2000 Series
2000 Series
2000 Series
PREFACE
Troubleshooting
Manual
Allison Transmission
ELECTRONIC CONTROLS
1000 Series™
2000 Series™
2000MH Series
2400 Series™
2003 April
This manual provides troubleshooting information for Allison Transmission Division, 1000 Series™,
2000 Series™, 2000MH Series, and 2400 Series™ transmissions. Service Manual SM3191EN,
Mechanics Tips MT3190EN, and Parts Catalog PC3062EN may be used in conjunction with this
manual.
Specific 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 new date on the title page and rear cover. 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 service of wiring harnesses and wiring harness
components as follows:
• Repair parts for the internal wiring harness 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.
• Repair parts for the external harnesses and external harness components must be
obtained from the vehicle OEM or the OEM is responsible for warranty on these parts.
IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings and cautions used in
this manual. These warnings and cautions advise against using specific 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 first be thoroughly satisfied 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.
Is used when an operating procedure, practice, etc., which, if not strictly observed,
CAUTION: could result in damage to or destruction of equipment.
SERVICE LITERATURE
This service literature provides fully illustrated instructions for operation, maintenance, service, overhaul,
and parts support for your transmission. To ensure maximum performance and service life from you unit,
you may order publications from:
SGI, Inc.
Attn: Allison Literature Fulfillment Desk
8350 Allison Avenue
Indianapolis, IN 46268
TOLL FREE: 888-666-5799
INTERNATIONAL: 317-471-4995
Page
Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii
SAFETY INFORMATION
IImportant Safety Notice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .iii
Warnings, Cautions, and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .iii
Trademarks Used in This Manual. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .iv
Service Literature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .iv
Page
APPENDICES
A. DIAGNOSING INTERMITTENT DTCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1
B. MAIN PRESSURE CHECK PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
C. SOLENOID AND CLUTCH TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
D. WIRE/CONNECTOR TABLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
E. CONNECTOR REPAIR INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
F. THROTTLE POSITION SENSOR ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
G. WELDING ON VEHICLE/VEHICLE INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . G–1
H. HYDRAULIC SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
J. WIRING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
K. RESISTANCE vs. TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–1
L. ELECTRONIC INTERFERENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–1
M. DIAGNOSTIC TOOL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M–1
N. INPUT/OUTPUT FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N–1
P. FLUID CHECK PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P–1
1–1. TRANSMISSION
The 1000 Series™/2000 Series™/2400 Series™ Electronic Controls system features closed-loop clutch control to
provide superior shift quality over a wide range of operating conditions. The 1000/2000/2400 Series configurations
can be programmed to provide five forward speeds, neutral, and reverse. The fifth range has an overdrive gear
ratio. The 1000/2000/2400 Series incorporates a variety of standard and optional design features.
Figure 1–1 is a block diagram of the basic system inputs and outputs.
INPUTS
OUTPUTS
V05726
GENERAL DESCRIPTION
TRANSMISSION
CONTROL
MODULE
(TCM)
VEHICLE (J1)
HARNESS “J1”
CONNECTOR
(GRAY)
J1939
TRANSMISSION (J2) CONNECTOR
HARNESS
“J2”
Bulkhead Connector (Optional) CONNECTOR
(RED)
VIW “X”
CONNECTOR
NSBU SWITCH
CONNECTORS
7-PIN
(OEM-SUPPLIED)
THROTTLE POSITION
SENSOR (TPS)
CONNECTOR
(OPTIONAL)
OUTPUT
SPEED SENSOR
THROTTLE CONNECTOR
POSITION
SENSOR (TPS)
TURBINE ENGINE
SPEED SENSOR SPEED SENSOR
CONNECTOR CONNECTOR
MAIN
TRANSMISSION
CONNECTOR
GENERAL DESCRIPTION
V05728.01.01
SHIFT SELECTOR
P
R
N
OD
D
2
1
TOP VIEW
V06476
GENERAL DESCRIPTION
The TCM shift calibration determines the available forward ranges for each selector position.
Although specific installations vary, typical selector positions for the 1000/2000/2400 Series are:
P — Park. Parking pawl or parking brake is engaged, if available. This position is not available
on all shift selectors.
R — Reverse.
N — Neutral. May be used when starting the engine and for stationary operations. The NSBU
Switch disables the starter switch if a range other than N (Neutral) or P (Park) is selected before
starting the vehicle.
OD — Overdrive. The highest forward range used for normal driving. The transmission shifts to
first range for starting, then automatically upshifts through the ranges (as operating conditions
permit) until the highest range is attained.
D, 2, 1 — Forward Range. The transmission shifts to first range for starting. The range selected
on the shift selector is the highest range which will be attained during automatic shifting.
NOTE: For transmissions equipped with a Park position, the selector valve remains in
the Neutral position when the selector is moved to Park.
The Neutral and Reverse selector valve positions (refer to Appendix H—Hydraulic Schematics)
exhaust the C1 and C2 rotating clutches. By exhausting C1 and C2 clutches, forward range is
inhibited. This provides the capability for the operator to override the electronically commanded
ranges if N (Neutral) is required.
C. NSBU Switch
The installation of a transmission-mounted neutral start/reverse signal switch is required. This
switch, commonly called an “NSBU Switch” (Figure 1–5), mounts directly onto the transmission
housing from the outside and detects the angular position of the shift selector shaft. This
position is communicated to the TCM so that certain vehicle control functions can be
coordinated with the position of the shift controls. The NSBU switch has redundant circuitry to
alert the TCM in the event of a single wire or switch failure.
The neutral signal output of the NSBU switch is typically used as confirmation that the
transmission is in N (Neutral) before the engine starter is engaged. The NSBU switch is
interfaced to the starter circuit with weatherproof electrical connectors. The reverse signal
provision may be used to activate vehicle back-up lights and/or reverse warning devices.
V05729.01.00
GENERAL DESCRIPTION
B
A
C
THROTTLE POSITION
SENSOR (TPS)
V00628.01
V04736
The speed sensors are variable reluctance devices which convert mechanical motion to an AC voltage. Each
sensor consists of a wire coil wrapped around a pole piece that is adjacent to a permanent magnet. These
elements are contained in a housing which is mounted adjacent to a rotating ferrous member (such as a gear
tooth). Two signal wires extend from one end of the housing and an exposed end of the pole piece is at the
opposite end of the housing. The permanent magnet produces lines of flux around the pole piece. As a ferrous
object (such as a gear tooth) approaches and passes through the gap at the end of the pole piece, an AC voltage
pulse is induced in the wire coil. The TCM calculates the frequency of these AC pulses and converts it to a speed
value. The AC voltage generated varies from 150mV at low speed to 15V at high speed. The signal wires from the
GENERAL DESCRIPTION
sensor are formed as twisted pairs to cancel magnetically induced fields. The cable is also shielded to protect from
voltage-related fields. Noise from other sources is eliminated by using two-wire differential inputs at the TCM.
NOTE: Do not rotate the speed sensor in the retaining bracket. Orientation is fixed, and if changed, may
cause improper operation.
OUTPUT SPEED
SENSOR CONNECTOR
ORIENTATION = 5 o'clock
V06457
GENERAL DESCRIPTION
A TRIM
B TRIM
E
G D
F
V07476.01.01
GENERAL DESCRIPTION
NOTE: Allison Transmission is providing for service of wiring harnesses and wiring harness
components as follows:
• Repair parts for the internal wiring harness 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.
• Repair parts for the external harnesses and external harness components must be obtained
through the vehicle OEM. The OEM is responsible for warranty on these parts.
VEHICLE (J1)
HARNESS “J1”
CONNECTOR
(GRAY)
TRANSMISSION (J2)
HARNESS J1939
CONNECTOR
“J2”
Bulkhead Connector (Optional) CONNECTOR
(RED)
VIW “X”
CONNECTOR
NSBU SWITCH
CONNECTORS
7-PIN
(OEM-SUPPLIED)
12-PIN
CONNECTOR
(USED WITH NSBU VIW “Y”
P/N 29541852) 4-PIN CONNECTOR
THROTTLE POSITION
SENSOR (TPS)
CONNECTOR
(OPTIONAL)
OUTPUT
SPEED SENSOR
THROTTLE CONNECTOR
POSITION
SENSOR (TPS)
TURBINE ENGINE
SPEED SENSOR SPEED SENSOR
CONNECTOR CONNECTOR
MAIN
TRANSMISSION
NOTE: Illustration is not to scale. Actual harness CONNECTOR
configuration may differ from this illustration.
V06477.01.01
GENERAL DESCRIPTION
B. Internal Wiring Harness (Figure 1–11)
An internal wiring harness connects the shift solenoids, clutch trim solenoids, torque converter
clutch solenoid, pressure switch manifold, and temperature sensor to the external harness
leading to the TCM.
SOL C
13 mm EXTENSION
PSM
SOL G
MAIN
TRANSMISSION
CONNECTOR
SOL A
SOL B
SOL E
SOL D
SOL F V05732.01.02
GENERAL DESCRIPTION
NOTES
Each time the engine is started, the TCM will illuminate the CHECK TRANS light, then turn it off after a few
seconds. This is a circuit check to verify that the lamp and wiring are in proper working order. Illumination of the
CHECK TRANS light at any time after start-up indicates that the TCM has set a DTC. The Scan Tool is used to
verify that the TCM has set a DTC (see Paragraph 2–5). While the CHECK TRANS light is on, upshifts and
downshifts may be restricted and direction changes (D–R, R–D) may not occur. The torque converter clutch is
inhibited when transmission shifting is restricted or during any critical transmission malfunction.
The 1000 Series™/2000 Series™/2400 Series™ transmissions DTCs are latching DTCs. When a failure condition
is detected, the DTC set by the TCM remains active for the entire time the ignition is on. When the ignition is turned
off and then on again, the transmission DTCs will reset and the TCM will recheck for the failure condition. If the
failure condition is not present, the previously set DTC will remain in history; the CHECK TRANS light will turn off
after the circuit check, and the transmission will function normally unless another failure occurs. This feature allows
the vehicle to be driven to a service outlet.
• Diagnostic Active
This indicates that an active diagnostic code is set and that the CHECK TRANS light should be
illuminated. In some failure modes, Reverse cannot and will not be commanded. If Reverse is selected
during these failure modes a range inhibit light will illuminate in Reverse.
During diagnostic responses, Neutral-to-Range Inhibits and Direction Change Inhibits continue to
operate, but they may latch under certain conditions. In these cases, shutting down ignition and waiting
for at least 5 seconds before re-starting will clear the inhibit condition. The Scan tool will indicate an
active inhibit.
• Reverse Enable
Neutral-to-Reverse shifts will be inhibited to neutral and the Scan Tool will show an inhibited state when
no input is detected from dash or floor mounted reverse enable switch when selecting reverse range.
The Scan Tool will indicate an active inhibit.
This function is only used in European transit and tour buses applications.
• Engine Speed
Neutral-to-Drive and Neutral-to-Reverse shifts will be inhibited to neutral and the range inhibit light
will illuminate if the Engine Speed is greater than a calibrated value (1400 rpm for medium duty
non-emergency vehicles). The Scan Tool will indicate an active inhibit.
• Output Speed
Reverse-to-Drive, Drive-to-Reverse, and Neutral-to-Reverse shifts initiated above 300 rpm of output
speed will be inhibited to neutral and the range inhibit light will illuminate. The Scan Tool will indicate an
active inhibit.
• Throttle
Reverse-to-Drive, Drive-to-Reverse, Neutral-to-Drive, and Neutral-to-Reverse shifts where throttle
position is greater then 25 percent will be inhibited to neutral and the range inhibit light will illuminate.
The Scan Tool will indicate an active inhibit.
V05490
2–4. ABBREVIATIONS
A/N Assembly Number
ABS Anti-lock Brake System—OEM-provided means to detect and prevent wheel stoppage to
enhance vehicle handling. Retarder and engine brakes will not apply when ABS is active.
Amp Ampere—Unit of electrical current
CAN Controller Area Network—A network for all SAE J1939 communications in a vehicle
(engine, transmission, diagnostics, ABS, etc.)
CC Calibration Compatibility—First two digits of the CIN
CIN Calibration Identification Number—Used to identify transmission controls software level
CT Closed Throttle
DNA Does Not Adapt—Adaptive shift control is disabled.
DNS DO NOT SHIFT—Refers to the DO NOT SHIFT diagnostic response during which the
CHECK TRANS light is illuminated and the transmission will not shift and will not respond
to the Shift Selector.
DTC Diagnostic Trouble Code
DVOM Digital volt/ohmmeter
ECM Engine Controller Module—Available on electronically-controlled engines—provides some
relevant data to TCM.
EMI ElectroMagnetic Interference
GPI General Purpose Input—Input signal to the TCM to request a special operating mode or
condition.
GPO General Purpose Output—Output signal from the TCM to control vehicle components
(such as PTOs, backup lights, etc.) or allow a special operating mode or condition.
IPC Instrument Panel Controller
J1939 High-speed vehicle serial data communications link.
LED Light-Emitting Diode—Electronic device used for illumination.
LRTP Low-Range Torque Protection—A feature limiting engine torque in lower ranges to protect
the transmission from damage when a stall condition occurs.
NNC Neutral No Clutches—Neutral commanded with no clutches applied.
NSBU Switch Neutral Start Backup Switch
NVL Neutral Very Low—The TCM has sensed turbine speed below 150 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.
OBD II On Board Diagnostics Second generation. EPA mandated specification for vehicle
diagnostics.
OEM Original Equipment Manufacturer—Maker of vehicle or equipment.
Ohm Unit of electrical resistance.
PC Personal Computer
PCCS Production Calibration Configuration System
PCM Powertrain Controller Module—Electronic device used on some vehicles.
PDM Parallel Data Module
Listed below are three variables that, when exceeded, cause inhibited shifts (with thresholds listed).
• Engine speed above 1000 rpm
• Throttle setting above 40 percent
• Output speed above 225 rpm
To service 1000/2000/2400 Series Electronic Controls, the technician must understand basic electrical concepts.
Technicians need to know how to use a volt/ohmmeter (VOM) to make resistance and continuity checks. Most
troubleshooting checks consist of checking resistance and 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 find instruction.
The technician should also have the mechanical aptitude required to connect pressure gauges or transducers to
identified pressure ports used in the troubleshooting process. Pressure tap locations and pressure values are
shown in Appendix B — Main Pressure Check Procedure.
Input power, ground, neutral start circuitry, etc., can cause problems with electronic controls or vehicle functioning
and may not generate a DTC. A working knowledge of 1000/2000/2400 Series Electronic Controls vehicle
installation is necessary in troubleshooting installation-related problems.
Refer to Section 7 for information concerning performance complaints (non-DTC) troubleshooting. A complete
wiring schematic is shown in Appendix J. Refer to the 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 in the 1000 Series™/2000 Series™/2400 Series™
Sales Tech Data Book to ensure proper installation.
NOTE: Allison Transmission is providing for service of wiring harnesses and wiring harness
components as follows:
• Repair parts for the internal wiring harness 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.
• Repair parts for the external harnesses and external harness components must be obtained
through the vehicle OEM. The OEM is responsible for warranty on these parts.
When the TCM detects a non-electrical problem while trying to make a shift, the TCM may try that shift a second or
third time before setting a DTC. Once that shift has been retried, and a fault is still detected, the TCM sets a DTC
and holds the transmission in a fail-to-range mode of operation.
BASIC KNOWLEDGE
The 1000/2000/2400 Series transmission utilizes “clutch to clutch” shift control to achieve range changes. In
every case (except shifts to or from neutral), one clutch is exhausted and another applied to make a range shift.
The “handoff” between exhausting and applying clutches is very precisely controlled by use of two “PPC” (Pressure
Proportional to Current) solenoids. These solenoids are labeled A and B in the transmission, and are referred to as
“trim” solenoids. For example, to make a 1–2 shift, A solenoid is used to trim pressure off C5 clutch, and B solenoid
is used to trim pressure on C4 clutch.
The TCM (transmission control module) modulates the current to both A and B solenoid, which translates to a
proportional level of pressure to the clutch. In order to make a shift, the TCM uses software and calibration settings
of several program parameters to determine the level of current sent to the respective trim solenoids. These
parameters are referred to as “adaptive values”. With a new transmission and TCM calibration, the adaptive
values are set to “base calibration” level. The transmission uses the base calibration to perform the first of each
type of shift. However, once it has performed a shift, the TCM evaluates the actual shift and compares it to an
“ideal” shift in the TCM’s memory. Based on that comparison, the TCM changes the settings of the adaptive values
to a level that it believes will result in a shift closer to the “ideal” shift the next time it makes that type of shift. This is
referred to as “adaptive shifting.”
When the transmission/TCM calibration is new, the TCM is in “fast adaptive” mode. In other words, the TCM is
allowed to make relatively large changes in the adaptive values after each shift. Once the TCM determines that a
given shift is close to its ideal level it switches to “slow adaptive” mode. In slow adaptive the TCM still is evaluating
shifts and changing adaptive values, but is only allowed to do so in smaller increments. When a shift switches from
fast to slow adaptive mode, it is described as “converged”.
The TCM is programmed to try to switch from fast to slow adaptive mode within approximately five shifts. It is
important to understand that there are many different distinct shifts recognized by the TCM, and each of these
shifts has its own adaptive values. For example, there are upshift and downshifts to and from each range, as well
as unique adaptive values for several different throttle regions for each upshift and downshift. The point is, it may
take a significant amount of time before most of the shifts converge from fast to slow adaptive, and thus it is not
unusual to experience somewhat harsh or unpleasant shift quality until these shifts are converged.
TCC engagement is accomplished by a separate PWM (pulse-width modulated) solenoid labeled “F” in the
transmission. There are adaptive values for this as well, and thus it will also require some driving for TCC
engagement to converge.
BASIC KNOWLEDGE
• 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
CAUTION: 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.)
Care should be taken when welding on a vehicle equipped with electronic controls. Refer
CAUTION: to Appendix G, Paragraph 1–1.
• DTCs displayed after system power is turned on while a harness connector is disconnected can be
ignored and cleared from memory. Refer to Section 5, DTCs, for the DTC clearing procedure.
NOTE: Fluid level and igniton voltage MUST be checked before any troubleshooting is performed.
NOTE: If you are experiencing harsh shifts, it is important to use the Scan Tool to check whether that
particular shift is converged. If it is not, the TCM is still “learning” how to adapt that shift and
simply needs to be driven further while performing more of that particular type of shift.
If a particular shift is converged but still objectionable, it’s good troubleshooting practice to reset
the adaptive values for that shift back to “base cal” level. This will automatically reset the TCM to
fast adaptive mode. The vehicle should then be driven to allow the TCM to “re-learn” the shift.
Many times this will correct the problem. It is possible to reset individual shifts without affecting
the other shifts.
2. If a transmission has been overhauled, exchanged, or repaired, use the Allison DOC™ to “RESET TO
UNADAPTED SHIFTS”. Accomplish the reset by doing the following:
• Select the Shift Selector icon.
• Select the Reset Adaptives icon.
• Push the Reset All Adaptive Values button.
At the “Are you sure you want to reset all adaptive parameters?” prompt, select “OK.”
BASIC KNOWLEDGE
3. Before using your Allison DOC™ Scan Tool, check the following:
• The desktop or laptop computer must meet the minimum system requirements (see Allison DOC™
User Guide, GN3433EN):
— Microsoft Windows 95B™, Windows ME ™, Windows NT 4.0™ (SP6 or later), Windows
2000™ (SP1 or later), or Windows XP™
— 60 MB free hard drive space (an additional 440 MB of disc space needed if training videos are
stored on hard drive)
— 64 MB of RAM
— Intel® Pentium® II processor
— Available serial port and parallel port
— 1024 x 768 screen resolution
— 256-color palette
— Small fonts
— A media player program (Windows Media Player® is provided on the Allison DOC™ CD)
— Adobe® Acrobat® Reader® (provided on the Allison DOC™ CD)
The Deutsch 9-pin vehicle connector should always be used to establish communication for
troubleshooting. If it is necessary to use the J 43890 T-Adapter Harness, the following conditions
will occur:
J 42660
RP1210A – COMPLIANT
COMPUTER J 42660-90
INTERFACE BOX
(MPSI MAGIKEY™ SHOWN) V06528.00.02
BASIC KNOWLEDGE
J 44652
DDL ADAPTER
J 1850/OBD II
HEAVY DUTY
(GMC)
V06527.00.01
The J1850 Diagnostic Interface Box (J 44652) utilizes a serial port connection, rather than a parallel
port, and is used only for off-board diagnostic communications. J1939 is still used for on-board
communications such as throttle position; therefore it will necessary to use the J1939 T-Adapter Harness
(J 43890) and MPSI MagiKey™ Interface Box (J 42660) to perform a recalibration (Figure 3–3).
J 42660
J1 VEHICLE
HARNESS
MPSI MAGIKEY™
INTERFACE BOX
J 42660-90
V06526.00.01
Figure 3–3. Proper Allison DOC™ Scan Tool Connections Using J1939 T-Adapter Harness (J 43890)
BASIC KNOWLEDGE
4. Check DTCs by using the Scan Tool.
5. When a problem exists but a DTC is not indicated, refer to the General Troubleshooting Section
(Section 7) for a listing of various electrical and hydraulic problems, their causes, and remedies.
6. If a DTC is found in the TCM memory, save all available DTC and failure record information before
clearing the active indicator (refer to Section 5).
7. When certain DTCs are active, a range selection into reverse or forward may not be possible. To
determine if a failure is electrical or hydraulic, perform the following “limp home” test.
Never remove electronic control connectors while the engine is running. Always
WARNING! turn off the ignition, set parking brakes and chock the wheels. Failure to follow this
procedure may result in unexpected vehicle movement.
With the ignition in the OFF position (engine not running), the selector in N (Neutral) and the parking
brake set, remove the wiring harness from the main transmission connector. When the engine is
restarted, the transmission will default to a “limp home” capability. In this state, trim solenoid A (de-
energized) allows C3 clutch to be applied. If the selector valve is moved to the reverse range position,
main pressure will be routed to C5 clutch, allowing reverse operation. If the selector valve is moved to
the drive range position, main pressure will be routed to C1 clutch, allowing third range operation.
This allows a technician to use “limp home” capability to determine if a hydraulic or an electrical
problem exists. If reverse and third ranges are available in “limp home,” an electrical failure may be
indicated. If only one of the two ranges or neither was obtainable, this may indicate an internal
hydraulic failure (failed clutch, stuck valve, or solenoid failure). The clutches that could possibly have
an indicated failure in “limp home” are C1, C3, and C5.
NOTE: Removing the main transmission connector will induce several DTCs. Make sure all codes are
cleared before proceeding with further troubleshooting.
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.
BASIC KNOWLEDGE
• Replace TCM with a new or known good TCM from a similar vehicle.
• If the replacement TCM corrects the original complaint, reinstall the original TCM to verify the complaint
returns. If original complaint is confirmed, reinstall a new TCM.
• If the complaint does not return, leave the original TCM installed. Disconnecting and reconnecting the
TCM can often correct faulty wiring harness connections that may have been present.
• Clear any DTCs that may be present and test drive the vehicle to confirm the repair.
NOTE: All 1000/2000/2400 Series TCMs are designed to be isolated from the vehicle chassis ground. Be
sure that the TCM case is not contacting the vehicle frame or any other point that might provide
a ground connection.
Shift Energy Management (SEM) Autoselect feature was added to TCM software in the second quarter of
2002.
Autoselect is deactivated following the first 20 engine starts where engine and transmission
communication are present. If during the first 20 engine starts the TCM recognizes an engine to be on its
list of certified engines, it will lock to the SEM active state. If the engine is not supported, the TCM will lock
to a non-SEM state.
TCM Autoselect Certified Engines
Autoselect Functionality
Software Implemented in
CC Level Level TCM Software Engine Type Supported
16 U02 May 2002 Cummins ISB
18 U2A July 2002 Cummins ISB02
19 DEE September 2002 Cummins ISBe (6-cylinder)
N/A N/A Proposed first quarter 2004 Caterpillar C7
ISB engine software since December 2001 should support SEM, as well as most ISBe since
October 2002. ISB02 ECM software started supporting SEM in July 2002.
NOTE: Most engine upgrades are same type/rating; under normal circumstances there should be no
reason to reset the TCM Autoselect.
However, there may be a small chance that transmission performance, shift quality, or codes may result
from the use of different engine models within the same engine family or when a recalibration of engine
software has taken place. If a vehicle receives upgraded engine hardware or software it may become
necessary to reactivate the Autoselect feature to redetect the engines current SEM status.
NOTE: Once TCM Autoselect locks, the only way to reactivate is to perform the power-off data erase
procedure described below.
Verify a new engine rating by checking the engine data tag. The engine must be compatible with the
transmission rating. If the engine rating is not compatible, the vehicle must be returned to the OEM for
engine recalibration. If the rating is correct for the transmission, perform the following steps.
BASIC KNOWLEDGE
PCCS Load Station is used to reset Autoselect function, to do this it is necessary to clear all power-off data
currently stored in the TCM.
• Go to the Maintenance button and select “Erase Power-off Data”
• After selecting “Erase Power-off data”, a message will indicate “PCCS is going to erase Power-off
data”. Select “Yes”. Selecting “No” will abort the clearing of Power-off Data.
• After clearing Power-off Data, there will be a prompt to cycle the ignition.
The TCM is now reset to Autoselect and will start looking for supporting engine software.
Drive the vehicle; confirm DTCs have not returned.
NOTE: Transmission shifts will now be in the unadaptive (base) state, so it will be necessary to drive the
vehicle to allow shifts to converge.
Autoselect reset function will be incorporated into the Allison DOC™ service tool at a later date, along with
an indication of the current SEM Autoselect status.
1. Make sure all connectors are tightly connected and re-check the circuit.
3. 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
CAUTION: 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.)
5. If all connectors are clean and properly seated, determine which wires in the chassis harness are in-
dicated by the DTC. For example, DTC P0748, indicates an open or a short-to-ground in the
solenoid A circuit — wires 222 and 223.
a. Check continuity of wires 222 and 223 by performing the following (Figure 4–1):
(1) Disconnect the red (J2) connector from the TCM and disconnect the harness from the
transmission main connector. At one end of the harness, using jumper wire kit J 39197 and
connector probes in J 39775-CP, connect wire 222 and 223 to each other, being careful not to
distort the terminals. Jumping the wires together creates a circuit between wires 222 and 223.
TRANSMISSION CONNECTOR
WIRING HARNESS
JUMPER
TCM
“J2” CONNECTOR
0
VOLT/OHM-
– METER –
+ (VOM) +
0 OHMS OHMS
Circuit has continuity. Jumper Circuit does not have continuity due
from 222 or 223 to another wire to a broken wire (open circuit).
produces a complete circuit. VOM VOM reading is very high
reading is near zero Ohms. (infinite Ohms or OL – overlimit). V06478
TRANSMISSION CONNECTOR
WIRING HARNESS
TCM
“J2” CONNECTOR
Wires shorted
together
Shorted to
ground on
metal frame
rail
Ground
to metal
frame rail
0 0
VOLT/OHM-
METER
– (VOM) –
+ +
0 OHMS 0 OHMS
Two wires have frayed and are shorted Harness has been chafed and one or more
together. Continuity beeper of VOM will wires are shorted-to-ground. VOM continuity
sound, or reading will go to zero Ohms beeper will sound, or reading will go to zero
when these two wires are probed with Ohms when meter is probing between this wire
the VOM. and chassis ground. V05734
2. Inspect the connectors. Any terminals which are corroded or dirty must be thoroughly cleaned.
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
CAUTION: 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.)
SOLENOID
MAIN
TRANSMISSION
CONNECTOR
3.5
– –
+ +
VOLT/OHM-
METER
(VOM)
INFINITE ( ) OHMS
5.5–8 OHMS Circuit does not have continuity due to a
AT NORMAL OPERATING broken wire (open circuit). VOM reading is
TEMPERATURE* very high (infinite ohms or OL–overlimit).
Circuit has continuity. This could also be due to an open solenoid
coil or bad connection.
* Refer to Appendix K V05735
b. If the resistance check is good, check the harness for shorts between wires and to ground by per-
forming the following (refer to Figure 4–4):
(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
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.
Shorted
to metal
MAIN
TRANSMISSION SOLENOIDS
CONNECTOR
Bare wires
touching
each other
0
0
VOLT/OHM- –
–
METER +
+ (VOM)
0 OHMS 0 OHMS
Two wires have frayed and are shorted Harness has been chafed and one or more
together. Continuity beeper of VOM will wires are shorted to ground. VOM continuity
sound, or reading will go to zero Ohms beeper will sound or meter reading will go
when these two wires are probed with to zero Ohms when meter is probing between
the VOM. this wire and chassis ground. V05736
NOTE: When conducting circuit checks that include the external harness, add one (1) Ohm to the values
shown. Speed sensor resistance is 2304–2815 Ohms at 20°C (68°F).
A TRIM
B TRIM
E
G D
F
V07476.01.01
17 18 19 20 21 22 23 24
25 26 27 28 29 30 31 32
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
Detail of
Magnetic Overlay
for use with
J 43799
Adapter Box
To
Ground
Existing
E
L
R 9
B
E 9
x)
A
0
T 7
70 Bo
C
P 43
-39 ut
A J-
h J ako
wit re
se l B
(U ersa
J1 and J2
D
A
iv
Un
Harnesses
“J2”
CONNECTOR
(RED)
TRANSMISSION
CONTROL
MODULE
(TCM)
“J1”
CONNECTOR
(GRAY)
“J1”
CONNECTOR
(GRAY)
“J2”
CONNECTOR V06827.00.00
(RED)
A B A B A B
DOUBLE 4A 4B 4C 4D
CONNECTOR SINGLE
NSBU CONNECTOR
5 6 8 4 NSBU
MAIN TRANSMISSION CONNECTOR
A B C D E F G H
J K L M N P R S
T U V W
SPEED SENSORS PIN A + B 2500 Ω @ 68˚ F
J-44722-A
FORM 1B
Detail of
Magnetic Overlay
for use with
J 44722-A
Transmission
Breakout Harness
To Existing
Harness
To Engine
To Speed Sensor
Existing
NSBU
To 4-Pin
Connector Harness
To Existing
Harness
To Existing 12-Pin
Single Harness To Turbine
Speed Sensor
J 46971 Harness for use with
Single Connector NSBU Switch
To Existing
Harness
To Output
Speed Sensor
NOTE: Used with GM gasoline engine applications only—CHECK TRANS light will illuminate.
Selector Position A B C P
P OFF ON ON OFF
R OFF OFF ON ON
N ON OFF ON OFF
5 5 5 ON OFF OFF ON
3 4 4 OFF OFF OFF OFF
2 2 3 OFF ON OFF ON
1 1 1 ON ON OFF OFF
ON = Open Circuit
OFF = Grounded Circuit
The NSBU Switch has only four positions available in the forward ranges. Therefore, one range
position will be omitted at the selector. This position may be 2nd, 3rd, 4th, or 5th range
depending upon chosen calibration.
Temperature
Temperature ( Minimum Resistance Nominal Resistance Maximum Resistance
(°C) F) (Ω) (Ω) (Ω)
–25 –13 1929 2143 2358
0 32 2157 2397 2637
25 77 2340 2600 2860
50 122 2614 2904 3195
75 167 2842 3158 3474
100 212 3071 3412 3753
125 257 3299 3666 4032
150 302 3483 3870 4257
* CAUTION: Reverse is not attainable in clutch test mode. Do not stall transmission in Reverse or driveline
damage may occur.
J2 HARNESS CONNECTOR
(RED)
J2-9
TCM
TPS
CONNECTOR
J2-20 J2-19
J2
J1
A
B
C
219
C J2-19 5V
TCM
THROTTLE 209 ANALOG
POSITION B J2-9
INTERFACE
SENSOR
(TPS) 220
A J2-20
V06225.01.00
Circuit Description
The Transmission Control Module (TCM) receives input on throttle position from either a Throttle Position Sensor
(TPS) or a signal transmitted by the engine electronic controls.
Vehicles not equipped with electronically-controlled engines have a TPS attached to the engine fuel control linkage.
The TPS continuously sends the exact throttle position to the transmission TCM.
The TPS is a sliding resistor sensor (potentiometer) actuated by a mechanical linkage. The TCM delivers a
constant voltage to one terminal of the TPS resistive strip. The other TPS terminal connects to ground. The resistor
contacts of the TPS are connected to provide a regulated voltage signal input to the TCM.
When actuated by the mechanical throttle cable, the contacts of the resistor move along the resistive strip. As the
contacts slide along the resistive strip, a voltage is sent to the TCM. At each increment of 0.178 mm (0.007 inch)
along the resistive strip, the contacts deliver a different voltage to the TCM. The different voltages are interpreted as
throttle sensor movement. The TCM converts travel distance (mm) into throttle opening percentage.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change.
• You may have to drive the vehicle in order to experience a fault.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests for the proper adjustment of TPS.
3. This step tests for the proper ignition voltage.
4. This step tests for the proper reference voltage from TCM.
5. This step tests for dead spots in the TPS rheostat.
6. This step tests for a high or low resistance in the TPS internal circuit.
7. This step tests for a harness-wiring problem.
J2 HARNESS CONNECTOR
(RED)
J2-9
TCM
TPS
CONNECTOR
J2-20 J2-19
J2
J1
A
B
C
219
C J2-19 5V
TCM
THROTTLE 209 ANALOG
POSITION B J2-9
INTERFACE
SENSOR
(TPS) 220
A J2-20
V06225.01.00
Circuit Description
The Transmission Control Module (TCM) receives input on throttle position from either a Throttle Position Sensor
(TPS) or a signal transmitted by the engine electronic controls.
Vehicles not equipped with electronically-controlled engines have a TPS attached to the engine fuel control linkage.
The TPS continuously sends the exact throttle position to the transmission TCM.
The TPS is a sliding resistor sensor (potentiometer) actuated by a mechanical linkage. The TCM delivers a
constant voltage to one terminal of the TPS resistive strip. The other TPS terminal connects to ground. The resistor
contacts of the TPS are connected to provide a regulated voltage signal input to the TCM.
When actuated by the mechanical throttle cable, the contacts of the resistor move along the resistive strip. As the
contacts slide along the resistive strip, a voltage is sent to the TCM. At each increment of 0.178 mm (0.007 inch)
along the resistive strip, the contacts deliver a different voltage to the TCM. The different voltages are interpreted as
throttle sensor movement. The TCM converts travel distance (mm) into throttle opening percentage.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change.
• You may have to drive the vehicle in order to experience a fault.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests for the proper adjustment of TPS.
3. This step tests for the proper ignition voltage.
4. This step tests for the proper reference voltage from TCM.
5. This step tests for dead spots in the TPS rheostat.
6. This step tests for a high or low resistance in the TPS internal circuit.
7. This step tests for a harness-wiring problem.
PRE-BLOCK 1
GAIN VALVE
AND A TRIM A Trim Accumulator
SOLENOID N/C
Solenoid
W/O SPRING
B
N/C Solenoid
F Trim Filter
Solenoid
N/C
CONTROL MAIN
EBF
CONV – IN
MAIN
A TRIM
PRESSURE
CONV – OUT
MAIN
TCC SIGNAL
MAIN
EXHAUST
Control
Main
Main Valve
Regulator
Valve
OVERDRIVE
KNOCKDOWN
OVERAGE TCC
LUBE Converter
Flow
Valve
Lube
Regulator
Valve
Main Filter
V07737.00.00.eps
Circuit Description
The flow of transmission fluid starts in the transmission pan. Fluid is then drawn through the filter and internal
passages into the oil pump assembly. The oil pump pressurizes the fluid into main-pressure that is regulated at the
main-pressure regulator valve. From this point, fluid is directed to the F trim solenoid and to the control-main
regulator and control-main relief valve into the control-main filter assembly and on to all solenoids for use as control
pressure. Hot fluid leaving the torque converter is routed through the converter flow valve to cooler lines and into
the cooler assembly. The transmission oil cooler is located in the radiator. The vehicle may be equipped with an
auxiliary oil cooler. The cooled fluid is returned to the transmission through the return cooler line and to the
transmission lube circuit. The automatic transmission fluid temperature (TFT) sensor, which is part of the PSM, is
located in the oil pan.
If the Transmission Control Module (TCM) detects a high TFT for an extended period of time, then DTC P0218 sets.
Diagnostic Aids
• Verify the customer’s driving habits, such as trailer towing, etc.
• The Scan Tool transmission fluid temperature (TFT) should rise steadily during warm-up cycles and then
stabilize.
• DTC P0218 may set after DTC P0711 (not active) has set. Follow the diagnostic table for DTC P0711 before
proceeding to the diagnostic for DTC P0218. Repairing the condition that set DTC P0711 will likely eliminate
DTC P0218.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
3. This step inspects for air restriction and loss of transmission fluid flow, causing an extremely high TFT.
4. This step tests main-pressure.
5. This step inspects for a stuck torque converter stator.
J2
J1
102
J1-2
104 IGNITION
J1-4
POWER
10a 103 BATTERY
J1-3 POWER TCM
10a 101
J1-1 GND
IGN 105
SWITCH J1-5 GND
+ —
12V/24V
BATTERY
V06215.01.00
Circuit Description
The Transmission Control Module (TCM) requires a switched ignition voltage input and a direct battery voltage
input. This switched ignition voltage signal originates from the ignition switch or an ignition relay to supply voltage to
pins 102 and 104 in the J1 connector at the TCM. Battery direct voltage is supplied to pin 103 at the J1 connector.
Diagnostic Aids
• You may have to drive the vehicle in order to experience a fault.
• This DTC indicates a variation in ignition voltage or battery direct voltage. Common ignition circuit problems for
this DTC are a fault in the feed wires to the TCM, a defective ignition switch, or a large vehicle accessory load
on the ignition circuit. Battery direct voltage problems may be due to loose or corroded battery cables, a bad
connection at the battery direct feed terminal (103), or an internal TCM failure due to a burnt trace.
• A vehicle charging system failure may cause this DTC under certain circumstances.
• This code may indicate that an internal voltage problem has occurred inside the TCM. The use of a substitute
TCM would be a good way to diagnose this problem.
• A defective vehicle battery may induce this DTC.
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
J2
J1
102
J1-2
104 IGNITION
J1-4
POWER
10a 103 BATTERY
J1-3 POWER TCM
10a 101
J1-1 GND
IGN 105
SWITCH J1-5 GND
+ —
12V/24V
BATTERY
V06215.01.00
Circuit Description
The Transmission Control Module (TCM) requires a switched ignition voltage input to operate. This switched
ignition voltage signal originates from the ignition switch or an ignition relay to supply voltage to pins 102 and 104 in
the J1 connector at the TCM.
• The components are powered and ignition voltage is greater than 9V and less than 18V (12V TCM) or greater
than 18V and less than 32V (24V TCM).
DTC P0562 sets when the TCM detects the following condition:
• 12 volt TCM — Ignition voltage is detected below 8V at 0°C (32°F) for a total of 5 out of 7 seconds. The voltage
threshold is temperature dependent varying from 5V at –60°C (–75°F) to 9V at 20°C (68°F).
• 24 volt TCM — Ignition voltage is detected below 17V at 0°C (32°F) for a total of 5 out of 7 seconds. The
voltage threshold is temperature dependent varying from 14V at –60°C (–75°F) to 18V at 20°C (68°F).
Diagnostic Aids
• A defective vehicle battery may allow this DTC to set. Test the vehicle battery to verify proper voltage and load
capacity.
• A defective vehicle charging system may cause this DTC.
• Vehicle components such as an ignition switch or TCM ignition relay may cause this DTC to set and not be
active, this indicates that an intermittent condition may exist in these components.
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests for the proper ignition input voltage.
3. This step tests for an active DTC after clearing.
4. This step tests vehicle battery per OEM guidelines.
5. This step tests vehicle charging system per OEM guidelines.
J2
J1
102
J1-2
104 IGNITION
J1-4
POWER
10a 103 BATTERY
J1-3 POWER TCM
10a 101
J1-1 GND
IGN 105
SWITCH J1-5 GND
+ —
12V/24V
BATTERY
V06215.01.00
Circuit Description
The Transmission Control Module (TCM) requires a switched ignition voltage input to operate. This switched
ignition voltage signal originates from the ignition switch or an ignition relay to supply voltage to pins 102 and 104 in
the J1 connector at the TCM.
Diagnostic Aids
• A defective vehicle charging system that is overcharging may cause this DTC.
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
NOTE: Unapproved engines or low torque engines will operate without setting a P0614.
P0614 sets when the TCM detects one of the following conditions:
• TCM detects a valid engine having the proper torque rating but ECM software is not supporting all the
messaging necessary for SEM.
• TCM detects a valid engine having a torque rating exceeding 580 lb ft that does not support Lower Range
Torque Protection (LRTP) messaging.
NOTE: Valid engines with a torque rating exceeding 580 lb ft must have software that is compatible with
LRTP or a P0614 is set.
Diagnostic Aids
• DTC P0701 may be logged if a forward or reverse range is selected immediately after the engine is started and
before the TCM detects pressure at the switches (2 to 6 seconds after engine start).
• A plugged control main filter may cause this code to set. The control main filter is to be changed after the first
8000 km (5,000 miles). Failure to change the filter at this interval may cause this code and other pressure
switch codes to set.
• A cracked internal suction filter tube or damaged tube seal may cause this DTC to set.
• A stuck lube regulator valve (located in the front support) may cause this DTC to set. A high static oil level with
the vehicle running is often a good indication of this complaint. Often pressure switch DTCs are set in this
scenario.
• You may have to drive the vehicle in order to experience a fault.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
TCM
J1 HARNESS CONNECTOR
(GRAY)
J1-14* J1-7**
J2
J1-28* J1
TCM
114 DIGITAL
J1-14 INTERFACE
128
J1-28
TCM
SWITCHED
POWER 107 DIGITAL
J1-7 INTERFACE
Circuit Description
A mechanical switch attached to the brake pedal sends a signal to the Transmission Control Module (TCM)
indicating the service brake has been applied. This signal is either ignition voltage or a ground signal depending on
the calibration installed in the TCM.
The TCM sets a DTC when either of the following conditions occur:
• The vehicle has accelerated 10 or more times with TCM input indicating brakes applied.
• Decelerated 10 or more times with TCM input indicating brakes released.
A Scan Tool can clear the code from the TCM history. The TCM automatically clears the DTC from the TCM history
if the vehicle completes 40 warm-up cycles without the DTC active.
Diagnostic Aids
Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
• A bent terminal.
• A backed-out.
• A damaged terminal.
• Poor terminal tension.
• A chafed wire.
• A broken wire inside the insulation.
When diagnosing for an intermittent short or open, massage the wiring harness while watching the test equipment
for a change.
DTC P0703 Brake Switch Circuit Malfunction
Step Action Value Yes No
1 Was the Beginning The Troubleshooting Go to Step 2 Go to Beginning
Process (Section 5-4A) Performed? The
Troubleshooting
Process
(Paragraph 5–4a)
2 1. Install the Scan Tool. Go to Go to Step 3
2. Turn the ignition ON, with the engine OFF. Diagnostic Aids
3. Record the DTC Failure Record Data.
4. Apply and release the service brake.
Does the Scan Tool indicate that brake switch is
toggling off and on?
3 1. Using a DVOM, probe pin 5 and pin 7 on the Battery + Go to Step 8 Go to Step 4
C1 connector.
2. Apply and release the service brake.
3. There should be no voltage reading at pin 7
when the brake is applied, with the brake
released there should be 12V.
Was voltage reading proper according to brake
status?
4 1. Go to the Stop Lamp Switch, with a DVOM Battery + Go to Step 6 Go to Step 5
probe pin C at the switch, supply a ground
connection at other lead.
2. Apply and release the service brake.
Is the switch turning voltage ON and OFF?
J2 HARNESS CONNECTOR
(RED) TCM
J2-7 J2-6
J2-8 J2-5
J2
J2-20 J1
12-PIN
SINGLE CONNECTOR
NSBU
FORMER CURRENT
NSBU SWITCH NSBU SWITCH
4- AND 7-PIN 12-PIN
V06217.01.00
Circuit Description
The installation of a transmission-mounted Neutral Start/Back-Up (NSBU) switch is required. This switch mounts
directly onto the transmission housing from the outside and detects the angular position of the shift selector shaft.
This position is communicated to the Transmission Control Module (TCM) so that certain vehicle control functions
can be coordinated with the position of the shift controls. The NSBU switch has redundant circuitry to alert the TCM
in the event of a single wire or switch failure.
The neutral signal output of the NSBU switch is typically used as confirmation that the transmission is in
N (Neutral) before the engine starter is engaged. The NSBU switch is interfaced to the starter circuit with
weatherproof electrical connectors. The reverse signal provision may be used to activate vehicle back-up lights
and/or reverse warning devices.
Actions Taken When the DTC Sets — Software Levels Prior To N11
• The diagnostic response is to shut all solenoids off and allow the transmission to operate in hydraulic default
mode or “limp home”. Shift selector and hydraulic state of logic valves determines range attained.
• DTC P0708 is stored in the TCM history.
• The CHECK TRANS light illuminates.
• The TCM inhibits TCC engagement.
• Due to this failure and associated responses, P0722 and P0845 may also set.
Action Taken When the DTC Sets — Software Level N11 And Later
• The CHECK TRANS light illuminates but no diagnostic response is implemented until after 50 warm-up cycles
occur when a NSBU switch parity error is active. A warm-up cycle is defined as a 20 degree change in
transmission temperature.
• The diagnostic response is to shut all solenoids off and allow the transmission to operate in hydraulic default
mode or “limp home.” Shift selector and hydraulic state of logic valves determines range attained.
• DTC P0708 is stored in the TCM history.
• The TCM inhibits TCC engagement.
• Due to this failure and associated responses, P0722 and P0845 may also set.
• A shift to R (Reverse) will allow reverse range if a P0876 (previously P1714) is not active.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change.
• You may have to drive the vehicle in order to experience a fault.
• When a P0708 is shown in failure records, this indicates that conditions to set a P0708 were present at one
time. If the condition was due to moisture intrusion, the moisture may no longer be present, and thus you may
not be able to reproduce the DTC. In such case, variables such as vehicle mileage, external physical condition
of the switch should be factored in when making a decision to replace the NSBU switch.
NOTE: Due to the TCM logic used to detect and set a P0708, this code can remain active even after a
NSBU switch replacement is complete and the ignition has been cycled. It is important to clear all
active DTCs from the TCM after servicing the NSBU switch.
The numbers below refer to the step numbers on the diagnostic table.
TRANSMISSION
HARNESS
CONNECTOR J2 HARNESS CONNECTOR
(RED)
H J2-10
J2-20 TCM
TRANSMISSION
BULKHEAD
CONNECTOR
H
J2
G
J1
NOTE: Letters I, O, and Q are not used.
C A
D B
E C 210
G J2-10 HI
R D TCM
TRANSMISSION
E
F 220 LO
H J2-20
F E D C B A
V06214.01.00
Circuit Description
The Transmission Fluid Temperature (TFT) sensor is part of the Pressure Switch Manifold (PSM) which is located
in the transmission oil pan. The TFT sensor is a thermistor that changes its resistance value based on the
temperature of the transmission fluid. The Transmission Control Module (TCM) supplies a 5V reference signal to
the TFT sensor and measures the voltage drop in the circuit. When the transmission is cold, the sensor resistance
is high and the TCM detects high signal voltage. As the transmission fluid temperature warms to a normal
operating temperature, the resistance becomes less and the signal voltage decreases. The TCM uses this
information to control shift quality and to determine torque converter clutch applies.
If the TCM detects the TFT sensor resistance has no change, an unrealistic change in a short amount of time, or
multiple changes within seconds, DTC P0711 sets.
• The TCM detects a temperature change that is under a set limit when compared to samples of the minimum
and maximum temperature values.
• The TFT has an unrealistic temperature change of more than 10°C (50°F) for 10 occurrences.
• The temperature from start up decreases 40°C (104°F) or more within duration of 6 or more seconds.
Diagnostic Aids
• The Scan Tool transmission fluid temperature (TFT) should rise steadily during warm-up cycles and then
stabilize.
• DTC P0218 may set after DTC P0711 has set. Follow the diagnostic table for DTC P0711 before proceeding to
the diagnostic for DTC P0218.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
TRANSMISSION
HARNESS
CONNECTOR J2 HARNESS CONNECTOR
(RED)
H J2-10
J2-20 TCM
TRANSMISSION
BULKHEAD
CONNECTOR
H
J2
G
J1
NOTE: Letters I, O, and Q are not used.
C A
D B
E C 210
G J2-10 HI
R D TCM
TRANSMISSION
E
F 220 LO
H J2-20
F E D C B A
V06214.01.00
Circuit Description
The Transmission Fluid Temperature (TFT) sensor is part of the Pressure Switch Manifold (PSM) which is located
in the transmission oil pan. The TFT sensor is a thermistor that changes its resistance value based on the
temperature of the transmission fluid. The Transmission Control Module (TCM) supplies a 5V reference to the
thermistor. The TCM’s internal impedance provides resistance at the TCM so that voltage drop can be measured
between the TCM and the thermistor. When the transmission is cold, the sensor resistance is high and the TCM
detects high signal voltage. As the transmission fluid temperature warms to a normal operating temperature, the
resistance becomes less and the signal voltage decreases. The TCM uses this information to control shift quality
and to determine torque converter clutch applies.
If the TCM detects a continuous short to ground in the TFT sensor or signal circuit, DTC P0712 is set.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change.
• A short to ground on wire 210 may allow a code P0712 to set. A default value of 160°C (320°F) TFT on the
Scan Tool would be a good indication this has occurred.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests for proper AT fluid level and condition.
3. This step tests for the proper reference voltage.
4. This step verifies which condition has set DTC P0712.
5. This step tests the resistance value of the internal wiring harness and TFT sensor.
6. This step tests for opens and shorts in the main wiring harness.
8. This step tests the resistance value of the internal TFT sensor.
TRANSMISSION
HARNESS
CONNECTOR J2 HARNESS CONNECTOR
(RED)
H J2-10
J2-20 TCM
TRANSMISSION
BULKHEAD
CONNECTOR
H
J2
G
J1
NOTE: Letters I, O, and Q are not used.
C A
D B
E C 210
G J2-10 HI
R D TCM
TRANSMISSION
E
F 220 LO
H J2-20
F E D C B A
V06214.01.00
Circuit Description
The Transmission Fluid Temperature (TFT) sensor is part of the Pressure Switch Manifold (PSM) which is located
in the transmission oil pan. The TFT sensor is a thermistor that changes its resistance value based on the
temperature of the transmission fluid. The Transmission Control Module (TCM) supplies a 5V reference to the
thermistor. The TCM’s internal impedance provides resistance at the TCM so that voltage drop can be measured
between the TCM and the thermistor. When the transmission is cold, the sensor resistance is high and the TCM
detects high signal voltage. As the transmission fluid temperature warms to a normal operating temperature, the
resistance becomes less and the signal voltage decreases. The TCM uses this information to control shift quality
and to determine torque converter clutch applies.
If the TCM detects a continuous open or short-to-power in the TFT sensor or signal circuit, DTC P0713 sets.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change.
• An open or a short to power at wire 210 may allow DTC P0713 to set. A default value of –60°C (–76°F) would
be a good indication this has occurred.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests for proper AT fluid level and condition.
3. This step tests for the proper reference voltage.
4. This step verifies which condition has set DTC P0713.
5. This step tests the resistance value of the internal wiring harness and TFT sensor.
6. This step tests for opens and shorts in the main wiring harness.
8. This step tests the resistance value of the internal TFT sensor.
J2 HARNESS CONNECTOR
J2-13 (RED)
J2-14
TCM
J2
J1
A TCM
B
TURBINE 213
A J2-13 TURBINE SPEED HI
SPEED 214
SENSOR B J2-14 TURBINE SPEED LO
Circuit Description
The speed sensors are variable reluctance devices which convert mechanical motion to an AC voltage. Each sensor
consists of a wire coil wrapped around a pole piece that is adjacent to a permanent magnet. These elements are
contained in a housing which is mounted adjacent to a rotating ferrous member. Two signal wires extend from one end
of the housing and an exposed end of the pole piece is at the opposite end of the housing. The permanent magnet
produces lines of flux around the pole piece. As a ferrous object (such as a gear tooth) approaches and passes
through the gap at the end of the pole piece, an AC voltage pulse is induced in the wire coil. The Transmission Control
Module (TCM) calculates the frequency of these AC pulses and converts it to a speed value. The AC voltage
generated varies from 150mV at low speed to 15V at high speed. The signal wires from the sensor are formed as
twisted pairs to cancel magnetically induced fields. The cable is also shielded to protect from voltage-related fields.
Noise from other sources is eliminated by using two-wire differential inputs at the TCM.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• You may have to drive the vehicle in order to experience a fault.
• If the condition is intermittent, connect the Scan Tool and select the speed sensor indicated by the code. If the
signal is erratic, investigate and eliminate the following:
— Intermittent wiring connection.
— Excessive vibration (driveline or engine torsionals).
— Irregular sensor gap (loose sensor, loose tone wheel, or damaged tone wheel).
• Install a known good speed sensor and see if normal function is restored to rule out an internal short or open in
the sensor removed.
• Check that the speed sensor wiring consists of twisted pairs at the rate of 12 to 16 twists per 300 mm. These
twists must extend the entire length of the wiring harness to within at least 50 mm of the speed sensor
connector.
• Inspect the turbine speed tone wheel/PTO gear for possible damage.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests ignition voltage.
3. This step tests for proper turbine speed sensor resistance at the TCM side of the harness.
4. This step tests turbine speed sensor resistance.
J2 HARNESS CONNECTOR
J2-13 (RED)
J2-14
TCM
J2
J1
A TCM
B
TURBINE 213
A J2-13 TURBINE SPEED HI
SPEED 214
SENSOR B J2-14 TURBINE SPEED LO
Circuit Description
The speed sensors are variable reluctance devices which convert mechanical motion to an AC voltage. Each sensor
consists of a wire coil wrapped around a pole piece that is adjacent to a permanent magnet. These elements are
contained in a housing which is mounted adjacent to a rotating ferrous member. Two signal wires extend from one
end of the housing and an exposed end of the pole piece is at the opposite end of the housing. The permanent
magnet produces lines of flux around the pole piece. As a ferrous object (such as a gear tooth) approaches and
passes through the gap at the end of the pole piece, an AC voltage pulse is induced in the wire coil. The
Transmission Control Module (TCM) calculates the frequency of these AC pulses and converts it to a speed value.
The AC voltage generated varies from 150mV at low speed to 15V at high speed. The signal wires from the sensor
are formed as twisted pairs to cancel magnetically induced fields. The cable is also shielded to protect from voltage-
related fields. Noise from other sources is eliminated by using two-wire differential inputs at the TCM.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• You may have to drive the vehicle in order to experience a fault.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests ignition voltage.
3. This step tests for proper turbine speed sensor resistance at the TCM side of the harness.
4. This step tests turbine speed sensor resistance at the sensor.
TCM
J1 HARNESS CONNECTOR
(GRAY)
J1-13
J2
J1-28 J1
ANTI-LOCK
BRAKE TCM
CONTROLS 113
J1-13 DIGITAL
INTERFACE
Customer–furnished
relay is shown
de-energized
128
J1-28
SWITCHED
POWER
NOTE: ABS System provides ground (–) signal when active.
ANTI-LOCK
BRAKE TCM
CONTROLS 113
J1-13 DIGITAL
INTERFACE
Customer–furnished
relay is shown
de-energized
128
J1-28
Circuit Description
If the vehicle is equipped with anti-lock brake system (ABS), an interface between the ABS and TCM is required.
This interface allows disengagement of the Torque Converter Clutch (TCC) when the ABS is activated.
This ABS action is initiated with a discrete input from the ABS system, when the ABS is activated a ground signal is
sent to TCM input wire 113. This may be a ground signal direct from the ABS controller or a positive signal from the
ABS controller that powers a relay field coil to supply a ground through the relay contacts. (Some ABS systems
require that the ground signal be switched through a relay.)
DTC P0719 will set after the TCM detects one or more vehicle acceleration cycles where the TCM ABS brake
switch input is in the “ON” activated state.
A Scan Tool can be used to clear the code from the TCM history. The TCM automatically clears the DTC from the
TCM history if the vehicle completes 40 warm-up cycles without the DTC recurring.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change.
• ABS system interface to the TCM input can be wired one of three different ways, check with the OEM for proper
wiring information concerning ABS applied input before troubleshooting.
J2 HARNESS CONNECTOR
J2-15 (RED)
J2-16
TCM
J2
J1
A TCM
B
OUTPUT 215
A J2-15 OUTPUT SPEED HI
SPEED 216
SENSOR B J2-16 OUTPUT SPEED LO
NOTE: Typical speed sensor resistance 2304 Ω – 2815 Ω at 20°C (68°F) V06220.01.00
Circuit Description
The speed sensors are variable reluctance devices which convert mechanical motion to an AC voltage. Each
sensor consists of a wire coil wrapped around a pole piece that is adjacent to a permanent magnet. These
elements are contained in a housing which is mounted adjacent to a rotating ferrous member. Two signal wires
extend from one end of the housing and an exposed end of the pole piece is at the opposite end of the housing.
The permanent magnet produces lines of flux around the pole piece. As a ferrous object (such as a gear tooth)
approaches and passes through the gap at the end of the pole piece, an AC voltage pulse is induced in the wire
coil. The Transmission Control Module (TCM) calculates the frequency of these AC pulses and converts it to a
speed value. The AC voltage generated varies from 150mV at low speed to 15V at high speed. The signal wires
from the sensor are formed as twisted pairs to cancel magnetically induced fields. The cable is also shielded to
protect from voltage-related fields. Noise from other sources is eliminated by using two-wire differential inputs at
the TCM.
J2 HARNESS CONNECTOR
J2-15 (RED)
J2-16
TCM
J2
J1
A TCM
B
OUTPUT 215
A J2-15 OUTPUT SPEED HI
SPEED 216
SENSOR B J2-16 OUTPUT SPEED LO
NOTE: Typical speed sensor resistance 2304 Ω – 2815 Ω at 20°C (68°F) V06220.01.00
Circuit Description
The speed sensors are variable reluctance devices which convert mechanical motion to an AC voltage. Each
sensor consists of a wire coil wrapped around a pole piece that is adjacent to a permanent magnet. These
elements are contained in a housing which is mounted adjacent to a rotating ferrous member. Two signal wires
extend from one end of the housing and an exposed end of the pole piece is at the opposite end of the housing.
The permanent magnet produces lines of flux around the pole piece. As a ferrous object (such as a gear tooth)
approaches and passes through the gap at the end of the pole piece, an AC voltage pulse is induced in the wire
coil. The Transmission Control Module (TCM) calculates the frequency of these AC pulses and converts it to a
speed value. The AC voltage generated varies from 150mV at low speed to 15V at high speed. The signal wires
from the sensor are formed as twisted pairs to cancel magnetically induced fields. The cable is also shielded to
protect from voltage-related fields. Noise from other sources is eliminated by using two-wire differential inputs at
the TCM.
• The components are powered and ignition voltage is greater than 9V and less than 18V (12V TCM) or greater
than 18V and less than 32V (24V TCM).
• DTC P0716, P0717, P0721, P0731, P0732, P0733, P0734, P0735, P0736, or P1718 is not active.
• When unrealistic large change in output speed is detected, output speed is at or above 600 rpm for more than
1 second.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• You may have to drive the vehicle in order to experience a fault.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests ignition voltage.
3. This step tests for proper output speed sensor resistance at the TCM side of the wiring harness.
4. This step tests for proper output speed sensor resistance.
J2 HARNESS CONNECTOR
(RED)
TCM
J2-17
J2-18
J2
J1
A TCM
B
ENGINE 217
A J2-17 ENGINE SPEED HI
SPEED 218
SENSOR B J2-18 ENGINE SPEED LO
Circuit Description
The speed sensors are variable reluctance devices which convert mechanical motion to an AC voltage. Each
sensor consists of a wire coil wrapped around a pole piece that is adjacent to a permanent magnet. These
elements are contained in a housing which is mounted adjacent to a rotating ferrous member. Two signal wires
extend from one end of the housing and an exposed end of the pole piece is at the opposite end of the housing.
The permanent magnet produces lines of flux around the pole piece. As a ferrous object (such as a gear tooth)
approaches and passes through the gap at the end of the pole piece, an AC voltage pulse is induced in the wire
coil. The Transmission Control Module (TCM) calculates the frequency of these AC pulses and converts it to a
speed value. The AC voltage generated varies from 150mV at low speed to 15V at high speed. The signal wires
from the sensor are formed as twisted pairs to cancel magnetically induced fields. The cable is also shielded to
protect from voltage-related fields. Noise from other sources is eliminated by using two-wire differential inputs at
the TCM.
• The components are powered and ignition voltage is greater than 9V and less than 18V (12V TCM) or greater
than 18V and less than 32V (24V TCM).
• DTC P0716, P0717, P0721, or P0727 is not active.
• Engine speed is above 600 rpm for 1 second.
• Shift is complete and range attained is not neutral.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• You may have to drive the vehicle in order to experience a fault.
• If the condition is intermittent, connect the Scan Tool and select the speed sensor indicated by the code. If the
signal is erratic, investigate and eliminate the following:
— Intermittent wiring connection.
— Excessive vibration (driveline or engine torsionals).
— Irregular sensor gap (loose sensor, loose tone wheel, or damaged tone wheel.
• Install a known good speed sensor and see if normal function is restored to rule out an internal short or open in
the sensor removed.
• Check that the speed sensor wiring consists of twisted pairs at the rate of 12 to 16 twists per 300 mm. These
twists must extend the entire length of the wiring harness to within at least 50 mm of the speed sensor
connector.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests ignition voltage.
3. This step tests for proper engine speed sensor resistance at the TCM side of the wiring harness.
4. This step tests for proper resistance value at the engine speed sensor.
J2 HARNESS CONNECTOR
(RED)
TCM
J2-17
J2-18
J2
J1
A TCM
B
ENGINE 217
A J2-17 ENGINE SPEED HI
SPEED 218
SENSOR B J2-18 ENGINE SPEED LO
Circuit Description
The speed sensors are variable reluctance devices which convert mechanical motion to an AC voltage. Each
sensor consists of a wire coil wrapped around a pole piece that is adjacent to a permanent magnet. These
elements are contained in a housing which is mounted adjacent to a rotating ferrous member. Two signal wires
extend from one end of the housing and an exposed end of the pole piece is at the opposite end of the housing.
The permanent magnet produces lines of flux around the pole piece. As a ferrous object (such as a gear tooth)
approaches and passes through the gap at the end of the pole piece, an AC voltage pulse is induced in the wire
coil. The Transmission Control Module (TCM) calculates the frequency of these AC pulses and converts it to a
speed value. The AC voltage generated varies from 150mV at low speed to 15V at high speed. The signal wires
from the sensor are formed as twisted pairs to cancel magnetically induced fields. The cable is also shielded to
protect from voltage-related fields. Noise from other sources is eliminated by using two-wire differential inputs at
the TCM.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• You may have to drive the vehicle in order to experience a fault.
• If the condition is intermittent, connect the Scan Tool and select the speed sensor indicated by the code. If the
signal is erratic, investigate and eliminate the following:
— Intermittent wiring connection.
— Excessive vibration (driveline or engine torsionals).
— Irregular sensor gap (loose sensor, loose tone wheel, or damaged tone wheel.
• Install a known good speed sensor and see if normal function is restored to rule out an internal short or open in
the sensor removed.
• Check that the speed sensor wiring consists of twisted pairs at the rate of 12 to 16 twists per 300 mm. These
twists must extend the entire length of the wiring harness to within at least 50 mm of the speed sensor
connector.
• Install a known good TCM, if available. If the DTC does not return, reinstall the old TCM to verify the repair.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests ignition voltage.
3. This step tests for proper engine speed sensor resistance at the TCM side of the wiring harness.
4. This step tests for proper resistance value at the engine speed sensor.
REFER TO
1st RANGE HYDRAULIC SCHEMATIC
(APPENDIX H)
Circuit Description
The Transmission Control Module (TCM) uses input from the turbine speed sensor and output speed sensor to
determine gear ratios. The TCM then compares the known gear ratio to the calculated gear ratio for the current
range.
DTC P0731 sets when the calculated first range ratio (steady state) differs from the known first range ratio.
Diagnostic Aids
• Incorrect ratio codes typically indicate mechanical problems with specific clutches, i.e. C1 or C5 for 1st range.
• An incorrect ratio code could indicate a hydraulically failed solenoid. Check the DTC information for the specific
solenoid.
• You may have to drive the vehicle to experience the fault. Clutch test mode can be used to check stall speed.
• Incorrect TCM calibrations will cause this DTC to set. Verify that the proper TCM calibration is being used with
the correct transmission series (there are different gear ratios for the 1000 Series™ and 2000 Series™/
2400 Series™ transmissions).
REFER TO
2nd RANGE HYDRAULIC SCHEMATIC
(APPENDIX H)
Circuit Description
The Transmission Control Module (TCM) uses input from the turbine speed sensor and output speed sensor to
determine gear ratios. The TCM then compares the known gear ratio to the calculated gear ratio for the current
range.
DTC P0732 sets when the calculated second range ratio (steady state) differs from the known second range ratio.
Diagnostic Aids
• Incorrect ratio codes typically indicate mechanical problems with specific clutches, i.e. C1 and C4 for 2nd
range.
• An incorrect ratio code could indicate a hydraulically failed solenoid. Check the DTC information for the specific
solenoid.
• You may have to drive the vehicle to experience the fault. Clutch test mode can be used to check stall speed.
• Incorrect TCM calibrations will cause this DTC to set. Verify that the proper TCM calibration is being used with
the correct transmission series (there are different gear ratios for the 1000 Series™ and 2000 Series™/
2400 Series™ transmissions).
REFER TO
3rd RANGE HYDRAULIC SCHEMATIC
(APPENDIX H)
Circuit Description
The Transmission Control Module (TCM) uses input from the turbine speed sensor and output speed sensor to
determine gear ratios. The TCM then compares the known gear ratio to the calculated gear ratio for the current
range.
DTC P0733 sets when the calculated third range ratio (steady state) differs from the known third range ratio.
— If the shift selector is moved to N (Neutral), the transmission will shift to N (Neutral).
— If the shift selector is moved to R (Reverse), the transmission will shift to N (Neutral).
— If the shift selector is returned to a forward range and the transmission is compromised by overspeeding or
a direction change, the transmission will lock in N (Neutral).
• DTC P0733 is stored in the TCM history.
• The CHECK TRANS light illuminates.
• The TCM freezes shift adapts (DNA).
• The TCM inhibits TCC engagement.
A Scan Tool may be used to clear the code from the TCM history. The TCM automatically clears the DTC from the
TCM history if the vehicle completes 40 warm-up cycles without the DTC recurring.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
3. This step tests ignition voltage.
4. This step tests speed sensor readings.
5. This step tests for turbine speed not remaining at zero in third range.
6. This step checks for evidence of clutch failure.
REFER TO
4th RANGE HYDRAULIC SCHEMATIC
(APPENDIX H)
Circuit Description
The Transmission Control Module (TCM) uses input from the turbine speed sensor and output speed sensor to
determine gear ratios. The TCM then compares the known gear ratio to the calculated gear ratio for the current
range.
DTC P0734 sets when the calculated fourth range ratio (steady state) differs from the known fourth range ratio.
A Scan Tool may be used to clear the code from the TCM history. The TCM automatically clears the DTC from the
TCM history if the vehicle completes 40 warm-up cycles without the DTC recurring.
Diagnostic Aids
• Incorrect ratio codes typically indicate mechanical problems with specific clutches, i.e. C1 and C2 for 4th range.
• An incorrect ratio code could indicate a hydraulically failed solenoid. Check the DTC information for the specific
solenoid.
• You may have to drive the vehicle to experience the fault. Clutch test mode can be used to check stall speed.
REFER TO
5th RANGE HYDRAULIC SCHEMATIC
(APPENDIX H)
Circuit Description
The Transmission Control Module (TCM) uses input from the turbine speed sensor and output speed sensor to
determine gear ratios. The TCM then compares the known gear ratio to the calculated gear ratio for the current
range.
DTC P0735 sets when the calculated fifth range ratio (steady state) differs from the known fifth range ratio.
— If the shift selector is moved to N (Neutral), the transmission will shift to N (Neutral).
— If the shift selector is moved to R (Reverse), the transmission will shift to R (Reverse) unless the
transmission is compromised by a direction change; then the transmission will shift to N (Neutral).
— If the shift selector is returned to a forward range and the transmission is compromised by overspeeding or
a direction change, the transmission will lock in N (Neutral).
• DTC P0735 is stored in the TCM history.
• The CHECK TRANS light illuminates.
• The TCM freezes shift adapts (DNA).
• The TCM inhibits TCC engagement.
A Scan Tool may be used to clear the code from the TCM history. The TCM automatically clears the DTC from the
TCM history if the vehicle completes 40 warm-up cycles without the DTC recurring.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
3. This step tests ignition voltage.
4. This step tests speed sensor readings.
5. This step tests for turbine speed not remaining at zero in fifth range.
6. This step checks for evidence of clutch failure.
REFER TO
REVERSE RANGE
HYDRAULIC SCHEMATIC
(APPENDIX H)
Circuit Description
The Transmission Control Module (TCM) uses input from the turbine speed sensor and output speed sensor to
determine gear ratios. The TCM then compares the known gear ratio to the calculated gear ratio for the current
gear.
DTC P0736 sets when the calculated reverse range ratio (steady state) differs from the known reverse range ratio.
Diagnostic Aids
• Incorrect ratio codes typically indicate mechanical problems with specific clutches, i.e. C3 and C5 for Reverse
range.
• An incorrect ratio code could indicate a hydraulically failed solenoid. Check the DTC information for the specific
solenoid.
• You may have to drive the vehicle to experience the fault. Clutch test mode can be used to check stall speed.
PRE-BLOCK 1
GAIN VALVE
AND A TRIM A Trim Accumulator
SOLENOID N/C
Solenoid
W/O SPRING
B
N/C Solenoid
F Trim Filter
Solenoid
N/C
CONTROL MAIN
EBF
CONV – IN
MAIN
A TRIM
PRESSURE
CONV – OUT
MAIN
TCC SIGNAL
MAIN
EXHAUST
Control
Main
Main Valve
Regulator
Valve
OVERDRIVE
KNOCKDOWN
OVERAGE TCC
LUBE Converter
Flow
Valve
Lube
Regulator
Valve
Main Filter
V07737.00.00.eps
Circuit Description
The Transmission Control Module (TCM) uses data from the engine speed sensor and the turbine speed sensor to
calculate torque converter slip value. The TCM then compares this calculated slip value to a preset value in the
TCM calibration.
DTC P0741 sets when the TCM detects a torque converter clutch slip value greater than 80 rpm for more than
15 seconds, indicating no TCC apply.
A Scan Tool may be used to clear the code from the TCM history. The TCM automatically clears the DTC from the
TCM history if the vehicle completes 40 warm-up cycles without the DTC recurring.
Diagnostic Aids
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests for a slip speed indicating the TCC is not applied when it should be.
PRE-BLOCK 1
GAIN VALVE
AND A TRIM A Trim Accumulator
SOLENOID N/C
Solenoid
W/O SPRING
B
N/C Solenoid
F Trim Filter
Solenoid
N/C
CONTROL MAIN
EBF
CONV – IN
MAIN
A TRIM
PRESSURE
CONV – OUT
MAIN
TCC SIGNAL
MAIN
EXHAUST
Control
Main
Main Valve
Regulator
Valve
OVERDRIVE
KNOCKDOWN
OVERAGE TCC
LUBE Converter
Flow
Valve
Lube
Regulator
Valve
Main Filter
V07737.00.00.eps
Circuit Description
The Transmission Control Module (TCM) uses data from the engine speed sensor and the turbine speed sensor to
calculate the torque converter slip value. The TCM then compares this calculated slip value to a preset value in the
TCM calibration.
DTC P0742 sets when the conditions listed below are present and the TCM detects converter slip speed between
–5 and –40 rpm for over 2 seconds.
• Transmission output speed is 100 rpm or higher.
• Engine throttle percentage is 15 percent or higher.
• Engine torque is 130 N·m or higher.
• Engine and turbine speed are under 5500 rpm.
Diagnostic Aids
This DTC sets when converter slip speed indicates the TCC is staying applied when it should be released for a
period of time that is calibration dependent. This may indicate an internal failure of the TCC or a stuck or sticking
TCC valve.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests for a slip speed indicating the TCC is locked up when it should be off.
4. This step verifies the repair performed.
TCM
J2-32
J2-30
TRANSMISSION J2-29
BULKHEAD
CONNECTOR
S
J
R J2
J1
TCM
229
J J2-29
SOL F SOL G
(PWM) TRANSMISSION R
230
J2-30
LOCKUP
232 12V
S J2-32
NOTE: Wire 232 is a 12V DC ignition power source for TCC solenoids F and G.
V06222.01.00
Circuit Description
The torque converter clutch (TCC) solenoid, solenoid F, is a pulse width modulated solenoid. Pulse width
modulation (PWM) occurs when the signal from the transmission control module (TCM) to a solenoid is modulated
at an established frequency, causing the steel check ball in the solenoid to rapidly open and close the solenoid
passage. This serves to vary the output fluid pressure.
Diagnostic Aids
• If this DTC is cleared and does not return, but the TCC appears to be cycling, an intermittent circuit connection
may exist that is not detected by the TCM since the circuit error must be present for more than 6 seconds. If a
short to ground occurs at wire 229, the TCC will apply regardless of the range selected. A shudder in
reverse may be caused by the intermittent apply or release of C5 clutch through the F solenoid valve.
• Inspect the wiring for poor electrical connections at the TCM connector and the transmission main connector.
Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A broken wire inside the insulation.
• Inspect the OEM wiring harness routing looking for possible contact points where chafing could occur. Moving
parts on the vehicle could be contacting the harness. Items to check would include the parking brake drum,
suspension components, transmission shift linkage, etc.
• Inspect the internal transmission wiring harness for possible contact areas where chafing may occur.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change. It may be necessary to check for shorting to ground at individual wires within a
harness to isolate an intermittent condition. Refer to Section 4 wire check procedures.
• You may have to drive the vehicle in order to experience a fault. Use the data obtained from failure records to
determine transmission range and/or certain vehicle operating variables such as temperature, run time, etc.
This data can be useful in reproducing the failure mode where the DTC was set.
• If the DTC appears to be temperature related, suspect a defective F solenoid. It is possible for a shift solenoid
to be temperature sensitive causing resistance values to fluctuate. This may cause an intermittent DTC to be
set.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
The Transmission Control Module (TCM) uses information from the turbine and output speed sensors to detect if a
clutch is slipping. The clutch being controlled by the solenoid A will vary depending on the shift that is being
completed.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
3. This step tests the ignition voltage.
4. This step tests for erratic speed sensor readings or signal dropout.
5. This step tests for internal hydraulic leakage.
6. This step tests for clutch capacity.
The Transmission Control Module (TCM) uses information from the turbine and output speed sensors to detect if a
clutch is in a tie-up condition or 3 clutches are applied. The clutch being controlled by solenoid A will vary
depending on the shift.
Conditions for Running the DTC
• The components are powered and ignition voltage is greater than 9V and less than 18V (12V TCM) or greater
than 18V and less than 32V (24V TCM).
• One of the following conditions occurs:
— Output speed is greater than 200 rpm.
— Turbine speed is greater than 200 rpm.
• DTC P0708, P0716, P0717, P0721, P0722, P0875, or P0876 is not active.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
3. This step tests the ignition voltage.
4. This step tests for erratic speed sensor readings or signal dropout.
5. This step tests for internal hydraulic leakage.
6. This step tests for clutch capacity.
TRANSMISSION
HARNESS J2 HARNESS CONNECTOR
CONNECTOR (RED)
L J2-22 TCM
J2-23
TRANSMISSION
BULKHEAD
CONNECTOR
M
J2
J1
L
NOTE: Letters I, O, and Q are not used.
TCM
223
M J2-23
SOL A
(PCS) TRANSMISSION
222
L J2-22
BATTERY
NOTE: Wire 222 is a battery direct power source for trim solenoid A. V06223.01.00
Circuit Description
Trim solenoid A is used to control on-coming, off-going, and holding pressure to any one of the five clutches. This
solenoid is referred to as a Pressure Proportional to Current (PPC) solenoid since the pressure output is
proportional to the amount of controlled current commanded by the TCM.
The solenoid operates at a very high 1000 Hz frequency. Unlike the pulse width modulated Torque Converter Clutch
(TCC) solenoid, where the ball follows the pulse width square wave, the PPC ball remains stationary due to the high
frequency at which the solenoid operates. This allows the ball to move in a linear up and down motion proportional to
the current commanded from the TCM. This supplies the desired signal pressure to control the trim valve.
DTC P0748 is set when one of the following conditions is detected for 125 milliseconds.
• Open circuit — TCM commanded duty cycle between 31 percent and 87 percent with no current present at trim
solenoid A.
TRANSMISSION
HARNESS
CONNECTOR J2 CONNECTOR
(RED)
W
C
A
J2-31 J2-26 TCM
J2-28 J2-27
TRANSMISSION
BULKHEAD
CONNECTOR
W
C
B J2
A J1
231
C J2-31 12V (A)
SOL C (ON/OFF) TCM
226
A J2-26
SOL D (ON/OFF)
TRANSMISSION 227
B J2-27
SOL E (ON/OFF)
228
W J2-28
BATTERY
NOTE: Wire 231 is a 12V DC ignition power source for shift solenoids C, D, and E. V06230.01.00
Circuit Description
Shift solenoid C is a normally closed (N/C) solenoid that provides control main pressure to stroke the C shift valve.
The TCM determines the proper solenoid command logic to move the C shift valve to attain a particular range
requested. A pressure switch, located at the end of the shift valve, sends shift valve position feedback to the TCM.
DTC P0763 is set when the TCM detects one of the following conditions for more than 100 milliseconds:
Diagnostic Aids
• The diagnostic test performed to detect this DTC is very sensitive. Therefore, there is a high probability that an
intermittent circuit condition may be causing this DTC to set. Make sure you check for the following conditions
at the OEM harness first and then at the transmission internal harness.
• Inspect the wiring for poor electrical connections at the TCM connector and the transmission main connector.
Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
— Inspect OEM wiring harness routing, looking for possible contact points where chafing could occur. Moving
parts on the vehicle could be contacting the harness. Check for contact at the parking brake drum, suspen-
sion components, transmission shift linkage etc.
— Inspect the internal transmission wiring harness for possible contact areas where chafing may occur.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change. It may be necessary to check for shorting to ground at individual wires within a
harness to isolate an intermittent condition. Refer to Section 4 — Wire Check Procedures.
• You may have to drive the vehicle in order to experience a fault. Use the data obtained from failure records to
determine transmission range and/or certain vehicle operating variables such as temperature, run time, etc.
This data can be useful in reproducing the failure mode where DTC was set.
• If the DTC appears to be temperature related, suspect a defective shift solenoid. It is possible for a shift
solenoid to be temperature sensitive causing resistance values to fluctuate. This may cause an intermittent
DTC to be set.
• If the circuit problem (open or short) is present at the 231 solenoid feed wire, other shift solenoid electrical
DTCs may be present (C, D, E electrical codes).
TRANSMISSION
HARNESS
CONNECTOR J2 CONNECTOR
(RED)
W
C
A
J2-31 J2-26 TCM
J2-28 J2-27
TRANSMISSION
BULKHEAD
CONNECTOR
W
C
B J2
A J1
231
C J2-31 12V (A)
SOL C (ON/OFF) TCM
226
A J2-26
SOL D (ON/OFF)
TRANSMISSION 227
B J2-27
SOL E (ON/OFF)
228
W J2-28
BATTERY
NOTE: Wire 231 is a 12V DC ignition power source for shift solenoids C, D, and E. V06230.01.00
Circuit Description
Shift solenoid D is a normally closed (N/C) solenoid that provides control main pressure to stroke the D shift valve.
The TCM determines the proper solenoid command logic to move the D shift valve to attain a particular range
requested. A pressure switch, located at the end of the shift valve, sends shift valve position feedback to the TCM.
DTC P0768 is set when the TCM detects one of the following conditions for more than 100 milliseconds:
Diagnostic Aids
• The diagnostic test performed to detect this DTC is very sensitive. Therefore, there is a high probability that an
intermittent circuit condition may be causing this DTC to set. Make sure you check for the following conditions
at the OEM harness first and then at the transmission internal harness.
• Inspect the wiring for poor electrical connections at the TCM connector and the transmission main connector.
Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
— Inspect OEM wiring harness routing, looking for possible contact points where chafing could occur. Moving
parts on the vehicle could be contacting the harness. Check for contact at the parking brake drum, suspen-
sion components, transmission shift linkage etc.
— Inspect the internal transmission wiring harness for possible contact areas where chafing may occur.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change. It may be necessary to check for shorting to ground at individual wires within a
harness to isolate an intermittent condition. Refer to Section 4 — Wire Check Procedures.
• You may have to drive the vehicle in order to experience a fault. Use the data obtained from failure records to
determine transmission range and/or certain vehicle operating variables such as temperature, run time, etc.
This data can be useful in reproducing the failure mode where DTC was set.
• If the DTC appears to be temperature related, suspect a defective shift solenoid. It is possible for a shift
solenoid to be temperature sensitive causing resistance values to fluctuate. This may cause an intermittent
DTC to be set.
• If the circuit problem (open or short) is present at the 231 solenoid feed wire, other shift solenoid electrical
DTCs may be present (C, D, E electrical codes).
TRANSMISSION
HARNESS
CONNECTOR J2 CONNECTOR
(RED)
W
C
A
J2-31 J2-26 TCM
J2-28 J2-27
TRANSMISSION
BULKHEAD
CONNECTOR
W
C
B J2
A J1
231
C J2-31 12V (A)
SOL C (ON/OFF) TCM
226
A J2-26
SOL D (ON/OFF)
TRANSMISSION 227
B J2-27
SOL E (ON/OFF)
228
W J2-28
BATTERY
NOTE: Wire 231 is a 12V DC ignition power source for shift solenoids C, D, and E. V06230.01.00
Circuit Description
Shift solenoid E is a normally closed (N/C) solenoid that provides control main pressure to stroke the E shift valve.
The TCM determines the proper solenoid command logic to move the E shift valve to attain a particular range
requested. A pressure switch, located at the end of the shift valve, sends shift valve position feedback to the TCM.
DTC P0773 is set when the TCM detects one of the following conditions for more than 100 milliseconds:
Diagnostic Aids
• The diagnostic test performed to detect this DTC is very sensitive. Therefore, there is a high probability that an
intermittent circuit condition may be causing this DTC to set. Make sure you check for the following conditions
at the OEM harness first and then at the transmission internal harness.
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
— Inspect OEM wiring harness routing, looking for possible contact points where chafing could occur. Moving
parts on the vehicle could be contacting the harness. Check for contact at the parking brake drum, suspen-
sion components, transmission shift linkage etc.
— Inspect the internal transmission wiring harness for possible contact areas where chafing may occur.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change. It may be necessary to check for shorting to ground at individual wires within a
harness to isolate an intermittent condition. Refer to Section 4 — Wire Check Procedures.
• You may have to drive the vehicle in order to experience a fault. Use the data obtained from failure records to
determine transmission range and/or certain vehicle operating variables such as temperature, run time, etc.
This data can be useful in reproducing the failure mode where DTC was set.
• If the DTC appears to be temperature related, suspect a defective shift solenoid. It is possible for a shift
solenoid to be temperature sensitive causing resistance values to fluctuate. This may cause an intermittent
DTC to be set.
• If the circuit problem (open or short) is present at the 231 solenoid feed wire, other shift solenoid electrical
DTCs may be present (C, D, E electrical codes).
Test Description
The numbers below refer to the step numbers on the diagnostic table.
3. This step tests the ignition voltage.
4. This step tests speed sensor readings.
5. This step tests for internal hydraulic leakage.
6. This step tests for clutch capacity.
The Transmission Control Module (TCM) uses information from the turbine and output speed sensors to detect if a
clutch is in a tie-up condition or if three clutches are applied. The clutch being controlled by solenoid B will vary
depending on the shift.
DTC P0777 sets when the TCM detects an incorrect off-going ratio, range-to-range, for an accumulated number of
occurrences.
TRANSMISSION
HARNESS J2 HARNESS CONNECTOR
CONNECTOR (RED)
P
N
J2-25 J2-24 TCM
TRANSMISSION
BULKHEAD
CONNECTOR
P
J2
N J1
TCM
224
N J2-24
SOL B BATTERY
(PCS) TRANSMISSION
225
P J2-25
NOTE: Wire 225 is a battery direct power source for trim solenoid B. V06224.01.00
Circuit Description
Trim solenoid B is used to control on-coming, off-going, and holding pressure to any of the five clutches. This
solenoid is referred to as a Pressure Proportional to Current (PPC) solenoid since the output hydraulic pressure
supplied by this solenoid is proportional to the controlled current command.
The solenoid operates at a very high 1000 Hz frequency. Unlike the pulse width modulated Torque Converter
Clutch (TCC) solenoid, where the ball follows the pulse width square wave, the PPC ball remains stationary due to
the high frequency at which the solenoid operates. This allows the ball to move in a linear up and down motion
proportional to the current commanded from the TCM. This supplies the desired signal pressure to control the trim
valve.
• The components are powered and ignition voltage is greater than 9V and less than 18V (12V TCM) or greater
than 18V and less than 32V (24V TCM).
• Engine crank time is under 4 seconds.
DTC P0748 is set when one of the following conditions is detected for 125 milliseconds.
• Open circuit — TCM commanded duty cycle between 31 percent and 87 percent with no current present at trim
solenoid A.
• Short to ground — TCM commanded duty cycle is over 87 percent with a current of less than 1.0 ampere at
trim solenoid A.
• Short to power — TCM commanded duty cycle is under 15 percent with electrical current present.
• Whenever a P0748, P0778 combination is set in failure records, this is generally caused by having the
transmission harness disconnected at the main transmission connector while the vehicle ignition is ON. Check
the connection at the transmission and clear codes.
Diagnostic Aids
The diagnostic test performed to detect this DTC is very sensitive. Therefore, there is a high probability that an
intermittent circuit condition may be causing this DTC to set. Check for the following conditions at the OEM harness
first, then at the transmission internal harness.
• Inspect the wiring for poor electrical connections at the TCM connector and the main transmission connector.
Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
— Inspect OEM wiring harness routing, looking for possible contact points where chafing could occur. Moving
parts on the vehicle could be contacting the harness. Check for contact at the parking brake drum, suspen-
sion components, transmission shift linkage, etc.
— Inspect the internal transmission wiring harness for possible contact areas where chafing may occur.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change. It may be necessary to check for shorting to ground at individual wires within a
harness to isolate an intermittent condition. Refer to Section 4 — Wire Check Procedures.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests for proper ignition voltage.
3. This step tests the command signal from the TCM and tests the external wiring harness for shorts or
opens.
4. This step tests for the proper resistance at the OEM vehicle harness.
5. This step tests for the proper resistance value at the main transmission connector.
8. This step tests for the proper resistance value at the trim solenoid.
TRANSMISSION
HARNESS J2 HARNESS CONNECTOR
CONNECTOR (RED)
K J2-3 J2-2
D J2-4 J2-1
TCM
F
E
TRANSMISSION
BULKHEAD
CONNECTOR
K
D
J2
J1
F
E
NOTE: Letters I, O, and Q are not used.
TCM
201
C A D J2-1
202
D B F J2-2 DIGITAL
TRANSMISSION
203 INTERFACE
E C E J2-3
204
R D K J2-4
E
F
NOTE: Switches C, D, and E are N/O. Switch R is N/C.
PRESSURE SWITCH
MANIFOLD
R E D
C
F E D C B A
V06213.01.00
Circuit Description
The Pressure Switch Manifold (PSM) is a multiple-switch assembly made up of three normally open (N/O) and one
normally closed (N/C) pressure switches. The C pressure switch monitors C shift valve positioning and relays it to
the TCM. When C pressure switch is in the open state, C shift valve should be in the destroked position.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When only a P0840 is set, look for an intermittent short to ground at the pressure switch circuit or intermittent
hydraulic failure (sticking valve). This code is set when the condition occurs more than 3 times during the
current drive cycle. See Appendix A, Section B — Finding an Intermittent Fault.
• When a P0840 and P0842 are set in combination, this may indicate a short to ground at the pressure switch
circuit or the shift valve is stuck in the stroked state. See Section 4 — Beginning the Troubleshooting Process.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change. Check for shorting to ground at individual wires within a harness to isolate an
intermittent condition. Refer to Section 4 — Wire Check Procedures and Appendix A, Section B.
• You may have to drive the vehicle in order to experience a fault. Use the data obtained from failure records to
determine transmission range and/or certain vehicle operating variables such as temperature, run time, etc.
This data can be useful in reproducing the failure mode where the DTC was set.
• Multiple inactive pressure switch DTCs may be due to a plugged Control Main Filter. Ensure that the initial
8000 km (5,000 mile) filter change was performed.
TRANSMISSION
HARNESS J2 HARNESS CONNECTOR
CONNECTOR (RED)
K J2-3 J2-2
D J2-4 J2-1
TCM
F
E
TRANSMISSION
BULKHEAD
CONNECTOR
K
D
J2
J1
F
E
NOTE: Letters I, O, and Q are not used.
TCM
201
C A D J2-1
202
D B F J2-2 DIGITAL
TRANSMISSION
203 INTERFACE
E C E J2-3
204
R D K J2-4
E
F
NOTE: Switches C, D, and E are N/O. Switch R is N/C.
PRESSURE SWITCH
MANIFOLD
R E D
C
F E D C B A
V06213.01.00
Circuit Description
The Pressure Switch Manifold (PSM) is a multiple-switch assembly made up of three normally open (N/O) and one
normally closed (N/C) pressure switches. The C pressure switch monitors C shift valve positioning and relays it to
the TCM. When C pressure switch is in the open state, C shift valve should be in the destroked position.
A Scan Tool may be used to clear the code from the TCM history. The TCM automatically clears the DTC from the
TCM history if the vehicle completes 40 warm-up cycles without the DTC recurring.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When a P0841 and P0843 are set in combination, this may indicate an open circuit condition is present at the
pressure switch circuit or the shift valve is stuck in the destroked state. See Section 4 — Beginning the
Troubleshooting Process.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change. It may be necessary to check for shorting to ground or opens at individual wires within
a harness to isolate an intermittent condition. Refer to Section 4 — Wire Check Procedures and Appendix A,
Section B.
• You may have to drive the vehicle in order to experience a fault. Use the data obtained from failure records to
determine transmission range and/or certain vehicle operating variables such as temperature, run time, etc.
This data can be useful in reproducing the failure mode where the DTC was set.
• Multiple inactive pressure switch DTCs may be due to a plugged Control Main Filter. Ensure that the initial
8000 km (5,000 mile) filter change was performed.
TRANSMISSION
HARNESS J2 HARNESS CONNECTOR
CONNECTOR (RED)
K J2-3 J2-2
D J2-4 J2-1
TCM
F
E
TRANSMISSION
BULKHEAD
CONNECTOR
K
D
J2
J1
F
E
NOTE: Letters I, O, and Q are not used.
TCM
201
C A D J2-1
202
D B F J2-2 DIGITAL
TRANSMISSION
203 INTERFACE
E C E J2-3
204
R D K J2-4
E
F
NOTE: Switches C, D, and E are N/O. Switch R is N/C.
PRESSURE SWITCH
MANIFOLD
R E D
C
F E D C B A
V06213.01.00
Circuit Description
The Pressure Switch Manifold (PSM) is a multiple-switch assembly made up of three normally open (N/O) and one
normally closed (N/C) pressure switches. The C pressure switch monitors C shift valve positioning and relays it to
the TCM. When C pressure switch is in the open state, C shift valve should be in the destroked position.
• The components are powered and ignition voltage is greater than 9V and less than 18V (12V TCM) or greater
than 18V and less than 32V (24V TCM).
• DTC P0561, P0562, or P0563 is not active.
• C shift valve is commanded to the OFF (destroked) position.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When a P0842 and P0840 are set in combination, this may indicate a short to ground at the pressure switch
circuit or the shift valve is stuck in the stroked state. See Section 4 — Beginning the Troubleshooting Process.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change. It may be necessary to check for shorting to ground at individual wires within a harness
to isolate an intermittent condition. Refer to Section 4 — Wire Check Procedures and Appendix A, Section B.
• You may have to drive the vehicle in order to experience a fault. Use the data obtained from failure records to
determine transmission range and/or certain vehicle operating variables such as temperature, run time, etc.
This data can be useful in reproducing the failure mode where the DTC was set.
• Multiple inactive pressure switch DTCs may be due to a plugged Control Main Filter. Ensure that the initial
8000 km (5,000 mile) filter change was performed.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests for proper fluid level.
3. This step tests for proper main pressure.
4. This step tests for an active DTC.
5. This step tests the TCM for proper switch status.
6. This step tests for shorts in the OEM wiring harness.
7. This step tests for shorts in the internal wiring harness.
8. This step tests the PSM switch function.
TRANSMISSION
HARNESS J2 HARNESS CONNECTOR
CONNECTOR (RED)
K J2-3 J2-2
D J2-4 J2-1
TCM
F
E
TRANSMISSION
BULKHEAD
CONNECTOR
K
D
J2
J1
F
E
NOTE: Letters I, O, and Q are not used.
TCM
201
C A D J2-1
202
D B F J2-2 DIGITAL
TRANSMISSION
203 INTERFACE
E C E J2-3
204
R D K J2-4
E
F
NOTE: Switches C, D, and E are N/O. Switch R is N/C.
PRESSURE SWITCH
MANIFOLD
R E D
C
F E D C B A
V06213.01.00
Circuit Description
The Pressure Switch Manifold (PSM) is a multiple-switch assembly made up of three normally open (N/O) and one
normally closed (N/C) pressure switches. The C pressure switch monitors C shift valve positioning and relays it to
the TCM. When C pressure switch is in the open state, C shift valve should be in the destroked position.
Conditions for Running the DTC
• Components are powered and the ignition voltage is greater than 5V.
• DTC P0561, P0562, or P0563 is not active.
• C shift valve is commanded to the ON (stroked) position.
• Transmission temperature is above –25°C (–13°F).
• Vehicle shutdown is not in process.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When only a DTC P0843 is set, look for an intermittent open condition at the pressure switch circuit or an
intermittent hydraulic failure (sticking valve). This code is set when the condition is present more than 3 times
during a current drive cycle. See Appendix A, Section B — Finding an Intermittent Fault.
• When a P0843 and P0841 are set in combination, this may indicate an open circuit condition is present at the
pressure switch circuit or the shift valve is stuck in the destroked state. See Section 4 — Beginning the
Troubleshooting Process.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change. It may be necessary to check for an open condition at individual wires within a
harness to isolate an intermittent condition. Refer to Section 4 — Wire Check Procedures and Appendix A,
Section B.
• You may have to drive the vehicle in order to experience a fault. Use the data obtained from failure records to
determine transmission range and/or certain vehicle operating variables such as temperature, run time, etc.
This data can be useful in reproducing the failure mode where the DTC was set.
• Multiple inactive pressure switch DTCs may be due to a plugged Control Main Filter. Ensure that the initial
8000 km (5,000 mile) filter change was performed.
TRANSMISSION
HARNESS J2 HARNESS CONNECTOR
CONNECTOR (RED)
K J2-3 J2-2
D J2-4 J2-1
TCM
F
E
TRANSMISSION
BULKHEAD
CONNECTOR
K
D
J2
J1
F
E
NOTE: Letters I, O, and Q are not used.
TCM
201
C A D J2-1
202
D B F J2-2 DIGITAL
TRANSMISSION
203 INTERFACE
E C E J2-3
204
R D K J2-4
E
F
NOTE: Switches C, D, and E are N/O. Switch R is N/C.
PRESSURE SWITCH
MANIFOLD
R E D
C
F E D C B A
V06213.01.00
Circuit Description
The Pressure Switch Manifold (PSM) is a multiple-switch assembly made up of three normally open (N/O) and one
normally closed (N/C) pressure switches. The D pressure switch monitors D shift valve positioning and relays it to
the TCM. When D pressure switch is in the open state, D shift valve should be in the destroked position.
Conditions for Running the DTC
• Components are powered and the ignition voltage is greater than 5V.
• DTC P0561, P0562, or P0563 is not active.
• D shift valve is commanded to the OFF (destroked) position.
• Transmission temperature is above –25°C (–13°F).
• Vehicle shutdown is not in process.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When only a DTC P0845 is set, look for an intermittent short to ground at the pressure switch circuit or an
intermittent hydraulic failure (sticking valve). This code is set when the condition is present more than 3 times
during a current drive cycle. See Appendix A, Section B — Finding an Intermittent Fault.
• When a P0845 and P0847 are set in combination, this may indicate a short to ground is present at the
pressure switch circuit or the shift valve is stuck in the stroked state. See Section 4 — Beginning the
Troubleshooting Process.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change. It may be necessary to check for shorting to ground at individual wires within a
harness to isolate an intermittent condition. Refer to Section 4 — Wire Check Procedures and Appendix A,
Section B.
• You may have to drive the vehicle in order to experience a fault. Use the data obtained from failure records to
determine transmission range and/or certain vehicle operating variables such as temperature, run time, etc.
This data can be useful in reproducing the failure mode when the DTC was set.
• Multiple inactive pressure switch DTCs may be due to a plugged Control Main Filter. Ensure that the initial
8000 km (5,000 mile) filter change was performed.
TRANSMISSION
HARNESS J2 HARNESS CONNECTOR
CONNECTOR (RED)
K J2-3 J2-2
D J2-4 J2-1
TCM
F
E
TRANSMISSION
BULKHEAD
CONNECTOR
K
D
J2
J1
F
E
NOTE: Letters I, O, and Q are not used.
TCM
201
C A D J2-1
202
D B F J2-2 DIGITAL
TRANSMISSION
203 INTERFACE
E C E J2-3
204
R D K J2-4
E
F
NOTE: Switches C, D, and E are N/O. Switch R is N/C.
PRESSURE SWITCH
MANIFOLD
R E D
C
F E D C B A
V06213.01.00
Circuit Description
The Pressure Switch Manifold (PSM) is a multiple-switch assembly made up of three normally open (N/O) and one
normally closed (N/C) pressure switches. The D pressure switch monitors D shift valve positioning and relays it to
the TCM. When D pressure switch is in the open state, D shift valve should be in the destroked position.
• The components are powered and ignition voltage is greater than 9V and less than 18V (12V TCM) or greater
than 18V and less than 32V (24V TCM).
• D shift valve is commanded to the ON (stroked) position.
A Scan Tool may be used to clear the code from the TCM history. The TCM automatically clears the DTC from the
TCM history if the vehicle completes 40 warm-up cycles without the DTC recurring.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When a P0846 and P0848 are set in combination, this may indicate an open circuit condition is present at the
pressure switch circuit or the shift valve is stuck in the destroked state. See Section 4 — Beginning the
Troubleshooting Process.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change. It may be necessary to check for an open condition at individual wires within a
harness to isolate an intermittent condition. Refer to Section 4 — Wire Check Procedures and Appendix A,
Section B.
• You may have to drive the vehicle in order to experience a fault. Use the data obtained from failure records to
determine transmission range and/or certain vehicle operating variables such as temperature, run time, etc.
This data can be useful in reproducing the failure mode when the DTC was set.
• Multiple inactive pressure switch DTCs may be due to a plugged Control Main Filter. Ensure that the initial
8000 km (5,000 mile) filter change was performed.
TRANSMISSION
HARNESS J2 HARNESS CONNECTOR
CONNECTOR (RED)
K J2-3 J2-2
D J2-4 J2-1
TCM
F
E
TRANSMISSION
BULKHEAD
CONNECTOR
K
D
J2
J1
F
E
NOTE: Letters I, O, and Q are not used.
TCM
201
C A D J2-1
202
D B F J2-2 DIGITAL
TRANSMISSION
203 INTERFACE
E C E J2-3
204
R D K J2-4
E
F
NOTE: Switches C, D, and E are N/O. Switch R is N/C.
PRESSURE SWITCH
MANIFOLD
R E D
C
F E D C B A
V06213.01.00
Circuit Description
The Pressure Switch Manifold (PSM) is a multiple-switch assembly made up of three normally open (N/O) and one
normally closed (N/C) pressure switches. The D pressure switch monitors D shift valve positioning and relays it to
the TCM. When D pressure switch is in the open state, D shift valve should be in the destroked position.
Conditions for Running the DTC
• The components are powered and ignition voltage is greater than 9V and less than 18V (12V TCM) or greater
than 18V and less than 32V (24V TCM).
• D shift valve is commanded to the OFF (destroked) position.
TRANSMISSION
HARNESS J2 HARNESS CONNECTOR
CONNECTOR (RED)
K J2-3 J2-2
D J2-4 J2-1
TCM
F
E
TRANSMISSION
BULKHEAD
CONNECTOR
K
D
J2
J1
F
E
NOTE: Letters I, O, and Q are not used.
TCM
201
C A D J2-1
202
D B F J2-2 DIGITAL
TRANSMISSION
203 INTERFACE
E C E J2-3
204
R D K J2-4
E
F
NOTE: Switches C, D, and E are N/O. Switch R is N/C.
PRESSURE SWITCH
MANIFOLD
R E D
C
F E D C B A
V06213.01.00
Circuit Description
The Pressure Switch Manifold (PSM) is a multiple-switch assembly made up of three normally open (N/O) and one
normally closed (N/C) pressure switches. The D pressure switch monitors D shift valve positioning and relays it to
the TCM. When D pressure switch is in the open state, D shift valve should be in the destroked position.
Conditions for Running the DTC
• Components are powered and the ignition voltage is greater than 5V.
• DTC P0561, P0562, or P0563 is not active.
• D shift valve is commanded to the ON (stroked) position.
• Transmission temperature is above –25°C (–13°F).
• Vehicle shutdown is not in process.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When only a DTC P0848 is set, look for an intermittent open condition at the pressure switch circuit or an
intermittent hydraulic failure (sticking valve). This code is set when the condition is present more than 3 times
during a current drive cycle. See Appendix A, Section B — Finding an Intermittent Fault.
• When a P0848 and P0846 are set in combination, this may indicate an open circuit condition is present at the
pressure switch circuit or the shift valve is stuck in the destroked state. See Section 4 — Beginning the
Troubleshooting Process.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change. It may be necessary to check for an open condition at individual wires within a
harness to isolate an intermittent condition. Refer to Section 4 — Wire Check Procedures and Appendix A,
Section B.
• You may have to drive the vehicle in order to experience a fault. Use the data obtained from failure records to
determine transmission range and/or certain vehicle operating variables such as temperature, run time, etc.
This data can be useful in reproducing the failure mode when the DTC was set.
• Multiple inactive pressure switch DTCs may be due to a plugged Control Main Filter. Ensure that the initial
8000 km (5,000 mile) filter change was performed.
TRANSMISSION
HARNESS J2 HARNESS CONNECTOR
CONNECTOR (RED)
K J2-3 J2-2
D J2-4 J2-1
TCM
F
E
TRANSMISSION
BULKHEAD
CONNECTOR
K
D
J2
J1
F
E
NOTE: Letters I, O, and Q are not used.
TCM
201
C A D J2-1
202
D B F J2-2 DIGITAL
TRANSMISSION
203 INTERFACE
E C E J2-3
204
R D K J2-4
E
F
NOTE: Switches C, D, and E are N/O. Switch R is N/C.
PRESSURE SWITCH
MANIFOLD
R E D
C
F E D C B A
V06213.01.00
Circuit Description
The Pressure Switch Manifold (PSM) is a multiple-switch assembly made up of three normally open (N/O) and one
normally closed (N/C) pressure switches. The E pressure switch monitors E shift valve positioning and relays it to
the TCM. When E pressure switch is in the open state, E shift valve should be in the destroked position.
Conditions for Running the DTC
• Components are powered and the ignition voltage is greater than 5V.
• DTC P0561, P0562, or P0563 is not active.
• E shift valve is commanded to the OFF (destroked) position.
• Transmission temperature is above –25°C (–13°F).
• Vehicle shutdown is not in process.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When only a DTC P0870 is set, look for an intermittent short to ground at the pressure switch circuit or an
intermittent hydraulic failure (sticking valve). This code is set when the condition is present more than 3 times
during a current drive cycle. See Appendix A, Section B — Finding an Intermittent Fault.
• When a P0870 and P0872 are set in combination, this may indicate a short to ground is present at the
pressure switch circuit or the shift valve is stuck in the stroked state. See Section 4 — Beginning the
Troubleshooting Process.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change. It may be necessary to check for shorting to ground at individual wires within a
harness to isolate an intermittent condition. Refer to Section 4 — Wire Check Procedures and Appendix A,
Section B.
• You may have to drive the vehicle in order to experience a fault. Use the data obtained from failure records to
determine transmission range and/or certain vehicle operating variables such as temperature, run time, etc.
This data can be useful in reproducing the failure mode when the DTC was set.
• Multiple inactive pressure switch DTCs may be due to a plugged Control Main Filter. Ensure that the initial
8000 km (5,000 mile) filter change was performed.
TRANSMISSION
HARNESS J2 HARNESS CONNECTOR
CONNECTOR (RED)
K J2-3 J2-2
D J2-4 J2-1
TCM
F
E
TRANSMISSION
BULKHEAD
CONNECTOR
K
D
J2
J1
F
E
NOTE: Letters I, O, and Q are not used.
TCM
201
C A D J2-1
202
D B F J2-2 DIGITAL
TRANSMISSION
203 INTERFACE
E C E J2-3
204
R D K J2-4
E
F
NOTE: Switches C, D, and E are N/O. Switch R is N/C.
PRESSURE SWITCH
MANIFOLD
R E D
C
F E D C B A
V06213.01.00
Circuit Description
The Pressure Switch Manifold (PSM) is a multiple-switch assembly made up of three normally open (N/O) and one
normally closed (N/C) pressure switches. The E pressure switch monitors E shift valve positioning and relays it to
the TCM. When E pressure switch is in the open state, E shift valve should be in the destroked position.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When a P0871 and P0873 are set in combination, this may indicate an open circuit condition is present at the
pressure switch circuit or the shift valve is stuck in the destroked state. See Section 4 — Beginning the
Troubleshooting Process.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change. It may be necessary to check for an open condition at individual wires within a
harness to isolate an intermittent condition. Refer to Section 4 — Wire Check Procedures and Appendix A,
Section B.
• You may have to drive the vehicle in order to experience a fault. Use the data obtained from failure records to
determine transmission range and/or certain vehicle operating variables such as temperature, run time, etc.
This data can be useful in reproducing the failure mode when the DTC was set.
• Multiple inactive pressure switch DTCs may be due to a plugged Control Main Filter. Ensure that the initial
8000 km (5,000 mile) filter change was performed.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests for proper fluid level.
3. This step tests for proper main pressure.
TRANSMISSION
HARNESS J2 HARNESS CONNECTOR
CONNECTOR (RED)
K J2-3 J2-2
D J2-4 J2-1
TCM
F
E
TRANSMISSION
BULKHEAD
CONNECTOR
K
D
J2
J1
F
E
NOTE: Letters I, O, and Q are not used.
TCM
201
C A D J2-1
202
D B F J2-2 DIGITAL
TRANSMISSION
203 INTERFACE
E C E J2-3
204
R D K J2-4
E
F
NOTE: Switches C, D, and E are N/O. Switch R is N/C.
PRESSURE SWITCH
MANIFOLD
R E D
C
F E D C B A
V06213.01.00
Circuit Description
The Pressure Switch Manifold (PSM) is a multiple-switch assembly made up of three normally open (N/O) and one
normally closed (N/C) pressure switches. The E pressure switch monitors E shift valve positioning and relays it to
the TCM. When E pressure switch is in the open state, E shift valve should be in the destroked position.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When a P0872 and P0870 are set in combination, this may indicate a short to ground is present at the
pressure switch circuit or the shift valve is stuck in the stroked state. See Section 4 — Beginning the
Troubleshooting Process.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change. It may be necessary to check for shorting to ground at individual wires within a
harness to isolate an intermittent condition. Refer to Section 4 — Wire Check Procedures and Appendix A,
Section B.
• You may have to drive the vehicle in order to experience a fault. Use the data obtained from failure records to
determine transmission range and/or certain vehicle operating variables such as temperature, run time, etc.
This data can be useful in reproducing the failure mode when the DTC was set.
• Multiple inactive pressure switch DTCs may be due to a plugged Control Main Filter. Ensure that the initial
8000 km (5,000 mile) filter change was performed.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests for proper fluid level.
3. This step tests for proper main pressure.
TRANSMISSION
HARNESS J2 HARNESS CONNECTOR
CONNECTOR (RED)
K J2-3 J2-2
D J2-4 J2-1
TCM
F
E
TRANSMISSION
BULKHEAD
CONNECTOR
K
D
J2
J1
F
E
NOTE: Letters I, O, and Q are not used.
TCM
201
C A D J2-1
202
D B F J2-2 DIGITAL
TRANSMISSION
203 INTERFACE
E C E J2-3
204
R D K J2-4
E
F
NOTE: Switches C, D, and E are N/O. Switch R is N/C.
PRESSURE SWITCH
MANIFOLD
R E D
C
F E D C B A
V06213.01.00
Circuit Description
The Pressure Switch Manifold (PSM) is a multiple-switch assembly made up of three normally open (N/O) and one
normally closed (N/C) pressure switches. The E pressure switch monitors E shift valve positioning and relays it to
the TCM. When E pressure switch is in the open state, E shift valve should be in the destroked position.
Conditions for Running the DTC
• Components are powered and the ignition voltage is greater than 5V.
• DTC P0561, P0562, or P0563 is not active.
• E shift valve is commanded to the ON (stroked) position.
• Transmission temperature is above –25°C (–13°F).
• Vehicle shutdown is not in process.
A Scan Tool may be used to clear the code from the TCM history. The TCM automatically clears the DTC from the
TCM history if the vehicle completes 40 warm-up cycles without the DTC recurring.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When only a DTC P0873 is set, look for an intermittent open condition at the pressure switch circuit or an
intermittent hydraulic failure (sticking valve). This code is set when the condition is present more than 3 times
during a current drive cycle. See Appendix A, Section B — Finding an Intermittent Fault.
• When a P0873 and P0871 are set in combination, this may indicate an open circuit condition is present at the
pressure switch circuit or the shift valve is stuck in the destroked state. See Section 4 — Beginning the
Troubleshooting Process.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change. It may be necessary to check for an open condition at individual wires within a
harness to isolate an intermittent condition. Refer to Section 4 — Wire Check Procedures and Appendix A,
Section B.
• You may have to drive the vehicle in order to experience a fault. Use the data obtained from failure records to
determine transmission range and/or certain vehicle operating variables such as temperature, run time, etc.
This data can be useful in reproducing the failure mode when the DTC was set.
• Multiple inactive pressure switch DTCs may be due to a plugged Control Main Filter. Ensure that the initial
8000 km (5,000 mile) filter change was performed.
TCM
F
E
TRANSMISSION
BULKHEAD
CONNECTOR
K
D
J2
J1
F
E
NOTE: Letters I, O, and Q are not used.
TCM
201
C A D J2-1
202
D B F J2-2 DIGITAL
TRANSMISSION
203 INTERFACE
E C E J2-3
204
R D K J2-4
E
F
NOTE: Switches C, D, and E are N/O. Switch R is N/C.
PRESSURE SWITCH
MANIFOLD
R E D
C
F E D C B A
V06213.01.00
Circuit Description
The Pressure Switch Manifold (PSM) is a multiple switch assembly made up of three normally open (N/O) and one
normally closed (N/C) pressure switches. Fluid pressure is supplied to the reverse pressure switch, holding it open,
when the manual selector valve is in any position except reverse. When the manual selector valve is moved to
Reverse, pressure to the reverse pressure switch is cut off, allowing the switch to close.
Conditions for Running the DTC
• The components are powered and ignition voltage is greater than 9V and less than 18V (12V TCM) or greater
than 18V and less than 32V (24V TCM).
• Engine speed is greater than 200 rpm and less than 7500 rpm for 5 seconds.
• TFT is greater than 0°C (32°F).
• The hydraulic system is pressurized.
• DTC P0708 is not active.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change. It may be necessary to check for shorting to ground at individual wires within a
harness to isolate an intermittent condition. Refer to Section 4 — Wire Check Procedures and Appendix A,
Section B.
• You may have to drive the vehicle in order to experience a fault. Use the data obtained from failure records to
determine transmission range and/or certain vehicle operating variables such as temperature, run time, etc.
This data can be useful in reproducing the failure mode when the DTC was set.
• This DTC could indicate a hydraulic leak path exhausting pressure from the reverse pressure switch (refer to
hydraulic schematic).
• Multiple inactive pressure switch DTCs may be due to a plugged Control Main Filter. Ensure that the initial
8000 km (5,000 mile) filter change was performed. To help reduce multiple pressure switch DTCs from setting
due to a plugged control main filter or slow pump prime, later software levels have a time delay up to
30 seconds before a pressure switch test is enabled.
• If a P0875 (previously P1713) is shown in failure records as being logged first on the failure list followed by
P0872 (previously P1711) combined with P0708, this generally indicates a NSBU internal switch failure. Often
when the codes are cleared they do not return. This may be due to moisture that was present at the time the
code was logged, causing an internal short. Inspect the NSBU switch linkage for proper adjustment and for
signs of damage. If the shift linkage is properly adjusted and no damage is noted, replacement of the switch
may be indicated.
TRANSMISSION
HARNESS J2 HARNESS CONNECTOR
CONNECTOR (RED)
K J2-3 J2-2
D J2-4 J2-1
TCM
F
E
TRANSMISSION
BULKHEAD
CONNECTOR
K
D
J2
J1
F
E
NOTE: Letters I, O, and Q are not used.
TCM
201
C A D J2-1
202
D B F J2-2 DIGITAL
TRANSMISSION
203 INTERFACE
E C E J2-3
204
R D K J2-4
E
F
NOTE: Switches C, D, and E are N/O. Switch R is N/C.
PRESSURE SWITCH
MANIFOLD
R E D
C
F E D C B A
V06213.01.00
Circuit Description
The Pressure Switch Manifold (PSM) is a multiple switch assembly made up of three normally open (N/O) and one
normally closed (N/C) pressure switches. Fluid pressure is supplied to the reverse pressure switch, holding it open,
when the manual selector valve is in any position except reverse. When the manual selector valve is moved to
Reverse, pressure to the reverse pressure switch is cut off allowing the switch to close.
Conditions for Running the DTC
• TFT is greater than 0°C (32°F).
• DTC P0706, P0708, or P0875 is not active.
• There are two cases where this DTC runs.
— Case 1 Ignition voltage is above 9V (12V TCM) or 18V (24V TCM). The PRNDL state and the reverse
pressure switch state do not agree.
— Case 2 Ignition voltage is under 9V (12V TCM) or 18V (24V TCM). All speed sensors are under 50 rpm.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change. It may be necessary to check for shorting to ground at individual wires within a
harness to isolate an intermittent condition. Refer to Section 4 — Wire Check Procedures and Appendix A,
Section B.
• You may have to drive the vehicle in order to experience a fault. Use the data obtained from failure records to
determine transmission range and/or certain vehicle operating variables such as temperature, run time, etc.
This data can be useful in reproducing the failure mode when the DTC was set.
• Multiple inactive pressure switch DTCs may be due to a plugged Control Main Filter. Ensure that the initial
8000 km (5,000 mile) filter change was performed. To help reduce multiple pressure switch DTCs from setting
due to a plugged control main filter or slow pump prime, later software levels have a time delay up to
30 seconds before a pressure switch test is enabled.
DTC P0876 (Previously P1714) Reverse Pressure Switch Circuit Stuck Open
Step Action Value(s) Yes No
1 Was the Beginning The Troubleshooting — Go to Step 2 Go to
Process (Paragraph 5–4A) performed? Beginning The
Troubleshooting
Process
(Paragraph 5–
4A)
2 Perform the A/T Fluid Checking Procedure — Go to Step 3 Go to A/T Fluid
(Appendix P). Checking
Did you perform the procedure and correct fluid Procedure
level if necessary? (Appendix P)
3 Perform the Main Pressure Check Procedure Refer to Main Go to Step 4 Go to General
(Appendix B). Pressure Table Troubleshooting
Is main pressure within the specified values? (Pages 5–8 (Section 7)
and 5–9)
4 1. Install the Scan Tool. — Go to Step 5 Go to Diagnostic
2. Turn ON the ignition, with the engine OFF. Aids
3. Record the failure records.
4. Clear the DTC.
5. Start the vehicle and perform a test drive.
Attempt to duplicate the same operating
conditions observed in failure records (range
attained, transmission temperature, etc.).
NOTE: This DTC is set when reverse range
is selected and reverse switch status
remains in the mechanically open/
electrically OFF state for more than a time
that is calibration dependent. This DTC can
also set at engine shutdown when the
reverse pressure switch is detected in the
mechanically open/electrically OFF state for
a period of time that is temperature
dependent. The time period is 5 seconds at
35°C (95°F) to 30 seconds at –20°C (–4°F).
Did DTC P0876 return?
J2
J1
102
J1-2
104 IGNITION
J1-4
POWER
10a 103 BATTERY
J1-3 POWER TCM
10a 101
J1-1 GND
IGN 105
SWITCH J1-5 GND
+ —
12V/24V
BATTERY
V06215.01.00
Circuit Description
DTC P0880 sets if an abnormal power-down sequence has occurred. This condition means the Transmission
Control Module (TCM) has lost supply voltage (wire 103) before it has finished saving information from that drive
cycle. This process is usually completed in less than 10 seconds.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change.
• You may have to drive the vehicle in order to experience a fault.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests the system voltage.
4. This step tests the vehicle charging system.
5. This step tests the external wiring harness for shorts or opens.
TCM
J1 HARNESS CONNECTOR
(GRAY)
J1-16 J1-09
J2
J1-22 J1
TCM
109
J1-09
ENGINE
CONTROL 116
J1-16 DIGITAL
MODULE INTERFACE
(ECM) 122
J1-22
V06538.01.00
Circuit Description
The GM 8.1 liter gasoline engine is used in some medium duty applications. The 8.1 liter engine uses a 3-wire
system to communicate engine torque data/requests between the powertrain control module (PCM) and the
transmission control module (TCM).
Unmanaged engine torque is sent from the PCM to the TCM over wire 109 (GM wire 2467).
TCM
J1 HARNESS CONNECTOR
(GRAY)
J1-16 J1-09
J2
J1-22 J1
TCM
109
J1-09
ENGINE
CONTROL 116
J1-16 DIGITAL
MODULE INTERFACE
(ECM) 122
J1-22
V06538.01.00
Circuit Description
The GM 8.1 liter gasoline engine is used in some medium duty applications. The 8.1 liter engine uses a 3-wire
system to communicate engine torque data/requests between the powertrain control module (PCM) and the
transmission control module (TCM).
Managed engine torque is sent from the PCM to the TCM over wire 116 (GM wire 464).
TCM
J1 HARNESS CONNECTOR
(GRAY)
J2-16
J2
J1
TCM
V06228.01.00
Circuit Description
The Transmission Control Module (TCM) can be calibrated to receive throttle information from a Pulse Width
Modulation (PWM) signal.
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— A chafed wire.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
DTC P1891 Throttle Position Sensor (TPS) Pulse Width Modulation (PWM)
Signal Low Input
Step Action Value(s) Yes No
1 Was the Beginning The Troubleshooting — Go to Step 2 Go to
Process (Paragraph 5–4A) performed? Beginning The
Troubleshooting
Process
(Paragraph 5–4A)
2 1. Install the Scan Tool. 9–18V Go to Step 3 Resolve
2. Start the engine. (12V TCM); voltage problem
3. Record the DTC Failure Record data. 18–32V (Refer to
4. Using the Scan Tool, measure ignition (24V TCM) DTC P0562
voltage. and P0563)
Is voltage within the specified value?
3 1. Install the Scan Tool. — Go to Step 4 —
2. Turn the ignition to the RUN position with the
engine OFF.
3. Record the DTC Failure Record data.
4. Verify that the throttle source is functioning
correctly.
Is PWM signal OK?
4 Check wire 116 for shorts or opens. — Go to Step 5 Go to Step 6
Did you find a problem?
TCM
J1 HARNESS CONNECTOR
(GRAY)
J2-16
J2
J1
TCM
V06228.01.00
Circuit Description
The Transmission Control Module (TCM) can be calibrated to receive throttle information from a Pulse Width
Modulation (PWM) signal.
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— A chafed wire.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
DTC P1892 Throttle Position Sensor (TPS) Pulse Width Modulation (PWM)
Signal High Input
Step Action Value(s) Yes No
1 Was the Beginning The Troubleshooting — Go to Step 2 Go to
Process (Paragraph 5–4A) performed? Beginning The
Troubleshooting
Process
(Paragraph 5–4A)
2 1. Install the Scan Tool. 9–18V Go to Step 3 Resolve
2. Start the engine. (12V TCM); voltage problem
3. Record the DTC Failure Record data. 18–32V (Refer to
4. Using the Scan Tool, measure ignition (24V TCM) DTC P0562
voltage. and P0563)
Is voltage within the specified value?
3 1. Install the Scan Tool. — Go to Step 4 —
2. Turn the ignition to the RUN position with the
engine OFF.
3. Record the DTC Failure Record data.
4. Verify that the throttle source is functioning
correctly.
Is the PWM signal OK?
4 Check wire 116 for shorts or opens. — Go to Step 5 Go to Step 6
Did you find a problem?
TCM
J1 HARNESS CONNECTOR
(GRAY)
J1-10
J2
J1-28 J1
V06560.01.00
Circuit Description
Detects abnormal conditions for the four-wheel drive indication switch input. Four wheel-drive statuses are
detected using speed and ratios.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests the status of the 4WD Low switch.
3. This step tests for a 4WD switch failure to ground.
4. This step tests for a short in the wiring harness.
9. This step tests for 4WD switch failure to an open state.
10. This step tests for an open in the wiring harness.
Diagnostic Aids
• It will be necessary to drive the vehicle with heavy to moderate throttle settings for at least four upshift cycles in
order to set a DTC P2773.
• If DTC P2773 becomes active shortly AFTER an engine update and the troubleshooting procedure for P2773
has been performed, see Resetting of TCM Parameters to Support Engine Update, Section 3–7.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests for the proper ECM torque request response.
3. This step tests for the device causing the torque request to be ignored.
4. This step tests for the offending device by removing it from the J1939 network.
5. This step tests for the presence of the proper engine controller software.
J2-32
J2-30 TCM
TRANSMISSION J2-29
BULKHEAD
CONNECTOR
S
J R
J2
J1
NOTE: Letters I, O, and Q are not used.
TCM
229
J J2-29
SOL F
(PWM) TRANSMISSION R
230
J2-30
LOCKUP SOL G
232 12V
S J2-32
NOTE: Wire 232 is a 12V DC ignition power source for TCC solenoids F and G.
V08119.00.00
Circuit Description
Solenoid G is a normally closed (N/C) solenoid used to modulate the transmission main pressure schedule. The
TCM commands the G solenoid ON when specific transmission and engine conditions are met. When G solenoid is
applied, pressure is routed to the main regulator valve. This in turn reduces the main pressure schedule and
improves the volume of oil sent through the overage circuit. By modulating main pressure, cooler flow can be
increased, allowing improved cooling and reduced pump noise.
DTC P2810 is set when the TCM detects an open circuit, short to ground or short to power at G solenoid circuit for
more than 2 seconds.
Diagnostic Aids
• When this code is set there will be a noticeable reduction of engine performance.
• An intermittent circuit condition may allow this DTC to set. Make sure you check for the following conditions at
the OEM harness first and then at the transmission internal harness.
• Inspect the wiring for poor electrical connections at the TCM connector and the transmission main connector.
Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
— Inspect OEM wiring harness routing, looking for possible contact points where chafing could occur. Moving
parts on the vehicle could be contacting the harness. Check for contact at the parking brake drum, suspen-
sion components, transmission shift linkage etc.
— Inspect the internal transmission wiring harness for possible contact areas where chafing may occur.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change. It may be necessary to check for shorting to ground at individual wires within a
harness to isolate an intermittent condition. Refer to Section 4—Wire Check Procedures.
• You may have to drive the vehicle in order to experience a fault. Use the data obtained from failure records to
determine transmission range and/or certain vehicle operating variables such as temperature, run time, etc.
This data can be useful in reproducing the failure mode where DTC was set.
• If the DTC appears to be temperature related, suspect a defective G solenoid. It is possible for a solenoid to be
temperature sensitive causing resistance values to fluctuate. This may cause an intermittent DTC to be set.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
TCM
J1 HARNESS CONNECTOR
(GRAY)
J2
J1-30 J1
J1850
PCM 130 CLASS II
or J1-30 J1850
DATA LINK
ECM
V07481.01.00
Circuit Description
Applications that employ J1850 class 2 serial communication use wire 130 to send operational information and
commands among the various control modules. Included modules would be Powertrain Control Module (PCM),
Antilock Brake System (ABS) Controller, Truck Body Controller (TBC), and Instrument Panel Cluster (IPC). Each
controller sends out a state of health (SOH) message approximately once every second. The TCM uses these SOH
messages to monitor the condition of the devices on the class 2 serial link.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
DTC U0031 (Previously U1300) J1850 (Class 2) Serial Data Communication Link Low
Step Action Yes No
1 Was the Beginning The Troubleshooting Process Go to Step 2 Go to
(Paragraph 5–4A) performed? Beginning The
Troubleshooting
Process
(Paragraph 5–4A)
2 1. Install the Scan Tool. Go to Diagnostic Go to Step 3
2. Turn the ignition ON with the engine OFF. Aids
3. Verify engine data is being communicated via J1850.
NOTE: U0031 is set when low voltage is detected on
the J1850 serial communication link by the TCM for a
time exceeding 3 seconds.This may indicate a short-
to-ground exists at wire 130.
Is engine data communicated to the Scan Tool?
3 Inspect wire 130 for a possible short-to-ground. Go to Step 4 Go to Step 5
Did you find a problem?
TCM
J1 HARNESS CONNECTOR
(GRAY)
J2
J1-30 J1
J1850
PCM 130 CLASS II
or J1-30 J1850
DATA LINK
ECM
V07481.01.00
Circuit Description
Applications that employ J1850 class 2 serial communication use wire 130 to send operational information and
commands among the various control modules. Included modules would be Powertrain Control Module (PCM),
Antilock Brake System (ABS) Controller, Truck Body Controller (TBC), and Instrument Panel Cluster (IPC). Each
controller sends out a state of health (SOH) message approximately once every second. The TCM uses these SOH
messages to monitor the condition of the devices on the class 2 serial link.
• The components are powered and ignition voltage is greater than 9V and less than 18V (12V TCM) or greater
than 18V and less than 32V (24V TCM).
DTC U0032 is set when high voltage is detected on the class 2 data circuit for more than 3 seconds. This would
normally indicate a short-to-power at wire 130.
Diagnostic Aids
• If communication can be established with the Scan Tool at the OBDII connector, then the U0032 should be
shown in failure records only. This may indicate that an intermittent short-to-power was present at one time.
Refer to Appendix A—Identification of Potential Circuit Problems.
• It is not possible to communicate with J1850 with this DTC active.
• Use the J 43890 T-harness to communicate with the TCM to determine if the U0032 is still active.
• U0032 in failure records may be present along with a U1000–U1096 that is active. This would indicate that the
malfunction occurred when the ignition was ON.
• This code indicates that voltage is high at wire 130. Normally, this is an indication that a short-to-power exists
at wire 130. Inspect wire 130 for this condition.
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• When this DTC is active an engine no-start condition may exist. Class 2 messages will not be sent to enable
the fuel pump and starter.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step checks engine data.
3. This step tests for shorts or opens at wire 130.
G J
H
Pin ID
determined
PIN 31
PIN 29
PIN 32
PIN E
by Engine ECM via
OEM Deutsch/P TERMINATION
Should not
triangle 3-pin exceed 1 meter RESISTOR
connector
SHIELD
SHIELD
SHIELD
131 GREEN
129 RED
120Ω 120Ω
RESISTOR SHIELD 132 SHIELD BLACK SHIELD RESISTOR
Circuit Description
J1939 is the protocol currently used in medium duty applications to allow communication between an
electronically-controlled engine and the Allison 1000/2000/2400 Series transmission. A signal is sent over a two-
wire network harness that incorporates two 120 Ohm resistors in parallel. There are two versions of J1939
currently in use in the medium duty market. Version J1939-11, the most widely used, incorporates a third shield
wire. There is also J1939-15, which uses a two-wire connection without shielding.
Diagnostic Aids
• If communication can be established at the vehicle nine-pin connector and U0073 is listed in failure records,
this indicates an intermittent short condition was present.
• When diagnosing for intermittent shorts-to-ground, massage the wiring harness while watching the test
equipment for a change. Refer to Section 4, Wire Check Procedures.
• If an active U0073 is present, Scan Tool communication will not be possible. The cause of the active DTC must
be discovered and repaired before communication can be established with the TCM.
• A short between wires 129 and 132 within the CAN harness can cause this DTC.
• A short between wires 129 and 131 within the CAN harness can cause this DTC.
• A short to a vehicle ground and wire 129 can cause this DTC.
• A short to vehicle power and wire 132 can cause this DTC.
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal.
— A backed-out terminal.
— A damaged terminal.
— Poor terminal tension.
— A chafed wire.
— A broken wire inside the insulation.
• For proper data communications it is necessary to have two 120 Ohm resistors installed in parallel at the J1939
CAN backbone harness.
• If this DTC is present in a new vehicle, harsh shifting may occur due to adaptive function inhibit (DNA).
Test Description
The number below refers to the step number on the diagnostic table.
3. This step inspects the CAN backbone harness for shorts-to-ground or power.
5. This step checks TCM function.
G J
H
Pin ID
determined
PIN 31
PIN 29
PIN 32
PIN E
by Engine ECM via
OEM Deutsch/P TERMINATION
Should not
triangle 3-pin exceed 1 meter RESISTOR
connector
SHIELD
SHIELD
SHIELD
131 GREEN
129 RED
120Ω 120Ω
RESISTOR SHIELD 132 SHIELD BLACK SHIELD RESISTOR
Circuit Description
J1939 is the protocol currently used in medium duty applications to allow communication between an
electronically-controlled engine and the Allison 1000/2000/2400 Series transmission. A signal is sent over a two-
wire network harness that incorporates two 120 Ohm resistors in parallel. There are two versions of J1939
currently in use in the medium duty market. Version J1939-11, the most widely used, incorporates a third shield
wire. There is also J1939-15, which uses a two-wire connection without shielding.
DTC U0100 is set when the TCM detects that no engine torque or throttle messages are being received on the
Controller Area Network (CAN) backbone harness for 3 seconds or more.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
3. This step inspects the CAN backbone harness for open conditions to ground or terminal damage.
5. This step tests the CAN backbone harness for the proper resistance value.
TCM
J1 HARNESS CONNECTOR
(GRAY)
J2
J1-30 J1
ABS
J1850
PCM 130
or J1-30 TCM
ECM
IPC TBC
V07477.01.00
Circuit Description
Applications that employ J1850 class 2 serial communication use wire 130 to send operational information and
commands among the various control modules. The control modules included are the Powertrain Control Module
(PCM), Antilock Brake System Controller (ABS), Truck Body Controller (TBC) and Instrument Panel Cluster (IPC).
Each controller sends out a state of health (SOH) message approximately once every second. The TCM uses
these SOH messages to monitor the condition of the devices on the class 2 serial link.
The components are powered and ignition voltage is greater than 9V and less than 18V (12V TCM) or greater than
18V and less than 32V (24V TCM).
DTC U1000–U1096 is set when the TCM has not received a state of health (SOH) message from the Control
Module indicated for a period of time exceeding 2 seconds.
A Scan Tool may be used to clear the code from the TCM history. The TCM automatically clears the DTC from the
TCM history if the vehicle completes 40 warm-up cycles without the DTC recurring. The TCM self-clears the DTC
when the software detects a failure recovery has occurred.
Diagnostic Aids
• An intermittent open between a module and the connector node may cause this DTC to set.
• A poor connection at a module or the connector node may cause this DTC to set.
• An intermittent open in a connector node may cause this DTC to set.
• An open voltage or ground circuit to a module may cause this DTC to set.
• An internal module malfunction may cause this DTC to set.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests for proper power inputs at the indicated module.
3. This step tests for an open condition between the controller module and the connection at wire 130.
5. This step tests the module function per OEM procedures.
NOTES
NOTE: Wiring diagrams for input and output functions are shown in Appendix N.
A. Input Functions
Input functions are control signals that send vehicle data to the TCM to designate the operating state of
other vehicle systems. “Ground input” control wires activate the programmed function when the input
wire is switched to an isolated circuit ground. “Power input” control wires activate the programmed
function when the input wire is switched to 12V or 24V power. Typical input functions are:
B. Output Functions
Output function signals send data from the TCM for use in controlling the operation of non-
transmission components. As determined by programmed logic or attainment of preselected
conditions, the TCM activates the appropriate output control wire (the circuit goes from OPEN to
GROUND). This energizes a customer-supplied relay or switch to complete the external vehicle
circuit.
The output functions may be turned on and off based on the state of the input function signals and the
operating state of the transmission. Typical output functions are:
NOTES
Make the following general checks before beginning specific troubleshooting, removing the transmission, or
removing attached components.
• Are there active DTCs?
• Is the shift selector lever in N (Neutral), P (Park), or PB (Park Brake Apply) to allow starting the engine?
• Is the battery properly connected and charged?
• Is isolated battery properly connected (if used)?
• Is the fluid level correct?
• Is voltage to the TCM correct?
• Is the engine properly tuned?
• Is fuel flow to the engine correct?
• Are wheel chocks in place?
• Is air flow to the cooler and radiator unrestricted?
• Is the driveline properly connected?
• Are there signs of fluid 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 specific vehicle complaints. Some complaints involve DTCs, so all troubleshooting checks
should involve checking the system for DTCs.
VEHICLE WILL NOT START — Lever shift selector not in Select N (Neutral) and restart
ENGINE WILL NOT CRANK N (Neutral) or P (Park) or
PB (Park Brake Apply)*
CHECK TRANS LIGHT WILL NOT TCM has logged a DTC Install Scan Tool to determine if
GO OUT AT START-UP DTC is present
A. Vehicle Drives Normally Faulty CHECK TRANS light, relay, Replace relay or repair circuit
or circuit.
B. Vehicle Does Not Drive Normally Bad or no calibration in TCM Calibrate TCM via PCCS
CHECK TRANS LIGHT FLASHES Intermittent power to TCM* Check input power to the TCM and
INTERMITTENTLY correct if necessary
Faulty vehicle wiring Repair vehicle wiring
TRANSMISSION WILL NOT Engine rpm too high* Reduce engine rpm (it may be
SHIFT TO FORWARD OR necessary to reselect Neutral also,
REVERSE — STAYS IN and then D or R)
NEUTRAL
Low fluid level* Add fluid to correct level
(refer to Mechanic’s Tips for
proper dipstick calibration)
TRANSMISSION DOES Engine idle speed too high (neutral Adjust engine idle speed
NOT SHIFT PROPERLY — to range shift)* (refer to vehicle Service Manual)
ROUGH SHIFTS, SHIFTS
OCCURRING AT TOO LOW Faulty throttle sensor or circuit* See throttle sensor section for
OR TOO HIGH SPEED installation and operation
information (Appendix F)
ABNORMAL TRANSMISSION
ACTIVITIES OR RESPONSES
A. Excessive Creep in First and Engine idle speed too high* Adjust engine idle speed
Reverse Gears (refer to vehicle Service Manual)
B. Vehicle Moves Forward in C1 clutch failed or not released* Rebuild C1 clutch assembly (refer
Neutral to transmission Service Manual)
C. Vehicle Moves Backward in C3 clutch failed or not released* Rebuild C3 clutch assembly (refer
Neutral to transmission Service Manual)
SHUDDER WHEN SHIFTING Intermittent short to ground at F Repair or replace wire 229
INTO FORWARD OR REVERSE (TCC) solenoid circuit (wire 229).
RANGE Could be accompanied by a
P0743—F solenoid electrical DTC.
It is possible to have this complaint
without a DTC setting on earlier
software.*
This complaint is worse with pre-
N04 software levels due to the
different hydraulic schedule.
Reverse range is not fully attainable
due to TCC valve application
blocking C5 feed circuit. This
causes the range inhibit light to
illuminate.
OVERHEATING IN ALL RANGES Aerated fluid — incorrect fluid level* Correct fluid level, check for
defective pump (refer to Mechanic’s
Tips and transmission Service
Manual)
Excessive cooler circuit pressure Check for plugged cooler, lines too
drop small, collapsed hose, too many
elbows in circuit
DIRTY FLUID Failure to change fluid and filters Change fluid and install new filters
(refer to Mechanic’s Tips)
Excessive heat Check cooling system for
restrictions and proper capacity
C. Ranges 3, 5, R Only C3 clutch slipping, leaks at piston Inspect C3 clutch plates and piston
seals, C3 clutch plates worn* seals; replace/rebuild as necessary
(refer to transmission Service
Manual and Appendix B)
D. Range 2 Only C4 clutch slipping, leaks at piston Inspect C4 clutch plates and piston
seals, C4 clutch plates worn* seals; replace/rebuild as necessary
(refer to transmission Service
Manual and Appendix B)
E. Ranges 1, R Only C5 clutch slipping, leaks at piston Inspect C5 clutch plates and piston
seals, C5 clutch plates worn* seals; replace/rebuild as necessary
(refer to transmission Service
Manual and Appendix B)
NOTES
APPENDICES — INDEX
APPENDICES
APPENDICES
NOTES
Intermittent Diagnostic Trouble Codes (DTC) are a result of faults that are detected, logged, and then disappear,
only to recur later. If, when troubleshooting, a DTC is cleared in anticipation of it recurring and it does not, check the
items in the following list for the fault’s source.
A. Circuit Inspection
1. Intermittent power/ground problems — can cause voltage problems during TCM diagnostic checks
which can set various DTCs depending upon where the TCM 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.
The next most probable cause of an intermittent DTC is an electronic part exposed to excessive vibration,
heat, or moisture. Examples of this are:
Another cause of intermittent DTCs is good parts in an abnormal environment. The abnormal environment
will usually include excessive heat, moisture, or voltage. For example, a TCM that receives excessive
voltage will generate a diagnostic code as it senses high voltage in a circuit. The DTC may not be repeated
consistently because different circuits may have this condition on each check. The last step in finding an
intermittent DTC is to observe if the DTC is set during sudden changes in the operating environment.
Troubleshooting an intermittent DTC requires looking for common conditions that are present whenever the
DTC is diagnosed. Use the failure record information from the scan tool to identify the conditions when the
DTC was set.
APPENDIX APPENDIX
A — IDENTIFICATION OF POTENTIAL
A — DIAGNOSING CIRCUIT
INTERMITTENT DTCSPROBLEMS
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 DTC, it is easier to find the cause. If the time between DTC
occurrences is very short, troubleshooting is easier than if it is several weeks or more between DTC
occurrences.
• Repair parts for the internal wiring harness 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.
• Repair parts for the external harnesses and external harness components must be obtained
through the vehicle OEM and the OEM is responsible for warranty on these parts.
Checking main 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 specifications provided.
BOTTOM VIEW
V05742
1. All transmission fluid level and pressure checks must be made at normal operating temperatures
71–93°C (160–200°F) sump; 82–104°C (180–220°F) converter-out. Check transmission fluid level.
2. Connect a 0–2070 kPa (0–300 psi) oil pressure gauge at the main pressure tap (Figure B–1). Use
the scan tool to check engine rpm. See Table B–1 for main pressure levels.
3. Disconnect the driveshaft.
4. With brakes applied, check main pressure with the engine running at 2100 rpm and 600 rpm.
5. Continue the procedure for all ranges.
Forward (Converter) 700–1280 kPa (101–186 psi) 1515–1795 kPa (220–260 psi)
Table B–2. Modulated Main Pressure Schedule (Transmissions with Modulated Main G Solenoid)
Normal operation of the transmission requires application of two clutches to attain a forward or reverse range. A
unique combination of solenoid and shift valve actuation produces clutch application in a given range. Table C–1
lists the transmission range shifts, the clutches that are applied in each range, and the electrical state (On/Off) of
each solenoid for each range.
Table C–1. Solenoid and Clutch Table — Software Level N04 And Later
The connector information in this appendix is provided for the convenience of the servicing technician. The
connector illustration and pin identifications for connection to Allison Transmission components will be accurate.
Allison Transmission components are the TCM, speed sensors, and transmission connectors. Other kinds of
connectors for optional or customer-furnished components are provided based on typical past practice for an
Allison-designed system.
Contact your vehicle manufacturer for information on connectors not found in this appendix.
16 1
32 17
V06211
16 1
32 17
V06212
HARNESS DEVICE
T A A
L E E L T
NOTE: Letters I, O, and Q not used V03369.01.00
* Terminal number and termination points shown only apply when an Allison Transmission recommended harness
configuration and bulkhead connector are used.
D–4 Copyright© 2003 General Motors Corp.
ALLISON 1000/2000/2400 SERIES ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL
PIN A PIN B
B A
RECEPTACLE
PLUG
V05738
A C
A or H B or L
B or L C or S A or H C or S
MALE CONNECTOR FEMALE CONNECTOR
V06532
PIN 7A PIN 7G
4C
7G 7A 4A
4D PIN 7E
PIN 7D
4B
7E 7D
PLUG
V05740
PIN 12
12
PIN 11
6
11
PIN 6
PIN 7
3
PIN 3 7
PIN 1
PIN LOCATION ON
NSBU SWITCH
CONNECTOR
END VIEW
SINGLE CONNECTOR
NILES NSBU SWITCH
(P/N 29541852) V08100.00.00
D
E
C
F A B
J
G
H
9-PIN
V06481
SOL C
AB
GRAY MAIN
TRANSMISSION
CONNECTOR
SOL G
AB
A
B
C
D
E
F
PSM SOL A
GRAY 2 1
LOCKARM
SOL B 2 1
LOCKARM
SOL E
AB
SOL D
SOL F AB
GRAY
BA
GRAY
BLUE V07482.04.00
NOTES
Contents Page
List of Special Tools Required To Service 1000/2000/2400 Series Wiring Harnesses . . . . . . . . E–2
1–1. Delphi-Packard Micro Pack 100W Connectors (TCM J1 and J2, Main Transmission E–5
Connector) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1–2. Delphi-Packard Metri-Pack 150 Series Connectors — Pull-to-Seat (Speed Sensors) . . . . . . . . . E–9
1–3. Delphi-Packard Metri-Pack 150 Series Connectors — Push-to-Seat (NSBU Switch). . . . . . . . . . E–13
1–4. Internal Wiring Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–16
1–5. Delphi-Packard WeatherPack Connectors (TPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–19
1–6. Deutsch IPD/ECD (J1939 Diagnostic 9-Way Connector Link Connector). . . . . . . . . . . . . . . . . . . E–23
1–7. Deutsch DT Series Connectors (3-Way J1939 Connector) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–27
1–8. Repair of a Broken Wire with In-Line Butt Splice. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–29
1–9. List of 1000 Series™/2000 Series™/2400 Series™ Connector Parts. . . . . . . . . . . . . . . . . . . . . . E–31
NOTE: Allison Transmission is providing for service of wiring harnesses and wiring harness
components as follows:
• Repair parts for the internal wiring harness 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.
• Repair parts for the external harnesses and external harness components must be obtained
through the vehicle OEM and the OEM is responsible for warranty on these parts.
RETAINER
CONNECTOR
TYPICAL WIRE
SEAL
LOCKTAB (SECURES
RETAINER)
TERMINAL LOCKING
FINGER
LOCKING POST
STRAIN RELIEF
LOCKTABS
CAVITY PLUG
Lock terminal
here
SOCKET TERMINAL
WIRE
J 39227
REMOVAL
TOOL
MATING CONNECTOR
WITH FEMALE (SOCKET)
TEMINALS
SECONDARY LOCK
VIEW A
LOCKING
FINGERS WIRE
WIRE SEAL
VIEW A
CAVITY PLUG
CONDUIT CLIP
SOCKET
TERMINAL
WIRE
Required Tools
Crimping Tool J 42215
Remover Tool J 39227
Use Description Manufacturers P/N
Main Transmission Connector Connector, 20F MIC/P 100W Gray 12160280
Lock, Secondary 20F Green 12160494
Terminal, Socket 100W 12084912
Cavity Plug, 100W 12129557
Conduit Clip, 13mm Black 12176394
B. Terminal Removal
1. TCM Harness Connectors (Figure E–1A)
a. Use a small-bladed screwdriver to gently release the locktabs at the splitline of the strain relief.
b. Spread the strain relief open.
c. Remove the retainer from the connector by using a small-bladed screwdriver to depress the
locktabs on the side of the connector.
d. Remove a selected terminal by pushing forward on the wire or by lifting the locking finger and
pulling the wire and terminal rearward out of the connector.
2. Main Transmission Connectors (Figure E–1B)
a. Use a small bladed screw driver to gently release the locktabs at the split line of the conduit
clamp.
b. Remove conduit clamp.
c. Use a small-bladed screw driver to gently release the locktab remove the lock assembly.
d. Remove a selected terminal by pushing forward on the wire or by lifting the locking finger and
pulling the wire and terminal rearward out of the connector.
C. Terminal Crimping
1. Carefully strip 5.0 mm ±0.5 mm (0.20 ±0.02 inch) of insulation from the end of the wire.
2. Insert the new terminal to be crimped in the J 42215 crimping tool. There is a spring-loaded
terminal positioner at the front of the tool to hold the terminal in place. Squeeze the crimper
handles for a few clicks to start the crimping process but leave room to insert the wire end.
3. Insert the bare wire end into the terminal. Squeeze the crimper handles to complete the crimping
process and until the crimper handles open when released to remove the terminal/wire from the
tool.
NOTE: All terminals must be properly positioned to install the retainer in Step (5c).
c. Install the retainer on the connector body to lock the terminals in position. Pull gently on the wire
to be sure that the terminal is fully seated. Install cavity plugs as needed.
d. Position the conduit inside the strain relief and snap the strain relief halves together.
NOTES
CONNECTOR
Remove in J 35689-A
this direction
Seat in
WIRE AND this direction
TERMINAL
VIEW A
WIRE SIDE
18-16
22-20
E
C
A
J 38125-7
D
TERMINAL
B
VIEW B
Push lock to insert
terminal end
J 35123
WIRE SIDE
TERMINAL HOLDER
18-16
22-20
VIEW C V05744
Required Tools
Crimping Tool J 38125-7
Wire Crimp Anvil “E”
Insulation Crimp Anvil “C”
Alternate Crimping Tool J 35123
Remover Tool J 35689-A
Automatic Wire Stripper J 35615
Use Description Manufacturers P/N
Engine Speed (Ne) Sensor Connector 12162193
Terminal 12103881
Turbine Speed (Nt) Sensor Connector 12162193
Terminal 12103881
Output Speed (No) Sensor Connector 12162193
Terminal 12103881
B. Terminal Removal
1. Insert the needle end of terminal remover J 35689-A into the small notch between the connector
and the terminal to be removed (Figure E–2, 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 the 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 a terminal is to be replaced, cut the terminal between the core and the insulation crimp to
minimize wire loss.
NOTES
Install in
this direction
SECONDARY LOCK
Remove in
this direction
B
A
C
J 35689-A
VIEW A
WIRE SIDE
E
C
A
J 38125-7
18-16
22-20
D
B
VIEW B TERMINAL
Push lock to
insert terminal
end
J 35123
WIRE SIDE
TERMINAL
HOLDER
18-16
22-20
VIEW C V05745
Figure E–3. Delphi-Packard Metri-Pack 150 Series Connectors — Push-to-Seat (NSBU Switch)
Required Tools
Crimping Tool J 38125–7
Wire Crimp Anvil “E”
Insulation Crimp Anvil “C”
Alternate Crimping Tool J 35123
Remover Tool J 35689–A
Automatic Wire Stripper J 35615
Use Description Manufacturers P/N
NSBU Switch 4 Way Tower Connector 12191757
Wire Type Seal, Dk Red 12048086
150f Terminal 12048074
B. Terminal Removal
C. Terminal Crimping
1. Carefully strip 4.5 mm ±0.5 mm (0.18 ±0.02 inch) of insulation from the end of the wire. Unless the
insulation crimp is overtight, Automatic Wire Stripper J 35615 will remove the insulation and crimp
from an old terminal without damaging the wire.
2. Place the core crimp portion of the terminal on the bed of anvil “E” and squeeze the crimper
enough to keep the terminal from dropping (Figure E–3, View B).
3. Position the wire core in the 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. 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 the insulation crimp of the 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.
NOTES
V06482.01.00
WIRE SEAL
CONNECTOR
TERMINAL SECONDARY LOCK
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
5
3
1
J 38125-6
3
1
4
2
4
2
VIEW E
V01689
Required Tools
Crimping Tool J 38125-6
Wire Crimp Anvil “2”
Insulation Crimp Anvil “5”
Alternate Crimping Tool J 35606 or J 38852
Remover Tool J 38125-10
Use Description Manufacturers P/N
Throttle Position Sensor (TPS) Connector 12015793
Terminal 12089040
Wire Seal 12089444
B. Terminal Removal
1. Unlatch and open the secondary lock on the connector (Figure E–5A, View A).
2. From 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 the back of the connector (Figure E–5A, View B).
3. If a terminal is to be replaced, cut the terminal between the core and the insulation crimp to
minimize wire loss.
NOTE: Two special tools are available for this operation — tool J 38125-6 (Paragraph C) and tool J 35606
or J 38852 (Paragraph D).
NOTES
9-PIN RECEPTACLE
PIN REMOVER
J 34513
WIRES
VIEW C
CONNECTOR
RECEPTACLE
REMOVER
J 34513
REMOVER
J 38582-3 VIEW A
J 34182 CRIMPER
TERMINAL EXTRACTOR / INSERTER
J 41194 TO ROT
ISE A
RA
TE
SOCKET TERMINAL
LOCKING RING
;;
;
CAVITY PLUG DEPTH ADJUSTMENT SCREW
VIEW B
V05748
Required Tools
Crimping Tool J 34182
Extractor/Inserter Tool J 41194 (18 GA ECD Bulkhead)
Remover Tool Set J 34513
Remover Tool (DDR Connector) J 38582-3 (12–14 GA)
Use Description Manufacturers P/N
J1939 Diag Link (9-Way DDR) 9-Way Receptacle HD10-9-1939P
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.
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.
NOTES
WEDGELOCK
CONNECTOR SEAL
CONNECTOR
STANDARD SOCKET
TERMINAL
J 34182 CRIMPER
TO ROT
ISE A
RA
TE
SEL
NO.
LOCKING RING ;;
;;
DEPTH ADJUSTMENT SCREW
V03424
Required Tools
Crimping Tool J 34182
Use Description Manufacturers P/N
J1939 Interface Connector, Plug, 3-Way DT06-3S-E008
Wedgelock, Plug W3S-1939
Contact, Socket (Standard) 3662-204-1690
Contact, Socket (Extended) 0462-221-1631
Cable, J1939 Databus 23-000-13
D. Terminal Insertion
1. Insert the terminal and attached wire into the back of the connector.
2. Push on the terminal and wire until the terminal clicks into position. Check the front of the
connector to see that the terminal is at the same height as other terminals. Pull gently on the wire
to be sure that the terminal is fully seated.
3. Insert the wedge lock to hold the terminals in place. Slide the sealing plug back into place at the
rear of the connector.
4. Slide the shrink tubing over the raised area at the rear of the connector. Use a heat gun to shrink
the tubing into position over the connector and cable.
NOTE: Before repairing or replacing wiring harness, sensor, solenoid, switch, or TCM 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 the trouble recurs after starting the vehicle, follow the repair procedures for the trouble code or
complaint.
4. If the trouble does not recur, or if the appropriate 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 (Figure E–8)
NOTE: 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.
J 38125-8
F
G
V01694
RMR 12089444 SEAL, WIRE TYPE, SILICONE DELPHI-PACKARD 1-PC/COMP J1 12089444 12089444 SEAL, WIRE TYPE, SILICONE
E–32
MATING
CONNECTOR MFG. P/N PART NAME MANUFACTURER CONFIG MFG. P/N MATING PART NAME
P/N
BLKHD PGS 29514041 HOUSING, BACKSHELL, 24/19 DEUTSCH COMP J1 29514041 HOUSING, BACKSHELL, 24/19
BLKHD PGS 29514042 FOLLOWER, BACKSHELL, 24/19 DEUTSCH COMP J1 29514042 FOLLOWER, BACKSHELL, 24/19
BLKHD PGS 29514043 GROMMET, BACKSHELL #24 DEUTSCH COMP J1 29514043 GROMMET, BACKSHELL, #24
E–33
ALLISON 1000/2000/2400 SERIES ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL
NOTES
A. Description of Operation
1. To properly communicate throttle position to the TCM, the throttle position sensor must convert
mechanical movement to an electrical form the TCM can understand. To accomplish this, contacts
move across a resistive strip inside the sensor which translates position into voltage (Figure F–1).
CONTACTS
RESISTIVE STRIP
V00656.01
2. Each position gives a different voltage. The TCM then converts this voltage into throttle percent.
Each millimeter of travel converts to approximately 0.110 volts. Figure F–2 diagrams the voltage
and throttle movement relationship.
V05746.00.01
3. Throttle percent is proportional to the amount of travel of the throttle position sensor. Therefore
a small amount of travel corresponds to a low throttle percentage, and a large amount of travel cor-
responds to a high throttle percentage (Table F–1, Page F–3).
4. The throttle position sensor is self-calibrating within its normal range of operation. Each time the
vehicle is started and the TCM is initialized, the idle position that is stored for closed throttle is in-
creased from its previous lowest reading. Also, the wide open throttle position is reduced from its
previous highest reading. Once the new position is read from the TPS, the idle and wide open
throttle set points are continuously readjusted to the lowest and highest points, respectively. This
compensates for fuel control system wear or previous mechanical adjustment. One area of partic-
ular concern is when the throttle sensor extends into the error zone. This indicates a TPS misad-
justment to the TCM, and 100 percent throttle is assumed until readjustment is performed. Simply
clearing the DTC will not resolve the situation; use the Scan Tool to reset the TPS calibrations after
a TPS adjustment.
mm Volts mm Volts
0 0 24 2.634
1 0.110 25 2.744
2 0.220 26 2.854
3 0.329 27 2.964
4 0.439 28 3.073
5 0.549 29 3.183
6 0.659 30 3.293
7 0.768 31 3.403
8 0.878 32 3.512
9 0.988 33 3.622
10 1.098 34 3.732
11 1.207 35 3.842
12 1.317 36 3.951
13 1.427 37 4.061
14 1.537 38 4.171
15 1.646 39 4.281
16 1.756 40 4.390
17 1.866 41 4.500
18 1.976 42 4.610
19 2.085 43 4.720
20 2.195 44 4.829
21 2.305 45 4.939
22 2.415 46 5.049
23 2.524
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 Fuel control must not move
the throttle sensor beyond R 152.0 mm (6.00 in.) MIN
FOR CONNECTION
the closed throttle position ALLOWANCE RADIUS
REMOVAL
at any time.
FULLY EXTENDED
FORCE REQUIRED FULLY
26.7 N (6.0 LB) MAX RETRACTED
1. Disconnect the wiring harness connectors at the transmission control module (TCM).
2. Disconnect the positive and negative battery connections, and any electronic control ground wires con-
nected to the frame or chassis.
3. Cover electronic control components and wiring to protect them from hot sparks, etc.
4. Do not connect welding cables to electronic control components.
Do not jump start a vehicle with arc welding equipment. Arc welding
WARNING! equipment’s dangerously high currents and voltages cannot be reduced to safe
levels.
NOTES
A TRIM Selector D N R
PRESSURE Valve
MAIN
PRESSURE CONV – OUT
TAP C1
MAIN
C1
TCC SIGNAL Clutch
Valve
IDLE COOLING MAIN
MAIN TO OVERAGE VALVE C2
LEAKAGE
EXHAUST Control
Main
Filter
Control
Main Control PSC
Main Valve Main Relief
Regulator Valve
Valve C3
PSE C5
OVERAGE TCC C
Shift PSD
CONV – OUT TO COOLER Valve E Shift
Converter Valve
Relief
Valve OVERAGE D Shift
Charging Valve
Pump Exhaust
CONV – IN Backfill
TCC SIGNAL Valve
SUMP Cooler
LUBE Converter
Flow PSR
Valve
Lube Blocked At
Regulator Separator Plate For MAIN PRESSURE EXHAUST BACKFILL
Valve Modulated Main Pressure CONTROL MAIN PRESSURE SUCTION
CONVERTER–IN/OVERAGE A TRIM SIGNAL
Main Filter CONVERTER–OUT REVERSE SIGNAL
TORQUE CONVERTER CLUTCH (TCC) C5
LUBRICATION/COOLER A TRIM PRESSURE
EXHAUST
V06914.03.00
HYDRAULIC SCHEMATIC – REVERSE (PRIOR TO, AND INCLUDING, NO4* SOFTWARE WITH THROTTLE APPLIED)
1000 SERIES™, 2000 SERIES™, 2400 SERIES™ G Solenoid Added–3rd Quarter 2003
A TRIM Selector D N R
PRESSURE Valve
MAIN
PRESSURE CONV – OUT
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN C2
EXHAUST Control
Main
Filter
Control
Main Control PSC
Main Valve Main Relief
Regulator Valve
Valve C3
PSE C5
OVERAGE TCC C
Shift PSD
CONV – OUT TO COOLER Valve E Shift
Converter Valve
Relief
Valve OVERAGE D Shift
Charging Valve
Pump Exhaust
CONV – IN Backfill
TCC SIGNAL Valve
SUMP Cooler
LUBE Converter
Flow PSR
Valve
Lube Blocked At
Regulator Separator Plate For MAIN PRESSURE SUCTION
Valve Modulated Main Pressure CONTROL MAIN PRESSURE A TRIM SIGNAL
CONVERTER–IN/OVERAGE B TRIM SIGNAL
Main Filter CONVERTER–OUT REVERSE SIGNAL
TORQUE CONVERTER CLUTCH (TCC) C3
LUBRICATION/COOLER C5
EXHAUST A TRIM PRESSURE
*EFFECTIVE JANUARY 1, 2001 EXHAUST BACKFILL B TRIM PRESSURE V04755.03.00
HYDRAULIC SCHEMATIC – REVERSE – CLOSED THROTTLE (WITH NO4* SOFTWARE AND LATER)
1000 SERIES™, 2000 SERIES™, 2400 SERIES™ G Solenoid Added–3rd Quarter 2003
PRE-BLOCK 1 G Solenoid Lowers Main Pressure
GAIN VALVE And Increases Cooler Flow
AND A TRIM When Energized (Typically at
N/C A Trim Accumulator B Trim Accumulator
SOLENOID Solenoid Solenoid Low Throttle, Low Speed)
W/O SPRING
B (Shown Energized)
N/C Solenoid N/O
F Trim Filter C Shift D Shift E Shift G Mod Main
Solenoid Solenoid Solenoid Solenoid Solenoid
A TRIM Selector D N R
PRESSURE Valve
MAIN
PRESSURE CONV – OUT
TAP C1
MAIN
C1
TCC SIGNAL Clutch
Valve
IDLE COOLING MAIN
MAIN TO OVERAGE VALVE C2
LEAKAGE
EXHAUST Control
Main
Filter
Control
Main Control PSC
Main Valve Main Relief
Regulator Valve
Valve C3
PSE C5
OVERAGE TCC C
Shift PSD
CONV – OUT TO COOLER Valve E Shift
Converter Valve
Relief
Valve OVERAGE D Shift
Charging Valve
Pump Exhaust
CONV – IN Backfill
TCC SIGNAL Valve
SUMP Cooler
LUBE Converter
Flow PSR
Valve
Lube
Regulator Blocked At MAIN PRESSURE SUCTION
Valve Separator Plate For CONTROL MAIN PRESSURE A TRIM SIGNAL
Modulated Main Pressure
CONVERTER–IN/OVERAGE B TRIM SIGNAL
Main Filter CONVERTER–OUT C3
TORQUE CONVERTER CLUTCH (TCC) C5
LUBRICATION/COOLER A TRIM PRESSURE
EXHAUST B TRIM PRESSURE
*EFFECTIVE JANUARY 1, 2001 EXHAUST BACKFILL V06874.03.00
Figure H–3. Hydraulic Schematic — Reverse (Software Level N04 And Later)
A TRIM Selector D N R
PRESSURE Valve
MAIN
PRESSURE CONV – OUT
TAP C1
MAIN
C1
TCC SIGNAL Clutch
Valve
IDLE COOLING MAIN
MAIN TO OVERAGE VALVE C2
LEAKAGE
EXHAUST Control
Main
Filter
Control
Main Control PSC
Main Valve Main Relief
Regulator Valve
Valve C3
PSE C5
OVERAGE TCC C
Shift PSD
CONV – OUT TO COOLER Valve E Shift
Converter Valve
Relief
Valve OVERAGE D Shift
Charging Valve
Pump Exhaust
CONV – IN Backfill
TCC SIGNAL Valve
SUMP Cooler
LUBE Converter
Flow PSR
Valve
Lube
Regulator Blocked At MAIN PRESSURE EXHAUST BACKFILL
Valve Separator Plate For CONTROL MAIN PRESSURE SUCTION
Modulated Main Pressure
CONVERTER–IN/OVERAGE A TRIM SIGNAL
Main Filter CONVERTER–OUT REVERSE SIGNAL
TORQUE CONVERTER CLUTCH (TCC) C1
LUBRICATION/COOLER C5
EXHAUST A TRIM PRESSURE
V06915.03.00
A TRIM Selector D N R
PRESSURE Valve
MAIN
PRESSURE CONV – OUT
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN C2
EXHAUST Control
Main
Filter
Control
Main Control PSC
Main Valve Main Relief
Regulator Valve
Valve C3
PSE C5
OVERAGE TCC C
Shift PSD
CONV – OUT TO COOLER Valve E Shift
Converter Valve
Relief
Valve OVERAGE D Shift
Charging Valve
Pump Exhaust
CONV – IN Backfill
TCC SIGNAL Valve
SUMP Cooler
LUBE Converter
Flow PSR
Valve
Lube Blocked At
Regulator Separator Plate For MAIN PRESSURE EXHAUST BACKFILL
Valve Modulated Main Pressure CONTROL MAIN PRESSURE SUCTION
CONVERTER–IN/OVERAGE A TRIM SIGNAL
Main Filter CONVERTER–OUT B TRIM SIGNAL
TORQUE CONVERTER CLUTCH (TCC) REVERSE SIGNAL
LUBRICATION/COOLER C2
EXHAUST C3
A TRIM PRESSURE V06919.03.00
A TRIM Selector D N R
PRESSURE Valve
MAIN
PRESSURE CONV – OUT
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN C2
EXHAUST Control
Main
Filter
Control
Main Control PSC
Main Valve Main Relief
Regulator Valve
Valve C3
PSE C5
OVERAGE TCC C
Shift PSD
CONV – OUT TO COOLER Valve E Shift
Converter Valve
Relief
Valve OVERAGE D Shift
Charging Valve
Pump Exhaust
CONV – IN Backfill
TCC SIGNAL Valve
SUMP Cooler
LUBE Converter
Flow PSR
Valve
Lube
Regulator Blocked At MAIN PRESSURE EXHAUST BACKFILL
Valve Separator Plate For CONTROL MAIN PRESSURE SUCTION
Modulated Main Pressure
CONVERTER–IN/OVERAGE A TRIM SIGNAL
Main Filter CONVERTER–OUT REVERSE SIGNAL
TORQUE CONVERTER CLUTCH (TCC) C1
LUBRICATION/COOLER C3
EXHAUST A TRIM PRESSURE
V06917.03.00
A TRIM Selector D N R
PRESSURE Valve
MAIN
PRESSURE CONV – OUT
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN C2
EXHAUST Control
Main
Filter
Control
Main Control PSC
Main Valve Main Relief
Regulator Valve
Valve C3
PSE C5
OVERAGE TCC C
Shift PSD
CONV – OUT TO COOLER Valve E Shift
Converter Valve
Relief
Valve OVERAGE D Shift
Charging Valve
Pump Exhaust
CONV – IN Backfill
TCC SIGNAL Valve
SUMP Cooler
LUBE Converter
Flow PSR
Valve
Lube Blocked At
Regulator Separator Plate For MAIN PRESSURE EXHAUST BACKFILL
Valve Modulated Main Pressure CONTROL MAIN PRESSURE SUCTION
CONVERTER–IN/OVERAGE B TRIM SIGNAL
Main Filter CONVERTER–OUT REVERSE SIGNAL
TORQUE CONVERTER CLUTCH (TCC) C1
LUBRICATION/COOLER C2
EXHAUST B TRIM PRESSURE
V06918.03.00
A TRIM Selector D N R
PRESSURE Valve
MAIN
PRESSURE CONV – OUT
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN C2
EXHAUST Control
Main
Filter
Control
Main Control PSC
Main Valve Main Relief
Regulator Valve
Valve C3
PSE C5
OVERAGE TCC C
Shift PSD
CONV – OUT TO COOLER Valve E Shift
Converter Valve
Relief
Valve OVERAGE D Shift
Charging Valve
Pump Exhaust
CONV – IN Backfill
TCC SIGNAL Valve
SUMP Cooler
LUBE Converter
Flow PSR
Valve
Lube Blocked At
Regulator Separator Plate For MAIN PRESSURE EXHAUST BACKFILL
Valve Modulated Main Pressure CONTROL MAIN PRESSURE SUCTION
CONVERTER–IN/OVERAGE A TRIM SIGNAL
Main Filter CONVERTER–OUT B TRIM SIGNAL
TORQUE CONVERTER CLUTCH (TCC) REVERSE SIGNAL
LUBRICATION/COOLER C2
EXHAUST C3
A TRIM PRESSURE V06919.03.00
A TRIM Selector D N R
PRESSURE Valve
MAIN
PRESSURE CONV – OUT
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN C2
EXHAUST Control
Main
Filter
Control
Main Control PSC
Main Valve Main Relief
Regulator Valve
Valve C3
PSE C5
OVERAGE TCC C
Shift PSD
CONV – OUT TO COOLER Valve E Shift
Converter Valve
Relief
Valve OVERAGE D Shift
Charging Valve
Pump Exhaust
CONV – IN Backfill
TCC SIGNAL Valve
SUMP Cooler
LUBE Converter
Flow PSR
Valve
Lube Blocked At
Regulator Separator Plate For MAIN PRESSURE EXHAUST BACKFILL
Valve Modulated Main Pressure CONTROL MAIN PRESSURE SUCTION
CONVERTER–IN/OVERAGE A TRIM SIGNAL
Main Filter CONVERTER–OUT REVERSE SIGNAL
TORQUE CONVERTER CLUTCH (TCC) C1
LUBRICATION/COOLER C3
EXHAUST A TRIM PRESSURE
V07738.03.00
HYDRAULIC SCHEMATIC – HYDRAULIC DEFAULT REVERSE ("LIMP HOME") G Solenoid Added–3rd Quarter 2003
1000 SERIES™, 2000 SERIES™, 2400 SERIES™ G Solenoid Lowers Main Pressure
PRE-BLOCK 1
And Increases Cooler Flow
GAIN VALVE When Energized (Typically at
AND A TRIM Low Throttle, Low Speed)
N/C A Trim Accumulator B Trim Accumulator
SOLENOID Solenoid Solenoid
W/O SPRING (Shown De-energized)
B
N/C Solenoid N/O
F Trim Filter C Shift D Shift E Shift G Mod Main
Solenoid Solenoid Solenoid Solenoid Solenoid
A TRIM Selector D N R
PRESSURE Valve
MAIN
PRESSURE CONV – OUT
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN C2
EXHAUST Control
Main
Filter
Control
Main Control PSC
Main Valve Main Relief
Regulator Valve
Valve C3
PSE C5
OVERAGE TCC C
Shift PSD
CONV – OUT TO COOLER Valve E Shift
Converter Valve
Relief
Valve OVERAGE D Shift
Charging Valve
Pump Exhaust
CONV – IN Backfill
TCC SIGNAL Valve
SUMP Cooler
LUBE Converter
Flow PSR
Valve
Lube Blocked At
Regulator Separator Plate For MAIN PRESSURE SUCTION
Valve Modulated Main Pressure CONTROL MAIN PRESSURE A TRIM SIGNAL
CONVERTER–IN/OVERAGE B TRIM SIGNAL
Main Filter CONVERTER–OUT C3
TORQUE CONVERTER CLUTCH (TCC) C5
LUBRICATION/COOLER A TRIM PRESSURE
EXHAUST B TRIM PRESSURE
*EFFECTIVE JANUARY 1, 2001 EXHAUST BACKFILL V07739.03.00
4
YELLOW 206 B
4D
YELLOW
L = LOGIC GROUND BLUE REVERSE AND PARK
BLUE 205 A BLUE ACCESSORY FEED
ENGINE SAE STD 9-PIN 5 4A
INTERFACE DIAGNOSTIC CONNECTOR GREEN 220 GREEN
A = ANALOG GROUND 7 7D
9 7A TAN
PARK ACCESSORY
D = DIGITAL GROUND ORANGE 10 AWG ORANGE
1 7G
12
YELLOW 10 AWG 7E
YELLOW
PINK PINK
10 7F
11
BLUE 7C
BLUE
TAN
2 7B
3 V07485.01.01
G J
H
Pin ID
determined
PIN 31
PIN 29
PIN 32
PIN E
by Engine ECM via
OEM Deutsch/P TERMINATION
Should not
triangle 3-pin exceed 1 meter RESISTOR
connector
SHIELD
SHIELD
SHIELD
131 GREEN
129 RED
120Ω 120Ω
RESISTOR SHIELD 132 SHIELD BLACK SHIELD RESISTOR
NOTES
42
MAX
NOM
37
MIN
22
17
F Solenoid
12
A and B Solenoids
7
2
0 40 80 120
RESISTANCE – TEMPERATURE
CHARACTERISTIC CHART
1000000
100000
1000
Nominal Resistance
100
10
1
-45 -30 -15 0 15 30 45 60 75 90 105 120 135 150
Temperature (C)
-49 -22 5 32 59 86 113 140 167 194 221 248 275 302
Temperature (F)
V05749
Figure K–2. Transmission Fluid Temperature Sensor Resistance vs. Sump Temperature Graph
NOTE: Look carefully at the graph. The scale for the resistance (on the left side) is not constant (linear).
It is logarithmic which means it can display a great range of values within a small space. Each
section of the graph is ten units, but the units vary from 1 to 100 000 Ohms.
Table K–2. Transmission Fluid Temperature Sensor Resistance vs. Temperature (cont’d)
Temperature Temperature Minimum Resistance Nominal Resistance Maximum Resistance
(°C) (°F) (Ω) (Ω) (Ω)
10 50 5458 5623 5787
15 59 4291 4413 4536
20 68 3398 3490 3582
25 77 2710 2779 2849
30 86 2173 2228 2282
35 95 1754 1797 1840
40 104 1424 1459 1493
45 113 1163 1191 1218
50 122 955.0 977.1 999.2
55 131 788.6 806.5 824.5
60 140 654.7 669.3 683.9
65 149 546.3 558.3 570.2
70 158 458.1 467.9 477.8
75 167 385.9 394.1 402.2
80 176 326.6 333.3 340.1
85 185 277.5 283.2 288.9
90 194 236.5 241.6 246.7
95 203 202.4 206.9 211.5
100 212 173.8 177.9 182.0
105 221 149.8 153.6 157.3
110 230 129.7 133.0 136.4
115 239 112.6 115.6 118.7
120 248 98.17 100.88 103.6
125 257 85.87 88.29 90.71
130 266 75.35 77.52 79.69
135 275 66.34 68.27 70.21
140 284 58.58 60.31 62.04
145 293 51.88 53.42 54.97
150 302 46.08 47.46 48.84
155 311 41.04 42.27 43.50
160 320 36.65 37.74 38.84
4000
OHMS 3500
3000
2500
Max Ohms
2000 Nominal Ohms
Min Ohms
1500
–25 0 25 50 75 100 125 150
TEMPERATURE (°C)
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.
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 reacts 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.
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
NOTE: If false speed signals were present at the previous shutdown, the TCM might still be “ON” even
though the ignition is “OFF”. The Allison DOC™ diagnostic tool is powered by ignition power
so the ignition must be “ON” to use the Allison DOC™ to read the speed signals.
NOTE: Instructions for using the Allison DOC™ Diagnostic Tool when performing 1000/2000/2400 Series
On-Highway transmission electronic controls diagnostics, are included in Appendix M. Refer to
the Allison DOC™ for PC User Guide GN3433EN for complete Allison DOC™ instructions.
1. INTRODUCTION
The Allison Diagnostic Optimized Connection for PC™ tool (Allison DOC™ for PC) is a diagnostic system
designed for use with Allison’s 1000/2000/2400 Series™ transmissions. This PC-based diagnostic program is
capable of reading from a 1000/2000/2400 Series™ Transmission Control Module (TCM) using J1939/J1850
communication protocols.
Allison DOC™ for PC performs the following:
• Monitors 1000/2000/2400 Series™ Transmission Control Module (TCM) data
• Displays multiple transmission parameters.
• Displays a graphical instrument panel with analog and digital gauges.
• Displays a graphical strip chart.
• Records and plays back diagnostic sessions.
• Prints diagnostic reports.
• Reprograms selected TCM settings (requires completion of ATD training).
Allison DOC™ for PC provides the following features:
• A Microsoft Windows®/PC look and feel.
• Security measures to control reprogramming TCM parameters.
• Integrated Help.
• Diagnostic Trouble Code information with a direct link to the 1000/2000/2400 Series™ Troubleshooting
Manual.
• A demo mode using prerecorded data.
• SmartConnect for detecting the PC-to-vehicle translation device.
• Allison DOC™ for PC is compliant with applicable TMC Recommended Practices, GM Online Standards,
SAE Standards, and CE Standards.
• Allison DOC™ for PC is RP1210A compliant.
To avoid personal injury, the vehicle operator must not use or read the
WARNING! diagnostic tool while the vehicle is moving. Doing so may result in loss of
vehicle control, which may cause personal injury and vehicle damage.
WARNING! Personnel other than the vehicle operator must use the diagnostic tool.
The vehicle operator must maintain control of the vehicle while an assistant
WARNING! performs the diagnostic evaluations.
NOTE: Allison DOC™ for PC users are assumed to have a basic working knowledge of the Microsoft
Windows 95®/98®/NT/XP® Operating System(s) and Adobe® Acrobat ® Reader®.
Trademark Information
• Windows 95®, Windows 98®, Windows ME®, Windows 2000®, Windows NT®, Windows Explorer®,
XP® Professional and Windows Media Player® are registered trademarks of Microsoft Corporation
• Adobe® Acrobat® is a registered trademark of Adobe Corporation
• Pentium® and Pentium II® are registered trademarks of Intel Corporation
• MPSI MagiKey® and MPSI PDM® are registered trademarks of NEXIQ Technologies Incorporated
• Dearborn Group Dearborn Protocol Adapter (DPA) II® and Dearborn In-line Adapter II® are registered
trademarks of Dearborn Group Technology
• Allison Diagnostic Optimized Connection™ and Allison DOC™ for PC are trademarks of General Motors
Corporation
• 1000 Series™, 2000 Series™, and 2400 Series™ are trademarks of General Motors Corporation
• SPX J1850® is a registered trademark of SPX Corporation
• InstallShield® is a registered trademark of InstallShield Software Corporation
To avoid personal injury, the vehicle operator must not use or read the
WARNING! diagnostic tool while the vehicle is moving. Doing so may result in loss of
vehicle control, which may cause personal injury and property damage.
NOTE: Contact your nearest Allison Distributor for additional Allison DOC™ for PC training. Allison
distributors are listed on the Allison website at www.allisontransmission.com.
a. Status Bar
The status bar provides information about the connection between Allison DOC™ for PC and the TCM. It is located
in the upper portion of the main Allison DOC™ for PC window. The fields in the primary status bar are not labeled,
but their content adequately indicates their purpose.
(Connection)
Describes the connection between Allison DOC™ for PC and an TCM. Descriptions are:
• Connected—Allison DOC™ for PC is actively connected to an TCM and receiving live data.
• Off-Line—The connection between Allison DOC™ for PC and TCM is not live and no data is being received.
• Playback—The displayed data is part of a snapshot and is not current.
• Demo—Displayed data is part of the demo program.
(Active Code)
Indicates the presence of an active Trouble Code. Indicators are:
• Active Codes
• No Active Codes
b. Menus
The menu bar at the top of the Allison DOC™ for PC window, above the Primary Status bar, displays the following
drop-down menus:
File
• Run
• Print—displays the Print Report window
• Exit—exits the Allison DOC™ for PC program
TCM Interface
• Connect/Disconnect—displays the Connect/Disconnect window
Diagnostic
• Trouble Code—displays the Trouble Code window
• Performance Complaint—displays the Performance Complaint window
• Data Monitor—displays the Data Monitor window
• TCM/Calibration Information—displays the TCM/Calibration Information window
• Custom Data Monitor—displays the Custom Data Monitor data selection window
• Graphics Monitor—displays the Graphics Monitor window
• Strip Chart—displays the Select the Data to Graph on the Strip Chart window
• Data Bus Viewer—displays the data stream being sent to Allison DOC™ for PC from the TCM.
Action Request
• Clutch Test Enabled—enables the Clutch Test
• C Solenoid Test
• Reset Adapted Shifts
• Reset Throttle Calibrations—resets TPS calibration
• Engineering Calculations—provides means to calculate converter speed ratio, vehicle speed, and acceleration
in g’s
Snapshots
• Record
• Record Options—displays the recording options window
• Stop Recording—halts recording
• Add Bookmark—displays the bookmark window
Playback
• Open Playback File—displays the Open window and the content of the Log folder.
• Play—plays a recorded data file.
• Rewind—starts the playback at the beginning.
• Stop—stops a playback.
• Fast Forward—plays a recorded data file at four times the normal speed.
• Continuous—plays a recorded data file continuously, a looped playback.
• Email—displays the Compose Email window.
Options
• Application Configuration—displays the Application Configuration tabs.
Help
• Help Topics—displays the Help Topics window.
• Demo—displays the Choose Demo window.
• 1000/2000/2400 Series™ Troubleshooting Manual—activates the Adobe® Acrobat reader to display the 1000/
2000/2400 Series™ Troubleshooting Manual.
• Access to ATD Website —connects to the ATD website, www.allisontransmission.com. Requires Internet con-
nection and login ID and Password to access the extranet.
• Video-based Training Materials
— 1K2K NSBU Switch
— 1K2K Internal Wiring Harness
— 1K2K Electronic Controls
— 1K2K Breakout Box
— Circuit Checks
— Circuit Basics
— Allison DOC™ Training Videos
• Hydro Schematics—displays hydraulic schematics
• ATD Calc—displays the Application Engineering Installation Design Calculations window
— Multiple-Joint Driveline Analysis
— Oil-to-Water (OTW) Cooling Analysis
— Oil-to-Air (OTA) Cooing Analysis
— OTW and OTA Combination Cooling Analysis
— Hose and Fitting Pressure Drop Analysis
• About Allison Transmission Diagnostic (Scan) Tool
F1–Help
Accesses the Help system
F2–File
• Print
• Exit
F3–Diagnostic
• Trouble Code
• Performance Complaints
• Data Monitor
• TCM/Calibration Information
• Custom Data Monitor
• Graphics Monitor
• Strip Chart
• Data Bus Viewer
F4–Snapshot
Start or stop recording snapshots.
F5–Connect
Establish or break the connection between Allison DOC™ for PC and the TCM.
F6–Fire Trigger
Inserts a “bookmark” in the data stream during a recording session. Bookmarks are sequentially numbered by the
system when F6–Fire Trigger is used.
F7–Stop Recording
Stops a snapshot recording
Accelerator keys—On screen buttons have shortcuts known as accelerator keys. An underlined character in the
button text identifies the button’s accelerator keyboard key. Pressing the accelerator key activates the function
associated with the button. For example, on the button below, the P keyboard key is the accelerator key. Drop-
down menu items accelerator keys require pressing ALT before pressing the accelerator key. After pressing the
ALT/ACCELERATOR KEY combination that menu displays.
When this button is visible, and you press the P key, you activate a print function.\
8–3. AT START-UP
When you start Allison DOC™ for PC, a brief animation sequence plays (stop the 13 seconds sequence by
pressing the SPACEBAR). When the animation sequence ends, the Warning window displays (if the activation
password has been entered, otherwise the 30-Day Trial window displays). The Warning window lists basic
transmission troubleshooting tasks and outlines basic safety considerations (see Warnings and Notes). The
CONNECT TO VEHICLE button initiates the software connection to a vehicle and the DEMO button starts Allison
DOC™ for PC Demos.
10–1. CONNECTING/DISCONNECTING
a. Connecting
NOTE: Allison DOC™ for PC supports only RP1210A compliant devices.
The Connect/Disconnect window establishes the software connection between Allison DOC™ for PC and the TCM
through a PC-to- TCM data translator. In order for Allison DOC™ for PC to read information from the TCM, both the
vehicle ignition and the PC-to-vehicle translator must be powered on. Upon successful connection, the Trouble
Code window automatically displays. Any logged Diagnostic Trouble Code information is displayed in the Trouble
Code window.
To establish a connection between Allison DOC™ for PC and TCM:
1. From the Warnings window of Allison DOC™ for PC, click the button or select
Connect/Disconnect from the TCM Interface drop-down menu, or click the F5–Connect button, or
press the F5 key—The Connect/Disconnect window appears.
b. Disconnecting
NOTE: Disconnection breaks the Allison DOC™ for PC to TCM connection; it does not deactivate the
Allison DOC™ for PC software.
To break the connection between Allison DOC™ for PC and TCM:
1. Select Connect/Disconnect from the TCM Interface drop-down menu, click the but-
ton, or press the F5 key—the Transmission Connect/ Disconnect window appears.
DTC
The 1000/2000/2400 Series uses a five character, a letter and four numbers, diagnostic trouble code. Any DTC
that is unknown to the system generates a message stating that the DTC is unsupported and to call Allison
Transmission.
Active
Y/N (Yes/No) indicates if the Trouble Code is active. When a code is logged by the TCM and the condition causing
the code still exists, that code is said to be active; otherwise the trouble code is inactive.
Historic
Y/N (Yes/No) indicates if the Trouble Code is active. When a code is logged by the TCM and the condition causing
the code still exists, that code is said to be active, otherwise the trouble code is historic.
Check Trans
A “Y” indicates the CHECK TRANS light is illuminated.
Failure Record
A “Y” indicates that a failure record has been generated for the DTC.
Description
Describes the DTC.
Cal ID
Calibration Identification.
Software Level
Software version loaded into the TCM.
Serial Number
The TCM’s serial number. If a nonprintable character is encountered, the character is represented by *. The TCM
serial number consists of the following components:
• Product Code
• Broadcast code
• Supplier Code
• Supplier Manufacturing Code
• Last Digit of the calendar year
• Julian day of the year
• Serial Number
HCN
Hardware Compatibility Number.
Sump Temp
Temperature in the transmission sump.
PRNDL A
Status of NSBU switch A.
PRNDL B
Status of NSBU switch B.
PRNDL C
Status of NSBU switch C.
PRNDL P
Status of NSBU switch P.
Gear Select/Attain
The range selected at the shift selector and the actual range attained by the transmission.
NOTE: To clear active Trouble Codes, the vehicle must be stopped and in Neutral. If these conditions are
not met. A message “Request Denied. Output Speed not less than maximum allowable value.” or
“Neutral not attained.” displays.
e. Performance Complaint
The Performance Complaint function assists you in diagnosing a problem by selecting a symptom.
1. Select the Diagnostic drop-down menu or click the F3–Diagnostic button, or press the F3 key.
2. Select Performance Complaint—The Performance Complaint window displays.
NOTE: Be sure to select the appropriate vocation to display the correct data.
3. Select the desired Diagnostic Data type(s); up to eight data types may be selected from the left-
hand column.
4. Click the button or double click the selection—the selected data types appear in the right-
hand column.
5. Click the OK button—the selected data types appear in the Custom Data Monitor window.
NOTE: A gauge can be expanded to a full-screen display by double-clicking on the gauge. Return the
display to normal by pressing the ESC key or double clicking in the expanded display.
Engine Speed
RPM indicated by needle gauge and digital readout.
Output Speed
RPM indicated by needle gauge and digital readout.
Turbine Speed
RPM indicated by needle gauge and digital readout.
TPS %
The TPS Percentage is indicated by needle gauge.
Gear Selected
The selected range displays.
Gear Attained
The attained range displays.
Shift Inhibits
A brief description of the shift inhibit and the associated value.
Plot
Plot is the default Strip Chart mode, where data lines move from left to right across the Strip Chart graph.
Pause
Pauses the plot. Data continues to be collected, but not displayed in the graph. Click the PLOT button to resume
normal plotting.
Cursor
Cursor mode allows you to place a vertical line at any point in the graph. A widow containing the Y, vertical, value
of the selected trace displays next to the cursor. Use drag and drop to position the cursor line. The Y value is for
the data selected from the list relating a line color to data. The cursor line color is the same as the selected data
line.
Print
Sends the Strip Chart data display to your printer.
2. Click on the Data Bus Viewer menu item—the Data Bus Traffic Viewer window displays.
MID/SA
Message Identifier/Source Address code— the message type/source/destination.
Component ID
Manufacturer of a controller.
Model
A controller’s model number.
Software ID
Identifies the software used by the controller.
Hexadecimal
Toggles the Data Bus Message display between decimal and hexadecimal number systems.
Pause/Continue Button
Pauses and continues the Data Bus Message display.
Clear Button
Clears all Data Bus Message data.
Save Button
Saves the data as displayed in Data Bus Viewer in a file named by data and time that is located in the Allison
DOC™ for PC Saved DataBusViewerFiles folder. Use Windows Explorer to navigate to the hard drive on which
Allison DOC™ for PC is located, then to the following path—…\Program Files\Allison Transmission\Allison DOC
for PC\Saved DataBusViewer Files. The saved data can be viewed with NotePad® or WordPad™.
Exit Button
Closes the Data Bus Traffic viewer.
2. Selecting Clutch Test—the Clutch Test Tool Bar displays with the current range highlighted.
To select a range from the Clutch Test Tool Bar, click on the desired range. When the shift or range change is
accomplished, the selected number is highlighted. A successful clutch test is indicated by a message display.
2. Selecting Clutch Test—the Clutch Test Tool Bar display and the Clutch Test in the Action Request menu
are removed.
Sensor Name
The name of the device for which data is being reported
Value
The data being reported for each sensor—duty cycle for solenoids A, B, and F, On/Off state for solenoids C, D, and
E.
To disable the Solenoid Test function, click the CLOSE button.
2. Click on the Reset Fast Adaptive menu item—the Reset Fast Adapt window displays.
The Reset Fast Adapt window contains 10 tabs; one for each shift that can be reset to fast adaptive.
Item Name
The name of a parameter
Value
The numerical value of the parameter
UOM
Unit Of Measure for the parameter value—cc (cubic centimeter), kPa (kilopascal), sec (second)
The fast adaptive parameters are reset when you click on the RESET FAST ADAPTIVE button—the Rest Fast
Adaptive Successful window displays. Click the OK button.
Throttle Calibration re-initializes the values of throttle sensor input that indicates closed throttle and wide open
throttle. Reset throttle calibration if the throttle sensor experienced over-travel or under-travel outside of normal
operational limits and within failure limits.
2. Select Reset Open Throttle Calibration. The Throttle Action window displays.
4. Click OK.
2. Select Reset Closed Throttle Calibration. The Throttle Action window displays.
4. Click OK.
Enter the required data and press the OK button. The calculated data is added to the transmission information
displayed in the Data Monitor and Custom Data Monitors windows.
10–12.RECORDING SNAPSHOTS
Snapshots record all data being tracked by the TCM, allowing you to save the data for playback. At start up the
Allison DOC™ for PC automatically begins receiving data. Data is not saved unless a save method is selected in
the Record Options window.
If no data bus traffic is detected for 6 seconds, Allison DOC™ for PC assumes the vehicle ignition has been turned
off, recording is halted, and the Ignition Off window displays.
NOTE: Data is recorded in 30-minute blocks. If a session lasts more than 30 minutes, data recorded at
the beginning of the session is lost. This function is similar to adding a ball to a tube filled with
balls. The new ball pushes the oldest ball out of the end of the tube.
To record a snapshot:
1. Select the Snapshot drop-down menu, or click the F4–Snapshot button, or press the F4 key.
2. Select Record.
NOTE: The Sub Code field is disabled for 1000/2000/2400 Series™ transmissions.
5. Click OK.
a. F6–FIRE TRIGGER
F6 –FIRE TRIGGER is a feature that allows you to bookmark a position for future reference in the TCM data
recording. Bookmarks are assigned a sequential number in the order in which they were inserted into the playback
file. In addition to their bookmark number, bookmarks are associated with a time relative to the length of the
recording. To insert a bookmark while recording data either press the F6 keyboard key or click on the F6–FIRE
TRIGGER BUTTON.
NOTE: If a recording has not been started and a bookmark is inserted, recording starts immediately and
ignores all record options. Bookmark #1 and a time stamp are set to the beginning of the file.
NOTE: The FIRE TRIGGER button text changes to display the next Bookmark #.
Example:
2. Select record.
3. Click YES.
NOTE: To save a recording in a folder other than the Logs folder, navigate to the desired folder before
clicking the SAVE button.
5. Click the button.
NOTE: Allison DOC™ for PC breaks any live connection to an TCM and the Open File window displays.
4. Navigate to the appropriate directory.
5. Select the playback file to be played (example – playback1).
6. Click OK—the Trouble Code window and the Playback VCR control window display.
• Play
• Stop
• Loop—continuous play
• Jump to trigger—displays data starting at the trigger condition selected when the data was recorded.
NOTE: A playback file that is not loaded can also be e-mailed. Click on the e-mail menu item in the
snapshot menu.
If you have not configured your PC for sending Email, click the CONFIGURATION button. The Email Configuration
window displays.
Contact your E-mail Administrator for the correct values to enter for your configuration.
Reprogramming Status
During the reprogramming function, a red, flashing status line displays at the bottom of the reprogramming window.
b. Wire Number
The wire circuit number of the programmed function described below the wire number.
Status
The enabled or disabled status of the function. Click on the Check Box to toggle between enable/disable.
Reprogram TCM
After all data has been entered or changed, click the REPROGRAM TCM button.
Select One
Allison DOC™ for PC can save TCM configurations under a unique file name.
• To load a saved configuration, select the configuration from the drop down list and click LOAD.
• To save a configuration, be sure the correct data is entered. Type a unique configuration name and click SAVE.
12. REPORTS
The Allison DOC™ for PC Report function allows you to generate TCM information reports. At least one report
must be selected for printing to occur. If the translator device uses the printer port on your PC, you must save the
report and print it when the translation device is no longer connected to the printer port. One or all report sections
may be printed at the same time. One or all report sections may be saved then printed under a single file name.
6. Click the OK button—the report(s) is saved under the name typed in the Report Name Dialog Box.
NOTE: You do not have to exit the Print Report window to display a report on the screen.
4. To confirm that you have the correct report, click the LOAD button—the selected report displays.
The reports may be printed or saved as a file. Saved reports can be displayed on the screen. Examples of each
report, as displayed on the screen, are on the following pages. All reports are configured with calibration
information at the beginning of the report.
NOTES
DASH SWITCH
J1-10
J1 (GRAY)
Open: PRIMARY
(usually “PERFORMANCE”)
WIRE 128 Closed: SECONDARY
J1-28
SIGNAL RETURN (usually “ECONOMY”)
OPTIONAL
VIW CONNECTOR(S)
TCM
V05693.01
C. PTO ENABLE
USES: Permits the PTO to be engaged only when calibration-defined conditions are met. Also automatically
disengages the PTO if specified speeds are exceeded.
VARIABLES TO SPECIFY: Maximum engine speed for engagement, maximum engine speed for allowable
operation, maximum output speed for engagement, maximum output speed for
allowable operation, and neutral lockup ON shift speed.
OPTIONAL
VIW CONNECTOR(S) SWITCHED
J1 (GRAY)
POWER
J1-6
DASH
J1-19 PTO LIGHT
SWITCH
PTO
TCM WIRE 106 (INPUT) PRESSURE
SWITCH
NC
J2 (RED)
COM PTO
NO
Relay shown
WIRE 119 (OUTPUT) de-energized
NOTE: All items shown, except TCM, are customer furnished. V05694.01
NOTE: TCMs with this function activated must have wire 111
permanently connected to wire 128 if the function is not being used.
V05695.01
POWER
WIRE 107 (INPUT)
J1-7 NOTE: The engine exhaust brake must provide a low engine
speed shutoff feature, set to disable the brake at a speed
slightly higher than idle speed.
WIRE 120 (OUTPUT)
J1-20
COM NO ENGINE
DASH BRAKE EXHAUST–TYPE
LIGHT ON BRAKE
Relay shown
de-energized
NOTE: All items shown, except TCM, are customer furnished.
V06485.01
Figure N–4. Exhaust Brake/Preselect Request, Plus Exhaust Brake Enable (Standard)
This schematic shows the intended use of the specified controls feature which
has been validated in the configuration shown. Any miswiring or use of this
feature 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.
SWITCHED
POWER NOTE: Maximum current must not exceed
NC engine manufacturers specification
WIRE 107 (INPUT)
J1 (GRAY)
J1-7
COM NO
ENGINE
J1-20 ECM
ENGINE
OPTIONAL Relay shown EXHAUST BRAKE
VIW CONNECTOR(S) de-energized DASH SWITCH
TCM NC
COM NO ENGINE
J2 (RED)
Figure N–5. Exhaust Brake/Preselect Request, Plus Exhaust Brake Enable (Optional)
ENGINE BRAKE
OPTIONAL DASH SWITCH
VIW CONNECTOR(S) SWITCHED NOTE: This switch is part of the engine brake system and
provides an indication when the engine is at closed throttle.
J1 (GRAY)
POWER
WIRE 107 This switch, or an equivalent control feature, is recommended
J1-7 for all installations.
(INPUT)
WIRE 120
J1-20
(OUTPUT)
TCM ENGINE THROTTLE
SWITCH
NC
J2 (RED)
COM NO
ENGINE
DASH BRAKE
BRAKE
LIGHT ON
Relay shown
de-energized
NOTE: All items shown, except TCM, are customer furnished.
V06487.01
Figure N–6. Exhaust Brake/Preselect Request, Plus Engine Brake Enable (Special)
SWITCHED
DASH POWER
SWITCH
AUTO NEUTRAL (INPUT) DASH
J1-8
J1 (GRAY)
PTO
RANGE INDICATOR PRESSURE
J1-21
WIRE 121 (OUTPUT) SWITCH
NC
OPTIONAL
TCM VIW CONNECTOR(S)
COM NO
J2 (RED)
V07487.00.01.eps
V. REVERSE ENABLE
USES: This function provides for a separate instrument panel-mounted switch which must be pressed
simultaneously with the R (Reverse) shift selector pushbutton to achieve reverse operation.
MOMENTARY
SWITCH
SWITCHED POWER
J1 (GRAY)
WIRE 106
J1–06
REVERSE ENABLE
TCM OPTIONAL
J2 (RED)
VEHICLE INTERFACE
WIRING CONNECTOR
V07488
AH. KICKDOWN
USES: Permits both “Economy” and “Performance” shift schedules to be used in the same operating mode.
Typically used in stop-and-go duty cycles with an emphasis on fuel economy.
CLOSED THROTTLE
OPTIONAL
VIW CONNECTOR(S) ENGINE
FULL THROTTLE OPERATING
J1-9 ECONOMY SHIFT POINTS RANGE
J1 (GRAY)
WIRE 109
J2 (RED)
(INPUT) NOTE: “Full throttle economy shift points” position on the pedal should
coincide with full stroke of the Allison throttle position sensor (if used) and/or
“full fuel” setting of the engine control. Thus, pedal movement beyond
WIRE 128 “full throttle economy shift points” must not change fuel setting of the engine
(SIGNAL RETURN) or the throttle position signal to the transmission control system.
NOTE: All items shown, except TCM, are customer furnished.
V05702.01
MOMENTARY
SWITCH
Function is activated when
SWITCHED switch is depressed.
J1 (GRAY)
V07489
OVERDRIVE DISABLE
J1–12
WIRE 112 (INPUT)
SIGNAL RETURN
J1–28
WIRE 128
TCM OPTIONAL
VIW CONNECTOR(S)
J2 (RED)
V07490
SWITCHED
POWER
J1 (GRAY)
OPTIONAL
VIW CONNECTOR(S)
TCM
If current in lamp circuit exceeds NC
0.5 amp, ground lamp through TRANS
a relay TEMP
COM
J2 (RED)
NO
SWITCHED
POWER
WIRE 124
C. RANGE INDICATOR
USES: May be used in the control system of an auxiliary vehicle system to permit its operation only when the
transmission is engaged in specified gear range(s), including Neutral.
NOTE: P (Park) can be an indicated range for a 1000 SeriesTM or 2400 SeriesTM transmission (park pawl-
equipped models). For a 2000 SeriesTM or 2000MH Series transmission, which does not have a
park pawl, the “P” position can be used to indicate a second NEUTRAL position.
NOTE: This feature is not suitable for activating a customer-furnished park brake in the second
NEUTRAL position (2000 SeriesTM and 2000MH Series models), since the indicator is active only
when the engine is running.
VARIABLES TO SPECIFY: Range or ranges to be indicated.
SWITCHED
POWER
J1 (GRAY)
VEHICLE
SYSTEM
NOTE: This signal should not be used to automatically
apply the park brake or service brakes when the
transmission is shifted to N (Neutral).
NOTE: All items shown, except TCM, are customer furnished.
V05704.01
VARIABLES TO SPECIFY: Output speed to turn indicator ON and to turn indicator OFF (ON value must be
higher than the OFF value).
SWITCHED
POWER
NC
J1 (GRAY)
COM NO
WIRE 122 (OUTPUT)
J1-22
TRANSMISSION
OPTIONAL Relay shown OR VEHICLE
OVERSPEED
VIW CONNECTOR(S) de-energized INDICATOR
TCM
J2 (RED)
For vehicles containing 1000 and 2400 models, each time you park the vehicle or
leave the operator’s station with the engine running, do the following.
• Bring the vehicle to a complete stop using the service brake.
• Ensure that the engine is at low idle rpm.
• Put the transmission in P (Park).
• Engage the P (Park) range by slowly releasing the service brake.
WARNING!
• Apply the emergency brake and/or parking brake, if present, and make sure it
is properly engaged.
• If the operator’s station will be unoccupied with the engine running, chock the
wheels and take any other steps necessary to keep the vehicle from moving.
If this procedure is not followed, the vehicle can move suddenly and you or others
could be injured.
For vehicles containing 2000 models without auto-apply parking brakes, each time
you park the vehicle or leave the operator’s station with the engine running, do the
following.
• Bring the vehicle to a complete stop using the service brake.
• Ensure that the engine is at low idle rpm.
• Put the transmission in N (Neutral).
WARNING!
• Apply the emergency brake and/or parking brake and make sure they are
properly engaged.
• If the operator’s station will be unoccupied with the engine running, chock the
wheels and take any other steps necessary to keep the vehicle from moving.
If this procedure is not followed, the vehicle can move suddenly and you or others
could be injured.
For vehicles containing 2000 models with auto-apply parking brakes, each time you
park the vehicle or leave the operator’s station with the engine running, do the
following.
• Bring the vehicle to a complete stop using the service brake.
• Ensure that the engine is at low idle rpm.
• Put the transmission in PB (Auto-Apply Parking Brake). Make sure that the
WARNING! parking brake is properly engaged.
• Apply the emergency brake, if present, and make sure it is properly engaged.
• If the operator’s station will be unoccupied with the engine running, chock the
wheels and take any other steps necessary to keep the vehicle from moving.
If this procedure is not followed, the vehicle can move suddenly and you or others
could be injured.
NOTE: To ensure accurate fluid level checks, be sure that the fill tube and dipstick meet Allison
Transmission specifications. Requirements for the standard oil pan are shown in Figure P–1
and requirements for the shallow oil pan are shown in Figure P–2.
• Be sure the dipstick contacts the oil pan surface as shown in Figures P–1 and P–2.
• Take measurements from the end of the dipstick.
72.6 mm 72.6 mm
10.0 mm (2.86 in) 10.0 mm (2.86 in)
(0.39 in) (0.39 in)
30.0 mm 30.0 mm
(1.18 in) HOT RUN (1.18 in) HOT RUN
OIL PAN OIL PAN
SPLIT LINE SPLIT LINE
(Ref. only) TYPICAL TYPICAL
COLD CHECK COLD CHECK
BAND BAND
101.9 mm
(4.01 in)
Dipstick must
contact oil pan
LONG FILL TUBE AND DIPSTICK* SHORT FILL TUBE AND DIPSTICK
*Check measurements from end of dipstick
V05803
Figure P–1. Fill Tube And Dipstick Requirements (Standard Oil Pan)
72.6 mm 72.6 mm
10.0 mm (2.86 in) 10.0 mm (2.86 in)
(0.39 in) (0.39 in)
30.0 mm 30.0 mm
(1.18 in) HOT RUN (1.18 in) HOT RUN
OIL PAN OIL PAN
SPLIT LINE SPLIT LINE
(Ref. only) TYPICAL TYPICAL
COLD CHECK COLD CHECK
BAND BAND
88.5 mm
(3.48 in)
Dipstick must
contact oil pan
LONG FILL TUBE AND DIPSTICK* SHORT FILL TUBE AND DIPSTICK
*Check measurements from end of dipstick
V05804
Figure P–2. Fill Tube And Dipstick Requirements (Shallow Oil Pan)
The fluid level rises as fluid temperature increases. DO NOT fill above the “COLD
CAUTION: CHECK” band if the transmission fluid is below normal operating temperatures.
• Park vehicles containing 2000 models with auto-apply parking brakes as follows:
— Bring the vehicle to a complete stop on a level surface using the service brake.
— Ensure that the engine is at low idle rpm.
— Put the transmission in PB (Auto-Apply Parking Brake). Make sure that the parking brake is
properly engaged.
— Apply the emergency brake, if present, and make sure it is properly engaged.
• Park vehicles containing 2000 models without auto-apply parking brakes as follows:
— Bring the vehicle to a complete stop on a level surface using the service brake.
— Ensure that the engine is at low idle rpm.
— Put the transmission in N (Neutral).
— Apply the emergency brake and/or parking brake and make sure they are properly engaged.
• Chock the wheels and take any other steps necessary to keep the vehicle from moving.
• Run the engine for at least one minute. Apply the service brakes and shift to D (Drive), then to
N (Neutral), and then shift to R (Reverse) to fill the hydraulic system. Finally, shift to P (Park)
or PB (Auto-Apply Parking Brake), if available, or N (Neutral) and allow the engine to idle
(500–800 rpm). Slowly release the service brakes.
• With the engine running, remove the dipstick from the tube and wipe the dipstick clean.
• Insert the dipstick into the tube and remove. Check the fluid level reading. Repeat the check
procedure to verify the reading.
• If the fluid level is within the “COLD CHECK” band, the transmission may be operated until the fluid
is hot enough to perform a “HOT RUN” check. If the fluid level is not within the “COLD CHECK”
band, add or drain as necessary to bring it to the middle of the “COLD CHECK” band.
• Perform a hot check at the first opportunity after the normal operating sump temperature of
71ºC–93ºC (160ºF–200ºF) is reached.
The fluid must be hot to ensure an accurate check. The fluid level rises as
CAUTION: temperature increases.
• Operate the transmission in D (Drive) range until normal operating temperature is reached:
— sump temperature 71ºC–93ºC (160ºF–200ºF)
— converter-out temperature 82ºC–104ºC (180ºF–220ºF)
— If a transmission temperature gauge is not present, check fluid level when the engine water
temperature gauge has stabilized and the transmission has been operated under load for at
least one hour.
• Park vehicles containing 1000 and 2400 models as follows:
— Bring the vehicle to a complete stop on a level surface using the service brake.
— Ensure that the engine is at low idle rpm.
— Put the transmission in P (Park).
— Engage the P (Park) range by slowly releasing the service brake.
— Apply the emergency brake and/or parking brake, if present, and make sure it is properly
engaged.
• Park vehicles containing 2000 models with auto-apply parking brakes as follows:
— Bring the vehicle to a complete stop on a level surface using the service brake.
— Ensure that the engine is at low idle rpm.
— Put the transmission in PB (Auto-Apply Parking Brake). Make sure that the parking brake is
properly engaged.
— Apply the emergency brake, if present, and make sure it is properly engaged.
• Park vehicles containing 2000 models without auto-apply parking brakes as follows:
— Bring the vehicle to a complete stop on a level surface using the service brake.
— Ensure that the engine is at low idle rpm.
— Put the transmission in N (Neutral).
— Apply the emergency brake and/or parking brake and make sure they are properly engaged.
• Chock the wheels and take any other steps necessary to keep the vehicle from moving.
• With the engine running, remove the dipstick from the tube and wipe the dipstick clean.
• Insert the dipstick into the tube and remove. Check fluid level reading. Repeat the check procedure
to verify the reading.
NOTE: Safe operating level is within the “HOT RUN” band on the dipstick. See Figures P–1 and P–2. The
width of the “HOT RUN” band represents approximately 1.0 liter (1.06 quart) of fluid at normal
operating sump temperature.
• If the fluid level is not within the “HOT RUN” band, add or drain as necessary to bring the fluid level
to within the “HOT RUN” band.
D. Consistency of Readings
Always check the fluid level at least twice using the procedure described above. Consistency
(repeatable readings) is important to maintaining proper fluid level. If inconsistent readings persist,
check the transmission breather to be sure it is clean and unclogged. If readings are still inconsistent,
contact your nearest Allison distributor or dealer.
NOTES