire Stripper J 35615 will remove insulation and crimp from old terminal without damaging wire. 2. Place core crimp portion of terminal on bed of anvil E and squeeze crimper enough to keep terminal from dropping (Figure E3, View B). 3. Position wire core in terminal and squeeze crimper tool to complete the core crimp. Be sure to orient the terminal so that it is properly aligned with the terminal cavity in the connector. The terminal should be positioned so that the lock tang is on the side of the cavity which has the notch in the middle (for the remover tool). 4. Position insulation crimp of terminal on anvil C so that the entire insulation crimp area and a portion of the terminal between the core and insulation crimp areas are supported by the anvil. Complete the insulation crimp. P/N 12047786 12047581 12047787 12047785 12047767 12047664
E11
C. Terminal Crimping (contd) 5. Be sure lock tang is lifted to allow proper reseating of the terminal. 6. Push on the wire until the terminal is completely into the cavity. (A click will be heard and the terminal should stay in place when the wire is lightly pulled.) D. Terminal Crimping Using Alternate Tool J 35123 1. Insert remover tool in front side of connector to release lock tab and pull terminal out rear of connector. Pull the terminal and wire out the rear of the connector to complete Steps 3 through 7. 2. Push open the terminal holder on the crimper tool J 35123 and insert a terminal into the opening marked 1816 (Figure E2, View C) so that the crimp ends point up. Release the terminal holder. 3. Slightly close the crimping tool (close until one click is heard) but do not start to crimp the terminal. Place the terminal on the wire so it is in the same position as it will be when pulled back into the connector. The terminal should be positioned so that the lock tang is on the side of the cavity which has the notch in the middle (for the remover tool). 4. Insert the wire into the terminal until the wire contacts the holder. (By doing this, the core and insulation should be properly positioned for the core and insulation crimp wings.) 5. Squeeze the crimper fully until it opens when released. 6. Open the terminal holder and remove the wire and terminal from the crimping tool. 7. Pull on the terminal to assure a tight crimp. 8. Be sure lock tang is lifted to allow proper reseating of the terminal. 9. Push on the wire until the terminal is completely into the cavity. (A click will be heard and the terminal should stay in place if the wire is lightly pulled.)
E12
NOTES
E13
J 38125-13
J 38125-13
SECONDARY LOCK IN THE UNLOCKED, DOWN POSITION
REMOVE IN THIS DIRECTION SOLENOID/C3 PRESSURE SWITCH CONNECTOR CONNECTOR TO C3 PRESSURE SWITCH (HARNESS)
INSTALL IN THIS DIRECTION
VIEW A
A C E
J 38125-7
VIEW B
V01687
Figure E4. Packard Metri-Pack 280 Series Connectors Pull-to-Seat (8-Way Freightliner; 5-Way Navistar Cab Harness; 2-Way Navistar and Ford Cab Harness; Internal Harness Solenoid and C3 Pressure Switch)
E14
14. PACKARD METRI-PACK 280 SERIES CONNECTORS PULL-TO-SEAT (8-WAY FREIGHTLINER; 5-WAY NAVISTAR CAB HARNESS; 2-WAY NAVISTAR AND FORD CAB HARNESS; INTERNAL HARNESS SOLENOID AND C3 PRESSURE SWITCH)
A. Connector/Terminal Repairs Crimping Tool NOTE: J 38125-7
Crimping anvils will be listed following the terminal part numbers for the various connectors in this section. The anvil for the core crimp is always listed first. Remover Tool Use 8-Way Freightliner VIM J 38125-13 Description P/N 12066195 8-Pin Plug 12034047 Terminal (Pin) (Use crimping anvils C and A) 12065141 Secondary Lock 12064998 8-Pin Receptacle 12034046 Terminal (Socket) (Use crimping anvils 2 and A) 12064999 Secondary Lock 5-Pin Plug Terminal (Socket) (Use crimping anvils 2 and 5) Connector Seal Secondary Lock Wire Seal 2-Pin Receptacle Terminal (Pin) (Use crimping anvils C and 5) Secondary Lock Wire Seal 2-Pin Plug Connector Seal Wire Seal Terminal (Socket12 gauge wire) (Use crimping anvils F and F) Terminal (Socket18 gauge wire) (Use crimping anvils 2 and A) Connector Connector Terminal (Use crimping anvils C and D) Terminal (Use crimping anvils C and D) Terminal (2 Wire) B (Use crimping anvils A and B)
Copyright 1998 General Motors Corp. E15
5-Way Navistar Cab Harness
12084891 12077411 15300023 15300017 12015323 15300002 12040559 15300014 12015360 12033769 12077383 12040972 12033997 12020156
2-Way Navistar Cab Harness
2-Way Ford Cab Harness
Solenoid/C3 Pressure Switch (Switch) C3 Pressure Switch (Harness) Solenoid/C3 Pressure Switch (Switch) C3 Pressure Switch (Harness) Solenoid (A, B, and G)
B. Terminal Removal 1. Remove secondary lock if one is present. 2. Depress lock tab on terminal (accessible in slot of connector) and push terminal out front of connector (Figure E4, View A). 3. If replacing terminal, cut terminal between core and insulation crimp (to minimize wire loss). C. Terminal Crimping 1. Carefully strip insulation 6.5 mm 0.5 (0.26 0.02 inch). Unless insulation crimp is overtight, Automatic Wire Stripper J 35615 will remove insulation and crimp from old terminal without damaging wire. 2. Place core crimp portion of terminal on bed of anvil indicated and squeeze crimper enough to hold terminal from dropping (Figure E7, View B). 3. Position wire core in terminal and squeeze crimper tool to complete the core crimp. Be sure to orient the terminal so that it is properly aligned with the terminal cavity in the connector. (When crimping two wires in terminal P/N 12015243, strip and twist cores together before inserting into the terminal.) 4. Position insulation crimp of terminal on anvil indicated so that the entire insulation crimp area and a portion of the terminal between the core and insulation crimp areas are supported by the anvil. Complete the insulation crimp. 5. Slip the wire through the slot in the connector and pull to fully seat the terminal(s). 6. Reinstall the secondary lock, if one is required.
E16
NOTES
E17
CONNECTOR
WIRE
J 3812513 REMOVER TOOL
VIEW A
WIRE INSULATION CRIMP INSULATION CORE CRIMP TERMINAL
HOLDING PRONG
VIEW B
CENTER LINE OF THE CONNECTOR
SECONDARY LOCK
VIEW C
A C E
J 381257
B D
VIEW D
V00651.01
Figure E5. Packard Metri-Pack 280 Series Connectors Push-to-Seat (DDR)
E18
15. PACKARD METRI-PACK 280 SERIES CONNECTORS PUSH-TO-SEAT (DDR)
A. Connector/Terminal Repairs Crimping Tool Wire Crimp Insulation Crimp Remover Tool Use Diagnostic Connector J 38125-7 Anvil 2 Anvil A J 38125-13 Description Connector Terminal Secondary Lock Cover
P/N 12048105 12034046 12020219 12048107
B.
Terminal Removal 1. Remove secondary lock from back of connector (Figure E5, View C). (Use a small screwdriver or pick in the slots on each side of the connector.) 2. Insert remover tool J 38125-13 into open (front) end of connector at terminal to be serviced (Figure E3, View A). 3. Push the lock tang of the terminal straight and pull wire and terminal out the back of connector. 4. If the terminal is to be replaced, cut terminal between core and insulation crimp (this minimizes wire length loss).
C.
Terminal Crimping 1. Strip wire to approximately 6.0 0.25 mm (0.24 0.01 inch). 2. Insert terminal into crimping tool (Figure E5, View D), anvil 2. 3. Slightly close crimping tool to hold the terminal steady. 4. Align the terminal with its position in the connector and insert wire so that the stripped portion of the wire is in the core crimping area and the insulated portion of the wire is in the insulation crimping area (Figure E5, View B). 5. Crimp the stripped section of the wire (Figure E5, View D). 6. Remove the terminal from the crimping tool. 7. Use a pair of needle nose pliers, if necessary, to start the bend on the insulation crimp wings (Figure E5, View D). 8. Crimp the insulated section of wire using anvil A of the crimpers shown (Figure E5, View D). 9. Remove the terminal from the crimping tool.
C. Terminal Crimping (contd) 10. Tug on terminal and assure the crimp is tight. 11. Insert terminal into connector with the lock tab toward the center line of the connector (Figure E5, View C). 12. The terminal should click into place and you should not be able to pull the terminal out by hand. 13. Reinstall the secondary lock.
E20
NOTES
E21
WIRE SEAL TERMINAL SECONDARY LOCK
CONNECTOR
THROTTLE POSITION SENSOR CONNECTOR
J 38125-10 REMOVER TOOL
VIEW A
VIEW B
WIRE SEAL CORE CRIMP INSULATED WIRE STRIPPED WIRE
VIEW C
WIRE SEAL CORE CRIMP TERMINAL INSULATION & SEAL CRIMP
VIEW D
1 3 5
1 3 5
J 38125-6
VIEW E
V01689
Figure E6. Packard Weather Pack Connectors (TPS; 3-Way RMR Sensor; HD Retarder Temperature; 6-Way Gillig VIM; 4-Way RMR Device, Type 3; 3-Way RMR Device (Dedicated Pedal))
E22
16. PACKARD WEATHER PACK CONNECTORS (TPS; 3-WAY RMR SENSOR; HD RETARDER TEMPERATURE; 6-WAY GILLIG VIM; 4-WAY RMR DEVICE, TYPE 3; 3-WAY RMR DEVICE (DEDICATED PEDAL))
A. Connector/Terminal Repairs Crimping Tool Wire Crimp Insulation Crimp Alternate Crimping Tool Remover Tool Use Throttle Position Sensor (TPS) RMR Device J 38125-6 Anvil 2 Anvil 5 J 35606 or J 38852 J 38125-10 Description Connector Terminal Wire Seal Connector Terminal Wire Seal Connector Terminal Wire Seal 6-Way Plug Connector Seal Terminal (Socket) Wire Seal Cavity Plug 6-Way Receptacle Terminal (Pin) Wire Seal Cavity Plug P/N 12015793 12089040 12015284 12015795 12089040 12015284 12015792 12089040 12015284 12015799 12010227 12089188 12015323 12010300 12010975 12089188 12015323 12010300
Retarder Temperature Sensor 6-Way Gillig VIM (Towers)
6-Way Gillig VIM (Shrouds)
B.
Terminal Removal 1. Unlatch and open the secondary lock on the connector (Figure E4, View A). 2. On the front of the connector, insert remover tool J 38125-10 over the terminal. Push the tool over the terminal and pull the terminal out of the back end of the connector (Figure E4, View B). 3. If terminal is to be replaced, cut terminal between core and insulation crimp (this minimizes wire loss).
NOTE:
Two special tools are available for this operation: tool J 38125-6 (Paragraph C); tool J 35606 or J 38852 (Paragraph D).
E23
C. Terminal Crimping Using Crimping Tool J 38125-6 1. Place the wire seal onto the wire before stripping the wire (Figure E6, View C). 2. Strip wire to 6.0 0.25 mm (0.24 0.01 inch). 3. Place terminal onto crimping tool J 38125-6 (Figure E6, View E), anvil 2. 4. Slightly close crimping tool to hold terminal steady. 5. Insert wire so that the stripped portion of wire is in the core crimp area and the insulated portion of the wire is in the insulation crimping area (Figure E6, View C). 6. Crimp the stripped section of the wire. 7. Remove the terminal from the crimping tool. 8. Push the wire seal into the terminal (Figure E6, View D). The second crimp will wrap around the wire seal. This will seal the insulated area of wire. 9. Use a pair of needle nose pliers, if necessary, to squeeze the terminal wings together to t in anvil 5. 10. Crimp wire seal in anvil 5. 11. Tug on terminal and be sure the crimp is tight. 12. Insert the terminal into the connector. The terminal will click into place and should not pull out. 13. Secure the secondary lock. Both sides of the connector must be latched. D. Terminal Crimping Using Alternate Crimper Pliers J 35606 or J 38852 1. Place the wire seal onto the wire before stripping the wire (Figure E6, View C). 2. Strip wire to 6.0 0.25 mm (0.24 0.01 inch). 3. Insert terminal into crimping tool J 35606 (Figure E7, View A), opening marked 1820. 4. Position the terminal so the crimp wings are pointing up from the bottom jaw of the crimper and are properly positioned. 5. Slightly close the crimping tool to hold the terminal steady. 6. Slide the wire seal to the edge of the insulation and insert the wire and seal into the terminal (Figure E7, View B). 7. Position the wire and seal and squeeze the crimping tool until it opens when released. 8. Tug on terminal and be sure the crimp is tight. 9. Insert terminal into connector. The terminal will click into place and should not pull out. 10. Relatch the secondary lock. Both sides of the connector must be latched.
E24
Figure E7. Terminal Crimping With Tool J 35606
E25
CABLE CLAMP J 34823
VIEW A
VIEW B
INSULATION STRIPPED WIRE
INSULATION CRIMP CORE CRIMP

A C E
J 38125-7
VIEW C
VIEW D
V01690
Figure E8. Amp Products Connectors (16-Way VIW; 8-Way RMR Device (Hand Lever))
E26
17. AMP PRODUCTS CONNECTORS (16-WAY VIW; 8-WAY RMR DEVICE (HAND LEVER))
A. Connector/Terminal Repairs Crimping Tool Wire Crimp Insulation Crimp Remover Tool Use Vehicle Interface Wiring (VIW) VIW (Vehicle) J 38125-7 Anvil E Anvil A J 34823 Description Connector (16-Way) Terminal (Socket) Shell (16-Way) Harness Connector Terminal (Pin) Shell (16-Way) 8-Way Receptacle Terminal (Socket) P/N 23016193 23015204 23016490 29518142 29501001 23015205 23016490 29518007 29518008
8-Way RMR Device (Hand Lever) B. Terminal Removal
1. Remove the cable clamp from the connector (Figure E6, View A). 2. Fully insert removal tool J 34823 into the top of the connector, over the terminal to be removed (Figure E6, View B). 3. Push down on the plunger to release the terminal. 4. Pull the terminal and wire out the bottom of the connector. 5. If replacing terminal, cut terminal between core and insulation crimp (this minimizes wire loss). C. Terminal Crimping 1. Strip wire to approximately 4.0 0.25 mm (0.16 0.01 inch) (Figure E6, View C). 2. Place new terminal onto crimping tool J 38125-7, anvil E (Figure E6, View D). 3. Slightly close the crimping tool to hold the terminal steady. 4. Insert the wire so that the stripped portion of the wire is in the core crimp area and the insulated portion of the wire is in the insulation crimping area. 5. Crimp the stripped section of the wire (Figure E6, View C). 6. Remove the terminal from the crimping tool. 7. Use a pair of needle nose pliers, if necessary, to start the bend on the insulation crimp wings. 8. Crimp the insulated section of the wire using anvil A of the crimpers (Figure E6, View D). 9. Remove the terminal from the crimping tool. 10. Tug on the terminal and assure the crimp is tight. 11. Insert the terminal into the connector. The terminal will click into place and should not pull out. 12. Install the cable clamp using the two Phillips-head screws.
CONNECTOR P/N 29509502 PIN REMOVER J 34513
BACKSHELL CONVOLUTE CONDUIT TAPE WRAPPED WIRE BUNDLE BACKSHELL FOLLOWER
WIRES
VIEW C
GROMMET LOCKWASHER NUT RECEPTACLE PLUG GROMMET BACKSHELL FOLLOWER TAPE WRAPPED WIRE BUNDLE REMOVER J 34513 CONVOLUTE CONDUIT BACKSHELL
REMOVER J 38582-3
VIEW A
J 34182 CRIMPER
TERMINAL EXTRACTOR/INSERTER J 41194

RA
TO ROT A ISE
TE
INSPECTION HOLE
SEL NO.
PIN TERMINAL INSPECTION HOLE
TERMINAL
WIRE SIZE INDICATOR
SOCKET TERMINAL
LOCKING RING CAVITY PLUG DEPTH ADJUSTMENT SCREW
;; ;
V01813
VIEW B
Figure E9. Deutsch IPD/ECD Connectors (31-Way Bulkhead, 31-Way Feedthrough Harness; 16-Way Optional Sensor Harness; 6-Way Optional DDR)
E28
18. DEUTSCH IPD/ECD CONNECTORS (31-WAY BULKHEAD, 31-WAY FEEDTHROUGH HARNESS; 16-WAY OPTIONAL SENSOR HARNESS; 6-WAY OPTIONAL DDR)
A. Connector/Terminal Repairs Crimping Tool Remover Tool Extractor/Inserter Tool Remover Tool (DDR Connector) Use Bulkhead Connector IPD J 34182 J 34513 (18 GA IPD Bulkhead) J 41194 (18 GA ECD Bulkhead) J 38582-3 (1214 GA) Description 31-Way Plug (M/F) Terminal (Socket) Cavity Plug 31-Way Receptacle (F/M) Terminal (Pin) Cavity Plug Panel Nut Lockwasher 31-Way Plug (M/M) Terminal (Pin) Cavity Plug 31-Way Receptacle (F/F) Terminal (Socket) Cavity Plug Panel Nut Lockwasher Bulkhead Connector/ Transmission Connector ECD Connector Plug (31-Way) 31-Pin Plug Terminal (Socket) Cavity Plug Backshell Assembly Backshell Housing Backshell Follower Backshell Grommet Connector Receptacle (31-Way) 31-Pin Receptacle Terminal (pin) Cavity Plug Panel Nut O-ring Seal Lockwasher Backshell Assembly Backshell Housing Backshell Follower Backshell Grommet P/N 29509617 23016502 23016504 29509616 23018768 23016504 23016302 23016303 29509617 23018768 23016504 29509616 23016502 23016504 23016302 23016303 (Male/Female) 29511854 29511366 29511371 29514040 29514041 29514042 29514043 (Female/Male) 29511368 29511369 29511371 29527000 29512839 23016303 29514040 29514041 29514042 29514043
Bulkhead Connector/Transmission Connector ECD
E29
A. Connector/Terminal Repairs (contd) Use Bulkhead Connector ECD Description Connector Plug (31-Way) 31-Pin Plug Terminal (Pin) Cavity Plug Backshell Assembly Backshell Housing Backshell Follower Backshell Grommet Connector Receptacle (31-Way) 31-Pin Receptacle Terminal (socket) Cavity Plug Panel Nut O-ring Seal Lockwasher Backshell Assembly Backshell Housing Backshell Follower Backshell Grommet 16-Way Plug Terminal (Socket) Cavity Plug Backshell Assembly Backshell Housing Backshell Follower Backshell Grommet 16-Way Receptacle Terminal (Pin) Cavity Plug Panel Nut O-ring Seal Lockwasher Backshell Assembly Backshell Housing Backshell Follower Backshell Grommet 6-Way Optional DDR 6-Way Plug Terminal (Pin) Cavity Plug Backshell Cover P/N (Male/Male) 29511855 29511369 29511371 29514040 29520050 29520049 29514043 (Female/Female) 29511854 29511366 29511371 29527000 29512839 23016303 29514040 29520050 29520049 29514043 29516987 29511366 29511371 29516990 29520394 29520395 29516993 29516988 29511369 29511371 29516989 29516994 29519126 29516990 29516991 29516992 29516993 29512133 29514170 23016504 29521260 29521877
Bulkhead Connector ECD
16-Way Optional Sensor Harness
NOTE:
If difficulty is encountered in removing or installing the plug backshell, insert the plug into the receptacle, do not lock it into place, and loosen the backshell.
E30
B. NOTE: Terminal Removal (refer to Figure E9, View A) When using remover/inserter tool J 41194, take care not to break the tip of the tool. Lay the wire in the widest part of the wire slot and work toward the tool tip. 1. Loosen and slide the backshell along the convolute conduit. 2. Remove the convolute conduit from the base of the backshell follower. Peel enough conduit from the harness to allow working access. 3. Slide the backshell follower clear of the connector housing. 4. Remove as much tape wrap as necessary to allow working access. 5. Fully insert the proper remover/extractor tool into the back of the connector until it releases the terminal. 6. Pull the terminal, wire, and tool out the back of the connector. 7. If replacing the terminal, cut the wire through the middle of the terminal crimp (this minimizes wire loss). C. Terminal Crimping (refer to Figure E9, View B) 1. Strip approximately 68 mm (0.2360.315 inch) of insulation from the wire. 2. Set the crimping tool wire size to number 18 for the ECD or IPD connector. For the optional DDR connector, set the wire size to number 12. To set the wire size, remove the retainer pin. Lift and rotate the indicator until the correct wire number is aligned with the SEL NO. arrow. Reinstall the retainer pin. 3. Insert the contact end of the terminal into crimping tool J 34182. Adjust the crimping tool depth by loosening the locking ring until the depth adjusting screw is free and turning the adjusting screw until the top of the terminal is just above ush with the crimping hole (the crimp jaws will contact the middle of the terminal barrel). Tighten the lock ring to retain the adjustment. 4. Fully insert the wire into the terminal so that the stripped portion of the wire is in the crimp area. A small section (0.51.0 mm (0.0200.025 inch)) of wire will be visible above the terminal barrel. 5. Squeeze the crimping tool handle until it releases. The terminal is now crimped onto the wire. 6. Remove the terminal and wire from the crimping tool. 7. Tug on the terminal to ensure the crimp is tight. 8. For the optional DDR connector, apply a one inch long piece of heat shrink tubing over the wire insulation just behind the terminal. Apply heat to shrink and lock tubing to the insulation.
D. NOTE: Terminal Insertion (ECD Bulkhead) If replacing an outside grommet (refer to Figure E9 showing the ECD bulkhead), ensure the grommet is correctly installed. Each grommet hole is marked with the terminal ID of the wire that passes through that hole. The grommet holes match the pattern of either the pins or sockets in the connector. One side of the grommet is marked PIN and the other SKT or SOC. PIN indicates the pin (receptacle) side of the connector and SKT or SOC the socket (plug) side. When installing the outer grommet in the receptacle, ensure PIN is showing and positioned so that the A terminal ID on the outer grommet aligns with the A terminal ID on the inner grommet. When installing the outer grommet in the plug, SKT or SOC must be showing and positioned so that the A terminal ID on the outer grommet aligns with the A terminal ID on the inner grommet. Reversing PIN and SKT or SOC sides of the grommet will cause the grommet holes to be misaligned with the holes in either the receptacle or plug. Perform Steps 1 and 2 only if the outer grommet has been removed. 1. Place the correct side of the grommet upwards with the inner and outer grommet A terminal ID aligned. 2. Insert two cavity plugs in unused cavities to retain the grommet. NOTE: When using remover/inserter tool J 41194, take care not to break the tip of the tool. Lay the wire in the widest part of the wire slot and work toward the tool tip. 1. Place the terminal and wire in the end of extractor/inserter tool J 41194. 2. Insert the tool through the grommet, into the back of the connector, and push until the terminal is seated. Remove the remover/inserter tool. 3. Insert cavity plugs into all unused cavities. 4. Wrap plastic electrical tape around the wire bundle. 5. Reassemble the connector in the reverse order of disassembly. E. Terminal Insertion (all connectors except ECD bulkhead) 1. Insert wire with crimped terminal through the proper hole in the grommet. 2. Keep pushing on wire until the terminal locks into position.
E32
NOTES
E33
J 39841 INSTALLER (J 39842 IS SIMILAR)
RETARDER CONNECTOR (MD/B 300/B 400) J 39841 REMOVER (J 39842 IS SIMILAR)
VIEW A
J 41193-2 INSTALLER
J 41193-1 GUIDE PIN FOR SOCKET TERMINALS
FMTV CONNECTOR J 41193-3 REMOVER
VIEW B
J 34182 CRIMPER
RA
TO ROT A ISE
TE
SEL NO.
TERMINAL
WIRE SIZE INDICATOR
LOCKING RING DEPTH ADJUSTMENT SCREW
;; ;;
VIEW C
V01691
Figure E10. ITT Cannon Connectors Crimped (37-Way FMTV Bulkhead; 6-Way Transfer Case; 8-Way MD Retarder)
E34
19. ITT CANNON CONNECTORS CRIMPED (37-WAY FMTV BULKHEAD; 6-WAY TRANSFER CASE; 8-WAY MD RETARDER)
A. Connector/Terminal Repair Crimping Tool Connector Repair Kit (FMTV) Guide Pin Insertion Tool Terminal Remover Terminal Remover/Installer (MD Retarder) Terminal Remover/Installer (MD 3070 T-Case Connector) Use MD FMTV MD Transfer Case J 34182 J 41193 J 41193-1 J 41193-2 J 41193-3 J 39841 J 39842 Description 37-Way Plug Assembly 37-Way Receptacle Assembly 6-Way Plug Assembly Terminal (Socket) Cavity Plug 6-Way Receptacle Assembly Terminal (Pin) Cavity Plug MD Retarder 8-Way Plug Terminal, Socket Cavity Plug 8-Way Receptacle Terminal, Pin Cavity Plug B. Terminal Removal (refer to Figure E10, Views A and B) 1. Select the remover tool for the plug or receptacle that is being repaired. 2. For the FMTV connector, choose either the pin or socket terminal remover tip and lock it into the handle. 3. Place the tip of the remover tool over the pin or into the socket and push the contact/terminal out the rear of the connector using slow, even pressure. 4. Pull the wire and terminal out the back of the connector. 5. If replacing the terminal, cut the wire through the middle of the terminal crimp to minimize wire loss. P/N 29502375 29502374 29506418 29517128 29517132 29517129 29517132 29506427 29517130 29517133 29505513 29517131 29517133
E35
C. Terminal Crimping (refer to Figure E10, View C) 1. Strip approximately 68 mm (0.2360.315 inch) of insulation from the wire. 2. Set the crimping tool wire size to number 18. To set the wire size, remove the retainer pin. Lift and rotate the indicator until 18 is aligned with the SEL NO. arrow. Reinstall the retainer pin. 3. Insert the contact end of the terminal down into crimping tool J 34182. Adjust the crimping tool depth by loosening the locking ring until the depth adjusting screw is free and turning the adjusting screw until the wire end of the terminal is just above ush with the top of the crimping hole. The crimp jaws will now contact the middle of the terminal barrel. Tighten the lock ring to retain the adjustment. 4. Fully insert the wire into the terminal so that the stripped portion of the wire is in the crimp area. A small section (0.51.0 mm (0.0200.040 inch)) of wire will be visible above the terminal barrel. 5. Squeeze the crimping tool handle until it releases. The terminal is now crimped onto the wire. 6. Remove the terminal and wire from the crimping tool. 7. Tug on the terminal to ensure the crimp is tight. D. Terminal Insertion 1. Select the proper insertion tool for the connector or receptacle that is being reassembled. 2. Place the terminal and wire in the insertion tool (refer to Figure E10, Views A and B). NOTE: When installing a socket terminal for the FMTV plug, use the J 41193-1 guide pin. 3. Insert the terminal through the correct hole in the back of the connector and push until the terminal is seated. Remove the insertion tool. Check to see that the terminal is at the same height as other terminals. Tug on the wire at the rear of the connector to ensure that the terminal is locked in place. 4. Insert cavity plugs into all unused cavities.
E36
NOTES
E37
DESOLDERING BRAID
SOLDERED CUP CONNECTION
;; ;; ;; ;;
WIRE GROMMET
PEN SOLDERING IRON
THREADED BACK SHELL
SOLDERING IRON
SOLDERING IRON
SOLDERING IRON
SOLDER
SOLDER 0.3" (0.8 mm) Tinning stripped wire Soldering iron on side of cup Fill cup half full WIRE Soldering iron on side of cup Flow solder in cup Insert wire Maintain heat to flow solder
V01107
)
Figure E11. ITT Cannon Connectors Soldered (2-Way HD Retarder)
E38
110. ITT CANNON CONNECTORS SOLDERED (2-WAY HD RETARDER)
A. Connector Terminal Repair (refer to Figure E11) Use Retarder Control (K Solenoid) (HD/B 500 Models) Description Connector Plug (2-pin) Terminal (pin) Connector Receptacle Description Plug Assembly Receptacle Assembly P/N 29505516 29511913 29505515 P/N 29502375 29502374
Use FMTV 37-Way Bulkhead B. Special Tools
5070 percent tin resin core solder, 1820 SWG (0.0861.0 mm (0.0360.040 inch)) Pen-type soldering iron (60W maximum) tip no larger than 3.175 mm (0.125 inch) Desoldering braid
NOTE:
Proper solder, techniques, equipment, and cleanliness are important to achieve a good solder joint. Clean connector and terminals being soldered of all dirt, grease, and oil. Always heat the piece onto which solder is to flow. A cold solder joint can cause intermittent continuity problems. Avoid a cold joint by heating the piece(s) being soldered to melt the solder rather than merely heating the solder until it melts. Excess solder applied to a stranded wire travels up the wire, stiffening it and making it inflexible. The wire can break at the point where the solder stops. Do not use acid core solder. C. Wire Removal Desoldering 1. Unscrew backshell and slide the backshell away from the connector. 2. Slide the grommet away from the connector. Slide the grommet far enough to allow access to the terminals and wire ends. If the grommet is hard to slide, lubricate the wires with isopropyl alcohol. If necessary, move some of the harness covering. If no solder is present, proceed as in Section 19 for crimped terminals. 3. Place the desoldering braid (wick) on top of the soldered terminal cup and wire. Place the hot soldering iron on the desoldering braid and wait until the solder wicks up the braid, remove the wire. 4. If the other terminal is being repaired, repeat the desoldering operation on that terminal. When solder is removed, proceed as in Section 19 for crimped terminals. D. Soldering Wire Into Terminal If installing a new connector on a harness, ensure the backshell and grommet are in place before soldering the wires to the terminals. Clean wires and terminals of dirt or grease. 1. Strip approximately 8 0.8 mm (.31 .031 inch) of insulation from the wire. 2. Tin the stripped end of the wire. 3. Insert the wire through the proper hole in the grommet.
NOTE:
NOTE:
Lubricate the wire(s) with isopropyl alcohol only if the wire(s) will not slide through the grommet. If installing a new connector on the harness, be sure the backshell is in place before inserting the wire(s) through the grommet.
D. Soldering Wire Into Terminal (contd) 4. Mount the connector in a holding xture at a 45 degree angle. Hold the solder in the terminal cup and apply heat to the side of the cup until the solder ows. 5. Slowly feed solder into the cup until it is half-full. When the cup is half-full, remove the solder supply before removing the soldering iron. Half-ll all cup terminals that are to have wires inserted. NOTE: Feed solder slowly enough to prevent a flux gas pocket from forming. A gas pocket prevents sufficient solder from flowing into the cup a false fill. Correct a false fill by re-heating the cup and adding solder. 6. Start at the lowest cup and apply heat to the side of the cup until the solder melts. NOTE: Do not overheat the connector while soldering. If the connector gets too hot, stop work until it cools. 7. Carefully insert the stripped end of the wire into the cup until the wire bottoms in the cup. The wires insulation should be approximately 1.59 mm (0.0625 inch) above the solder. 8. Maintain heat until the solder has owed in the cup and onto the wire. Overheating can cause the solder to wick up the stranded wire. NOTE: Indications of a good solder connection are: A minimum amount of solder showing Wire strands are clearly outlined in the joint The joint is completely covered with solder Fillets have a smooth even contour Edges are feathered The joint is bright, smooth, and appears clean Too little solder is better than too much. If the solder wicks up the wire, the wire may break at the point at which the solder stops. 9. After soldering and inspecting all connections, remove ux residue with a contact cleaner. 10. Slide the grommet into place and screw on the backshell.
E40
NOTES
E41
SEAL PLUG SEAL PLUG CRIMP PIN TERMINAL
CH TS EU D H SC UT DE
PLUG
CRIMP SOCKET TERMINAL
TERMINAL LOCKING LEVER (INSIDE CONNECTOR) RECEPTACLE WEDGE LOCKS
TERMINAL LOCKING LEVER (INSIDE CONNECTOR)
VIEW A
GRIND NOTCH
SMALL SCREWDRIVER REWORK VIEW B
J 34182 CRIMPER
RA
TO ROT A ISE
TE
SEL NO.
TERMINAL
WIRE SIZE INDICATOR
LOCKING RING DEPTH ADJUSTMENT SCREW
;; ;;
VIEW C
V01692
Figure E12. Deutsch DT Series Connectors (12-Way Navistar VIW)
E42
111. DEUTSCH DT SERIES CONNECTORS (12-WAY NAVISTAR VIW)
A. Connector/Terminal Repair Crimping Tool Use Vehicle Interface J 34182 Description 12-Way Plug (Gray) Terminal, Socket Wedge Lock Cavity Plug 12-Way Receptacle (Gray) Terminal, Pin Wedge Lock Cavity Plug 12-Way Plug (Black) Terminal, Socket Wedge Lock Cavity Plug 12-Way Receptacle (Black) Terminal, Pin Wedge Lock Cavity Plug B. Terminal Removal (refer to Figure E12, Views A and B) 1. Use a small-bladed screwdriver with an added notch (as shown in View B) to remove the locking wedge that holds the terminals in place. 2. Use a small screwdriver to remove the 12-way seal plug from the rear of the connector plug or receptacle and slide the seal up the wires out of the way, temporarily. 3. Use a small screwdriver to release the locking lever for the individual terminals that need attention. Pull the wire and terminal out the rear of the connector. 4. If replacing the terminal, cut the wire through the middle of the terminal crimp to minimize wire loss. C. Terminal Crimping (refer to Figure E11, View C) 1. Strip approximately 68 mm (0.2360.315 inch) of insulation from the wire. 2. Set the crimping tool wire size to number 18. To set the wire size, remove the retainer pin. Lift and rotate the indicator until 18 is aligned with the SEL NO. arrow. Reinstall the retainer pin. 3. Insert the contact end of the terminal down into crimping tool J 34182. Adjust the crimping tool depth by loosening the locking ring until the depth adjusting screw is free and turning the adjusting screw until the wire end of the terminal is just above ush with the top of the crimping hole. The crimp jaws will now contact the middle of the terminal barrel. Tighten the lock ring to retain the adjustment.
P/N 29511372 29511366 29511400 23016504 29511754 23018768 29511401 23016504 29511373 29511366 29511400 23016504 29511755 23018768 29511401 23016504
C. Terminal Crimping (refer to Figure E11, View C) (contd) 4. Fully insert the wire into the terminal so that the stripped portion of the wire is in the crimp area. A small section (0.51.0 mm (0.0200.040 inch)) of wire will be visible above the terminal barrel. 5. Squeeze the crimping tool handle until it releases. The terminal is now crimped onto the wire. 6. Remove the terminal and wire from the crimping tool. 7. Tug on the terminal to ensure the crimp is tight. D. Terminal Insertion 1. Slide the wire with crimped terminal attached into the rear of the connector. 2. Push the terminal and wire into the connector until it locks into position (refer to Figure E11, View A). Check to see that the terminal is at the same height as other terminals. Tug on the wire at the rear of the connector to ensure that the terminal is locked in place. 3. Insert the wedge lock to hold the terminals in place. Slide the sealing plug back into place at the rear of the connector.
E44
NOTES
E45
FUSE BLOCK (REAR VIEW)
TERMINAL
INSTALL REMOVE
LOCKING LUG
WIRE
SECONDARY LOCK
A C E
J 38125-7
B
FUSE BLOCK (FRONT VIEW)
J 38125-13
VIEW A
INSTALL REMOVE TERMINAL WIRE SECONDARY LOCK
RELAY HOLDER (REAR VIEW)
WEDGE LOCK
RELAY HOLDER (FRONT VIEW)
WEDGE LOCK RELEASE
SECONDARY LOCK RELEASE
VIEW B
Figure E13. Dill Connectors (Freightliner 4-Way Fuse and 5-Way Relay VIW)
V01693
E46
112. DILL CONNECTORS (FREIGHTLINER 4-WAY FUSE AND 5-WAY RELAY VIW)
A. Connector/Terminal Repairs Crimping Tool NOTE: J 38125-7
Crimping anvils recommended are listed after terminal P/Ns. The core crimp anvil is listed first and the insulation crimp anvil is listed second. Remover Tool Use Freightliner 4-Way Fuse Block J 38125-13 Description Fuse Block Terminal (Socket12AWG) (Use crimping anvils C and 1) Terminal (Socket10AWG) (Use crimping anvils B and 5) Secondary Lock P/N 29509584 29509589 29509588 29509587
Freightliner 5-Way Relay Holder
29509583 Relay Holder 29509585 Wedge Block 29505869 Terminal (Socket18 to 20 AWG) (Use crimping anvils 2 and A) 29505970 Terminal (Socket14 to 16 AWG) (Use crimping anvils C and B) 29504590 Terminal (Socket10 to 12 AWG) (Use crimping anvils F and G) 29509586 Secondary Lock
B.
Terminal Removal (refer to Figure E13, Views A and B) 1. Use Remover Tool J 38125-13 to release the secondary lock that is retaining the terminal that is being serviced. 2. Insert Remover Tool J 38125-13 in the notch beside the terminal and push the locking lug on the terminal toward the body of the terminal. Pull on the wire at the rear of the fuse block to remove the terminal.
NOTE:
If servicing relay holders that are connected with a wedge lock, separate the relay blocks by using Remover Tool J 38125-13 to release the Wedge Lock and push it out the rear of the relay holders. 3. If replacing the terminal, cut the terminal between the core and insulation crimps to minimize wire loss.
E47
C. Terminal Crimping 1. Carefully strip insulation 6.5 mm 0.5 (0.26 0.02 inch). Unless insulation crimp is overtight, Automatic Wire Stripper J 35615 will remove insulation and crimp from old terminal without damaging wire. 2. Place the core crimp portion of the terminal on the bed of the designated crimping anvil and squeeze crimper enough to hold terminal from dropping (Figure E13, View C). 3. Position wire core in terminal and squeeze the crimper tool to complete the core crimp. Be sure to orient the terminal so that it is properly aligned with the terminal cavity in the connector. 4. Position insulation crimp of terminal on proper anvil so that the entire insulation crimp area and a portion of the terminal between the core and insulation crimp areas are supported by the anvil. Complete the insulation crimp. 5. Push the wire through the slot in the connector until it clicks into position. 6. Reinstall the secondary lock by pushing it into the rear of the connector until it clicks into position.
E48
NOTES
E49
RECEPTACLE
WIRE AND TERMINAL INSTALL REMOVE
SECONDARY LOCK
INDIVIDUAL TERMINAL LOCKING LEVERS
J 38125-13
PLUG INDIVIDUAL TERMINAL LOCKING LEVERS
SECONDARY LOCK
INSTALL REMOVE
VIEW A
J 38125-7
A C E
VIEW B
Figure E14. EPC Connectors (Ford 16-Way Bulkhead)
V01695
E50
113. EPC CONNECTORS (FORD 16-WAY BULKHEAD)
A. Connector/Terminal Repairs Crimping Tool Anvil E (core crimp) Anvil 4 (insulation crimp) Remover Tool Use Ford 16-Way Bulkhead A (Gray) J 38125-7 J 38125-13 Description 16-Way Plug Terminal (Socket) Secondary Lock 16-Way Receptacle Terminal (Socket) Secondary Lock Ford 16-Way Bulkhead A (Black) 16-Way Plug Terminal (Socket) Secondary Lock 16-Way Receptacle Terminal (Socket) Secondary Lock B. Terminal Removal (refer to Figure E14, View A) 1. Use Remover Tool J 38125-13 or needle nose pliers to remove the secondary lock that is retaining the terminals. 2. Insert Remover Tool J 38125-13 beside the terminal to release the locking lever for the individual terminal being serviced. Pull on the wire at the rear of the connector to remove it while keeping the locking lever disengaged. 3. If replacing the terminal, cut the terminal between the core and insulation crimps to minimize wire loss. C. Terminal Crimping 1. Carefully strip insulation 6.5 mm 0.5 (0.26 0.02 inch). Unless insulation crimp is overtight, Automatic Wire Stripper J 35615 will remove insulation and crimp from old terminal without damaging wire. 2. Place the core crimp portion of the terminal on the bed of the designated crimping anvil and squeeze crimper enough to hold terminal from dropping (Figure E14, View B). 3. Position wire core in terminal and squeeze the crimper tool to complete the core crimp. Be sure to orient the terminal so that it is properly aligned with the terminal cavity in the connector. 4. Position insulation crimp of terminal on proper anvil so that the entire insulation crimp area and a portion of the terminal between the core and insulation crimp areas are supported by the anvil. Complete the insulation crimp. 5. Push the wire through the slot in the connector until it clicks into position. 6. Reinstall the secondary lock by pushing it into the front of the connector until it clicks into position.
P/N 29516613 29516152 29516151 29516614 29516155 29516154 29516150 29516152 29516151 29516614 29516155 29516154
114. REPAIR OF A BROKEN WIRE WITH IN-LINE BUTT SPLICE
A. NOTE: Connector Check Before Repair Before repairing or replacing wiring harness, sensor, solenoid, switch, or ECU as indicated for a diagnosed problem, follow the procedure below: 1. Disconnect the connector or connectors associated with the problem and inspect for:

Bent terminals Broken terminals Dirty terminals Pushed back terminals Missing terminals Condition of mating tabs Condition of mating terminals
Ensure that terminals are secure in the connector. Clean, straighten, or replace parts as required. 2. Reconnect all previous unmated connectors. Ensure connectors are fully inserted or twisted until they lock in place. Connectors with locking tabs make an audible click when the lock is engaged. 3. If trouble recurs after starting the vehicle, follow proper repair procedures for trouble code or complaint. 4. If trouble does not recur, or if the correct repairs and/or replacements have been made, the problem should be corrected. B. Special Tools
Heat Gun, J 25070 or equivalent Crimping Tool for Pre-insulated Crimp J 38125-8 (refer to Figure E15)
NOTE:
Use crimping anvils F and G.

Wire Strippers, J 35615 Splices P/N 23046604 1416 AWG Splices P/N 23046605 1822 AWG
J 38125-8
V01694
Figure E15. Crimper J 38125-8
E52
NOTE: C. Each splice must be properly crimped and then heated to shrink the covering to protect and insulate the splice. Insulation piercing splice clips should not be used. Straight Lead Repair Procedure 1. Locate damaged wire. 2. Remove insulation 8.0 mm (0.31 inch). 3. Insert one wire into crimp barrel and crimp. 4. Insert other wire into crimp barrel and crimp. 5. Pull on connection to ensure crimping integrity. 6. Heat splice with heat gun until covering shrinks and adhesive ows from under the covering. 7. The splice is now sealed and insulated. Electrical tape should not be used and is not necessary.
E53
LIST OF WORLD TRANSMISSION CONNECTOR PARTS
The following list provides detailed information on nearly all of the commonly-used electrical connectors for the World Transmission family produced by Allison Transmission. The information is organized so that detail parts are listed by harness name or OEM name and then by connector name within the harness. Information on each detail part includes the description, Allison part number, manufacturer, and manufacturer part number.
EXTERNAL HARNESS
DESCRIPTION ECU 34-Pin A Plug Terminal (Socket) Locking Bar O-ring Seal Cavity Plug 34-Pin B Plug Terminal (Socket) Locking Bar O-ring Seal Cavity Plug RSI 10-Pin Plug Terminal (Socket) Locking Bar O-ring Seal Cavity Plug VIM 18-Pin Plug Terminal (Socket) Seal (2) Cavity Plug Strain Relief Bolt Bolt Retainer 30-Pin Plug Terminal (Socket) Seal (2) Cavity Plug Strain Relief Bolt Bolt Retainer ATD P/N 29500915 29500917 29503057 29503055 29500919 29500914 29500917 29503057 29503055 29500919 MANUFACTURER Thomas & Betts Thomas & Betts Thomas & Betts Thomas & Betts Thomas & Betts Thomas & Betts Thomas & Betts Thomas & Betts Thomas & Betts Thomas & Betts MFR P/N 400134 6D871-2-1-T 6D729-07 750001 7B282 400133 6D871-2-1-T 6D729-07 750001 7B282
29500916 29500917 29503056 29503054 29500919
Thomas & Betts Thomas & Betts Thomas & Betts Thomas & Betts Thomas & Betts
6D530-10-40 6D871-2-1-T 6D729-01 6D656-01 7B282
12040920 12103881 12040936 12034413 12110545 12129426 12034236 12034397 12103881 12040879 12034413 12110546 12129426 12034236
Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric
E54
EXTERNAL HARNESS (contd)
DESCRIPTION VIW 16-Pin Plug Terminal (Socket) Shell 16-Pin Receptacle Terminal (Pin) Shell ATD P/N 23016193 23015204 23016490 29501001 23015205 23016490 MANUFACTURER Amp Amp Amp Amp Amp Amp Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Deutsch Deutsch Deutsch Deutsch Deutsch Packard Electric Packard Electric Packard Electric Packard Electric HD10-6-12P 0460-256-12233 114017 HD18-006 HDC16-6 MFR P/N 206037-1 66101-2 206322-1 206036-3 66099-2 206322-1 WT06B24-31SN 3662-204-1690 0613-1-1601 WTA10-24-00 WTA10-24-01 WTA10-24-02 WTA10-24-03
MAIN TRANSMISSION (8/15/94 AND LATER) 31-Pin Plug 29511365 Terminal (Socket) 29511366 Cavity Plug 29511371 Backshell Assembly 29514040 Backshell Housing 29514041 Backshell Follower 29514042 Backshell Grommet 29514043 MAIN TRANSMISSION (PRIOR TO 8/15/94) 24-Pin Plug 12092201 Terminal (Socket) BeCu 12110236 Seal (2) 12092200 Cavity Plug 12034413 Strain Relief 12110234 Bolt 12129426 Bolt Retainer 12034236 DDR 12-Pin Plug Terminal (Socket) Secondary Lock Cover 6-Pin Plug Terminal (Pin) Cavity Plug Backshell Cover TPS 3-Pin Plug/Seal Connector Seal Terminal (Pin) Wire Seal 12048105 12034046 12020219 12048107 29512133 29514170 23016504 29521260 29521877 12015793 12010718 12089040 12015284
E55
DESCRIPTION ATD P/N MANUFACTURER MFR P/N WT06B-20-16SN 3662-204-1690 0613-1-1601 WTA10-20-01/19 WTA10-20-02/19 WTA10-20-03 WT04BB20-16SN 3660-201-1690 0613-1-1601 0926-207-2087 9013-3-0201 0914-212-2086 WTA10-20-01/19 WTA10-20-02/19 WTA10-20-03 SPEED SENSORS BRANCH (8/15/94 AND LATER OPTIONAL) 16-Pin Plug 29516987 Deutsch ECD Terminal (Socket) 29511366 Deutsch ECD Cavity Plug 29511371 Deutsch ECD Backshell Housing 29520394 Deutsch ECD Backshell Follower 29520395 Deutsch ECD Backshell Grommet 29516993 Deutsch ECD 16-Pin Receptacle Terminal (Pin) Cavity Plug Panel Nut O-ring Seal Lockwasher Backshell Housing Backshell Follower Backshell Grommet SPEED SENSOR 2-Pin Plug/Seals Connector Seal Terminal (Socket) Terminal (Socket) BeCu 29516988 29511369 29511371 29516989 29516994 29519126 29520394 29520395 29516993 Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD
12040753 12040750 12103881 12110236
Packard Electric Packard Electric Packard Electric Packard Electric
OUTPUT (NON-RETARDER AND HD RETARDER) AND ENGINE SPEED SENSOR Sensor Assembly 29509637 O-ring 29503383 Retainer 29503843 MD OUTPUT SPEED SENSOR (RETARDER) Sensor Assembly 29508034 O-ring 29503383 Retainer 29503843 OUTPUT SPEED SENSOR (T-CASE) Sensor HD TURBINE SPEED SENSOR Sensor Assembly O-ring Retainer
29505601
29512201 29503383 29511508
E56
DESCRIPTION BULKHEAD 31-Pin Plug Terminal (Socket) Cavity Plug 31-Pin Receptacle Terminal (Pin) Cavity Plug Panel Nut Lockwasher 31-Pin Plug Terminal (Pin) Cavity Plug 31-Pin Receptacle Terminal (Socket) Cavity Plug Panel Nut Lockwasher 37-Pin Plug Assembly 37-Pin Receptacle Assembly 31-Pin Plug Terminal (Socket) Cavity Plug Backshell Housing Backshell Follower Backshell Grommet 31-Pin Receptacle Terminal (Pin) Cavity Plug Panel Nut O-ring Seal Lockwasher Backshell Housing Backshell Follower Backshell Grommet 31-Pin Plug Terminal (Pin) ATD P/N 29509617 23016502 23016504 29509616 23018768 23016504 23016302 23016303 29509617 23018768 23016504 29509616 23016502 23016504 23016302 23016303 29502375 29502374 29511365 29511366 29511371 29520050 29520049 29514043 29511368 29511369 29511371 29512842 29512839 23016303 29520050 29520049 29514043 29511855 29511369 MANUFACTURER Deutsch IPD (M/F) Deutsch IPD Deutsch IPD Deutsch IPD (F/M) Deutsch IPD Deutsch IPD Deutsch IPD Deutsch IPD Deutsch IPD (M/M) Deutsch IPD Deutsch IPD Deutsch IPD (F/F) Deutsch IPD Deutsch IPD Deutsch IPD Deutsch IPD ITT Cannon (FMTV) ITT Cannon (FMTV) Deutsch ECD (M/F) Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD (F/M) Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD (M/M) Deutsch ECD MFR P/N HD36-24-31ST 0462-201-16141 114017 HD34-24-31PT 0460-202-16141 114017 112263-90 112264 HD36-24-31ST 0460-202-16141 114017 HD34-24-31PT 0462-201-16141 114017 112263-90 112264 CA3106E28-21P-B CA3100E28-21S-B WT06B24-31SN 3662-204-1690 0613-1-1601 WTA10-24-01/22 WTA10-24-02/22 WTA10-24-03 WT04B24-31PN 3660-201-1690 0613-1-1601 0025-264-542 9013-3-0402 0914-212-2486 WTA10-24-01/22 WTA10-24-02/22 WTA10-24-03 WT06B24-31PN 3660-201-1690
E57
DESCRIPTION BULKHEAD (contd) Cavity Plug Backshell Housing Backshell Follower Backshell Grommet 31-Pin Receptacle Terminal (Socket) Cavity Plug Panel Nut O-ring Seal Lockwasher Backshell Housing Backshell Follower Backshell Grommet TRANSFER CASE 6-Pin Plug Assembly Terminal (Socket) Cavity Plug 6-Pin Receptacle Assembly Terminal (Pin) Cavity Plug ATD P/N 29511371 29520050 29520049 29514043 29511854 29511366 29511371 29512842 29512839 23016303 29520050 29520049 29514043 MANUFACTURER Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD (F/F) Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD Deutsch ECD MFR P/N 0613-1-1601 WTA10-24-01/22 WTA10-24-02/22 WTA10-24-03 WT04B24-31SN 3662-204-1690 0613-1-1601 0025-264-542 9013-3-0402 0914-212-2486 WTA10-24-01/22 WTA10-24-02/22 WTA10-24-03
29506418 29517132
ITT Cannon ITT Cannon ITT Cannon ITT Cannon ITT Cannon ITT Cannon
KPSE06E10-6S 031-9174-004 225-0070-000 KPSE07E10-6P 030-9173-006 225-0070-000
29517132
RETARDER H SOLENOID ACCUMULATOR 2-Pin Plug/Seals 12041411 Connector Seal 12040750 Terminal (Socket) 12103881 MD RETARDER BULKHEAD 8-Pin Plug Assembly Terminal (Socket) Cavity Plug 8-Pin Receptacle Assembly Terminal (Pin) Cavity Plug RETARDER K SOLENOID 2-Pin Plug Assembly Terminal (Socket) 2-Pin Receptacle Assembly
E58
Packard Electric Packard Electric Packard Electric
29506427 29517130 29517133 29505513 29517131 29517133
ITT Cannon ITT Cannon ITT Cannon ITT Cannon ITT Cannon ITT Cannon
KPSE06E16-8S 031-9206-006 225-0071-000 KPSE07E16-8P 030-9205-007 225-0071-000
29505516 29511913 29505515
ITT Cannon ITT Cannon ITT Cannon
KPT06E8-2S 031-9074-002 KPT07E8-2P
DESCRIPTION HD RETARDER TEMPERATURE 2-Pin Plug/Seal Connector Seal Terminal (Pin) Wire Seal 2-Pin Receptacle Terminal (Socket) Wire Seal ATD P/N 12015792 12010155 12089040 12015284 12010973 12089188 12015284 MANUFACTURER Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric MFR P/N
HD RETARDER TEMPERATURE SENSOR Sensor 29511861 MD RETARDER TEMPERATURE SENSOR Sensor 29512616 RETARDER MODULATION SENSOR (RMR) 3-Pin Plug/Seal 12015795 Connector Seal 12010718 Terminal (Pin) 12089040 Wire Seal 12015284 3-Pin Receptacle Terminal (Socket) Wire Seal RMR DEVICES 3-Pin Receptacle Terminal (Socket) Wire Seal 2-Pin Plug/Seal Connector Seal Terminal (Socket) Secondary Lock Wire Seal 4-Pin Plug/Seal Connector Seal Terminal (Socket) Wire Seal 12015092 12089188 12015284
Philips Tech
Air Pax
Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric
12015092 12089188 12015284 15300027 15300020 12077411 15300014 12015323 12015797 12010492 12089188 12015284
Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric
E59
DESCRIPTION RMR DEVICES (contd) 8-Pin Receptacle Terminal (Socket) 3-Pin Plug/Seal Connector Seal Terminal (Pin) Wire Seal PTO PRESSURE SWITCH 2-Pin Plug/Seal Connector Seal Terminal (Pin) 2-Pin Receptacle Terminal (Socket) PTO SOLENOID 2-Pin Plug/Seals Connector Seal Terminal (Socket) ATD P/N 29518007 29518008 12015795 12010718 12089040 12015284 MANUFACTURER Amp Amp Packard Electric Packard Electric Packard Electric Packard Electric MFR P/N 163007-0 42100-2
12015378 12010155 12089040 12034074 12089188
Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric
12041411 12040750 12103881
Packard Electric Packard Electric Packard Electric
E60
INTERNAL HARNESS
DESCRIPTION * SOLENOID A, B, G, (D) 2-Pin Plug Terminal (Socket) A Terminal (Socket) B * SOLENOID C, (D), E, F, J, N 2-Pin Plug Terminal (Socket) ATD P/N 12092420 12124639 12015243 MANUFACTURER Packard Electric Packard Electric Packard Electric MFR P/N
12092420 12124639
Packard Electric Packard Electric
* (D) SOLENOID USES TERMINAL 12015243 ON MD 3070PT MODELS ONLY ALL OTHER MODELS USE TWO 12124639 TERMINALS FOR (D) SOLENOID MD TURBINE SPEED SENSOR Sensor 2-Pin Plug Terminal (Socket) Becu C3 PRESSURE SWITCH 2-Pin Plug Terminal (Socket) 2-Pin Receptacle Terminal (Pin) OIL LEVEL SENSOR 4-Pin Plug Terminal (Pin) Secondary Lock 4-Pin Receptacle Terminal (Socket) Secondary Lock TEMPERATURE SENSOR Sensor
29503531 12092419 12110236
Philips Tech Packard Electric Packard Electric
12092420 12110237 12110139 12066337
12047786 12047581 12047787 12047785 12047767 12047664
Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric
29501002
Air Pax
MAIN TRANSMISSION CONNECTOR (8/15/94 AND LATER) 31-Pin Receptacle 29511368 Deutsch ECD (F/M) Terminal (Pin) 29511369 Deutsch ECD Cavity Plug 29511371 Deutsch ECD Panel Nut 29512842 Deutsch ECD O-ring Seal 29512839 Deutsch ECD Lockwasher 23016303 Deutsch ECD
WT04B24-31PN 3660-201-1690 0613-1-1601 0025-264-542 9013-3-0402 0914-212-2486

E61
INTERNAL HARNESS (contd)
DESCRIPTION ATD P/N MANUFACTURER MFR P/N WTA10-24-00 WTA10-24-01 WTA10-24-02 WTA10-24-03 MAIN TRANSMISSION CONNECTOR (8/15/94 AND LATER) (Contd) Backshell Assembly 29514040 Deutsch ECD Backshell Housing 29514041 Deutsch ECD Backshell Follower 29514042 Deutsch ECD Backshell Grommet 29514043 Deutsch ECD MAIN TRANSMISSION STANDOFF (8/15/94 AND LATER) Standoff, MD/B 300/400 29516327 Standoff, HD/B 500 29516328 Grommet Assembly 29513212 Cavity Plug 29511371 O-ring Seal 12092195 Packard Electric Feedthrough Seal 29520396 Deutsch ECD Backshell Assembly 29514040 Deutsch ECD Backshell Housing 29514041 Deutsch ECD Backshell Follower 29514042 Deutsch ECD Backshell Grommet 29514043 Deutsch ECD MD MAIN INTERNAL CONNECTOR (PRIOR TO 8/15/94) 24-Pin Plug 12092197 Packard Electric Terminal (Socket) BeCu 12110236 Packard Electric Standoff 12092199 Packard Electric Bolt 12092458 Packard Electric Internal 12-Way Seal 29514675 Packard Electric HD MAIN INTERNAL CONNECTOR (PRIOR TO 8/15/94) 24-Pin Plug 12092197 Packard Electric Terminal (Socket) BeCu 12110236 Packard Electric Standoff 12092199 Packard Electric Spacer 12129710 Packard Electric Bolt 12129717 Packard Electric Internal 12-Way Seal 29514675 Deutsch FEEDTHROUGH CONNECTOR (PRIOR TO 8/15/94) 24-Pin Plug Assembly 12129810 O-ring Seal 12092195 Green Seal 29514674 Orange Seal 12092194
0810-205-0001 WTA10-24-00 WTA10-24-01 WTA10-24-02 WTA10-24-03
WTA01-03
Packard Electric Packard Electric Deutsch Packard Electric
WTA01-02
E62
R.V.I.
DESCRIPTION VIM 21-Pin Plug Terminal (Socket) Cavity Plug 21-Pin Receptacle Terminal (Pin) Cavity Plug BULKHEAD 31-Pin Plug Terminal (Socket) Cavity Plug 31-Pin Receptacle Terminal (Pin) Cavity Plug VIW 13-Pin Receptacle Terminal (Socket) ATD P/N 29516188 29511366 23016504 29516187 29511369 23016504 MANUFACTURER Deutsch IPD Deutsch Deutsch Deutsch IPD Deutsch Deutsch MFR P/N HDP26-24-21SN 3662-204-1690 114017 HDP24-24-21PN 3660-201-1690 114017
29516184 29511366 23016504 29516183 29511369 23016504
Deutsch IPD Deutsch Deutsch Deutsch IPD Deutsch Deutsch
HDP26-24-31ST 3662-204-1690 114017 HDP24-24-31PT 3660-201-1690 114017
29521873 29521874
Amp Amp
142176-2 142183-1
E63
NEW FLYER
DESCRIPTION OTHER CONNECTORS 4-Pin Plug/Seal Connector Seal Terminal (Socket) Cavity Plug Wire Seal 24-Pin Plug Terminal (Socket) Shell ATD P/N 12015798 12020220 12089188 12010300 12015284 29520051 23015204 29502021 MANUFACTURER Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Amp Amp Amp 206837-1 66100-7 206138-1 MFR P/N
E64
IVECO
DESCRIPTION 19-Pin Plug A Terminal (Socket) Wire Seal 19-Pin Receptacle A Terminal (Pin) 19-Pin Plug B Terminal (Socket) Wire Seal Cavity Plug 19-Pin Receptacle B Terminal (Pin) ATD P/N 29516947 29516944 29516945 29516949 29516943 29516948 29516944 29516945 29516946 29516950 29516943 MANUFACTURER Amp Amp Amp Amp Amp Amp Amp Amp Amp Amp Amp MFR P/N 281923-6 281938-1 281934-2 281921-6 281937-1 281923-3 281938-1 281934-2 282081-1 281921-3 281937-1
E65
SCANIA
DESCRIPTION OTHER CONNECTORS 9-Pin Plug Terminal (Socket) Backshell 9-Pin Receptacle Terminal (Pin) Backshell ATD P/N 29520275 23015204 29520277 29520276 23015205 29520277 MANUFACTURER Amp Amp Amp Amp Amp Amp MFR P/N 206708-1 66101-2 207008 206705-2 66099-2 207008
E66
GILLIG
DESCRIPTION OTHER CONNECTORS 6-Pin Plug Connector Seal Terminal (Socket) Wire Seal Cavity Plug 6-Pin Receptacle Terminal (Pin) Wire Seal Cavity Plug ATD P/N 12015799 12010227 12089188 12015323 12010300 12010975 12089040 12015323 12010300 MANUFACTURER Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric MFR P/N
E67
FREIGHTLINER
DESCRIPTION VEHICLE INTERFACE 8-Pin Plug Terminal (Pin) Secondary Lock 8-Pin Receptacle Terminal (Socket) Secondary Lock ATD P/N 12066195 12034047 12065141 12064998 12034046 12064999 MANUFACTURER Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric MFR P/N
OTHER CONNECTORS 1-Pin Receptacle Terminal (Pin) 6-Pin Plug Terminal (Socket) Terminal (Socket) 6-Pin Receptacle Terminal (Pin) Fuse Block Terminal (Socket) Terminal (Socket) Secondary Lock Relay Holder Wedge Block Terminal (Socket) Terminal (Socket) Terminal (Socket) Secondary Lock
12015987 12020119 12015344 12034046 12066214 12015345 12034047 29509584 29509589 29509588 29509587 29509583 29509585 12015869 12015870 12084590 29509586
Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Dill Dill Dill Dill Dill Dill Packard Electric Packard Electric Packard Electric Dill 59105 23432 23434 59099 59022 59011
59056
E68
FORD F-SERIES (FUSE-ALL)
DESCRIPTION GROMMET Pass-Through Grommet BULKHEAD (GRAY) 16-Pin Plug Terminal (Socket) Connector Spacer 16-Pin Receptacle Terminal (Pin) Receptacle Spacer BULKHEAD (BLACK) 16-Pin Plug Terminal (Socket) Connector Spacer 16-Pin Receptacle Terminal (Pin) Receptacle Spacer FUSE 2-Pin Plug/Seals Connector Seal Wire Seal Terminal (Socket) Terminal (Socket) Fuse (10 Amp) Cover TPS 3-Pin Plug/Seal Connector Seal Terminal (Socket) Wire Seal ATD P/N 29516010 MANUFACTURER MFR P/N
29516613 29516152 29516151 29516614 29516155 29516154
EPC Cardell EPC EPC Cardell EPC
F2AB-14A464-RA E7EB-14487-AA F2AB-14A468-CA F2AB-14A624-EA E7EB-14461-BA F2AB-14A468-BA
29516150 29516152 29516151 29516153 29516155 29516154
EPC Cardell EPC EPC Cardell EPC
F2AB-14A464-RA E7EB-14487-AA F2AB-14A468-CA F2AB-14A624-EA E7EB-14461-BA F2AB-14A468-BA
12033769 12077383 12040972 12033997 12020156 12004007 12033731
Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric
(12 Gauge Wire) (18 Gauge Wire)
12015793 12010718 12089188 12015284
E69
NAVISTAR
DESCRIPTION BULKHEAD 31-Pin Plug Terminal (Socket) 31-Pin Receptacle Terminal (Pin) NEUTRAL START (NON-RETARDER) 1-Pin Plug Terminal (Pin) Wire Seal 1-Pin Plug/Seal Connector Seal Terminal (Socket) ATD P/N 29509617 23016502 29509616 23018768 MANUFACTURER Deutsch IPD Deutsch Deutsch IPD Deutsch MFR P/N HD36-24-31ST 0462-201-16141 HD34-24-31PT 0460-202-16141
12010996 12089040 12015323 12015791 12010149 12089188
Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric
REVERSE WARNING (NON-RETARDER) 2-Pin Plug/Seal 12015792 Connector Seal 12010155 Terminal (Socket) 12089188 Wire Seal 12015284
NEUTRAL START AND REVERSE WARNING (RETARDER) 5-Pin Plug/Seal 12084891 Packard Electric Connector Seal 15300023 Packard Electric Terminal (Socket) 12077411 Packard Electric Secondary Lock 15300017 Packard Electric Wire Seal 12015323 Packard Electric OTHER CONNECTORS 2-Pin Receptacle Terminal (Pin) Secondary Lock Wire Seal 1-Pin Plug Terminal (Pin) Lock 1-Pin Receptacle Cavity Plug Lock
15300002 12040559 15300014 12015360 12065171 12040559 12065249 12065172 12010300 12065249
Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric Packard Electric
E70
NAVISTAR (contd)
DESCRIPTION OTHER CONNECTORS (contd) 12-Pin Plug (Black) Terminal (Socket) Wedge Lock Cavity Plug 12-Pin Receptacle (Black) Terminal (Pin) Wedge Lock Cavity Plug 12-Pin Plug (Gray) Terminal (Socket) Wedge Lock Cavity Plug 12-Pin Receptacle (Gray) Wedge Lock Cavity Plug 6-Pin Plug Terminal (Pin) 6-Pin Receptacle Terminal (Socket) ATD P/N 29511373 23016502 29511400 23016504 29511755 23018768 29511401 23016504 29511372 23016502 29511400 23016504 29511754 29511401 23016504 29511752 23018768 29511753 23016502 MANUFACTURER Deutsch Deutsch Deutsch Deutsch Deutsch Deutsch Deutsch Deutsch Deutsch Deutsch Deutsch Deutsch Deutsch Deutsch Deutsch Deutsch Deutsch Deutsch Deutsch MFR P/N DT0612SB 0462-201-16141 W12S 114017 DT0412PB 0460-202-16141 W12P 114017 DT0612SA 0462-201-16141 W12S 114017 DT0412PA W12P 114017 DT066SA 0460-202-16141 DT046PA 0462-201-16141
E71
NOTES
E72
APPENDIX F THROTTLE POSITION SENSOR ADJUSTMENT

A. Description of Operation (Figure F1) 1. To properly communicate throttle position to the Electronic Control Unit (ECU), the throttle position sensor must convert its mechanical movement to an electrical form the ECU can understand. To accomplish this, contacts move across a resistive strip inside the sensor which translates position into voltage.
THROTTLE POSITION LINKAGE CONTACTS RESISTIVE STRIP
V00656.01
Figure F1. Throttle Position to Voltage Conversion
2. Each position gives a different voltage. The ECU then converts the voltage to counts. Each count corresponds to approximately .179 mm (.007 inch) of throttle sensor movement. Figure F2 diagrams the counts and throttle movement relationship.
0 COUNT
Adjust so total stroke is within 50200 count band
255 COUNTS
14 COUNTS ERROR ZONE 50 COUNTS
233 COUNTS 200 COUNTS APPROX. 19 mm (0.75 in.) STROKE CLOSED THROTTLE WIDE OPEN THROTTLE FULLY EXTENDED 40.6 mm (1.6 in.) 45.7 mm (1.8 in.) ERROR ZONE
FULLY RETRACTED (AT REST) 2.5 mm (0.1 in.) 0 mm
Total Stroke CTWOT 15.2 mm22.9 mm (0.63 in.0.9 in.) 85130 Counts
V00429.04
Figure F2. Throttle Position Determination Diagram
F1

A. Description of Operation (contd) 3. Throttle percentage is proportional to counts; low counts correspond to low percent and high counts correspond to high percent (Table F1, Page F4). 4. The conversion from counts to percent throttle is performed easily once the idle and full throttle positions are set (see adjustment procedures below). The idle and full throttle positions correspond to counts which can be viewed with a diagnostic tool. The ECU determines percent throttle by the equation:
% Throttle =
Current Count Idle Count Full Throttle Count Idle Count
x 100
Where: Idle Count = Count on diagnostic tool when engine is idling. Current Count = Count on diagnostic tool at the present throttle position. Full Throttle Count = Count on diagnostic tool at wide open throttle. NOTE: Refer to Appendix N for DDR information. 5. The throttle position sensor is self-calibrating within its normal operating range. Each time the vehicle is started and the ECU is initialized, the idle counts that are used for closed throttle are increased by 15 counts from its previous lowest reading. Also, the wide open throttle counts are reduced by 15 counts from its previous highest reading. Once new counts are read from the current sensor position, the idle and wide open throttle count set points are continually readjusted to the lowest and highest counts, respectively. This compensates for fuel control system wear or previous mechanical adjustment. One area of particular concern is when the throttle sensor extends into the error zone. This indicates a TPS misadjustment to the ECU and 100 percent throttle is assumed until readjustment is performed. Simply clearing the Code 21 XX will not resolve the 100 percent (WOT) shifting situation. NOTE: After replacing or adjusting the throttle position sensor linkage, the technician should use the diagnostic tool to clear the throttle calibration. Go to the DDR selection menu and locate ACTION REQUESTS. Select RESET THROTTLE CALIBRATION and ENTER to set the 0 percent throttle counts. After the idle counts are established, the throttle should be moved to the Full position to establish the full or Wide Open Throttle (WOT) position (100 percent). The full throttle counts will be the same as the idle counts until the throttle is moved. The full throttle counts are set when maximum travel is reached so stopping before actual full throttle will set the 100 percent point artificially low. Refer to Figure F2 for proper counts and percentage. Refer to Figure F3 for illustration of throttle position adjustment.
F2

B. Throttle Position Sensor (TPS) Adjustment When properly installed by the equipment manufacturer, the TPS should not require adjustment. Conrm that the throttle sensor is installed to manufacturer specications before adjusting the throttle position sensor. The idle count should be 50 or higher and full throttle count 200 or lower. The TPS is self-calibrating meaning there is no optimum closed throttle or wide open throttle count value. As long as the counts are within the 50 to 200 range, the TPS is set properly. Total stroke of 85130 counts must be maintained. Watch the movement of the throttle sensor as the controls move it through its full stroke. Be sure there is no misalignment or obstruction to smooth movement through the full stroke. Make certain the idle and full throttle positions are not in the error zones (refer to Figure F2). The error zones occur when the idle position is less than 14 counts, or when the full throttle position is more than 233 counts. When idle or wide open throttle positions are in the error zones, Codes 21 12 and 21 23 occur, respectively. These codes cause the transmission to shift as if the throttle is fully depressed (100 percent throttle) affecting shift quality and causing decreased fuel efciency. Code 21 XX may be caused by a short or open circuit in the chassis harness or by incorrect voltages. If this occurs, refer to Code 21 XX chart. NOTE: Use Test Harness J 41339 for measuring voltages.
F3

Table F1. Volts Versus Count for Throttle Sensor Display Reading Counts 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 Volts 0 0.0196 Counts 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 Volts Counts 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 119 120 Volts Counts 121 122 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141 142 143 144 145 146 147 148 149 150 151 152 153 154 155 156 157 158 159 160 Volts Counts 161 162 163 164 165 166 167 168 169 170 171 172 173 174 175 176 177 178 179 180 181 182 183 184 185 186 187 188 189 190 191 192 193 194 195 196 197 198 199 200 Volts Counts 201 202 203 204 205 206 207 208 209 210 211 212 213 214 215 216 217 218 219 220 221 222 223 224 225 226 227 228 229 230 231 232 233 234 235 236 237 238 239 240 Volts
0.882
1.666
2.451
3.235
4.019
0.098
0.98
1.764
2.549
3.333
4.117
0.196
1.078
1.863
2.647
3.431
4.215
0.276
1.176
1.96
2.745
3.529
4.313
0.392
1.274
2.058
2.843
3.627
4.411
0.49
1.372
2.156
2.941
3.725
4.509
0.588
1.47
2.225
3.039
3.823
4.607
0.686
1.568
2.353
3.137
3.921
4.705
0.784
F4
MOUNTING PROVISION: Use M6 x 1.00 or 14-20 in. series bolts, 3 places Torque M6 x 1.00 bolt to 1013 Nm (84120 lb in.) Torque 14-20 in. series bolts to 1314 Nm (108132 lb in.) Mount to a solid frame member. Flatness of chassis mounting surface must not exceed 0.8 mm (0.03 in.).
BENDING LOAD APPLIED
UNACCEPTABLE INSTALLATION 10.0 MAX INSTALLED OPERATING ANGLE IN ALL DIRECTIONS LOADING IN TENSION ONLY
ACCEPTABLE INSTALLATION Attachment must provide freedom of motion to allow cable loading in tension only (no bending loads). WIRING HARNESS 55.0 mm (2.17 in.) MIN REQUIRED FOR CONNECTION REMOVAL FULLY EXTENDED FORCE REQUIRED 26.7 N (6.0 LB) MAX Fuel control must not move the throttle sensor beyond the closed throttle position at any time. FULLY RETRACTED MOUNTING (NOTE: Mounting length LENGTH + 50.8 mm (2 inches) equals cable length) R 152.0 mm (6.00 in.) MIN ALLOWANCE RADIUS
47.5 mm (1.87 in.) FULL THROTTLE 118.1 mm (4.65 in.)
CLOSED THROTTLE 95.2 mm (3.75 in.) OPERATING BAND 22.9 mm (0.9 in.) 118.1 mm (4.65 in.) 95.2 mm (3.75 in.)
The location of the clamping bracket relative to the fuel lever at closed throttle must be maintained within this range.
30.2 mm (1.19 in.)
93.45 mm (3.679 in.) 87.15 mm (3.431 in.)
Fuel lever attachment linkage or bracket must allow fuel lever to return to closed throttle position when sensor rod is maintained at full throttle position. Attach the throttle sensor directly to the engine fuel lever with no breakover or yield linkages between the engine fuel lever shaft and the attachment point of the throttle sensor.
Attach to engine or governor housing using clamp and shims as required. Clamp must positively lock in cable groove. HITCH PIN CLIP
ENGINE FUEL LEVER
CLOSED THROTTLE FULL THROTTLE SAME AS WITHOUT SLIP-LINK FULLY EXTENDED
183.1 mm (7.21 in.) MAX
160.2 mm (6.31 in.) MIN
38.1 mm (1.50 in.) HITCH PIN CLIP FULLY RETRACTED
OPTIONAL THROTTLE SENSOR ASSEMBLY WITH SLIP-LINK
V00430.07
Figure F3. Throttle Position Sensor Adjustment
F5

NOTES
F6
APPENDIX G MISCELLANEOUS ITEMS

11. WELDING ON VEHICLE
When frame or other welding is required on the vehicle, take the following precautions to protect the electronic control components: 1. 2. 3. 4. Disconnect the wiring harness connectors at the transmission electronic control unit. Disconnect the positive and negative battery connections, and any electronic control ground wires connected to the frame or chassis. Cover electronic control components and wiring to protect them from hot sparks, etc. Do not connect welding cables to electronic control components.
WARNING!
Do not jump start a vehicle with arc welding equipment. Arc welding equipments dangerously high currents and voltages cannot be reduced to safe levels.
12.
VEHICLE INTERFACE MODULE
The Allison Vehicle Interface Module (VIM) containing all Allison system relays and fuses must be used as the interface to all vehicle wiring. Refer to Figure G2 for VIM component location and pin-out. To close an open VIM, tighten the bolts in the numerical order shown in Figure G1 to provide a sealed, water-tight box. Torque to the bolts to 58 Nm (46 lb ft).
2
4 3
V00657
Figure G1. Vehicle Interface Module (VIM)
G1
APPENDIX G MISCELLANEOUS ITEMS
(K4) WIRE 114/SFO 1 A3/30 S3/18 B2/30 S1/18 A2/30 C1/30 2 S1/18 IGNITION FUSE C1/30
(K5) WIRE 125/SFO 4 C1/30 D1/30 S1/18 E1/30 N2/18
(K6) WIRE 112/SFO 3 F3/30 P2/18 K1 & 2/30 C2/30
F2/30
(K1) WIRE 113/REVERSE WARNING A1/30 S2/18 C1/30 S1/18 B1/30 1 S1/18 IGNITION FUSE
(K2) WIRE 132/SFO 2 E3/30 M1/18 D2/30 S1/18 E2/30 C1/30
(K3) WIRE 123/NEUTRAL START F1/30 P1/18 (+) L1 & 2/18 (-) K1 & 2/30 G1/30 J1 & 2/30 MAIN FUSE R1 & 2/18
C1/30
1 2 3 A B C D E F G H J K L A M B N C P D R E S F
1 2 3 TERMINAL BOARD IDENTIFICATION HARNESS CONNECTOR IDENTIFICATION
30-WAY CONNECTOR (PIN ID/30) See page D-24 for wire/terminal usage. 87 86 87A 30 PIN NUMBERING ON BOTTOM OF RELAY 1 Ignition fuse position in early VIM 85
18-WAY CONNECTOR (PIN ID/18) See page D-25 for wire/terminal usage.
2 Ignition fuse must be in place and not open for there to be continuity between pins C1/30 and R1/18
V01814.01
Figure G2. VIM Components Location and Pin-Out Diagram
G2
APPENDIX H HYDRAULIC SCHEMATICS
C2 (TO CLUTCH)
C2 LATCH VALVE DETAIL

C1 (TO CLUTCH) C2 LATCH VALVE CONTROL MAIN
EBF
C2 (FROM SOL) C1 (FROM SOL)
146
133
C1 LATCH VALVE
145
144
C3 (TO CLUTCH)
C3 (FROM SOL) C5 (FROM SOL) C5 (TO CLUTCH) EBF

V00588.02
Figure H1. C2 Latch Valve Detail
H1
H2
WT HYDRAULIC SCHEMATIC NEUTRAL

Torque Converter Lube Filter
CONVERTER IN
Cooler Conv Regulator Lube Lube
CONVERTER OUT
Overdrive Knockdown Lockup
Conv Flow
Figure H2.
EX
Lube Regulator
WT Hydraulic Schematic Neutral
LU N/C
C1 N/O
C2 N/O
C3 N/C
C4 N/C
C5 N/C
EX Main Filter
G FWD
N/C ONOFF EX Exhaust Backfill C4
Ctl. Main Reg. Main Main (MD, B 300, and B 400 models only) C5 Main Regulator
Pressure Relief
EX
C2
Pump
C1
C1
C2
C3
C4
C5
Suction Filter
Accumulator/ Relay Valve C1 Latch C2 Latch C3 C3 Pressure Switch EX
SOLENOIDS ENERGIZED CLUTCH APPLIED

MAIN CONTROL MAIN EXHAUST SUCTION
A B E C5
COOLER/LUBE EX. BACKFILL CONVERTER C5
Sump
EFFECTIVE S/N: MD/B 300/B 400 S/N 6510024410 HD/B 500 ALL S/N
V01129.04
WT HYDRAULIC SCHEMATIC REVERSE

CONVERTER IN
CONVERTER OUT
Overdrive Knockdown
Conv Flow
Figure H3.
Lockup
Copyright 1998 General Motors Corp. H3
EX
Lube Regulator
WT Hydraulic Schematic Reverse
LU N/C
C1 N/O
C2 N/O
C3 N/C
C4 N/C
C5 N/C
EX Main Filter
G FWD
Pressure Relief
EX
C2
Pump
C1
C1
C2
C3
C4
C5
Suction Filter

A B C E C3, C5
COOLER/LUBE EX. BACKFILL CONVERTER C3 C5
Sump
V01130.04
H4
WT HYDRAULIC SCHEMATIC 1st RANGE

CONVERTER IN
CONVERTER OUT
Conv Flow
Figure H4.
EX
Lube Regulator
WT Hydraulic Schematic 1st Range
LU N/C
C1 N/O
C2 N/O
C3 N/C
C4 N/C
C5 N/C
EX Main Filter
G FWD
Pressure Relief
EX
C2
Pump
C1
C1
C2
C3
C4
C5
Suction Filter

MAIN CONTROL MAIN EXHAUST SUCTION COOLER/LUBE
B E G C1, C5
EX. BACKFILL CONVERTER C1 C5 FWD. KDN.
Sump
V01123.04
WT HYDRAULIC SCHEMATIC 2nd RANGE

CONVERTER IN
CONVERTER OUT
Conv Flow
Figure H5.
EX
Lube Regulator
WT Hydraulic Schematic 2nd Range
LU N/C
C1 N/O
C2 N/O
C3 N/C
C4 N/C
C5 N/C
EX Main Filter
G FWD
Pressure Relief
EX
C2
Pump
C1
C1
C2
C3
C4
C5
Suction Filter
Sump LOCKUP EFFECTIVE S/N: C1 MD/B 300/B 400 C4 S/N 6510024410 HD/B 500 * NOTE: During 1-2 Upshift and 2-1 Downshift, Solenoid G is ALL S/N de-energized (C2 Latch Valve Up, C1 Latch Valve Down) to exhaust C5 Clutch through Solenoid E Regulator Valve. V01124.04
MAIN CONTROL MAIN EXHAUST SUCTION COOLER/LUBE EX. BACKFILL CONVERTER FWD. KDN.
*SOLENOIDS ENERGIZED B D F G CLUTCH APPLIED C1, C4 LOCKUP
H6
WT HYDRAULIC SCHEMATIC 3rd RANGE

CONVERTER IN
CONVERTER OUT
Conv Flow
Figure H6.
EX
Lube Regulator
WT Hydraulic Schematic 3rd Range
LU N/C
C1 N/O
C2 N/O
C3 N/C
C4 N/C
C5 N/C
EX Main Filter
G FWD
Pressure Relief
EX
C2
Pump
C1
C1
C2
C3
C4
C5
Suction Filter

B C F G C1, C3 LOCKUP
Sump
COOLER/LUBE EX. BACKFILL CONVERTER FWD. KDN.
EFFECTIVE S/N: LOCKUP MD/B 300/B 400 S/N 6510024410 C1 HD/B 500 C3 ALL S/N
V01125.04
WT HYDRAULIC SCHEMATIC 4th RANGE

CONVERTER IN
CONVERTER OUT
Conv Flow
Figure H7.
EX
Lube Regulator
WT Hydraulic Schematic 4th Range
LU N/C
C1 N/O
C2 N/O
C3 N/C
C4 N/C
C5 N/C
EX Main Filter
G FWD
Pressure Relief
EX
C2
Pump
C1
C1
C2
C3
C4
C5
Suction Filter

F G C1, C2 LOCKUP
Sump
V01126.04
H8

CONVERTER IN
CONVERTER OUT
Conv Flow
Figure H8.
EX
Lube Regulator
LU N/C
C1 N/O
C2 N/O
C3 N/C
C4 N/C
C5 N/C
EX Main Filter
G FWD
Pressure Relief
EX
C2
Pump
C1
C1
C2
C3
C4
C5
Suction Filter

A C F G C2, C3 LOCKUP
Sump
V01127.04

CONVERTER IN
CONVERTER OUT
Conv Flow
Figure H9.
EX
Lube Regulator
LU N/C
C1 N/O
C2 N/O
C3 N/C
C4 N/C
C5 N/C
EX Main Filter
G FWD
Pressure Relief
EX
C2
Pump
C1
C1
C2
C3
C4
C5
Suction Filter
*SOLENOIDS ENERGIZED CLUTCH APPLIED

A D F C2, C4 LOCKUP
NOTE: During 5-6 shift, Solenoid G is energized (both Latch Valves Down) to exhaust C3 Clutch through Solenoid C Regulator Valve.
Sump LOCKUP C2 EFFECTIVE S/N: C4 MD/B 300/B 400 S/N 6510024410 HD/B 500 ALL S/N
V01128.04
;
C6
;; ;;; ;;;;;;;;; ;;;; ;; ;;; ;;

MD 3070 HYDRAULIC SCHEMATIC (PARTIAL)
NEUTRAL POWER ON
FORWARD SOLENOID (G) Main Control Main Exhaust Backfill Exhaust
D FEED C4 EBF C2 C1 B FEED A FEED
Figure H10. MD 3070 Hydraulic Schematic Neutral, Power On
C6 (J) N/C PWM
C6 INTERLOCK VALVE
C FEED
MAIN
P.S
C3
E FEED C5
EBF
EBF
EX
C2 LATCH
C1 LATCH
LO SOLENOID (N)
V01820
H20
Figure H11. MD 3070 Hydraulic Schematic Reverse, Power On
; ;; ;;; ;;;;;;;;; ;; ;;; ;;;; ;;

REVERSE POWER ON
C6 (J) N/C PWM
C6 INTERLOCK VALVE
C FEED
MAIN
P.S
C3
E FEED C5
EBF
C6
EBF
EX
C2 LATCH
C1 LATCH
LO SOLENOID (N)
V01821
;
C6
;; ;;; ;;;;;;;;; ;;;; ;; ;;; ;;

LO MD POWER ON
Figure H12. MD 3070 Hydraulic Schematic Lo MD, Power On
C6 (J) N/C PWM
C6 INTERLOCK VALVE
C FEED
MAIN
P.S
C3
E FEED C5
EBF
EBF
EX
C2 LATCH
C1 LATCH
LO SOLENOID (N)
V01822
H22
Figure H13. MD 3070 Hydraulic Schematic 1st, Power On
; ;; ;;; ;;;;;;;;; ;; ;;; ;;;; ;;

1ST POWER ON
C6 (J) N/C PWM
C6 INTERLOCK VALVE
C FEED
MAIN
P.S
C3
E FEED C5
EBF
C6
EBF
EX
C2 LATCH
C1 LATCH
LO SOLENOID (N)
V01823
; ;; ;;; ;;;; ;;; ;;;;;;; ;;

2ND POWER ON
Figure H14. MD 3070 Hydraulic Schematic 2nd, Power On
C6 (J) N/C PWM
C6 INTERLOCK VALVE
C FEED
MAIN
P.S
C3
E FEED C5
EBF
C6
EBF
EX
C2 LATCH
C1 LATCH
LO SOLENOID (N)
V01824
H24
Figure H15. MD 3070 Hydraulic Schematic 3rd, Power On
; ;; ;;; ;;;; ;;; ;;;;;;; ;;

3RD POWER ON
C6 (J) N/C PWM
C6 INTERLOCK VALVE
C FEED
MAIN
P.S
C3
E FEED C5
EBF
C6
EBF
EX
C2 LATCH
C1 LATCH
LO SOLENOID (N)
V01825
; ;; ;;; ;;;; ;;; ;;;;;;; ;;

4TH POWER ON
Figure H16. MD 3070 Hydraulic Schematic 4th, Power On
C6 (J) N/C PWM
C6 INTERLOCK VALVE
C FEED
MAIN
P.S
C3
E FEED C5
EBF
C6
EBF
EX
C2 LATCH
C1 LATCH
LO SOLENOID (N)
V01826
H26
; ;; ;;; ;;;; ;;; ;;;;;;; ;;

5TH POWER ON
C6 (J) N/C PWM
C6 INTERLOCK VALVE
C FEED
MAIN
P.S
C3
E FEED C5
EBF
C6
EBF
EX
C2 LATCH
C1 LATCH
LO SOLENOID (N)
V01827
;
C6
;; ;;; ;; ;;; ;;;;;;; ;; ;;

6TH POWER ON
C6 (J) N/C PWM
C6 INTERLOCK VALVE
C FEED
MAIN
P.S
C3
E FEED C5
EBF
EBF
EX
C2 LATCH
C1 LATCH
LO SOLENOID (N)
V01828
H28
MD/B 300/B 400 RETARDER HYDRAULIC SCHEMATIC RETARDER ON

(PRIOR TO S/N 6510021203)
Retarder Control Valve
Figure H19. MD/B 300/B 400 Retarder Hydraulic Schematic, Retarder On (Prior To S/N 6510021203)
(K) Retarder Charge Pressure
EX Retarder Temp Sensor Flow Valve Signal Valve
EX ON/OFF Solenoid (H) Air Protection Valve (OEM supplied) EX

(Air)
CONTROL MAIN Accumulator Cooler MAIN PRESSURE RETARDER OUT CONVERTER OUT EXHAUST
TO RETARDER LUBE FROM COOLER TO COOLER VEHICLE AIR
V01519
MD/B 300/B 400 RETARDER HYDRAULIC SCHEMATIC RETARDER OFF

(PRIOR TO S/N 6510021203)
Figure H20. MD/B 300/B 400 Retarder Hydraulic Schematic, Retarder Off (Prior To S/N 6510021203)
(K) Retarder Charge Pressure
EX Retarder Temp Sensor Flow Valve Signal Valve
EX ON/OFF Solenoid (H) Air Protection Valve (OEM supplied) EX

(Air)
CONTROL MAIN Accumulator Cooler MAIN PRESSURE CONVERTER OUT EXHAUST ORIFICE LUBE
LUBE FROM COOLER TO COOLER VEHICLE AIR
V01520
Figure H21. MD/B 300/B 400 Retarder Hydraulic Schematic, Retarder On (From S/N 6510021203 to December 31, 1997)
H30 Copyright 1998 General Motors Corp.
MD/B 300/B 400 RETARDER HYDRAULIC SCHEMATIC RETARDER ON

(H) Retarder Charge Pressure
EX Retarder Temp Sensor Flow Valve
EX ON/OFF Solenoid (N) Air Protection Valve (OEM supplied) EX

(Air)
CONTROL MAIN Accumulator Cooler MAIN PRESSURE RETARDER OUT CONVERTER OUT EXHAUST
V01539.01
Figure H22. MD/B 300/B 400 Retarder Hydraulic Schematic, Retarder Off (From S/N 6510021203 to December 31,
MD/B 300/B 400 RETARDER HYDRAULIC SCHEMATIC RETARDER OFF

(H) Retarder Charge Pressure
EX Retarder Temp Sensor Flow Valve

(Air)
CONTROL MAIN Accumulator Cooler MAIN PRESSURE CONVERTER OUT EXHAUST ORIFICE LUBE
V01540.01
H32
HD/B 500 RETARDER HYDRAULIC SCHEMATIC RETARDER ON

(H)
Exhaust Check Valve
Retarder Charge Pressure
EX
1997)
ON/OFF Solenoid (N) Air Protection Valve (OEM supplied) EX
(Air)
Retarder Temp Sensor EX Flow Valve
EX
Cooler
CONTROL MAIN Accumulator MAIN PRESSURE RETARDER OUT CONVERTER OUT EXHAUST
V01131.01
HD/B 500 RETARDER HYDRAULIC SCHEMATIC RETARDER OFF

Figure H23. HD/B 500 Retarder Hydraulic Schematic Retarder On
(H) Exhaust Check Valve Retarder Charge Pressure
EX
Retarder Temp Sensor EX Flow Valve

(Air)
Cooler
CONTROL MAIN Accumulator MAIN PRESSURE CONVERTER OUT EXHAUST ORIFICE LUBE
V01132.01

NOTES
H34
NOTE: 1 2 NON-RETARDER TRANSMISSION HAS NO RETARDER CONNECTORS. OUTPUT SPEED SENSOR CONNECTOR IS INTEGRAL WITH RETARDER EQUIPPED TRANSMISSION. SOME VEHICLES WILL UTILIZE TWO RETARDER MODULATION DEVICES. RETARDER CONTROL DEVICE TO RETARDER RESISTANCE MODULE/ INTERFACE WIRING CONSISTS OF TWO TO SEVEN WIRES, DEPENDING UPON THE TYPE OF CONTROL DEVICE. HD/B 500 TURBINE SPEED SENSOR IS LOCATED ON MAIN CASE.
RETARDER ACCUMULATOR SOLENOID

H SOL ON/OFF A B 122
SEE NOTE 1
3 4
PRIMARY RETARDER CONTROL DEVICE
; ;
SEE SEE SEE NOTE NOTE NOTE 1 3 4
APPENDIX J WT WIRING SCHEMATICS
RESISTANCE MODULE OR PEDAL INTERFACE MODULE

A B C
RESISTANCE MODULE OR PEDAL INTERFACE MODULE

A B C 164
SECONDARY RETARDER CONTROL DEVICE (IF USED)
WORLD TRANSMISSION
SYSTEM WIRING SCHEMATIC
135D
133
HD/B 500 RETARDER

SEE NOTE 1 K SOL (RETARDER MODULATOR)
OPTIONAL SENSOR HARNESS F E 134 109
127 MD/B 300/B 400 RETARDER CONNECTOR OPTIONAL
RETARDER
SEE K SOL NOTE (RETARDER 1 MODULATOR) A B
SENSOR HARNESS F 134 E 109
135B BLUE B 30 RETARDER MODULATION SIGNAL A 22 A 27 A 34 A 33 RETARDER MODULATION HI
135B GREEN
A 13 5A
A B
B1 (ANALOG TPS GROUND) LO ISO 9141 REQUEST
B C 15 6 12 4 BLUE RED B 22 A 24 THROTTLE TPS SIGNAL HI A 26 INPUT () A5 B 29 A 25 A 12 A 32 A 14 B3 A 19 A 18 B 19 B 21 A 13 A 23 B 12 A 15 B 23 B 20 A 17
VEHICLE INTERFACE WIRING (VIW) CONNECTOR CUSTOMER SUPPLIED WIRING AND CONNECTOR
161B 126 105 163 125 112 132 114 137 119 118 153 155 113 123 146A 115 157 154 117 142B 151B YELLOW YELLOW GREEN BLUE WHITE VIOLET ORANGE WHITE ORANGE YELLOW BLUE YELLOW GREEN WHITE VIOLET YELLOW GREEN VIOLET WHITE GREEN WHITE BLUE VIOLET BLACK BLACK RED RED ORANGE PACKARD
A2 L2 F2 S2
FUSED IGN FUSED IGN 10A
13
SIGNAL GROUND #161B
OUTPUT FUNCTION ()
1 14 10 4
() OUTPUT WIRE # 105 () INPUT WIRE # 163 () INPUT WIRE # 126 AVAILABLE AFTER JULY 1, 1995
RTDR TEMP OUTPUT SPEED SENSOR

SEE NOTE 5
A B
138
C 135C
RTDR TEMP
SEE NOTE 2
E F
D 138 C135C
VLT WHITE
SOLENOID GROUND 4 H SOL K SOL HI K SOL LO RTDR TEMP OUTPUT SPEED HI OUTPUT SPEED LO NOT USED TURBINE SPEED HI TURBINE SPEED LO
INPUT FUNCTION () OUTPUT FUNCTION () OUTPUT FUNCTION (+) OUTPUT FUNCTION () OUTPUT FUNCTION () INPUT FUNCTION () INPUT FUNCTION (+) INPUT FUNCTION (+) INPUT FUNCTION () INPUT FUNCTION () REVERSE WARNING ()
SWITCHED IGNITION POWER
A B
S R
139 148
OUTPUT SPEED SENSOR

A B D C
C D
S 139 R 148
YEL ORG YELLOW
A9 B4 B5 B 14 B 25 B 15 B6
5 3 2 8 9
() INPUT WIRE # 137 (+) INPUT WIRE # 119 (+) INPUT WIRE # 118 () INPUT WIRE # 153 () INPUT WIRE # 155 SWITCHED IGNITION POWER
TURBINE SPEED SENSOR ACCUMULATOR

H SOL
A B
M L
149 140
H SOL (SEPARATE ON RETARDER)
H 127 G 122
GREEN
TRANSFER CASE
A B H G 127 122
TRANSMISSION CONNECTOR PRE MY 95; 24-WAY

TURBINE SPEED SENSOR RED
149 ORANGE 140 G1 A3 E3 F3 D3 C3 B3 G3 H3 G2 F2 E2 D2 C2 B2 A2 H1 H2 F1 E1 D1 C1 B1 A1 110 WHITE 130 YELLOW 121 VIOLET 102 ORANGE 111 GREEN 101 BLUE A 10 A 30 A 21 A2 A 11 A1 A4 A 29 A 31 A3 A 28 A 20 F SOL LO 161A YELLOW 147 VIOLET 107 GREEN 162 WHITE 165 BLUE B 13 A7 B 28 B 31 A6 A 16 B 32 B 27 SUMP TEMP F SOL HI (LOCK-UP) C 3 PS OIL LEVEL OIL LEVEL POWER N SOL HI (MD 3070) NOT USED SIGNAL GROUND BLUE
NEUTRAL START (+) IGNITION (+) DO NOT SHIFT () A 26 NOT USED SPEEDOMETER SIGNAL OUTPUT INPUT FUNCTION () INPUT FUNCTION ()
116 YELLOW
TRANSMISSION CONNECTOR MY 95 AND LATER 31-WAY
g V P E X Y D f N W U F L H A e C K M B J G
116 149 147 107 162 165 106 101 135B 161A 140 110 130 121 102 111 104 129 131 103 128 120
12 16 6 7
() INPUT WIRE # 154 () INPUT WIRE # 117 SERIAL COMMUNICATION A (+) SERIAL COMMUNICATION B ()
SUMP TEMP
WHITE
F SOL RED C 3 PRESSURE RED OIL LEVEL WHITE SENSOR RED N SOL RED BLACK BLACK WHITE WHITE BLACK BLACK BLACK J SOL VIOLET WHITE G SOL E SOL D SOL C SOL B SOL A SOL VIOLET VIOLET VIOLET VIOLET VIOLET VIOLET
ISO 9141 COMMUNICATION LINK BATTERY GROUND
B 25 B 18 B9 B 11 B2
159 143C 143A 136C 136A 158
106 WHITE 116 YELLOW
HARNESS TERMINALS VIM TERMINALS

A1 L1
CUSTOMER SUPPLIED WIRING AND CONNECTOR

K1 K2 B1 A1 C1 E2 D2 E3
FUSED IGN 12V
343A
BATTERY POWER
GROUND 313CM 313NO 346 332CM 332NC 332NO 312CM 312NC 312NO
343C
REVERSE WARNING RELAY (REQUIRED) IGNITION RELAY OUTPUT WIRE #132
SOLENOID GROUND 3 SERIAL COMMUNICATION INTERFACE B () SOLENOID GROUND 2 SERIAL COMMUNICATION INTERFACE A (+) SOLENOID GROUND 1 J SOL (MD 3070) N SOL LO (MD 3070) G SOL E SOL D SOL C SOL B SOL A SOL REMOTE WAKE UP REMOTE SERIAL INTERFACE (+) SCHEMATIC SYMBOLS: HIGH SIDE (POWER) LOW SIDE (GROUND) HIGH SIDE DRIVER (SWITCH TO POWER) LOW SIDE DRIVER (SWITCH TO GROUND)
B 17 B8
151A 142A 146B 143D
B A C E
K J H A
F1 S1

OPTIONAL DEUTSCH
B1 M1 D2 P2 B2 M2 F3 S3
F2 C2 F3 H2 H1 A2 B2 A3 G3 J3
RELAY OUTPUT WIRE #112
104 WHITE 129 VIOLET 131 BLUE
136B 143B
1 7 2
103 GREEN 128 ORANGE 120 WHITE
ORANGE A8 B 34 B 26 B 33 B 24 108 168 160 YELLOW YELLOW VIOLET
REMOTE SERIAL INTERFACE CONNECTOR

(REMOTE SHIFT SELECTOR) REMOVE OR CUT JUMPER WIRE BETWEEN TERMINALS 2 AND 3 ON PRIMARY REMOTE SELECTOR. NOT USED
357UF SPEEDOMETER 357FL OUTPUT 314CM 314NC 314NO 358 315 325CM 325NC 323CM 323NO 336A 336C
C3 N3 A3 L3
FUSED IGN
RELAY OUTPUT WIRE #114
3 6 4 5 8 9 10
C2 N2 D1 P1 E1 R1
FUSED IGN
DIMMER INPUT DO NOT SHIFT RELAY OUTPUT WIRE #125 NEUTRAL START RELAY (REQUIRED) MAIN POWER
ENGINE SPEED SENSOR

GENERAL NOTES:
A B
P N
141 VIOLET 150 ORANGE
K3 E1 D1 G1 F1
12V
B7 B 16
ENGINE SPEED HI ENGINE SPEED LO
REMOTE SERIAL INTERFACE () NOT USED DIMMER INPUT 12V OR 24V
OPTIONAL SENSOR HARNESS CHASSIS GROUND 144 BLACK B 10 ALL HARNESS WIRING IS 18 AWG. ANY WIRE NUMBER INCLUDING A LETTER HAS A SPLICED WIRE. WIRE NUMBERS 101134 ORIGINATE AT CONNECTOR A. WIRE NUMBERS 135 AND GREATER ORIGINATE AT CONNECTOR B. ALL SERIAL COMMUNICATIONS AND SPEED SENSOR WIRES ARE TWISTED PAIRS [1220 TWISTS PER FOOT (300 MM)]. 300 SERIES WIRES INDICATE VIM HARNESS.
E2 R2
J1 J2
ELECTRONIC CONTROL UNIT
NEAREST CHASSIS GROUND (DO NOT CONNECT TO BATTERY GROUND)
24V VIMS HAVE 12V RELAYS FOR NEUTRAL START AND RELAY OUTPUT WIRE #112.
10A
VEHICLE INTERFACE MODULE (VIM)
REFERENCE DRAWINGS AS07-000, AS07-020, AND + AS07-021M FOR VEHICLE 12/24 VOLT BATTERY INTERFACE WIRING INFORMATION.
V05002
Foldout J1. WT Wiring Schematic (Pre-TransID)
APPENDIX J WT WIRING SCHEMATICS
A 18 A 27
ECU
B A A9 A1 A A
TRANSMISSION
ECU
G A M 120 WHITE 102 ORANGE 131 BLUE A 20 A2 A 31 A SOL SOLENOID GROUND 1 D SOL
A D B E C G F
TransID 1 B C3 PRESSURE SWITCH B
TID1
A B A B A B A B A B A B A B
J H K
128 ORANGE 121 VIOLET 129 VIOLET
A 28 A 21 A 29
B L C
103 GREEN 130 YELLOW 104 WHITE
A3 A 30 A4
E F
W N Y D P
107 GREEN 110 WHITE

161 YELLOW 135 GREEN 165 BLUE 106 WHITE 147 VIOLET 162 WHITE
A7 A 10
F SOL HI F SOL LO
B 27 SIGNAL GROUND B 1 ANALOG GROUND B 31 OIL LEVEL A 6 OLS POWER B 13 SUMP TEMP INPUT B 28 C3PS INPUT
V04680
Foldout J2. WTEC II TransID 1 Wiring Schematic (Began September, 1996)
APPENDIX K SOLENOID AND TEMPERATURE CHARTS

TEMP C TEMP F -58 -40 -22 -4 14 32 50 68 86 104 122 140 158 176 194 212 230 248 266 284 302 361 OHMS 525 577 632 691 754 820 889 962 1039 1118 1202 1288 1379 1472 1569 1670 1774 1882 1993 2107 2225 2628
-50 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 183
7.0C
5.0C
4.0C 3.0C 2.0C
4 -60 -40 --20
32 0
68 20
212 100
248 120
284 140
320 160
356 180
V01602.02
Figure K1. Temperature Sensor Chart
K1
APPENDIX K SOLENOID AND TEMPERATURE CHARTS
5.2 5 4.8 4.6
4.4 4.2 4 3.8 3.6 3.4 3.2 3 2.8 2.6 2.4 2.2 4 2 -20 0 20 32 68
MAXIMUM OHMS
MINIMUM OHMS
104 40 140 60 176 80 212 100 248 120 284 140
V00719.01
Figure K2. Solenoid Resistance vs.Temperature Chart
K2
APPENDIX L EXTERNALLY-GENERATED ELECTRONIC INTERFERENCE

11. ELECTROMAGNETIC/RADIO FREQUENCY INTERFERENCE
All electrical and electronic systems generate electromagnetic elds that can interfere with other electronic systems. Allison Transmission electronic transmission controls comply with Federal Communications Commission (FCC) regulations and other guidelines concerning emitted radio frequency interference for transportation electronics. The position of Allison Transmission Division of General Motors is that manufacturers and installers of EMI/RFI emitting equipments are responsible for adhering to FCC regulations and other guidelines concerning emitted radio frequency interference for transportation electronics. Some radio-telephone or two-way communication radios (land-mobile radio), or the manner in which they are installed, can adversely affect vehicle operation or be affected by other vehicle components. Expenses incurred to protect vehicle-related systems from EMI/RFI emissions by radio-telephone or two-way communications radios (land-mobile radio) or to integrate such devices into vehicles are not the responsibility of Allison Transmission.
12.
GENERAL GUIDELINES FOR RADIO EQUIPMENT INSTALLATION
The following general guidelines for installing radio-telephone or two-way communications radios (land-mobile radio) in a vehicle supplement, but DO NOT replace, detailed instructions provided by the radio equipment manufacturer. Detailed installation instructions are the sole responsibility of the radio equipment manufacturer. Experience has shown that most EMI/RFI problems can be prevented or eliminated by following the guidelines. If EMI/RFI problems persist after following the guidelines and after ensuring the installation conforms to the guidelines, contact the vehicle and radio equipment manufacturers for additional installation or equipment operation instructions. A. Transmitter Installation 1. Locate remote radio transmitters as far away from other electronic devices and as near to the side of the vehicle body as possible. 2. Mount transceivers (transmitter and receiver in one box) under the dash so as not to interfere with vehicle controls or passenger movement. B. Antenna Installation Each vehicle and body style react differently to radio frequency energy. When dealing with an unfamiliar vehicle, test various antenna locations by using a magnetic mount antenna and checking for adverse effects. Antenna location is a major factor in EMI/RFI problems. C. Antenna Cable Routing 1. Use high quality, 95 percent shield coverage, coaxial (coax) cable. Route the coax well away from any electronic components. 2. Route antenna cables as far away from vehicle wiring as possible to reduce the likelihood of the vehicle wiring acting as an antenna for interference. D. Radio Wiring and Connector Location 1. Connect transmitter power leads directly to the battery. 2. For transceivers (transmitter and receiver in one box) with ignition control, place a 12V power contactor at the vehicle battery. Drive the contactor coil, through an appropriate in-line fuse, from an ignition circuit not powered during engine cranking.
Copyright 1998 General Motors Corp. L1
APPENDIX L EXTERNALLY-GENERATED ELECTRONIC INTERFERENCE

D. Radio Wiring and Connector Location (contd) 3. Any negative lead from a handset or control unit must return to battery negative. 4. Connect the positive lead from a handset or control unit directly to battery. 5. Fuse handset or control unit positive and negative leads separately from the transceiver negative and positive leads. Use correctly rated fuses. E. Power and Ground Wire Routing Route radio power and ground wires as far away as possible from electronic control modules. F. Troubleshooting The following are common causes of EMI/RFI problems:
Power leads connected to points other than the battery Improper antenna location Poor shielding or connections to antenna cable Transmitter or transceiver wiring too close to vehicle electronics
13.
EXTERNALLY-GENERATED SPEED SENSOR SIGNALS

A. Checking for Externally-Generated Speed Sensor Signals Use the following procedures to determine if speed sensor signals generated by a source external to the transmission or wiring harness are present: 1. Turn ignition ON. 2. Keep engine OFF. 3. If the ECU is ON (shift selector display remains illuminated), connect the Pro-Link Diagnostic tool.
NOTE:
If false speed signals were present at the previous shutdown, the ECU might still be on even though the ignition is off. The Pro-Link is powered by ignition power so the ignition must be on to use the Pro-Link to read the speed signals. 4. Read speed sensor signals. 5. If a speed sensor signal is other than one (1), then there is a short to another circuit that is carrying an AC signal. 6. Check the resistance of the sensor. 7. Check for shorts to other circuits within the harness or transmission connector. 8. Check to ensure there is no conductive material inside the connector. 9. Check to be sure speed sensor circuit wires are a twisted pair. 10. Check to ensure a properly grounded drain wire. 11. Check for the presence of a strong external AC signal. 12. Repair or replace parts as required.
L2
APPENDIX M DIAGNOSTIC TREE WT HYDRAULIC SYSTEM
DIAGNOSTIC TREE WT SERIES HYDRAULIC SYSTEM

USING PRESSURE GAUGES AT MAIN & C1C5
INSTRUMENT MAIN & C1C5 WITH 300 PSI PRESSURE GAUGES PARKING BRAKE ON, START ENGINE INSTALL PRO-LINK AND SWITCH TO CLUTCH TEST MODE SELECT NEUTRAL RANGE, ENGINE @ IDLE, ENABLE CLUTCH TEST MODE ALL OTHER C5 SOLENOID INOPERATIVE C4 SOLENOID INOPERATIVE
C4 CLUTCH APPLIED C5 CLUTCH APPLIED HOT MAIN LESS THAN 150 PSI C3 CLUTCH APPLIED
HOT MAIN CIRCUIT LEAK C3 SOLENOID INOPERATIVE
CONDITIONS
SELECT FIFTH RANGE, ENGINE @ IDLE ALL OTHER CONDITIONS
C1 CLUTCH APPLIED
C1 SOLENOID INOPERATIVE
C1 LATCH VALVE INOPERATIVE
C1 CLUTCH OFF
NO CLUTCHES APPLIED
FORWARD SOLENOID INOPERATIVE
LOW CONTROL MAIN CTL = 1 3 CL PR
C1 & C2 PRESSURE LOW
SELECT FOURTH RANGE, ENGINE @ HIGH IDLE ALL OTHER CONDITIONS
C2 CLUTCH OFF
C2 LATCH VALVE OR FWD SOLENOID INOPERATIVE
C1 PRESSURE LOW
C2 PRESSURE LOW
C2 CLUTCH ON
SELECT SECOND RANGE, ENGINE @ IDLE ALL OTHER CONDITIONS
C4 CLUTCH OFF
SELECT THIRD RANGE, ENGINE @ IDLE
C3 CLUTCH OFF
SELECT REVERSE RANGE, ENGINE @ IDLE ALL OTHER CONDITIONS
C5 CLUTCH OFF
SELECT FIRST RANGE, ENGINE @ IDLE
C3 CLUTCH ON
C3 CLUTCH OFF
NO CLUTCHES APPLIED
HYDRAULIC SYSTEMS OK
C5 CLUTCH OFF
C5 CLUTCH ON
C3 SOLENOID INOPERATIVE C2 LATCH VALVE INOPERATIVE
NOTE: Fifth range not attainable if ECU is programmed for ranges 1 4 only.

V01102.02
Figure M1. Diagnostic Tree WT Series Hydraulic System With Gauges
M1
APPENDIX M DIAGNOSTIC TREE WT HYDRAULIC SYSTEM
DIAGNOSTIC TREE WT SERIES HYDRAULIC SYSTEM

NOT USING PRESSURE GAUGES
INSTALL PRO-LINK AND SWITCH TO CLUTCH TEST MODE SELECT NEUTRAL RANGE, ENGINE @ IDLE, ENABLE CLUTCH TEST MODE ALL OTHER
C3 SW OFF, IN GEAR, LOCKED UP C3 SW ON, IN GEAR C3 SW ON, IN NEUTRAL C3 SW ON, IN GEAR, LOCKED UP C3 SW ON, ATTAINED RANGE
C3 SOLENOID INOPERATIVE C3 SWITCH INOPERATIVE C2 SOLENOID INOPERATIVE C3 SWITCH INOPERATIVE
NOTE: Fifth range not attainable if ECU is programmed for ranges 1 4 only.
CONDITIONS
SELECT FIRST RANGE, ENGINE @ IDLE ALL OTHER CONDITIONS
C3 SW OFF, IN GEAR, LOCKED UP
SELECT SECOND RANGE, ENGINE @ IDLE ALL OTHER CONDITIONS
C3 SW ON, IN GEAR, LOCKED UP
SELECT FIFTH RANGE, ENGINE @ IDLE
C3 SW OFF, IN NEUTRAL
SELECT THIRD RANGE, ENGINE @ IDLE ALL OTHER CONDITIONS
C3 SW ON, IN NEUTRAL
SELECT FIFTH RANGE, ENGINE @ IDLE

C3 SW ON, ATTAINED RANGE
C2 LATCH VALVE OR FWD SOLENOID INOPERATIVE
SELECT REVERSE RANGE, ENGINE @ IDLE ALL OTHER CONDITIONS
SELECT FIFTH RANGE, ENGINE @ IDLE ALL OTHER CONDITIONS

C3 SW OFF, ATTAINED RANGE
V01103.02
Figure M2. Diagnostic Tree WT Series Hydraulic System Without Gauges
M2
APPENDIX N PRO-LINK 9000 DIAGNOSTIC DATA READER INFORMATION

This appendix is to assist the technician in the use of the Pro-Link 9000 functions that are mentioned in this troubleshooting manual. For complete information on the Pro-Link 9000, consult the manual that is furnished with each Pro-Link 9000 (MPSI Manual No. 907005 and SW3085EN Pro-Link Student Workbook). A. Preparing to Use the Pro-Link 9000 Diagnostic Data Reader 1. Connect the vehicle cable from the Pro-Link 9000 to the diagnostic data reader connector on the Allison Transmission wiring harness. Refer to the vehicle manufacturers manual for location of the connector. 2. Be sure that the vehicle ignition key is on. Check to see that the Pro-Link 9000 has been energized. If power is not being supplied, turn off the vehicle ignition and recheck all cable connections. 3. Turn on ignition key and if power was still not supplied, turn off the ignition key and check the Pro-Link 9000 cartridge installation. Carefully remove grease, oil, or other contaminants from the edgeboard using a soft cloth. Check the 2-amp fuse located in the cartridge. Replace the fuse, if necessary.
CAUTION:
Never use anything but a 2-amp fuse for replacement.
4. Review the KEYPAD section of the Pro-Link 9000 Manual. 5. Refer to Figure N1 for a graphic representation of the Pro-Link 9000 menu selections.
N1
WORLD TRANSMISSION FUNCTION MENU

WT REPROGRAM CARTRIDGE
TRANSMISSION FUNCTION MENU (MAIN MENU)
(FUNC) DIAGNOSTIC DATA DIAGNOSTIC CODES SHIFT INHIBITS CLEAR ACTIVE INDICATORS CLEAR INACTIVE CODES YOU ARE HERE ACTION REQUESTS
CLUTCH TEST ACTIVE RESET RESET FAST UNADAPTED THROTTLE ADAPTIVE SHIFTS CALIBRATION
DIAG DATA
Pro-Link 9000 FUNCTION MENU
WT DIAGNOSTIC DATA
EXIT TO MAIN MENU CONTRAST ADJUST CUSTOM DATA LIST RESTART RS-232 PORT
PRINTER OUTPUT TERMINAL OUTPUT PORT SETUP
TERMINAL OUTPUT
DIAG SNAPSHOT ECU EEPROM CODES DATA CAL DATA INFO
PRINTER OUTPUT
ECU CALIBRATION INFO VIEW EEPROM REPROGRAM EEPROM

VEIW/ SELECT I/O PKGS ENTER PASSWORD PRINT ACTIVE I/O PKGS QUICK TRIGGER TRIGGER SETUP
SNAPSHOT
DATA UNDATE RATE REVIEW SNAPSHOT
ENABLE/ MODIFY CHANGE DISABLE CUSTOMER ECU I/O WIRES CONSTANTS PASSWORD
V01819
Figure N1. Pro-Link 9000 Menu Selections
B.
Checking Transmission Fluid Level (covered in Section 52 of this Manual) 1. Press the FUNC (function) key until the screen display shows WORLD TRANSMISSION FUNCTION MENU. 2. Use the UP and DOWN arrow keys as needed until DIAGNOSTIC DATA appears in the display screen under WORLD TRANSMISSION FUNCTION MENU. 3. Press ENTER. This selects the DIAGNOSTIC DATA LIST. Scroll through the list using the UP and DOWN arrow keys until OIL LVL is reached. Fluid level will be displayed as + or - liters or quarts as long as preset conditions for the check have been met. When test conditions have not been met, a code is displayed on the DDR screen explaining why the uid level is not being displayed. 4. The uid level is correct when a 0 (zero) appears in front of QT (quarts) or LT (liters). Press the FUNCtion key to return to the menu of choice.
N2

C. Checking for Diagnostic Codes (use of the Pro-Link 9000 mentioned, but not explained in Section 6) 1. Press the FUNC (function) key until the screen display shows WORLD TRANSMISSION FUNCTION MENU. 2. Use the UP and DOWN arrow keys as needed until DIAGNOSTIC CODES appears in the display screen under WORLD TRANSMISSION FUNCTION MENU. 3. Press ENTER. This asks the ECU to display any diagnostic codes. If no codes are present, the display screen shows this message: NO DIAGNOSTIC CODES [FUNC] TO EXIT. 4. If diagnostic codes are present, they are displayed on the screen in line two under the headings: CODE, d1, ACTV, CTR, and IGN (line one of the screen display). Under the CODE heading, the main code and sub code will appear (such as 24 12, where 24 is the main code and 12 is the sub code). Under d1, nothing appears; this means that this is the rst code to be displayed (the second code is d2, up to the nal code which can be displayed, d5). Under ACTV, the display will show YES if the code is active, or NO if the code is inactive. Under CTR, a number appears which shows how many times this code has occurred. Under IGN, a number appears which shows how many times the ignition switch was cycled since this code was detected. 5. On the third and fourth lines of the screen display, an English explanation of the code is displayed (for example, code 24 12s message would read OIL TEMPERATURE COLD). If there are arrows at the side of line four of the display, this means that there are more codes to be displayed. Use the UP and DOWN arrow keys to display the other codes. If no arrows are present on line four of the display, there are no other codes to be displayed. 6. Press the FUNCtion key to return to the menu of choice. D. Clearing Diagnostic Codes (covered in Section 6 of this Manual) 1. Clear either active codes (indicators) or inactive codes as follows: 2. Press the FUNC (function) key until the screen display shows WORLD TRANSMISSION FUNCTION MENU. 3. Use the UP and DOWN arrow keys as needed until either CLEAR ACTIVE INDICATORS or CLEAR INACTIVE CODES appears in the display screen under WORLD TRANSMISSION FUNCTION MENU. 4. Press ENTER. A screen display gives one of the following messages: CLEAR ACTIVE INDICATORS ARE YOU SURE? [YES] NO; or, CLEAR INACTIVE CODES ARE YOU SURE? [YES] NO. Use the left arrow key to answer yes and the right arrow key to answer no. No is the abort selection and returns to the WORLD TRANSMISSION FUNCTION MENU screen. 5. When [YES] is selected, the display screen shows one of the following messages: CLEARING ACTIVE INDICATORS PLEASE WAIT or CLEARING INACTIVE CODES PLEASE WAIT. When the clearing is completed, one of these messages appears: ACTIVE INDICATORS HAVE BEEN CLEARED [ENTER] to continue or INACTIVE CODES HAVE BEEN CLEARED [ENTER] to continue. 6. Pressing ENTER returns the display screen to the WORLD TRANSMISSION FUNCTION MENU.
Copyright 1998 General Motors Corp. N3

E. Checking Other Troubleshooting Parameters 1. Press the FUNC (function) key until the screen display shows WORLD TRANSMISSION FUNCTION MENU. 2. Use the UP and DOWN arrow keys as needed until DIAGNOSTIC DATA appears in the display screen under WORLD TRANSMISSION FUNCTION MENU. 3. Press ENTER. This selects the DIAGNOSTIC DATA LIST. Scroll through the list using the UP and DOWN arrow keys until one of the following selections is reached. Press enter to access the data desired: IGN VOLTS BATTERY VOLTS TPS CNTS INPUT SPD RPM TURBIN SPD RPM OUTPUT SPD RPM C3 PRESSURE SW DO NOT SHIFT RTDR REQ CNTS RTDR WIRE XXX IN # OFF Displays battery voltage and indicates whether ignition is turned on Displays voltage inside the ECU; used frequently in diagnostic code checking Displays throttle position as counts; used to check throttle position sensor Displays engine speed; used during various functional checks Displays transmission turbine speed; used during various functional checks Displays transmission output speed; used during various functional checks Indicates when C3 clutch is applied Indicates status of the DO NOT SHIFT output from the ECU Displays counts form a retarder modulation device; used to check retarder devices Displays temperature of uid in the retarder cavity, not in the sump Indicates what INPUT FUNCTION wire is being used, what the input function number is, if the input function is used (ON or OFF), and a second line gives an English description of the input function if it is used Same as above, only for OUTPUT FUNCTION Shows state, either ON or OFF; must be on to conduct clutch test
WIRE XXX OUT # OFF CLTCH TST ENABL F.
Performing a Clutch Test (covered in Appendix B) 1. Press the FUNC (function) key until the screen display shows WORLD TRANSMISSION FUNCTION MENU. 2. Use the UP and DOWN arrow keys as needed until ACTION REQUESTS appears in the display screen under WORLD TRANSMISSION FUNCTION MENU. Use the UP and DOWN arrow keys to scroll through the selections until CLUTCH TEST is shown on the display screen. 3. Press ENTER. The display screen shows: CLUTCH TEST [ENABLE] DISABLE [ENTER] to continue Use the right arrow key to select DISABLE; this is the abort selection or the choice to make after the test is complete. 4. Press ENTER to select ENABLE. The display will show: ENABLING CLUTCH TEST PLEASE WAIT. Once the test is enabled, the following display screen appears: CLUTCH TEST ENABLED TEST MAY DISABLE AUTOMATICALLY [ENTER] to continue.
N4

F. Performing a Clutch Test (covered in Appendix B) (contd) 5. Press ENTER. Move the shift selector from N (Neutral) to D (Drive). The transmission starts out in the highest range attainable (sixth for a six-speed). Lower ranges are selected individually by moving the lever selector or by using the DOWN arrow on a pushbutton selector. The display screen shows various data parameters for the transmission range selected. NOTE: CLUTCH TEST is also useful for selecting higher ranges to conduct a torque converter stall test. Using a higher range reduces torque loads on internal transmission components. 6. During clutch testing, it is possible to continuously monitor clutch test enable by using the following procedure:

Note that four lines of data parameters are shown on the display screen The UP arrow key is used to change the data parameters that appear on the display Use the UP arrow key until CLTCH TST ENABL is on the fourth line of the display screen Press the numeric key 4 CLTCH TST ENABL will be displayed continuously, followed by YES as long as it is enabled
7. Press the FUNCtion key to return to the CLUTCH TEST [ENABLE] DISABLE screen and use the RIGHT arrow key to select DISABLE.
N5

NOTES
N6
APPENDIX P INPUT/OUTPUT FUNCTIONS

The schematics which follow were taken from the Sales Tech Data Book entitled WTEC III Controls. These These schematics correctly intended use of output function connections. For an schematics provide detail information needed toshow the perform input andthe specied controls features which have been validated in of conguration overview of Input/Output Functions, refer to Section 7the this Manual. shown. Any miswiring or use of these features which differs from that shown could result in damage to equipment or WARNING! property, personal injury, or loss of life. ALLISON TRANSMISSION IS NOT LIABLE FOR THE CONSEQUENCES ASSOCIATED WITH MISWIRING These schematics show the intended use of the specied controls features which OR UNINTENDED in the conguration shown. Any have been validated USE OF THESE FEATURES. miswiring or use of these features which differs from that shown could result in damage to equipment or WARNING! property, personal injury, or loss of life. ALLISON TRANSMISSION IS NOT LIABLE FOR THE CONSEQUENCES ASSOCIATED WITH MISWIRING OR UNINTENDED USE OF THESE FEATURES.
SECONDARY SHIFT SCHEDULE

USES: Provides operator selection of dual shift schedules. Can be used for performance/economy, loaded/empty, or other shift schedule combinations. VARIABLES TO SPECIFY: None VOCATIONS: Various
SELECT
MONITOR
MODE ON SERVICE
R N D
MODE
NOTE: The shift schedule identified as secondary is activated when the switch is closed or the MODE button is selected. This function may be activated by either the MODE button or by the external circuit. WIRE 153 SECONDARY SHIFT SCHEDULE WIRE 161B SIGNAL GROUND If this function is on the MODE button, the primary mode will always be selected when the ECU is powered up.
ECU
8 13 VIW CONNECTOR
DASH SWITCH Open: PRIMARY (usually PERFORMANCE) Closed: SECONDARY (usually ECONOMY)
V05006
Figure P1. Secondary Shift Schedule
P1

These schematics show the intended use of the specied controls features which have been validated in the conguration shown. Any miswiring or use of these features which differs from that shown could result in damage to equipment or property, personal injury, or loss of life. ALLISON TRANSMISSION IS NOT LIABLE FOR THE CONSEQUENCES ASSOCIATED WITH MISWIRING OR UNINTENDED USE OF THESE FEATURES.
WARNING!
D1 SELECTION
USES: Provides a convenient means of attaining 1st range hold for pushbutton shift selectors. Range to select is programmable for Primary and Secondary modes. VARIABLES TO SPECIFY: Primary Mode selected range, Secondary Mode selected range (usually 1st range). Can be used only on the MODE button. VOCATIONS: Various
SELECT
MONITOR
MODE ON SERVICE
LOW
R N D
MODE
MODE
V05007
Figure P2. D1 Selection
P2

These schematics show the intended use of the specied controls features which These schematics show the intended use of the specied controls features which have been validated in the conguration shown. Any miswiring or use of these have been validated in the conguration shown. Any miswiring or use of these features which differs from that shown could cause unscheduled operation of the features which differs from that shown could result in damage to equipment or PTO or other unpredictable operation resulting in damage to equipment or property, personal injury, or loss of life. ALLISON TRANSMISSION IS NOT property, personal injury, or loss of life. ALLISON TRANSMISSION IS NOT LIABLE FOR THE CONSEQUENCES ASSOCIATED WITH MISWIRING LIABLE FOR THE CONSEQUENCES ASSOCIATED WITH MISWIRING OR UNINTENDED USE OF THESE FEATURES. OR UNINTENDED USE OF THESE FEATURES.
WARNING!
PTO ENABLE (USING PTO SWITCH)

USES: Permits PTO to be engaged only when engine speed and output speed are in allowable range and throttle is low. Also disengages PTO if speeds are exceeded. VARIABLES TO SPECIFY: Minimum and maximum engine speed for engagement, maximum engine speed for allowable operation, minimum and maximum output speed for engagement, maximum output speed for allowable operation. VOCATIONS: Various (with usage of PTO)
SWITCHED POWER ECU PTO SWITCH VIW CONNECTOR 2 WIRE 118 PTO ENABLE INPUT NC F2 WIRE 112 PTO ENABLE COM NO F3 PTO DASH LIGHT PTO PRESSURE SWITCH
VIM Relay shown de-energized

V05008
Figure P3. PTO Enable (Using PTO Switch)
P3

WARNING!
PTO ENABLE (USING MODE BUTTON)

USES: Permits PTO to be engaged only when engine speed and output speed are in allowable range and throttle is low. Also disengages PTO if speeds are exceeded. VARIABLES TO SPECIFY: Minimum and maximum engine speed for engagement, maximum engine speed for allowable operation, minimum and maximum output speed for engagement, maximum output speed for allowable operation. VOCATIONS: Various (with usage of PTO)
SELECT
MONITOR
MODE ON SERVICE
PTO MODE BUTTON
SWITCHED POWER DASH LIGHT PTO PRESSURE SWITCH F3 PTO
R N D
MODE
ECU
NC F2 WIRE 112 PTO ENABLE COM NO

V05009
Figure P4. PTO Enable (Using MODE Button)
P4

WARNING!
SHIFT SELECTOR TRANSITION

USES: When two shift selectors are used, to select which one is active. VARIABLES TO SPECIFY: None VOCATIONS: Various If this function is enabled in the shift calibration, the function MUST be integrated into the vehicle wiring. If the function is available in the shift calibration but will not be used in the vehicle, it MUST be disabled in the calibration.
WARNING!
To switch between selector 1 and selector 2, transmission must be in neutral and output speed below 60 rpm. SELECTOR 1
SELECT MONITOR
SELECTOR 2
SELECT MONITOR
MODE ON SERVICE
MODE ON SERVICE
ECU WIRE 155 SHIFT SELECTOR TRANSITION WIRE 161B SIGNAL GROUND
R N D
MODE
R N D
MODE
9 13 VIW CONNECTOR
DASH SWITCH Open: Selector 1 Closed: Selector 2
When ECU is turned on, active shift selector is determined by current switch position.
V05010
Figure P5. Shift Selector Transition
P5

These schematics show the intended use of the specied controls features which These schematics show the intended use of the specied controls features which have been validated in the conguration shown. Any miswiring or use of these have been validated in the conguration shown. Any miswiring or use of these features which differs from that shown could cause unintended selection of range features which differs from that shown could result in damage to equipment or or other unpredictable operation resulting in damage to equipment or property, property, personal injury, or loss of life. ALLISON TRANSMISSION IS NOT personal injury, or loss of life. ALLISON TRANSMISSION IS NOT LIABLE LIABLE FOR THE CONSEQUENCES ASSOCIATED WITH MISWIRING FOR THE CONSEQUENCES ASSOCIATED WITH MISWIRING OR OR UNINTENDED USE OF THESE FEATURES. UNINTENDED USE OF THESE FEATURES.
WARNING!
AUXILIARY FUNCTION RANGE INHIBIT (STANDARD)

USES: Prevents inadvertent range selection when auxiliary equipment is operating or prevents engagement of the transmission unless brake pedal is depressed. VARIABLES TO SPECIFY: None VOCATIONS: Transit bus, school bus auxiliary equipment input; various (brake pedal input) If this function is enabled in the shift calibration, the function MUST be integrated into the vehicle wiring. If the function is available in the shift calibration but will not be used in the vehicle, it MUST be disabled in the calibration.
WARNING!
ECU WIRE 155 AUX. FUNCTION RANGE INHIBIT (STD) WIRE 161B SIGNAL GROUND
OR
Switch is open when auxiliary equipment is operating
WIRE 155 Switch closes when brakes are applied WIRE 161B
9 13 VIW CONNECTOR
NOTE: ECUs with this function activated must have wire 155 permanently connected to wire 161B if the function is not being used.
V05011
Figure P6. Auxiliary Function Range Inhibit (Standard)
P6

WARNING!
AUXILIARY FUNCTION RANGE INHIBIT (SPECIAL)

USES: Prevents inadvertent range selection when auxiliary equipment is operating. Used in emergency equipment to prevent inadvertent range selection from NEUTRAL. VARIABLES TO SPECIFY: None VOCATIONS: Fire trucks, crash trucks
SWITCHED POWER WIRE 105 SERVICE INDICATOR WIRE 153 AUX. FUNCTION RANGE INHIBIT INPUT 1 WIRE 161B SIGNAL GROUND
ECU
SERVICE TRANS
1 8 13 9 VIW CONNECTOR
AUXILIARY FUNCTION SWITCH 1
NOTE: Both input signals must turn on within 120 seconds. If the state of the two input signals is different for longer than this time period, the SERVICE TRANS light will be illuminated, a code will be stored in memory, and neutral-torange shifts will NOT be inhibited. NOTE: The SERVICE TRANS light must be mounted in the dash and in clear view of the operator. Preferred lens color is red (amber is acceptable).
WIRE 155 AUX. FUNCTION RANGE INHIBIT INPUT 2 AUXILIARY FUNCTION SWITCH 2
VIM WIRE 143A + BATTERY GROUND
K1
V05012
Figure P7. Auxiliary Function Range Inhibit (Special)
P7

WARNING!
AUXILIARY HOLD
USES: Provide a discrete input to hold the transmission in present range. VARIABLES TO SPECIFY: None VOCATIONS: Various
ECU MOMENTARY SWITCH 8 13 VIW CONNECTOR WIRE 153 AUXILIARY HOLD WIRE 161B SIGNAL GROUND Function is activated when switch is depressed. Function is de-activated when switch is released.
NOTE: Transmission will continue to operate with normal downshift schedule when function is active.
V05013
Figure P8. Auxiliary Hold
P8

WARNING!
ENGINE BRAKE/PRESELECT REQUEST AND ENGINE BRAKE ENABLE (STANDARD)

USES: Used with engine compression brakes to signal the ECU that the brake is active and to provide increased braking by preselecting a lower range. Also prevents engagement of engine brake with throttle > 0 or lockup OFF. VARIABLES TO SPECIFY: Preselect range. Standard value is second range for exhaust style brakes and fourth range for compression style brakes. VOCATIONS: Various
ECU
SWITCHED POWER
NOTE: This switch is part of the engine brake system and provides an indication when the engine is at closed throttle. This switch, or an equivalent control feature, is REQUIRED for all installations. NOTE: The engine brake must provide a low engine speed shutoff feature, set to disable the brake at a speed slightly higher than idle rpm. ENGINE BRAKE DASH SWITCH ENGINE THROTTLE ENABLE SWITCH NC E2 COM NO D2 DASH LIGHT
BRAKE ON
3 VIW CONNECTOR
WIRE 119 ENGINE BRAKE AND PRESELECT REQUEST
WIRE 132 ENGINE BRAKE ENABLE OUPUT
ENGINE BRAKE

V05014
Figure P9. Engine Brake/Preselect Request and Engine Brake Enable (Standard)
P9

WARNING!
ENGINE BRAKE/PRESELECT REQUEST AND ENGINE BRAKE ENABLE (EUROPEAN)

USES: Used with engine exhaust brakes to provide a signal to the ECU that the brake is active and to provide increased braking by preselecting a lower range. Also prevents engagement of engine brake with throttle > 0 or lockup OFF. VARIABLES TO SPECIFY: Preselect range. Standard value is second range for exhaust style brake and fourth for compression style brake. VOCATIONS: Various
ECU
SWITCHED POWER
NOTE: This switch is part of the engine brake system and provides an indication when the engine is at closed throttle. This switch, or an equivalent control feature, is recommended for all installations. ENGINE BRAKE DASH SWITCH ENGINE THROTTLE ENABLE SWITCH NC E2 COM NO E3 DASH LIGHT
BRAKE ON
3 VIW CONNECTOR
WIRE 119 ENGINE BRAKE AND PRESELECT REQUEST
WIRE 132 ENGINE BRAKE ENABLE OUPUT
ENGINE BRAKE

V05015
Figure P10. Engine Brake/Preselect Request and Engine Brake Enable (European)
P10

WARNING!
FIRE TRUCK PUMP MODE

USES: Facilitates engagement of split shaft PTO and shifts transmission to fourth range lockup. VARIABLES TO SPECIFY: None VOCATIONS: Fire Truck Pumpers If this function is enabled in the shift calibration, the function MUST be integrated into the vehicle wiring. If the function is available in the shift calibration but will not be used in the vehicle, it MUST be disabled in the calibration.
WARNING!
SYSTEM OPERATION
OPERATOR ACTION System Response TO ENGAGE: 1. SELECT NEUTRAL Transmission shifts to Neutral. 2. APPLY PARKING BRAKE None 3. SELECT PUMP Turns on Pump Mode Requested light. Stops output shaft rotation. When split-shaft engages, PPE signal and Pump Engaged light are turned on. Transmission output unlocks. 4. SELECT DRIVE Transmission shifts to fourth lockup. OK To Pump light is turned on. TO DISENGAGE: 1. SELECT NEUTRAL Transmission shifts to Neutral if output rpm < 1000. 2. SELECT ROAD MODE Stops output shaft rotation. PTO disengages. Transmission shifts back to Neutral.
SWITCHED POWER
ECU
PARKING BRAKE DASH SWITCH PRESSURE SWITCH Open: Road Closed: Pump Switch is closed when brakes are on WIRE 118 FIRE TRUCK PUMP MODE INPUT
POSITIVE PUMP ENGAGEMENT (PPE) SWITCH Switch is closed when pump is engaged
2 13 16 VIW CONNECTOR
AIR
OK TO PUMP
NC
PUMP MODE REQUESTED
SPLITSHAFT PTO
PUMP ENGAGED
A2
COM
NO
A3
WIRE 161B SIGNAL GROUND WIRE 117 PUMP ENABLE WIRE 114 RANGE INDICATOR = 4th
V05016
Figure P11. Fire Truck Pump Mode
P11

WARNING!
FIRE TRUCK PUMP MODE (OPTIONAL)

USES: Facilitates engagement of split shaft PTO and shifts transmission to fourth range lockup. VARIABLES TO SPECIFY: None VOCATIONS: Fire Truck Pumpers If this function is enabled in the shift calibration, the function MUST be integrated into the vehicle wiring. If the function is available in the shift calibration but will not be used in the vehicle, it MUST be disabled in the calibration.
WARNING!
SYSTEM OPERATION
OPERATOR ACTION System Response TO ENGAGE: 1. SELECT NEUTRAL Transmission shifts to Neutral. 2. APPLY PARKING BRAKE None 3. SELECT PUMP Turns on Pump Mode Requested light. Turns on both input signals to ECU (wires 117 and 118) which activates re truck mode. When split-shaft shifts, Pump Engaged light is turned on. 4. SELECT DRIVE Transmission shifts to fourth lockup. OK To Pump light is turned on. TO DISENGAGE: 1. SELECT NEUTRAL Transmission shifts to Neutral if output rpm < 1000. 2. SELECT ROAD MODE PTO disengages.
SWITCHED POWER WIRE 117 PUMP ENABLE ECU AIR 16 13 2 VIW CONNECTOR WIRE 161B SIGNAL GROUND WIRE 118 FIRE TRUCK PUMP MODE INPUT
DASH SWITCH Open: Road Closed: Pump
POSITIVE PUMP ENGAGEMENT (PPE) SWITCH Switch is closed when pump is engaged
PARKING BRAKE PRESSURE SWITCH Switch is closed when brakes are on

PUMP MODE REQUESTED
OK TO PUMP
SPLITSHAFT PTO
NC A2 COM NO A3
PUMP ENGAGED
WIRE 114 RANGE INDICATOR = 4th

V05017
Figure P12. Fire Truck Pump Mode (Optional)
P12

WARNING!
QUICK-TO-NEUTRAL PUMP
USES: Automatically shifts transmission to NEUTRAL when pumped medium approaches excessive pressure levels. VARIABLES TO SPECIFY: None VOCATIONS: Oil eld pumping If this function is enabled in the shift calibration, the function MUST be integrated into the vehicle wiring. If the function is available in the shift calibration but will not be used in the vehicle, it MUST be disabled in the calibration.
WARNING!
NOTE: This function must NOT be used when the transmission is used for propulsion. ECU SWITCHED POWER Switch opens when pump pressure reaches excessive levels. To re-engage transmission, neutral must be selected before selecting drive. This function is active only in secondary mode. 3 VIW CONNECTOR WIRE 119 QUICK-TO-NEUTRAL PUMP PUMP PRESSURE
V05018
Figure P13. Quick-To-Neutral Pump
P13

WARNING!
AUTOMATIC NEUTRAL FOR PTO (STANDARD)

USES: Provides for automatic selection of NEUTRAL when PTO is operated regardless of range selected. Requires re-selecting range to shift out of NEUTRAL VARIABLES TO SPECIFY: Maximum output speed for activating this function. VOCATIONS: Various (with usage of PTO) If this function is enabled in the shift calibration, the function MUST be integrated into the vehicle wiring. If the function is available in the shift calibration but will not be used in the vehicle, it MUST be disabled in the calibration.
WARNING!
SWITCHED POWER ECU WIRE 117 AUTOMATIC NEUTRAL FOR PTO (STD) 16 13 VIW CONNECTOR WIRE 114 RANGE INDICATOR (NEUTRAL) VIM Relay shown de-energized
V05019
DASH LIGHT DASH SWITCH PTO PRESSURE SWITCH NC A2 COM NO A3 PTO
WIRE 161B SIGNAL GROUND
Figure P14. Automatic Neutral for PTO (Standard)
P14

WARNING!
AUTOMATIC NEUTRAL FOR PTO (SPECIAL)

USES: Provides for automatic selection of NEUTRAL and enables fast idle when work brake is applied. Automatic re-engagement of forward ranges occurs when packing is completed and work brake is released. VARIABLES TO SPECIFY: Maximum output speed to activate this function. VOCATIONS: Refuse packer If this function is enabled in the shift calibration, the function MUST be integrated into the vehicle wiring. If the function is available in the shift calibration but will not be used in the vehicle, it MUST be disabled in the calibration.
WARNING!
SWITCHED POWER PACK ENABLE DASH SWITCH LOW PRESSURE SWITCH (2 10 PSI)
NO NC COM
Relays shown de-energized NC REAR PACK CONTROL

FAST IDLE SOLENOID
PTO SWITCH
ECU
F2
COM
NO
F3
PTO PRESSURE SWITCH
A2
NC
13 16 2
VIW CONNECTOR
WIRE 161B SIGNAL GROUND WIRE 117 PACK ENABLE WIRE 118 AUTOMATIC NEUTRAL
HIGH PRESSURE SWITCH (25 45 PSI)

NO NC COM
112 114
COM
NO
B2
NEUTRAL INDICATOR (GREEN DASH LIGHT)
DASH LIGHT
VIM
PTO
WORK BRAKE WIRE 112 PTO ENABLE 1 WIRE 114 PTO ENABLE 2
NOTE: Maximum switch pressure will vary according to brake system.

V05020
Figure P15. Automatic Neutral for PTO (Special)
P15

WARNING!
AUTOMATIC NEUTRAL
USES: Automatically shifts transmission to NEUTRAL when vehicle doors are opened. Re-engages transmission in DRIVE when doors are closed. VARIABLES TO SPECIFY: None VOCATIONS: Transit bus If this function is enabled in the shift calibration, the function MUST be integrated into the vehicle wiring. If the function is available in the shift calibration but will not be used in the vehicle, it MUST be disabled in the calibration.
WARNING!
SWITCHED POWER ECU DOOR CONTROL SWITCH Switch is closed when either front or rear doors are opened. Switch indicates actual position of the door control lever. Use of this function requires approval by Allison Engineering
2 VIW CONNECTOR
WIRE 118 AUTOMATIC NEUTRAL
TO DOOR CONTROLS
NOTE: When transmission has been automatically shifted to NEUTRAL with this feature, DRIVE can be re-selected by either advancing the throttle, or by selecting DRIVE at the shift selector.
V05021
Figure P16. Automatic Neutral
P16

WARNING!
TWO SPEED AXLE INPUT AND OUTPUT

USES: Provides output speed interlock for axle engagement, input to ECU, and input to speedometer to adjust for axle ratio change. VARIABLES TO SPECIFY: Output speed to activate, output speed to deactivate VOCATIONS: Dump truck, refuse packer, cement mixer, two-speed axle equipped vehicles
SWITCHED POWER WIRE 153 TWO-SPEED AXLE INPUT Low Axle High Axle TWO-SPEED AXLE SWITCH AXLE ACTUATOR HIGH LOW GND 8 13 VIW CONNECTOR WIRE 114 TWO-SPEED AXLE OUTPUT WIRE 157 SPEEDOMETER SIGNAL WIRE 161B SIGNAL GROUND NC A2 114 157 COM NO A3 WIRE 157 AUX + SIG GND SPEEDOMETER
ECU
H2 VIM Relay shown de-energized
V05022
Figure P17. Two Speed Axle Input and Output
P17

WARNING!
MANUAL LOCKUP
USES: Provides for the manual application of the lockup clutch for non-roading applications. Uses two inputs: one to select manual versus automatic lockup shift mode, and the second as the switching mechanism to command the lockup clutch on and off. VARIABLES TO SPECIFY: None VOCATIONS: Oil eld pumping, mud pumps, hoists, drilling If this function is enabled in the shift calibration, the function MUST be integrated into the vehicle wiring. If the function is available in the shift calibration but will not be used in the vehicle, it MUST be disabled in the calibration.
WARNING!
ECU
NOTE: This function must NOT be used when the transmission is used for vehicle propulsion. SWITCH 1 AUTOMATIC/MANUAL LOCKUP OPERATING PROCEDURE SWITCH 1 OPEN OPEN CLOSED CLOSED SWITCH 2 OPEN CLOSED OPEN CLOSED Normal Auto Lockup Operation Normal Auto Lockup Operation Converter Operation Only Lockup Operation Only
12 13 9 VIW CONNECTOR
WIRE 154 MANUAL LOCKUP ENABLE WIRE 161B SIGNAL GROUND WIRE 155 MANUAL LOCKUP
SWITCH 2 LOCKUP ON/LOCKUP OFF
V05023
Figure P18. Manual Lockup
P18

WARNING!
REVERSE ENABLE
USES: Provides for a separate instrument panel-mounted switch which must be pressed simultaneously with the REVERSE button to achieve Reverse. MODE button may also be used. VARIABLES TO SPECIFY: None VOCATIONS: European transit buses and tour buses If this function is enabled in the shift calibration, the function MUST be integrated into the vehicle wiring. If the function is available in the shift calibration but will not be used in the vehicle, it MUST be disabled in the calibration.
WARNING!
ECU
MOMENTARY SWITCH
16 13 VIW CONNECTOR
WIRE 117 REVERSE ENABLE WIRE 161B SIGNAL GROUND
V05024
Figure P19. Reverse Enable
P19

WARNING!
SHIFT IN PROCESS/SHIFT ENABLE

USES: Used to reduce engine power during a shift for high horsepower applications. VARIABLES TO SPECIFY: None VOCATIONS: Oil eld pumping If this function is enabled in the shift calibration, the function MUST be integrated into the vehicle wiring. If the function is available in the shift calibration but will not be used in the vehicle, it MUST be disabled in the calibration.
WARNING!
OPERATING PROCEDURE
1. ECU sends signal (Shift in Process) to powertrain module that a shift is being requested. 2. Powertrain module reduces engine power and sends a signal to ECU (Shift Enable) indicating that it is OK to shift. 3. ECU commands shift. When shift is completed, Shift in Process output turns off. 4. Powertrain module turns off the Shift Enable signal.
NOTE: This function must NOT be used when the transmission is used for vehicle propulsion. ECU
16 VIW CONNECTOR
WIRE 117 SHIFT ENABLE NC E1 COM NO D1
POWERTRAIN CONTROL MODULE
ENGINE FUEL CONTROL
TYPICAL SHIFT SHIFT ENABLE SHIFT IN PROCESS ON OFF ON OFF
WIRE 125 SHIFT IN PROCESS
SHIFT
V05025
Figure P20. Shift in Process/Shift Enable
P20

WARNING!
ANTI-LOCK BRAKE RESPONSE

USES: Signals the ECU when ABS function is active, so that lockup clutch and retarder will be disabled. VARIABLES TO SPECIFY: None VOCATIONS: Various
This configuration is to be used if ABS output is a negative () signal.
This optional configuration is to be used if ABS output is a positive (+) signal. ABS CONTROLS
ECU
ABS CONTROLS
ECU
CUSTOMERFURNISHED RELAY NC COM NO
12
WIRE 154 () ABS INPUT
13 12 VIW CONNECTOR WIRE 154 () ABS INPUT
Relay shown de-energized
V05026
Figure P21. Anti-Lock Brake Response
NOTE:
This signal must stay constantly low during the duration of the ABS-active period. When ABS switches off, the transmission lockup clutch is re-applied, and retarder or engine-brake operation is resumed.
P21

WARNING!
RETARDER ENABLE
USES: Provides for operator ON/OFF control of the retarder, transmission temperature indication, and brake lights during retarder operation. USES: None VOCATIONS: Various. This function is required for retarder-equipped transmissions.
SWITCHED POWER BRAKE PEDAL SWITCH
TRANS TEMP (YELLOW) NOTE: Use of this light is optional with a transit bus or when using a transmission temp gauge. If current in lamp circuit exceeds 0.5 amp, ground lamp through a relay
CUSTOMERFURNISHED RELAY NC COM NO
UNSWITCHED POWER BRAKE LIGHTS SWITCH
ECU
WIRE 137 SERVICE BRAKE STATUS NOTE: If vehicle is equipped Closed = Brakes On with air brakes, this switch should close at 2 5 psi. RETARDER DASH SWITCH WIRE 163 RETARDER ENABLE Closed = On WIRE 161B SIGNAL GROUND WIRE 105 RETARDER OR SUMP TEMP
RETARDER ON NC E1 COM NO
D1
BRAKE LIGHTS
WIRE 125 RETARDER INDICATOR
VIM Relays shown de-energized
V05027
Figure P22. Retarder Enable
P22

WARNING!
SERVICE BRAKE STATUS

USES: Indicates to the ECU whether vehicle braking is being provided by the retarder or vehicle brakes, so that the transmission controls can be adapted accordingly. VARIABLES TO SPECIFY: None VOCATIONS: Various. This function is required for retarder-equipped transmissions.
This function is used in conjunction with Retarder Enable Input Function. Refer to schematic for Input Function, noting the use of wire 137.
P23

WARNING!
DIFFERENTIAL CLUTCH REQUEST

USES: Provides for operator ON/OFF control of the differential locking clutch in the MD 3070PT transmission transfer case. VARIABLES TO SPECIFY: None VOCATIONS: Various. This function is required for all MD 3070PT transmissions and used only with that model.
SWITCHED POWER ECU DASH SWITCH
14 13 VIW CONNECTOR
WIRE 163 DIFFERENTIAL CLUTCH REQUEST WIRE 161B SIGNAL GROUND
NC E1 COM NO
D1
DIFF CLUTCH
WIRE 125 DIFFERENTIAL CLUTCH INDICATOR

V05028
Figure P23. Differential Clutch Request
P24

WARNING!
AUTOMATIC NEUTRAL FOR REFUSE PACKER AND PTO ENABLE

USES: Provides for automatic selection of NEUTRAL and activation of PTO when park brake is applied. Automatically re-engages transmission when park brake is released. VARIABLES TO SPECIFY: Max output rpm to enable Neutral, max engine rpm for PTO engagement, max engine rpm for PTO operation, max output rpm for PTO engagement, max output rpm for PTO operation. VOCATIONS: Refuse packer, recycling truck
SWITCHED POWER WIRE 118 PTO ENABLE INPUT
PTO SWITCH PRESSURE SWITCH #1 (5 20 PSI)

NO NC COM
Relays shown de-energized NC FAST IDLE CONTROL
PTO PRESSURE SWITCH
ECU
F2
COM
NO
F3
FAST IDLE
WIRE 153 AUTO NEUTRAL PACKER INPUT AUTO NEUTRAL WIRE 117 CAB SWITCH PACK ENABLE
NC
NEUTRAL SOLENOID INDICATOR (GREEN DASH LIGHT) Indicates neutral & park brake on
DASH LIGHT
PRESSURE SWITCH #2 (5 20 PSI)

NO NC COM
A2
112 114
COM
NO
A3
PTO
VIM
CUSTOMER SUPPLIED RELAY COM NC NO SWITCHED POWER
PARK BRAKE WIRE 112 PTO ENABLE OUTPUT WIRE 114 NEUTRAL INDICATOR FOR PTO
V05029
Figure P24. Automatic Neutral for Refuse Packer and PTO Enable
P25

WARNING!
AUTOMATIC NEUTRAL FOR REFUSE PACKER AND PTO ENABLE (OPTIONAL)

USES: Provides for automatic selection of NEUTRAL and activation of fast idle when work brake is applied. Automatically re-engages transmission when park brake is released. VARIABLES TO SPECIFY: Max output rpm to enable Neutral, max engine rpm for PTO engagement, max engine rpm for PTO operation, max output rpm for PTO engagement, max output rpm for PTO operation. VOCATIONS: Refuse packer, recycling truck
SWITCHED POWER WIRE 118 PTO ENABLE INPUT
PTO SWITCH PRESSURE SWITCH #1 (5 20 PSI)

NO NC COM
Relays shown de-energized NC FAST IDLE CONTROL
PTO PRESSURE SWITCH
ECU
F2
COM
NO
F3
FAST IDLE
WIRE 153 AUTO NEUTRAL PACKER INPUT AUTO NEUTRAL WIRE 117 CAB SWITCH PACK ENABLE
NC
NEUTRAL SOLENOID INDICATOR (GREEN DASH LIGHT) Indicates neutral & work brake on
DASH LIGHT
PRESSURE SWITCH #2 (5 20 PSI)

NO NC COM
A2
112 114
COM
NO
A3
PTO
VIM
CUSTOMER SUPPLIED RELAY COM NC NO SWITCHED POWER
WORK BRAKE WIRE 112 PTO ENABLE OUTPUT WIRE 114 NEUTRAL INDICATOR FOR PTO
V05029.01
Figure P25. Automatic Neutral for Refuse Packer and PTO Enable (Optional)
P26

WARNING!
KICKDOWN
USES: Provides both economy and performance shift points at full throttle. Operator changes from economy to performance by stepping through a detent at the throttle pedal. VARIABLES TO SPECIFY: None VOCATIONS: Various
CLOSED THROTTLE FULL THROTTLE ECONOMY SHIFT POINTS THROTTLE PEDAL ECU MOMENTARY SWITCH WIRE 153 KICKDOWN WIRE 161B SIGNAL GROUND
V05030
FULL THROTTLE KICKDOWN SHIFT POINTS
8 13 VIW CONNECTOR
NOTE: Pedal must not contact switch until full throttle is exceeded.
Figure P26. Kickdown
P27

WARNING!
FOURTH LOCKUP PUMP MODE

USES: Facilitates engagement of split shaft PTO and shifts transmission to fourth range lockup for driving a vehicle-mounted pump. VARIABLES TO SPECIFY: None VOCATIONS: Street cleaners, sewer cleaners If this function is turned ON in the shift calibration, the function MUST be integrated into the vehicle wiring. If the function is available in the shift calibration but will not be used in the vehicle, it MUST be turned OFF in the calibration.
WARNING!
SYSTEM OPERATION
OPERATOR ACTION System Response TO ENGAGE: 1. SELECT NEUTRAL Transmission shifts to Neutral. 2. APPLY PARKING BRAKE None 3. SELECT PUMP Turns on Pump Mode Requested light. Turns on both input signals to ECU (wires 117 and 118) which activates pump mode. When split-shaft shifts, Pump Engaged light is turned on. 4. SELECT DRIVE Transmission shifts to fourth lockup. OK To Pump light is turned on. TO DISENGAGE: 1. SELECT NEUTRAL Transmission shifts to Neutral if output rpm < 1000. 2. SELECT ROAD MODE PTO disengages.
SWITCHED POWER ECU WIRE 117 PUMP ENABLE DASH SWITCH Open: Road Closed: Pump Switch closes when pump is engaged AIR 16 13 2 VIW CONNECTOR WIRE 161B SIGNAL GROUND WIRE 118 4th LOCKUP PUMP MODE INPUT PARKING BRAKE PRESSURE SWITCH Switch is closed when brakes are on
PUMP MODE REQUESTED OK TO PUMP
SPLITSHAFT PTO
NC A2 COM NO A3
PUMP ENGAGED
WIRE 114 RANGE INDICATOR (4th)

V05031
Figure P27. Fourth Lockup Pump Mode
P28

WARNING!
AUTOMATIC NEUTRAL FOR REFUSE PACKER AND PTO ENABLE WITH SERVICE BRAKE STATUS
USES: Provides for automatic selection of NEUTRAL and activation of fast idle when loading arm is activated. Automatically re-engages transmission when loading arm is retracted if service brake is depressed. VARIABLES TO SPECIFY: Max output rpm to enable Neutral, max engine rpm for PTO engagement, max engine rpm for PTO operation, max output rpm for PTO engagement, max output rpm for PTO operation. VOCATIONS: Refuse packer, recycling truck This feature is meant to be used in applications where the vehicle operator remains in the cab. If the operator leaves the vehicle, the park brake must be engaged and Neutral must be selected prior to the operator exiting the cab. In addition, vehicles using this feature must have the following Warning sticker visible in the vehicle cab: WARNING: Set Park Brake and select Neutral before exiting cab!
WARNING!
SWITCHED POWER
PTO SWITCH
Relays shown de-energized NC
PTO PRESSURE SWITCH
ECU 2 5 13 16 8 VIW CONNECTOR
WIRE 118 PTO ENABLE INPUT WIRE 137 SERVICE BRAKE STATUS WIRE 161B SIGNAL GROUND WIRE 117 PACK ENABLE
BRAKE PEDAL SWITCH Closed = Brakes On
F2
COM
NO
F3
DASH LIGHT
NC
Switch opens when rail is fully retracted AUTO NEUTRAL DASH SWITCH
A2 112 114
COM
NO
A3
FAST IDLE CONTROL
PTO
VIM
WIRE 153 AUTO NEUTRAL PACKER INPUT
FAST IDLE SOLENOID
WIRE 112 PTO ENABLE OUTPUT WIRE 114 NEUTRAL INDICATOR FOR PTO
Switch opens when arm is fully down
NOTE: Transmission shifts to neutral when either rail switch or arm switch is closed (if other conditions are satisfied). Transmission shifts back to drive if both switches open, service brake switch is closed, and other conditions are satisfied.
V05032
Figure P28. Automatic Neutral for Refuse Packer and PTO Enable With Service Brake Status
P29

WARNING!
AUTOMATIC NEUTRAL FOR REFUSE PACKER AND PTO ENABLE WITH SERVICE BRAKE STATUS (OPTION 1)
USES: Provides for selection of NEUTRAL and enabling fast idle through activation of a dash mounted switch. Automatically re-engages transmission when switch is opened if service brake is depressed. VARIABLES TO SPECIFY: Max output rpm to enable Neutral, max engine rpm for PTO engagement, max engine rpm for PTO operation, max output rpm for PTO engagement, max output rpm for PTO operation. VOCATIONS: Refuse packer, recycling truck This feature is meant to be used in applications where the vehicle operator remains in the cab. If the operator leaves the vehicle, the park brake must be engaged and Neutral must be selected prior to the operator exiting the cab. In addition, vehicles using this feature must have the following Warning sticker visible in the vehicle cab: WARNING: Set Park Brake and select Neutral before exiting cab!
WARNING!
SWITCHED POWER
PTO SWITCH
Relays shown de-energized NC
PTO PRESSURE SWITCH
ECU 2 5 13 16 8 VIW CONNECTOR
WIRE 118 PTO ENABLE INPUT WIRE 137 SERVICE BRAKE STATUS WIRE 161B SIGNAL GROUND WIRE 117 PACK ENABLE
BRAKE PEDAL SWITCH Closed = Brakes On
F2
COM
NO
F3
DASH LIGHT
NC
A2 112 114
COM
NO
A3
FAST IDLE CONTROL
PTO
AUTO NEUTRAL DASH SWITCH
VIM
WIRE 153 AUTO NEUTRAL PACKER INPUT
FAST IDLE SOLENOID
WIRE 112 PTO ENABLE OUTPUT WIRE 114 NEUTRAL INDICATOR FOR PTO
NOTE: Transmission shifts to neutral when dash switch is closed (if other conditions are satisfied). Transmission shifts back to drive when switch is opened, service brake switch is closed, and engine speed drops below 900 rpm within 2.5 sec. Otherwise, transmission stays in neutral.
V05033
Figure P29. Automatic Neutral for Refuse Packer and PTO Enable With Service Brake Status (Option 1)
P30

WARNING!
SUMP/RETARDER TEMPERATURE INDICATOR

USES: Turn on dash indicator when transmission sump or retarder-out temperature has exceeded specied limits. VARIABLES TO SPECIFY: Sump temperature to turn ON, sump temperature to turn OFF. VOCATIONS: Various
SWITCHED POWER
ECU
WIRE 105 SUMP / RETARDER TEMPERATURE
TRANSMISSION OVERTEMP
1 VIW CONNECTOR
If current in lamp circuit exceeds 0.5 amp, ground lamp through a relay SWITCHED POWER
NC
TRANS TEMP
COM
NO
WIRE 105
NOTE: If transmission is not equipped with a retarder, the output is activated by sump temperature alone.
V05034
Figure P30. Sump/Retarder Temperature Indicator
P31

WARNING!
RANGE INDICATOR
USES: Used with auxiliary vehicle systems to permit operation only in specied transmission range(s). VARIABLES TO SPECIFY: Range or ranges to be indicated VOCATIONS: Various
SWITCHED POWER ECU Contacts close when transmission is in specified range or ranges. A3 AUXILIARY VEHICLE SYSTEM
NC A2 WIRE 114 RANGE INDICATOR COM NO
V05035
Figure P31. Range Indicator
P32

WARNING!
OUTPUT SPEED INDICATOR A

USES: To signal that the transmission output shaft has exceeded a specied value. VARIABLES TO SPECIFY: Rpm to turn output ON and to turn output OFF. The ON value must be higher than the OFF value. VOCATIONS: Various
SWITCHED POWER ECU
NC F2 WIRE 112 OVERSPEED INDICATOR COM NO F3
TRANSMISSION OR VEHICLE OVERSPEED INDICATOR
V05036
Figure P32. Output Speed Indicator A
P33

WARNING!
OUTPUT SPEED INDICATOR B

USES: To signal that the transmission output shaft has exceeded a specied value. VARIABLES TO SPECIFY: Rpm to turn output ON and to turn output OFF. The ON value must be higher than the OFF value. VOCATIONS: Various
SWITCHED POWER COM WIRE 105 OUTPUT SPEED INDICATOR
CUSTOMERNC FURNISHED RELAY NO

TRANSMISSION OR VEHICLE OVERSPEED INDICATOR
ECU
Relay shown de-energized
1 VIW CONNECTOR NOTE: The ON and OFF control values for this function may be specified within the same range of values which are permitted for Output Speed Indicator A. However, the control values for this function may not be adjusted using the Pro-Link Diagnostic Tool. Therefore, if adjustment of these values is a desirable feature, the Output Speed Indicator A function must be used.
V05037
Figure P33. Output Speed Indicator B
P34

WARNING!
PTO OVERSPEED INDICATOR

USES: Turn on dash light when PTO reaches an overspeed condition. VARIABLES TO SPECIFY: Rpm to turn ON; rpm to turn OFF. VOCATIONS: Various
SWITCHED POWER ECU
WIRE 105 PTO OVERSPEED INDICATOR 1 VIW CONNECTOR Output switches to ground when PTO speed (engine speed) exceeds a calibration value. Output switches to open when engine speed falls below a lower calibration value.
PTO OVERSPEED
If current in lamp circuit exceeds 0.5 amp, ground lamp through a relay.
NC
PTO OVERSPEED
COM
SWITCHED POWER PTO OVERSPEED INDICATOR
NO
V05038
Figure P34. PTO Overspeed Indicator
P35

WARNING!
ENGINE OVERSPEED INDICATOR

USES: To turn on dash light when engine reaches an overspeed condition. VARIABLES TO SPECIFY: Rpm to turn ON; rpm to turn OFF. VOCATIONS: Various
ECU
SWITCHED POWER
Contacts close when engine speed exceeds a calibration value. Contacts open when engine speed falls below a lower calibration value. NC F2
WIRE 112 ENGINE OVERSPEED INDICATOR
COM
NO
F3
ENGINE OVERSPEED
V05039
Figure P35. Engine Overspeed Indicator
P36

WARNING!
LOCKUP INDICATOR
USES: Turn on dash indicator when transmission lockup clutch is engaged. Used to indicate when maximum engine braking is available. VARIABLES TO SPECIFY: None VOCATIONS: Various
ECU
SWITCHED POWER
Contacts close when torque converter lockup clutch is applied in the transmission.
NC E2 WIRE 132 LOCKUP INDICATOR COM NO E3
TRANSMISSION LOCKUP
V05040
Figure P36. Lockup Indicator
P37

WARNING!
SECONDARY MODE INDICATOR

USES: To indicate that Secondary Mode is active. VARIABLES TO SPECIFY: None VOCATIONS: Various
If current in lamp circuit exceeds 0.5 amp, ground lamp through a relay. ECU SWITCHED POWER
NC
ECONOMY
COM WIRE 105
NO
SWITCHED POWER
1 VIW CONNECTOR
WIRE 105 SECONDARY MODE INDICATOR
ECONOMY
NOTE: Economy legend is shown for illustrative purposes only. Actual legend in each vehicle should describe the special characteristics of the secondary mode shift calibration.
V05041
Figure P37. Secondary Mode Indicator
P38

WARNING!
RETARDER INDICATOR
USES: Signals that the retarder is active. Typically used to turn on the vehicle brake lights when the retarder is in use. VARIABLES TO SPECIFY: None VOCATIONS: Various
This function is used in conjunction with Retarder Enable Input Function. Refer to schematic for Retarder Enable Input Function, noting the use of wire 125.
P39

WARNING!
NEUTRAL INDICATOR FOR PTO AND PTO ENABLE

USES: Provides for fast idle operation in neutral, pack-on-the-y, and PTO engagement with overspeed protection. VARIABLES TO SPECIFY: Max engine rpm for PTO engagement, max engine rpm for PTO operation, max output rpm for PTO engagement, max output rpm for PTO operation. VOCATIONS: Refuse packer, recycling truck.
SYSTEM OPERATION:
Operator selects NEUTRAL to enable fast idle. Transmission shifts to neutral if throttle and output speed are low. When DRIVE is re-selected, fast idle is interrupted and transmission shifts to drive if engine speed drops below 900 rpm within approximately two seconds.
SWITCHED POWER
PTO DASH SWITCH NC F2 PTO PRESSURE SWITCH
ECU
COM
NO
F3
NC 2 VIW CONNECTOR WIRE 112 PTO ENABLE OUTPUT WIRE 114 NEUTRAL INDICATOR FOR PTO WIRE 118 PTO ENABLE INPUT A2 112 114 VIM Relays shown de-energized COM NO A3
FAST IDLE CONTROL
PTO DASH LIGHT
FAST IDLE SOLENOID
V05042
Figure P38. Neutral Indicator for PTO and PTO Enable
P40

MD3060 Trouble Shooting

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TS2470EN

Printed in the U.S.A.

Copyright 1998 General Motors Corp.

FOREWORD How to Use This Manual

Copyright 1998 General Motors Corp.

IMPORTANT SAFETY NOTICE

WARNINGS, CAUTIONS, AND NOTES

Is used when an operating procedure, practice, etc., is essential to highlight.

Copyright 1998 General Motors Corp.

TRADEMARKS USED IN THIS MANUAL

SHIFT SELECTOR TERMS AND DISPLAY INDICATIONS

Copyright 1998 General Motors Corp.

W T E C I I EII E C T RO N I C CCONTROLS TROUBLESHOOTINGN G M A N UA L WTEC L ELECTRONIC O N T RO L S T RO U B L E S H O OT I MANUAL

Copyright 1998 General Motors Corp.

W T E C I I EII E C T RO N I C CCONTROLS TROUBLESHOOTINGN G M A N UA L WTEC L ELECTRONIC O N T RO L S T RO U B L E S H O OT I MANUAL

SECTION 1 GENERAL DESCRIPTION

ENGINE SPEED SENSOR CONNECTOR

THROTTLE POSITION SENSOR

Copyright 1998 General Motors Corp.

THROTTLE POSITION SENSOR

Figure 12. WT Electronic Control Unit Components (Units Produced 9/9412/97)

Figure 13 is a block diagram of the basic systems inputs and outputs.

SPEED SENSORS THROTTLE POSITION SENSOR RETARDER MODULATION

OIL LEVEL SENSOR

SOLENOIDS C3 PRESSURE SWITCH TEMPERATURE SENSOR (SUMP/RETARDER)

Figure 13. Electronic Control Unit Block Diagram

Copyright 1998 General Motors Corp.

Figure 14. Electronic Control Unit (ECU)

Copyright 1998 General Motors Corp.

STRIP PUSHBUTTON SHIFT SELECTORS

Figure 15. Pushbutton Shift Selectors

HOLD OVERRIDE BUTTON

DISPLAY MODE BUTTON

SIX-SPEED LEVER SELECTOR

SEVEN-SPEED LEVER SELECTOR

Figure 16. Six-Speed And Seven-Speed Lever Shift Selectors

Copyright 1998 General Motors Corp.

THROTTLE POSITION SENSOR

Figure 17. Throttle Position Sensor

SPEED SENSORS (Figure 18)

HD/B 500 TURBINE (EXTERNAL)

MD/B 300/B 400 TURBINE (INTERNAL)

MD/B 300/B 400 RETARDER OUTPUT (EXTERNAL)

MD 3070PT OUTPUT (INTERNAL)

Figure 18. Speed Sensors

Copyright 1998 General Motors Corp.

UNITS PRODUCED 9/94 12/97 UNITS PRODUCED PRIOR TO 9/94

MD/B 300/B 400 CONTROL MODULE

MD 3070 CONTROL MODULE

HD/B 500 CONTROL MODULE

Figure 19. Control Module

Copyright 1998 General Motors Corp.

MD/B 300/B 400 RETARDER CONNECTOR (INCLUDES OUTPUT SPEED SENSOR)

MD 3070 TRANSFER CASE CONNECTOR VEHICLE INTERFACE WIRING (VIW) CONNECTOR

DIAGNOSTIC DATA READER (DDR) CONNECTOR

OPTIONAL BULKHEAD CONNECTOR

OPTIONAL DEUTSCH DDR CONNECTOR REMOTE SERIAL INTERFACE CONNECTOR

Copyright 1998 General Motors Corp.

OPTIONAL BULKHEAD CONNECTOR

OPTIONAL DEUTSCH DDR CONNECTOR REMOTE SERIAL INTERFACE CONNECTOR