Learning Guide

CHASSIS ELECTRICAL SPECIALIST

AUTOMATIC TRANSMISSION
IN-CAR DIAGNOSTICS

COURSE NUMBER: C050-01

 Chassis Electrical Specialist: Automatic Transmission -In-Car diagnostics

Notice
Due to the wide range of vehicles makes and models, the information given during the class will be
general in nature and should not be taken as specific to any vehicle/unit. Please consult manufacturer
specifications for the correct number/specifications and repair procedures for the vehicle you are
testing. This document is meant to be used as a guideline only.

For further information, please contact toll-free:

1-855-813-2101
or email

[email protected]

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prior written permission of CARS Training Network Inc. This applies to all text, illustrations, tables and
charts.
Copyright © 2014 CARS Training Network Inc

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 Chassis Electrical Specialist: Automatic Transmission -In-Car diagnostics

Objectives
Upon successful completion of this segment the participant will be able to:
 Identify different fluid types
 Review input sensors output functions for Caravan and Voyager electronic transmission
 Describe CVI (Clutch Volume Index)
 Describe theory and operation of Taurus/Sable electronic transmission
 Perform In-Car Diagnostic testing of both units

Rationale

Many automatic transmission problems can be fixed quickly and accurately without subletting the
vehicle to a transmission specialty shop. Knowing how to diagnose and repair common transmission
problems will increase the number of jobs technicians perform successfully.

Note

Due to the wide range of vehicles makes and models, the information given during the class will be
general in nature and should not be taken as specific to any vehicle/unit. Please consult manufacturer
specifications for the correct number/specifications and repair procedures for the vehicle you are
testing. This document is meant to be used as a guideline only.

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 Chassis Electrical Specialist: Automatic Transmission -In-Car diagnostics

Types of Automatic Transmission Fluid (ATF)

Chrysler, Ford, General Motors and some import vehicle manufacturers all have their own ATF
specifications. Automatic transmission fluids possess different frictional properties, producing
different shift characteristics. ATF must be matched to friction materials and vehicle design.

When choosing a transmission fluid:

 The fluid must meet or exceed OEM specifications
 The fluid must be the correct type to be used in the specific application

The recommended fluid type is listed on many dipsticks. If not, check the owner’s manual or
appropriate service material.

Chrysler Fluid:  Started with Dexron

 Updated to ATF+2

 1998: Updated to ATF+3, increased shear stability and high

temperature resistance to oxidation

 2000: Introduced ATF+4, recommended for all Chrysler

transmissions excluding 1999 and earlier minivans

General Motors Fluid:  Dexron-III replaces Dexron and Dexron-II, friction-modified and
improved oxidation resistance

 GM T-4 used for Pontiac Vibe and Toyota Matrix, same as

Chrysler ATF+4

Ford Fluid:  Type F used on early transmissions

 Mercon used on 1988 and later transmissions, not recommended

for Type F or the new Mercon V

 Mercon V introduced in 1997 on certain transmissions

Honda Fluid:  Honda ATF-Z1

Most other imports:  Usually requires Dexron-III, Always check OEM requirements

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 Chassis Electrical Specialist: Automatic Transmission -In-Car diagnostics

Dodge Caravan and Plymouth Voyager 41TE Automatic Transmission

Introduced in 1989, several updates, still used in 2005.

Transmission Control Module

The TCM is the control unit for all transaxle electronic

operations. The TCM receives information regarding
vehicle operation from both direct and indirect inputs, and
selects the operational mode of the transaxle. Direct inputs
are hardwired to (and used specifically by) the TCM.

Indirect inputs originate from other components or

modules, and are shared with the TCM via the
communication bus.

TCM Inputs:

Direct Inputs Indirect Inputs

 Battery (B+) voltage  Engine/Body Identification

 Ignition “ON” voltage  Manifold Pressure

 Transmission Control Relay (Switched B+)  Target Idle

 Throttle Position Sensor  Torque Reduction Confirmation

 Crankshaft Position Sensor (CKP)  Speed Control ON/OFF Switch

 Transmission Range Sensor (TRS)  Engine Coolant Temperature

 Transmission Temperature Sensor (Integral to TRS)  Ambient/Battery Temperature

 Pressure Switches (L/R, 2/4, OD)  Brake Switch Status

 Input Shaft Speed Sensor  DRB Communication

 Output Shaft Speed Sensor

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 Chassis Electrical Specialist: Automatic Transmission -In-Car diagnostics

The TCM determines the appropriate shift schedule and shift points based on information received
from these inputs, considering operating conditions and driver demand.

Examples of TCM direct outputs:

 Transmission Control Relay
 Solenoids (LR/CC, 2/4, OD and UD)
 Vehicle Speed (to PCM)
 Torque Reduction Request (to PCM)

In addition to monitoring inputs and controlling outputs, the TCM also:

 Stores and maintains Clutch Volume Indices (CVI)
 Stores and selects appropriate Shift Schedules
 System self-diagnostics
 Diagnostic capabilities (with DRB scan tool)

Limp-Home Mode

When TCM is unable to control transmission (or senses operational problems) it defaults to Limp-home
mode.

The shift solenoids are normally open, which by design allows fluid flow in their relaxed or “OFF”
state, even with no electrical power at all transmission has 2nd forward and manually shifted reverse.

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 Chassis Electrical Specialist: Automatic Transmission -In-Car diagnostics

Solenoid/Pressure Switch Assembles

 Externally mounted to case, serviced as a complete unit

 Solenoids receive power from Transmission Control Relay
 Ground provided by TCM
 Updated in 1999 to reduce operating noise
 Updated gasket for better sealing
 New design solenoid pack will retro-fit all 41TE transmissions
 Contain three pressure switches that monitor hydraulic circuits
 Primary function (of pressure switches) is detecting clutch circuit hydraulic failure
 DTC sets if TCM senses any switch open or closed at the wrong time in a given gear

 Solenoid continuity is periodically tested: each solenoid is turned on or off depending on its
current state. TCM should detect an inductive spike, if voltage spike is not detected circuit is
tested again to verify failure, resulting in a DTC.

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 Chassis Electrical Specialist: Automatic Transmission -In-Car diagnostics

Clutch Volume Index

An important function of TCM is to determine Clutch Volume Index (CVI). CVI represents the volume
of fluid needed to compress a clutch pack.

The TCM monitors gear changes by monitoring Input and Output speed sensors. For example, if input
rpm is 1000 and output is 500 TCM determines gear ratio of 2:1, in 3rd gear ratio is 1:1, by monitoring
the length of time it takes for a gear ratio change following a shift request, TCM can determine the
volume of fluid needed to apply that particular clutch pack.

The volume of fluid needed is constantly updated for adaptive controls. As friction material wears, the
volume of fluid needed increases. CVI is a direct indication of transmission state, the higher CVI the
higher the wear on the clutch packs.

CLUTCH VOLUMES
When Updated Proper Clutch Volume
Clutch
Shift Sequence Oil Temperature Throttle Angle CVI
L/R 2-1 or 3-1 coast downshift > 70° < 5° 35 to 83
2/4 1-2 shift 20 to 77
5 - 54°
OD 2-3 shift > 110° 48 to 150
UD 4-3 or 4-2 shift > 5° 24 to 70

NOTES:___________________________________________________________________________

___________________________________________________________________________________

___________________________________________________________________________________

___________________________________________________________________________________

___________________________________________________________________________________

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 Chassis Electrical Specialist: Automatic Transmission -In-Car diagnostics

Input Speed Sensor

 Located towards front of transmission

 Provides information on how fast input shaft is spinning
 Will be lower than engine rpm due to slippage in torque converter
 Two wire magnetic pick-up (generates AC signal)
 TCM (Transmission Control Module) uses sensor for input shaft
RPM
 Used to monitor TCC slippage

Output Speed Sensor

 In 1998 Vehicle speed sensor was eliminated, PCM uses output

speed sensor to calculate vehicle speed
 Provides information on how fast output shaft is spinning
 TCM compares input and output, to determine gear position
 TCM monitors how long it takes to change gears to Calculate CVI

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 Chassis Electrical Specialist: Automatic Transmission -In-Car diagnostics

Transmission Range Sensor

 In 1996 the PRNODL and Neutral Safety Switch

were replaced with TRS
 Used for Vehicle Start-up, Reverse lights, Forward,
Reverse and Converter Clutch strategies
 Mounted to the top of valve body--can only be
serviced by removing valve body
 TRS has an integrated temperature sensor (thermistor)
to monitor transmission sump temperatures
 PCM/TCM uses this information to determine shift
points and to energize cooling fan’s when a
transmission “overheat” condition exists

Throttle Position Sensor

 Potentiometer,
 PCM sends 5 volt reference and determines throttle
angle from return voltage
 TCM uses this information to determine shift points
and for TCC operation
 Also used for “kick-down” operation

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 Chassis Electrical Specialist: Automatic Transmission -In-Car diagnostics

Transaxle Quick Learn Procedure

The quick learn procedure requires a scan tool. This program allows system to recalibrate itself. Since
the TCM keeps CVI (Clutch Volume Index) in memory, when changes are made to transaxle system
the TCM will apply amounts of fluid that apply to old clutch pack values.
The Quick Learn Procedure should be performed after:
 Transaxle Assembly Replacement
 Transmission Control Module Replacement
 Solenoid/Pressure Switch Assembly Replacement
 Clutch and/or Seal Replacement
 Valve Body Replacement

Pinion Factor Procedure

The vehicle speed readings for the speedometer are taken from the output speed sensor (the vehicle
speed sensor was eliminated in 1998). The TCM must be calibrated to the different combinations of
equipment available. Pinion Factor allows the technician to set the TCM initial settings so that the
speedometer will be accurate.

Torque Reduction Management

Torque management controls torque of the engine during certain shift sequences, reducing torque
applied to clutch packs. The torque management signal is a 12 volt signal, sent from PCM to TCM over
the Torque Reduction Link (TRL). Torque management is requested when TCM grounds this signal.
PCM recognizes the request, retards ignition timing and kills injectors. Torque reduction is not
noticeable to the driver and usually lasts a short period of time.

PCM sends a confirmation of request to the TCM via the communication line. If confirmation isn’t
received by the TCM after two requests, a DTC sets.

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 Chassis Electrical Specialist: Automatic Transmission -In-Car diagnostics

Taurus/Sable Electronic Transmission

In 1997 and later models the Manual Lever Position sensor (Neutral
safety switch) was replaced with a Digital Range Sensor (DRS).
 They are not interchangeable
 Vehicle “build date” determines which sensor is used
 MLP will plug into a DRS but transmission will not function
properly.
 DRS receives 5 volt reference
 Sets of resistors allow different return voltages to the PCM
 PCM uses return voltage to determine Range selection

Input Speed Sensor

Electrical
 Magnetic pick-up, sends turbine shaft speed to PCM Connector
O-ring
Speed
 PCM monitors TCC application by comparing engine rpm to Sensor

ISS.
 Used in determining EPC (Electronic Pressure Control) at
idle
Magnetic Pickup
 Sensor malfunction may cause harsh shifts, lack of 4th gear
Output Carrier Rotor or
and no TCC Forward Clutch Gear Teeth

 Serviceable, located by drivers side half shaft

Output Speed Sensor

 VSS (Vehicle Speed Sensor) was eliminated (starting with

some 1999 models)
 Magnetic pick-up, sends output shaft speed to PCM
 PCM compares input to output to determine gear ratio
 PCM uses information to determine actual vehicle speed
 Is serviceable and is located on top of case by pass side half
shaft

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 Chassis Electrical Specialist: Automatic Transmission -In-Car diagnostics

TCC Torque Converter Clutch Solenoid

 Serviceable, mounted on inside of side cover

 PWD (Pulse Width Modulated) for smooth
applications
 PCM applies Converter Clutch in steps that can be
observed with scan tool
 Monitors slippage by comparing engine RPM to
input Speed sensor --referred to as TCCMACT on
scan tool
 If solenoid fails in ON position, engine will run rough
and stall at low vehicle speeds
 If solenoid fails in OFF position, TCC will not operate

EPC Electronic Pressure Control Solenoid

 Variable-Force Style Solenoid (VFS)

 Receives commands from PCM and adjusts
hydraulic pressure
 12 volt system
 Electro-hydraulic actuator combines a solenoid and
regulating valve
 PCM has an adaptive learn strategy, automatically
adjusting line pressure for “shift feel”
 “Fail Safe” EPC fails to maximum line pressure
resulting in harsh engagements and shifts
 If battery power disconnected, it should remain
disconnected for 20 minutes to reset adaptive shift
pressure strategy--or use scan tool and perform Keep
Alive Memory reset
 12 volts PWM: the higher the voltage the higher line
pressure

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 Chassis Electrical Specialist: Automatic Transmission -In-Car diagnostics

Throttle Position Sensor

 Direct relationship between TPS and EPC: as throttle angle

increases, line pressure increases
 TPS “fail safe” will cause full (EPC) line pressure to protect
transaxle
 TPS value remaining stationary at idle will result in low line
pressure, may result in transaxle damage
 TPS value remaining stationary at WOT results in very harsh
shifts
 TPS will affect TCC operation

Shift Solenoids

 Key-On ignition power

 Ground provided by PCM
 3 solenoids used individually or in different combinations
 Mounted on valve body behind side cover

Chart below shows solenoid application during each gear

Gear Position SS1 SS2 SS3

Park Off On Off
Reverse Off On Off
Neutral Off On Off
Overdrive
OD1 Off On Off
OD2 Off Off Off
OD3 On Off On
OD4 On On On

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 Chassis Electrical Specialist: Automatic Transmission -In-Car diagnostics

Engine Coolant Temperature Sensor

 PCM uses sensor information in controlling TCC
 Defective ECT results in no TCC
 Extremely low or high temperatures affect TCC operation

Transmission Temperature Sensor

 Located inside main valve body
 Resistance of thermistor changes with fluid temperature change
 PCM inhibits TCC operation and adjusts EPC pressure for cold temperatures

Brake Switch
 Defective, inoperative or misadjusted brake pedal switch will prevent TCC engagement

Transmission Coolers
 Some vehicles have thermostats inside transmission coolers
 Attempting to flush these coolers after a transmission failure may not be possible or
recommended

1 - MOUNTING BOLTS
2 - THERMOSTATIC BYPASS VALVE
3 - RADIATOR
4 - QUICK-CONNECT FITTINGS
5 - TRANSMISSION OIL COOLER

1 - THERMOSTAT HOUSING
2 - SPRING
3 - END PLUG
4 - SNAP RING
5 - THERMOSTAT

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