Transmission and Transfer Case

WK TRANSMISSION AND TRANSFER CASE 21 - 1
TRANSMISSION AND TRANSFER CASE
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION NAG1 - SHIFTER AUTOMATIC TRANSMISSION - NAG1 -

DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 SERVICE INFORMATION . . . . . . . . . . . . . . . . . 690
AUTOMATIC TRANSMISSION 545RFE - TRANSFER CASE - ELECTRICAL
ELECTRICAL DIAGNOSTICS . . . . . . . . . . . . . . . 23 DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . 882
AUTOMATIC TRANSMISSION - 545RFE - TRANSFER CASE - NV140 - SERVICE
SERVICE INFORMATION . . . . . . . . . . . . . . . . . 299 INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . 991
AUTOMATIC TRANSMISSION NAG1 - TRANSFER CASE - NV245 - SERVICE
ELECTRICAL DIAGNOSTICS . . . . . . . . . . . . . . 457 INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . 1014
AUTOMATIC TRANSMISSION NAG1 - SHIFTER

DIAGNOSTICS
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION NAG1 - SHIFTER P2779–AUTOSTICK DOWNSHIFT SWITCH

DIAGNOSTICS CIRCUIT PERFORMANCE . . . . . . . . . . . . . . . 14
DIAGNOSIS AND TESTING U0002–CAN C BUS OFF PERFORMANCE . . 15
P0562–BATTERY VOLTAGE LOW . . . . . . . . . . 2 U0100–LOST COMMUNICATION WITH
P0563–BATTERY VOLTAGE HIGH . . . . . . . . . . 4 ECM/PCM . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
P0607–ECU INTERNAL PERFORMANCE ....6 U0121–LOST COMMUNICATION WITH
P0930–BTSI CONTROL CIRCUIT LOW . . . . . . 7 ANTI-LOCK BRAKE MODULE . . . . . . . . . . . . 19
P0931–BTSI CONTROL CIRCUIT HIGH . . . . . 10 U0141–LOST COMMUNICATION WITH
P2775–AUTOSTICK UPSHIFT SWITCH FRONT CONTROL MODULE . . . . . . . . . . . . . 21
CIRCUIT PERFORMANCE . . . . . . . . . . . . . . . 13
AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

DIAGNOSIS AND TESTING
21 - 2 AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS WK
P0562–BATTERY VOLTAGE LOW

For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - SCHE-
MATICS AND DIAGRAMS)
For a complete wiring diagramRefer to Section 8W
Theory of Operation
The Shift Lever Assembly monitors ignition voltage. The DTC will set if the monitored battery voltage drops below
6.0 volts and a temporary limp in will be activated. If the voltage rises above 9.0 volts, normal operations is
resumed.
• When Monitored:
Continuously with the ignition on.
• Set Condition:
When monitored battery voltage drops below 6.0 volts.
Possible Causes
VEHICLE CHARGING SYSTEM

(F1) IGNITION UNLOCK RUN START CIRCUIT
(Z911) GROUND CIRCUIT
SHIFT LEVER ASSSEMBLY
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING)
Diagnostic Test
1. CHECK FOR ENGINE CHARGING SYSTEM DTCS

With the scan tool, read Engine DTCs.
Are there any Engine Charging System DTCs present?

Yes >> Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS and perform the appropriate symptom.
No >> Go To 2
2. CHECK (F1) IGNITION UNLOCK RUN START CIRCUIT

Turn the ignition off to the lock position.
Disconnect the Shift Lever Assembly harness connector.
Turn the ignition on.
Using a 12-volt test light connected to ground, check the (F1) Ignition
Unlock Run Start circuit in the Shift Lever Assembly harness connec-
tor.
NOTE: The test light must illuminate brightly. Compare the bright-
ness to that of a direct connection to the battery.
Does the test light illuminate brightly?

Yes >> Go To 3
No >> Repair the (F1) Ignition Unlock Run Start circuit for high
resistance.
Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1.
WK AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS 21 - 3
P0562–BATTERY VOLTAGE LOW (CONTINUED)
3. CHECK (Z911) GROUND CIRCUIT
Using a 12-volt test light connected to 12-volts, check the (Z911)
Ground circuit in the Shift Lever Assembly harness connector.

Yes >> Go To 4
Perform NAG1 TRANSMISSION VERIFICATION TEST -
VER 1.
No >> Repair the (Z911) Ground circuit for high resistance.
4. SHIFT LEVER ASSEMBLY

Reconnect all disconnected harness connectors.
With the scan tool, erase Shift Lever DTC’s.
Start the engine and raise the engine speed to 2000 RPM.
With the scan tool, read Shift Lever DTC’s.
Did the P0562–BATTERY VOLTAGE LOW DTC reset?

Yes >> Replace the Shift Lever Assembly per the Service Information
No >> Test Complete.
P0563–BATTERY VOLTAGE HIGH

Theory of Operation
The Shift Lever Assembly monitors ignition voltage. The DTC will set, if the monitored battery voltage rises above
16.0 volts.
• When Monitored:
• Set Condition:
When the monitored battery voltage rises above 16.0 volts.
Possible Causes
CHARGING SYSTEM DTCS

VEHICLE WAS JUMP STARTED INCORRECTLY
SHIFT LEVER ASSEMBLY
Diagnostic Test
1. CHECK FOR CHARGING SYSTEM DTCS

NOTE: This includes any one trip faults.

No >> Go To 2
2. VEHICLE WAS JUMP STARTED INCORRECTLY

Verify if the vehicle was jump started by another vehicle using a 24-volt charging system or incorrectly jump started
with the 12 volt battery in series.
Was the vehicle jump started by another vehicle?

Yes >> This is the cause of the DTC. Erase the DTC and return the vehicle to the customer.
No >> Go To 3
P0563–BATTERY VOLTAGE HIGH (CONTINUED)
Reconnect all disconnected harness connectors.
With the scan tool, erase Shift Lever DTC’s.
With the scan tool, read Shift Lever DTC’s.
Did the P0562–BATTERY VOLTAGE HIGH DTC reset?

Yes >> Replace the Shift Lever Assembly per the Service Information
P0607–ECU INTERNAL PERFORMANCE

Theory of Operation
The Shifter Lever Assembly performs various internal tests to verify proper controller operation. This DTC indicates
that there is an issue with the Shifters internal processor.
• When Monitored:
• Set Condition:
If the Shift Lever Assembly controller detects an error with the optical sensors or internal checksum value is
not correct.
Possible Causes
SHIFTER LEVER ASSEMBLY
Diagnostic Test
View repair
Repair
Using the schematics as a guide, check the Shifter Lever
Assemby Control Module terminals for corrosion, damage,
or terminal push out. Pay particular attention to all power
and ground circuits. If no problems are found, replace the
Shift Lever Assembly per the Service Information. Refer to
the 21 — AUTOMATIC TRANSMISSION NAG1 — Shift
Mechanism for the appropriate service procedures.
VER 1.
P0930–BTSI CONTROL CIRCUIT LOW

P0930–BTSI CONTROL CIRCUIT LOW (CONTINUED)
Theory of Operation
The brake switch signal must be active before the shift lever can be moved out of the park position. The Shifter
lever assembly receives two brake switch signals. The first signal is a CAN C Bus message sent to the shift lever
assembly. The second signal is a hardwired brake switch signal to the shift lever assembly. The CAN C Bus mes-
sage is the primary brake switch signal and the hardwired signal serves as the backup brake switch signal.
• When Monitored:
• Set Condition:
The DTC will set if the high side driver detects a short to ground for 10 seconds.
Possible Causes
ENGINE BRAKE DTC’S PRESENT

ABS DTC’S PRESENT
(B29) BRAKE SWITCH SIGNAL SHORT TO GROUND
Diagnostic Test
1. ENGINE DTC’S PRESENT

Are there any Engine brake DTC’s present?

Yes >> Refer to 9 — ENGINE ELECTRICAL DIAGNOSTICS and perform the appropriate diagnostic procedure.
No >> Go To 2
2. ABS MODULE DTC’S PRESENT

With the scan tool, read ABS Module DTCs.
Are there any ABS DTC’s present?

Yes >> Refer to Section 5 - BRAKES - ABS ELECTRICAL DIAGNOSTICS and perform the appropriate diag-
nostic procedure.
No >> Go To 3
P0930–BTSI CONTROL CIRCUIT LOW (CONTINUED)
3. (B29) BRAKE SWITCH SIGNAL SHORT TO GROUND
NOTE: Check connectors - Clean/repair as necessary.
Measure the resistance between ground and the (B29) Brake Switch
Signal circuit.
Is the resistance below 5.0 ohms?

Yes >> Repair the (B29) Brake Switch Signal for a short to
ground.
No >> Go To 4

Using the schematics as a guide, inspect the wiring and connectors. Repair as necessary. Pay particular attention
to all power and ground circuits.
If there are no possible causes remaining, view repair.

Repair
Replace the Shift Lever Assembly per the Service Information.
P0931–BTSI CONTROL CIRCUIT HIGH

P0931–BTSI CONTROL CIRCUIT HIGH (CONTINUED)
Theory of Operation
The brake switch signal must be active before the shift lever can be moved out of the park position. The Shifter
lever assembly receives two brake switch signals. The first signal is a CAN C Bus message sent to the shift lever
assembly. The second signal is a hardwired brake switch signal to the shift lever assembly. The CAN C Bus mes-
sage is the primary brake switch signal and the hardwired signal serves as the backup brake switch signal. These
two brake switch signals are compared against each other to verify proper brake switch operation.
• When Monitored:
Continously with the ignition key on.
• Set Condition:
The DTC will set if the high side driver detects an open load for 10 seconds.
Possible Causes
ENGINE BRAKE DTC’S PRESENT

ABS DTC’S PRESENT
(B29) BRAKE SWITCH SIGNAL OPEN
(B29) BRAKE SWITCH SIGNAL SHORT TO VOLTAGE
Diagnostic Test
1. ENGINE DTC’S PRESENT

Are there any Engine brake DTC’s present?

Yes >> Refer to 9 — ENGINE ELECTRICAL DIAGNOSTICS and perform the appropriate diagnostic procedure.
No >> Go To 2
2. ABS MODULE DTC’S PRESENT

With the scan tool, read ABS Module DTCs.

Yes >> Refer to Section 5 - BRAKES - ABS ELECTRICAL DIAGNOSTICS and perform the appropriate diag-
nostic procedure.
No >> Go To 3
P0931–BTSI CONTROL CIRCUIT HIGH (CONTINUED)
3. (B29) BRAKE SWITCH SIGNAL OPEN
Disconnect the Shift Lever Assmbly harness connector.
Disconnect the Stop Lamp Switch harness connector.
Measure the resistance of the (B29) Brake Switch Signal circuit
between the Shift Lever Assembly harness connector and the Stop
Lamp Switch.
Is the resistance above 5.0 ohms?

Yes >> Repair the (B29) Brake Switch Signal for an open.
No >> Go To 4
4. (B29) BRAKE SWITCH SIGNAL SHORT TO VOLTAGE

Disconnect the Shift Lever Assmbly harness connector.
Turn the ignition on..
Measure the voltage of the (B29) Brake Switch Signal circuit.
Is the voltage above 0.5 volts?

Yes >> Repair the (B29) Brake Switch Signal for a short to volt-
age.
No >> Go To 5

Using the schematics as a guide, inspect the wiring and connectors. Repair as necessary. Pay particular attention
to all power and ground circuits.

Repair
Replace the Shift Lever Assembly per the Service Information.
P2775–AUTOSTICK UPSHIFT SWITCH CIRCUIT PERFORMANCE

Theory of Operation
The AutoStick Switch is integrated into the Shift Lever Assembly. The gear requested by the AutoStick selection in
then sent over the CAN C bus to the TCM to engage the requested gear.
• When Monitored:
When in AutoStick mode.
• Set Condition:
When the expected switch state is not correctly sensed by the Shift Lever Assembly. If the upshift switch signal
is detected as active in gear position other than drive or both upshift and downshift signals are active at the
same time.
Possible Causes
1. SHIFTER LEVER ASSEMBLY

Using the schematics as a guide, inspect the wiring and connectors.
Repair as necessary. Pay particular attention to all power and ground
circuits.

Repair
Assembly Control Module terminals for corrosion, damage,
Shift Mechanism for the appropriate service procedures.
VER 1.
P2779–AUTOSTICK DOWNSHIFT SWITCH CIRCUIT PERFORMANCE

Theory of Operation
The AutoStick Switch is integrated into the Shift Lever Assembly. The gear requested by the AutoStick selection in
then sent over the CAN C bus to the TCM to engage the requested gear.
• When Monitored:
When in AutoStick mode.
• Set Condition:
When the expected switch state is not correctly sensed by the Shift Lever Assembly. If the upshift switch signal
is detected as active in gear position other than drive or both upshift and downshift signals are active at the
same time.
Possible Causes
1. SHIFTER LEVER ASSEMBLY

Using the schematics as a guide, inspect the wiring and connectors.
Repair as necessary. Pay particular attention to all power and ground
circuits.

Repair
Assembly Control Module terminals for corrosion, damage,
Shift Mechanism for the appropriate service procedures.
VER 1.
U0002–CAN C BUS OFF PERFORMANCE

U0002–CAN C BUS OFF PERFORMANCE (CONTINUED)
Theory of Operation
Some controllers communicate with other controllers over the CAN C bus. The Shifter controller continuously mon-
itors the bus activity and receives the messages it needs. The CAN C bus is also used to communicate transmis-
sion MIL status to the Engine Controller.
Refer to 8-ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic pro-
cedures and for further possible causes.
U0100–LOST COMMUNICATION WITH ECM/PCM

U0100–LOST COMMUNICATION WITH ECM/PCM (CONTINUED)
Theory of Operation
Some controllers communicate with other controllers over the CAN C bus. The Shifter controller continuously mon-
itors the bus activity and receives the messages it needs. The CAN C bus is also used to communicate transmis-
sion MIL status to the Engine Controller.
U0121–LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE

U0121–LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE (CONTINUED)
Theory of Operation
Some controllers communicate with other controllers over the CAN C bus. The ABS controller continuously monitors
the bus activity and receives the messages it needs. The CAN C bus is also used to communicate transmission MIL
status to the Engine Controller.
U0141–LOST COMMUNICATION WITH FRONT CONTROL MODULE

U0141–LOST COMMUNICATION WITH FRONT CONTROL MODULE (CONTINUED)
Theory of Operation
Some controllers communicate with other controllers over the CAN C bus. The FCM controller continuously monitors
the bus activity and receives the messages it needs. The CAN C bus is also used to communicate transmission MIL
status to the Engine Controller.
WK AUTOMATIC TRANSMISSION 545RFE - ELECTRICAL DIAGNOSTICS 21 - 23
AUTOMATIC TRANSMISSION 545RFE - ELECTRICAL

DIAGNOSTICS
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION 545RFE - P0868-LINE PRESSURE LOW . . . . . . . . . . . 147

ELECTRICAL DIAGNOSTICS P0869-LINE PRESSURE HIGH . . . . . . . . . . . 153
DIAGNOSIS AND TESTING P0870-OD HYDRAULIC PRESSURE TEST . 159
45RFE/545RFE TRANSMISSION P0871-OD PRESSURE SWITCH
VERIFICATION TEST - VER 1 . . . . . . . . . . . . 25 RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . 168
PRE-DIAGNOSTIC CHECK OUT . . . . . . . . . . 26 P0875-UD HYDRAULIC PRESSURE TEST . . 177
P0122-TPS/APP CIRCUITLOW . . . . . . . . . . . 27 P0876-UD PRESSURE SWITCH
P0123- TPS/APP CIRCUIT HIGH . . . . . . . . . . 29 RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . 185
P0124-TPS/APP INTERMITTENT . . . . . . . . . . 31 P0884-POWER UP AT SPEED . . . . . . . . . . . 193
P0218-HIGH TEMPERATURE OPERATION P0888-TRANSMISSION RELAY ALWAYS OFF . 195
ACTIVATED . . . . . . . . . . . . . . . . . . . . . . . . . . 33 P0890-SWITCHED BATTERY . . . . . . . . . . . . 201
P0562-BATTERY VOLTAGE LOW . . . . . . . . . . 34 P0891-TRANSMISSION RELAY ALWAYS ON . . 205
P0602-CONTROL MODULE PROGRAMMING P0932-LINE PRESSURE SENSOR CIRCUIT . 210
ERROR/NOT PROGRAMMED . . . . . . . . . . . . 39 P0934-LINE PRESSURE SENSOR CIRCUIT
P0604-INTERNAL CONTROL MODULE RAM . 40 LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
P0605-INTERNAL CONTROL MODULE ROM . 41 P0935-LINE PRESSURE SENSOR CIRCUIT
P0613-INTERNAL TCM . . . . . . . . . . . . . . . . . 42 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
P0706-TRANSMISSION RANGE SENSOR P0944-LOSS OF HYDRAULIC PUMP PRIME . . 224
RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . . 43 P0957-AUTOSTICK CIRCUIT LOW . . . . . . . . 227
P0711-TRANSMISSION TEMPERATURE P0958-AUTOSTICK CIRCUIT HIGH . . . . . . . 231
SENSOR PERFORMANCE . . . . . . . . . . . . . . . 47 P0987-4C HYDRAULIC PRESSURE TEST . . 236
P0712-TRANSMISSION TEMPERATURE P0988-4C PRESSURE SWITCH
SENSOR LOW . . . . . . . . . . . . . . . . . . . . . . . . 50 RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . 244
P0713-TRANSMISSION TEMPERATURE P1684-BATTERY WAS DISCONNECTED . . . 251
SENSOR HIGH . . . . . . . . . . . . . . . . . . . . . . . 54 P1715-RESTRICTED MANUAL VALVE IN T3
P0714-TRANSMISSION TEMPERATURE RANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
SENSOR INTERMITTENT . . . . . . . . . . . . . . . 58 P1736-GEAR RATIO ERROR IN 2ND PRIME . . 255
P0715-INPUT SPEED SENSOR 1 CIRCUIT . . 61 P1775-SOLENOID SWITCH VALVE
P0720-OUTPUT SPEED SENSOR CIRCUIT . . 67 LATCHED IN TCC POSITION . . . . . . . . . . . . 261
P0725-ENGINE SPEED SENSOR CIRCUIT . . 74 P1776-SOLENOID SWITCH VALVE
P0731-GEAR RATIO ERROR IN 1ST . . . . . . . 76 LATCHED IN LR POSITION . . . . . . . . . . . . . 265
P0732-GEAR RATIO ERROR IN 2ND . . . . . . . 79 P1790-FAULT IMMEDIATELY AFTER SHIFT . 270
P0733-GEAR RATIO ERROR IN 3RD . . . . . . . 85 P1794-SPEED SENSOR GROUND ERROR . 271
P0734-GEAR RATIO ERROR IN 4TH . . . . . . . 91 P2700-INADEQUATE ELEMENT VOLUME LR . 276
P0735-GEAR RATIO ERROR IN 5TH . . . . . . . 95 P2701-INADEQUATE ELEMENT VOLUME 2C . 278
P0736-GEAR RATIO ERROR IN REVERSE . . 98 P2702-INADEQUATE ELEMENT VOLUME
P0740–TCC OUT OF RANGE . . . . . . . . . . . 101 OD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
P0750-LR SOLENOID CIRCUIT . . . . . . . . . . 104 P2703- INADEQUATE ELEMENT VOLUME
P0755-2C SOLENOID CIRCUIT . . . . . . . . . . 108 UD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282
P0760-OD SOLENOID CIRCUIT . . . . . . . . . . 112 P2704-INADEQUATE ELEMENT VOLUME 4C . 284
P0765-UD SOLENOID CIRCUIT . . . . . . . . . . 116 P2706-MS SOLENOID CIRCUIT . . . . . . . . . . 286
P0770-4C SOLENOID CIRCUIT . . . . . . . . . . 120 U0002 CAN C BUS OFF PERFORMANCE . . 290
P0841-LR PRESSURE SWITCH U0100–NO COMMUNICATION WITH THE
RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . 124 ECM/PCM . . . . . . . . . . . . . . . . . . . . . . . . . . 292
P0845-2C HYDRAULIC PRESSURE TEST . . 132 U0121–LOST COMMUNICATION WITH ABS . 294
P0846-2C PRESSURE SWITCH U0141 LOST COMMUNICATION WITH FCM . 296
RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . 140 SCHEMATICS AND DIAGRAMS .......... . 298
21 - 24 AUTOMATIC TRANSMISSION 545RFE - ELECTRICAL DIAGNOSTICS WK
AUTOMATIC TRANSMISSION 545RFE - ELECTRICAL DIAGNOSTICS

45RFE/545RFE TRANSMISSION VERIFICATION TEST - VER 1

For the Transmission circuit diagram (Refer to )(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 45RFE/
545RFE - SCHEMATICS AND DIAGRAMS).
For a complete wiring diagram Refer to Section 8W.
45RFE/545RFE TRANSMISSION VERIFICATION TEST - VER 1
1. 45RFE/545RFE TRANSMISSION VERIFICATION TEST - VER 1

1. After completion of the Transmission Verification Test, the Powertrain Verification Test must be per-
formed.
2. Connect the scan tool to the Data Link Connector (DLC).
3. Reconnect any disconnected components.
4. If the PCM has been replaced or reflashed, or the transmission has been repaired or replaced, it is nec-
essary to perform the scan tool Quick Learn Procedure.
5. With the scan tool, erase all Transmission and Engine DTC’s.
6. With the scan tool, display Transmission Temperature. Start and run the engine until the Transmission Temper-
ature is HOT.
7. Check the Transmission fluid level and adjust if necessary. Refer to the Service Information for the Fluid Fill
procedure. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE/FLUID - STANDARD PRO-
CEDURE)
8. Road test the vehicle.
9. Perform the following shifts from a standing start with a constant throttle opening of 20 to 25 degrees to the
speeds of 97 Km/h or 60 MPH; make fifteen to twenty 1 to 2, 2 to 3, 3 to 4 upshifts and for 545RFE, 4 to 5.
10. Perform the following shifts with speeds below 40 Km/h or 25 MPH; make five to eight wide open throttle kick-
downs to 1st gear. Allow at least 5 seconds each in 2nd and 3rd gear between each kickdown.
11. Check for DTC’s during the road test.
12. Use the EATX OBDII task manager to run Good Trip time in each gear, this will confirm the repair and to
ensure that the DTC has not re-matured.
13. With the scan tool, perform a BATTERY DISCONNECT, this will clear the EATX DTC EVENT DATA
Were there any Diagnostic Trouble Codes (DTCs) set during the road test?
Yes >> Refer to the Symptom List for the appropriate diagnostic tests.
No >> Repair is complete.
PRE-DIAGNOSTIC CHECK OUT

Diagnostic Test
1. PRE-DIAGNOSTIC CHECK OUT

Check the transmission fluid level. If the fluid level is low, locate and repair any leaks and fill the transmission to the
proper level. Refer to the appropriate Service Information for procedures. Many transmission symptoms can be
caused by a low fluid level.
Check the battery. To avoid false diagnosis, testing should only be performed with the battery fully charged.
With the scan tool, read Engine (PCM) DTCs. If DTCs are present, refer to the Driveability Category and perform to
the appropriate diagnostic procedure(s) before proceeding.
With the scan tool, read Transmission (TCM) DTCs. Record all Stored, Active, and Pending DTC information. Diag-
nose any Pending DTC as a matured DTC.
With the scan tool, read EATX DTC EVENT DATA. Use this data to identify the conditions in which the DTC was
set.
Performing a Battery Disconnect will clear all EATX DTC EVENT DATA and reset all learned Transmission values to
the default values, which may temporarily result in erratic shift schedules.
With the scan tool, perform the Shift Lever Position Test. If the test does not pass, refer to the diagnostic procedure
for P0706 Check Shifter Signal.
For Gear Ratio Error DTCs, use the scan tool to view CVI Monitor data. Read and record the Clutch Volume Index
information.
Use the wiring diagram as a guide. Inspect the wiring and connectors related to this circuit. Repair as necessary.
Refer to the When Monitored and Set Conditions for this DTC. DTCs can set at ignition on, at start up, after driving
under specific conditions and after diagnostic monitors have been run.
Refer to applicable Technical Service Bulletins (TSBs) for controller software update information. Some conditions
can be corrected by upgrading the Engine (PCM) or Transmission (TCM) controller software.
Refer to any Service Information Tune Ups or Technical Service Bulletins that apply to this symptom.
Were there any repairs made that fixed the vehicle?

Yes >> Testing complete.
No >> Refer to the Transmission category and perform the appropriate diagnostic procedure(s).
P0122-TPS/APP CIRCUITLOW
For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - DIAGNOSIS AND
TESTING).
• When Monitored:
Continuously with the ignition on and engine running.
• Set Condition:
This DTC will set if the monitored TPS voltage drops below .078 volts for the period of 0.48 seconds.
Possible Causes
RELATED ENGINE TPS/APPS DTC’S PRESENT
POWERTRAIN CONTROL MODULE
SION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - DIAGNOSIS AND TESTING).
Theory of Operation
Due to the integration of the Powertrain and Transmission Control Modules the New Generation Control Module III
will be referred to as the Powertrain Control Module (PCM). The 3–wire TPS (4.7L V-8 Engine) provides the PCM
with an input signal voltage that represents the throttle blade position of the throttle body. The Throttle Position
Sensor (TPS) is connected to the throttle blade shaft. As the position of the throttle blade changes, the output volt-
age of the TPS changes.
The PCM supplies approximately 5.0 volts to the TPS. The TPS output voltage (input signal to the PCM) represents
the throttle blade position. The PCM receives an input signal voltage from the TPS. This will vary in an approximate
range from 0.26 volts at minimum throttle opening (idle), to 4.49 volts at maximum opening (wide open throttle).
The Accelerator Pedal Position Sensor (APPS) is currently used only with the 5.7L V-8 engine. The APPS is a linear
potentiometer. It provides the PCM with a voltage signal proportional to the angle, or position of the accelerator
pedal. The APPS signal along with inputs from other sensors is used by the PCM to calculate the throttle plate
position.
A mechanical cable is used between the accelerator pedal and the APPS assembly. Although a cable is used
between the accelerator pedal and the APPS assembly, a mechanical cable is not used between the accelerator
pedal and the throttle body. The throttle plate position is electronically controlled by the PCM.
Diagnostic Test
1. DETERMINING IF RELATED ENGINE TPS/APPS DTC’S ARE PRESENT

With the scan tool, check Engine DTC’s.
Are there any Engine TPS/APPS DTCs present?

Yes >> Refer to the Drivability Category and perform the appropriate Symptom.
No >> Go To 2
P0122-TPS/APP CIRCUITLOW (CONTINUED)
2. CHECK TO SEE IF DTC IS CURRENT
With the scan tool, record the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set.
With the scan tool, erase Transmission DTCs.
NOTE: To erase EATX DTC DTC EVENT DATA information, a BATTERY DISCONNECT must be performed.
Performing a BATTERY DISCONNECT may reset learned Transmission values to controller defaults which
may lead to erratic shift schedules.
Drive the vehicle and try to duplicate the conditions in which the DTC was reported by the EATX DTC EVENT
DATA.
With the scan tool, read Transmission DTCs.
Did the DTC P0122 TPS/APPS LOW, reset?

Yes >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion,
damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems
are found, replace the PCM per the Service Information. With the scan tool, perform QUICK LEARN.
Perform 45RFE/545RFE TRANSMISSION VERIFICATION TEST - VER 1.
No >> Go To 3
3. INTERMITTENT WIRING AND CONNECTORS

The conditions necessary to set the DTC are not present at this time.
Using the schematics as a guide, inspect the wiring and connectors specific to this circuit.
Wiggle the wiring and connectors while checking for shorted and open circuits.
With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set.
Were there any problems found?

Yes >> Repair as necessary.
P0123- TPS/APP CIRCUIT HIGH

For the Transmission circuit diagram (Refer to ) (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 45RFE/
• When Monitored:
• Set Condition:
This DTC will set if the monitored TPS voltage rises above 4.94 volts for the period of 0.48 seconds.
Possible Causes
RELATED ENGINE TPS/APPS DTC’S PRESENT
Theory of Operation
will be referred as the Powertrain Control Module (PCM). The 4.7L V-8 Throttle Positioning Sensor (TPS) provides
the PCM with an input signal voltage that represents the throttle blade position of the throttle body. The TPS is
connected to the throttle blade shaft. As the position of the throttle blade changes, the output voltage of the TPS
changes.
The 5.7L V-8 Accelerator Pedal Position Sensor (APPS) is a linear potentiometer that provides the PCM with a
voltage signal proportional to the angle, or position of the accelerator pedal. The APPS signal along with inputs from
other sensors is used by the PCM to calculate the throttle plate position which is electronically controlled.
Diagnostic Test
1. DETERMINING IF RELATED ENGINE TPS/APPS DTC’S ARE PRESENT

With the scan tool, check Engine DTC’s, this includes all one trip failures.

Yes >> Refer to the Drivability category and perform the appropriate symptom.
No >> Go To 2
P0123- TPS/APP CIRCUIT HIGH (CONTINUED)
2. CHECK IF THE DTC IS CURRENT
With the scan tool, record the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set.
NOTE: To erase EATX DTC EVENT DATA information, a BATTERY DISCONNECT must be performed. Per-
forming a BATTERY DISCONNECT may reset all learned Transmission values to controller defaults that
could lead to an inconsistent shift schedule.
Drive the vehicle and try to duplicate the conditions in which the DTC was reported by the EATX DTC EVENT
DATA.
Did the DTC P0123 TPS/APPS HIGH, reset?

No >> Go To 3


P0124-TPS/APP INTERMITTENT
For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE -
SCHEMATICS AND DIAGRAMS).
For a complete Transmission wiring diagram Refer to Section 8W
• When Monitored:
• Set Condition:
This DTC will set if the monitored TPS throttle angle between the angles of 6° and 120° and the degree
change is greater than 5° within a period of less than 7.0 ms
Possible Causes
RELATED TPS ENGINE DTC’S PRESENT

THROTTLE POSITION SENSOR
Theory of Operation
will be referred as the Powertrain Control Module (PCM). The 4.7L V-8 Throttle Positioning Sensor (TPS) provides
the PCM with an input signal voltage that represents the throttle blade position of the throttle body. The TPS is
connected to the throttle blade shaft. As the position of the throttle blade changes, the output voltage of the TPS
changes.
The 5.7L V-8 Accelerator Pedal Position Sensor (APPS) is a linear potentiometer that provides the PCM with a
voltage signal proportional to the angle, or position of the accelerator pedal. The APPS signal along with inputs from
other sensors is used by the PCM to calculate the throttle plate position which is electronically controlled.
Diagnostic Test
1. DETERMINING IF RELATED ENGINE TPS DTC’S ARE PRESENT

With the scan tool, check Engine DTC’s including all one trip failures.

Yes >> Refer to the Powertrain category and perform the appropriate symptom.
No >> Go To 2

With the scan tool, record the DTC EVENT DATA to help identify the conditions in which the DTC was set.
NOTE: To erase EATX EVENT DATA information, a BATTERY DISCONNECT must be performed. Performing
a BATTERY DISCONNECT may reset all learned transmission values to controller default. This may lead to
erratic shift schedules.
Drive the vehicle and try to duplicate the conditions in which the DTC was reported by the DTC EVENT DATA.
Did the DTC P0124 TPS/APPS INTERMITTENT, reset?

Yes >> Go To 3
No >> Go To 4
P0124-TPS/APP INTERMITTENT (CONTINUED)
3. CHECK THROTTLE POSITION SENSOR OPERATION
Ignition On, Engine Not Running.
With the scan tool, under Transmission Sensors, monitor the TPS voltage in the following step.
Slowly open and close the throttle while checking for erratic voltage changes.
Was the TPS voltage change smooth and consistent?

No >> Replace the Throttle Position Sensor per the Service Information.


P0218-HIGH TEMPERATURE OPERATION ACTIVATED

For the Transmission circuit diagram. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE -
• When Monitored:
Whenever the engine is running.
• Set Condition:
Immediately after a Overheat shift schedule is activated when the Transmission temperature exceeds 127° C
or 260° F.
Possible Causes
HIGH TEMPERATURE OPERATION ACTIVATED

TORQUE CONVERTER CLUTCH SLIPPING / NOT ACTIVATING
EXCESSIVE TIME IDLING IN GEAR
SION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - SCHEMATICS AND DIAGRAMS).
Theory of Operation
The DTC is intended as an informational DTC to aid the technician in determining the root cause of a customer
dirveability issue. The DTC is also intended to alert the technicain to determine if a cooling system malfunction has
occurred or if an additional transmission air to oil cooler is needed to support the customers driving behavior.
Diagnostic Test
1. HIGH TEMPERATURE OPERATION

This DTC is an informational DTC designed to aid the Technician in diagnosing shift quality complaints.
This DTC indicates that the transmission has been operating in the 9Overheat9 shift schedule which may generate
a customer complaint.
The customer driving patterns may indicate the need for an additional transmission oil cooler.
Verify proper Engine cooling system operation which would affect proper transmission operation.
Verify proper torque converter clutch operation.
With the scan tool, check the DTC EVENT DATA to help identify the conditions in which the DTC was set.

Repair
Repair the cause of transmission overheating. Refer to the Service Information for the proper repair
procedure. Make sure to check for any Service Bulletins pertaining to this problem.
P0562-BATTERY VOLTAGE LOW

P0562-BATTERY VOLTAGE LOW (CONTINUED)
For the Transmission circuit diagram. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE -
• When Monitored:
With the engine running and the PCM has closed the Transmission Control Relay.
• Set Condition:
If the battery voltage of the Transmission Control Relay Output Sense circuit(s) to the PCM is less than 10.0
volts for the period of 15 seconds. Note: P0562 generally indicates a gradually falling battery voltage or a
resistive connection(s) to the PCM. The DTC will also set if the battery voltage sensed at the PCM is less than
6.5-volts for 200ms or where Transmission Control Relay Output circuits are less than 7.2-volts for 200ms.
Possible Causes
RELATED CHARGING SYSTEM DTC’S

(Z908, Z977) GROUND CIRCUIT OPEN OR HIGH RESISTANCE
(A104) FUSED B+ CIRCUIT TO PCM OPEN OR HIGH RESISTANCE
(T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT OPEN OR HIGH RESISTANCE
TRANSMISSION CONTROL RELAY
Theory of Operation
Friction element distress could result from an insufficient supply voltage to properly control the solenoids. To prevent
this possibility, the battery voltage is monitored and the system is placed in logical limp-in if the battery voltage
drops below the limit.
Diagnostic Test
1. RELATED CHARGING SYSTEM DTC’S

With the scan tool, read the Engine DTC’s.
Are there any related Charging System DTC’s also present?

Yes >> Refer to the Charging System category and repair any Engine Charging System DTC’s, before testing
DTC P0562. NOTE: After repairing the Engine Charging System DTC’s, perform the Transmission Ver-
ification test to verify the transmission was not damaged.
No >> Go To 2
2. CONDITION P0562 PRESENT
NOTE: Generator, battery, and charging system must be fully functional before performing this test.
With the scan tool, read Transmission DTC’s.
With the scan tool, Check the STARTS SINCE SET counter for P0562.
NOTE: This counter only applies to the last DTC set.
Is the STARTS SINCE SET counter set at 0?

Yes >> Go To 3
No >> Go To 7
3. CHECKING (Z908, Z977) GROUND CIRCUITS

Disconnect the PCM C4 harness connector and connect Miller tool
#8815.
CAUTION: Do not probe the PCM harness connectors. Probing
the PCM harness connectors will damage the PCM terminals
resulting in poor terminal to pin connection. Install Miller tool
#8815 to perform diagnosis.
Using a 12-volt test light connected to 12-volts, check the PCM (Z908,
Z977) Ground circuits at the appropriate terminals of Miller tool #8815.
Does the test light illuminate brightly for the PCM (Z908, Z977)
Ground circuits?
Yes >> Go To 4
No >> Repair the (Z908, Z977) Ground circuit(s) for an open or high resistance.
4. CHECKING (A104) FUSED B+ CIRCUIT

Remove the Transmission Control Relay.
Ignition on, engine not running.
Using a 12-volt test light connected to ground, check the (A104) Fused
B+ circuit at the Transmission Control Relay connector.

Yes >> Go To 5
No >> Repair the (A104) Fused B+ circuit for an open or high
resistance.
Perform 45RFE/545RFE TRANSMISSION VERIFICATION
TEST - VER 1.
5. CHECKING THE (T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT
Connect a jumper wire between (A104) Fused B+ circuit and the (T16)
Transmission Control Relay Output circuit in the Transmission Control
Relay connector.
Using a 12-volt test light connected to ground, check all (T16) Trans-
mission Control Relay Output circuits at the appropriate terminals of
Miller tool #8815.

Yes >> Go To 6
No >> Repair the (T16) Transmission Control Relay Output circuit
for an open or high resistance.
TEST - VER 1.
6. TRANSMISSION CONTROL RELAY

Reconnect all previously disconnected connectors.
Install a substitute Relay in place of the Transmission Control Relay.
Start the engine.
Using a voltmeter, measure the vehicles battery voltage.
With the scan tool, monitor the Transmission Switched Battery Voltage.
Compare the scan tool Transmission Switched Battery voltage to the actual battery voltage reading on the voltmeter.
Is the scan tool voltage within 1.0 volt of the battery voltage?
Yes >> Replace the Transmission Control Relay.
No >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion,
The conditions necessary to set this DTC are not present at this time.
Wiggle the wires while checking for shorted and open circuits.
Where there any problems found?

P0602-CONTROL MODULE PROGRAMMING ERROR/NOT PROGRAMMED

SCHEMATICS AND DIAGRAMS)
For a complete wiring diagram Refer to Section 8W
• When Monitored:
Check for generic software is made at power-up
• Set Condition:
If genic software is found , the MIL will light immediately. This DTC is designed to signal the technician that the
controller still has generic software installed.
Possible Causes
PCM - PROGRAMMING ERROR
SION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - DIAGNOSIS AND TESTING)
Theory of Operation
The controller is programmed during manufacturing with generic software to facilitate testing. This software does not
have the proper calibrations to control a transmission in a vehicle. The check for generic software is made at power-
up. If generic software is found , the MIL will light immediately and the MIL will stay on even if the fault is cleared,
until the proper software is installed. Note: Transmission will be placed in limp-in mode.
Diagnostic Test
1. CONTROL MODULE PROGRAMMING ERROR

NOTE: Controller is programmed with generic software and will not allow the correct vehicle Powertrain
management.
With the scan tool.
Record the vehicles controller part number.
Select Use Controller Part Number under the Flash Tab.
Flash the controller with the correct software.
Verify the controller flashed successfully.

Test Complete
Perform 45RFE/545RFE TRANSMISSION VERIFICATION TEST - VER 1. Perform Quick Learn
Procedure.
P0604-INTERNAL CONTROL MODULE RAM

• When Monitored:
One time after the controller is reset (ignition turned to the RUN position).
• Set Condition:
Whenever the Powertrain Control Module (PCM) detects an internal controller problem.
Possible Causes
POWER OR GROUND CIRCUIT
Theory of Operation
After the controller is reset (ignition turned to the RUN position), the microprocessor checks the integrity of each
RAM location by writing to it and reading back from it. The read value should be same as value written.
Diagnostic Test
1. CHECK WIRING AND CONNECTORS FOR INTERMITTENT OPERATION

Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and ground circuits.
NOTE: Due to the integration of the Powertrain and Transmission Control Modules, the transmission part of
the PCM has it’s own specific power and ground circuits.
Check for any Service Bulletins that may apply.

Yes >> Repair the power and/or ground circuits to the PCM and Transmission Control Relay as necessary.
No >> Replace the PCM per the Service Information. With the scan tool, perform QUICK LEARN.
P0605-INTERNAL CONTROL MODULE ROM

• When Monitored:
One time after the controller is reset (ignition turned to the RUN position).
• Set Condition:
Whenever the Powertrain Control Module (PCM) detects an internal controller problem.
Possible Causes
Theory of Operation
After the controller is reset (ignition turned to the RUN position) the microprocessor checks the integrity of the pro-
gram memory (ROM). A checksum is calculated by adding all used bytes in the program memory. The sum should
be the same as a known constant stored in the program memory.
Diagnostic Test
1. CHECK WIRING AND CONNECTORS FOR INTERMITTENT OPERATION


Yes >> Repair the power and/or ground circuits as necessary.
P0613-INTERNAL TCM
• When Monitored:
1) One time after the controller is reset (ignition turned to the RUN position) and every 60 seconds thereafter.
The Delay Test is executed after a reset only.
2) 2 seconds after an invalid test.
• Set Condition:
If either of the following conditions occur 3 times:
1) The watchdog fault line remains high after the period has elapsed for the too early - too late watchdog test.
2) The Transmission Control Relay remains on after the watchdog delay expired.
Possible Causes
Theory of Operation
The internal Watchdog (WD) is a separate hardware circuit that continuously monitors the microprocessor. To insure
the proper operation of the EATX controller the watchdog must receive a signal from the microprocessor within a
specific time window (14ms ± 1ms) to prevent a system shutdown after a short delay (570ms). The microprocessor
periodically tests the WD’s ability to provide this shutdown function using a three phase test;
1) Send the signal too late > 15ms
2) Send the signal too early < 13ms
3) Delay test < 590ms
If the watchdog input signal arrives too early or too late, the Watchdog Fault line will go low and the watchdog delay
will start to time out. The delay will be reset by the correct timing of watchdog signal sent during subsequent oper-
ations.
The Delay Test checks the delay time out. The Delay Monitor line is pulled low, which forces the delay to start timing
out. At the end of the delay time the Transmission Relay will be turned off. The delay test, upon detection of the
relay turning off, will immediately turn the relay back on before shutdown can occur.
Diagnostic Test
1. CHECK THE WIRING AND CONNECTORS


Yes >> Repair the power and/or ground circuits as necessary.
P0706-TRANSMISSION RANGE SENSOR RATIONALITY

P0706-TRANSMISSION RANGE SENSOR RATIONALITY (CONTINUED)
• When Monitored:
• Set Condition:
The DTC will set if the controller detects an invalid PRNDL code which lasts for more than 0.042 seconds.
Possible Causes
SHIFTER OUT OF ADJUSTMENT

TRS SENSE CIRCUIT OPEN
TRS SENSE CIRCUIT SHORT TO GROUND
TRS SENSE CIRCUIT SHORT TO VOLTAGE
METAL DEBRIS IN OIL PAN
TRANSMISSION RANGE SENSOR
Theory of Operation
The T1, T2, T3, T41, or T42 (C1 - C5) Sense circuits communicate the shift lever position to the Transmission
Control System. Each circuit is terminated at the transmission by a switch (TRS). Each switch can be either open
or closed, depending on the shift lever position. The PCM can decode this information and determine the shift lever
position.
Each shift lever position has it own unique combination of closed and open switches. This is called a PRNDL code.
There are 5 switches, therefore: there are many possible combinations of open and closed switches (codes). There
are 12 valid codes: two for neutral, one for each other gear position (5), and five temporary (transition zone) codes.
The remainder of the codes should never occur, these are called invalid codes.
Diagnostic Test
1. CHECK TO SEE IF P0706 DTC IS CURRENT

With the scan tool, perform the Shift Lever Position Test.
Select the test outcome from the following:

Test passes:
Go To 6
Test fails with Error Code:
Go To 2
Test fails without Error Code:
Perform the Gearshift Adjustment Procedure per the Service Information.
2. ASSEMBLY-TRANSMISSION SOLENOID/TRS
Remove the Starter Relay.
NOTE: Removal of the Starter Relay is to prevent a Transmission, NO RESPONSE, condition and disable the
starter.
Install Transmission Simulator, Miller tool #8333.
With the scan tool, perform the Shift Lever Position Test.
When the scan tool instructs you to put the Gear Selector in a particular position, you must do so using the selector
switch on the Transmission Simulator.
The LED for the gear position in question must be illuminated on the Transmission Simulator prior to pressing
9ENTER9 on the scan tool.
NOTE: When the scan tool requests the O/D off button be depressed, you must use the O/D OFF button in
the vehicle or you will fail the Shift Lever Position Test with an error code 11 or OD-TOW/HALL STUCK
OPEN.
NOTE: If the Shift Lever Position test fails, make sure to note the identification of the TRS Sense circuit for
future reference.
Did the Shift Lever Position test pass?

Yes >> Remove the Oil Pan and Main Valve Body Assembly per the Service Information. Check for metal debris
on top of the Solenoid/TRS Assembly and the manual valve code plate. If debris is present, determine
the cause of the debris and repair the transmission as necessary. If no problems are found, replace the
Transmission Solenoid/TRS Assembly per the Service Information.
No >> Go To 3
3. TRS SENSE CIRCUIT OPEN

Disconnect the Transmission Simulator, Miller tool #8333.
Disconnect the PCM harness connectors and install Miller tool #8815.
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage
the PCM terminals resulting in poor terminal to pin connection. Install Miller tool #8815 to perform diagno-
sis.
Measure the resistance of the identified (T1, T2, T3, T41, or T42) TRS Sense circuit, from the Transmission Sole-
noid/TRS Assembly harness connector to the appropriate terminal of Miller tool #8815.

Yes >> Repair the identified (T1, T2, T3, T41, or T42) TRS Sense circuit for an open.
No >> Go To 4
4. TRS SENSE CIRCUIT SHORT TO GROUND
Measure the resistance between ground and the identified (T1, T2, T3, T41, or T42) TRS Sense circuit.

Yes >> Repair the identified (T1, T2, T3, T41, or T42) TRS Sense circuit for a short to ground.
No >> Go To 5
5. TRS SENSE CIRCUIT SHORT TO OTHER CIRCUITS

Measure the resistance between the identified (T1, T2, T3, T41, or T42) TRS Sense circuit and all other circuits in
the Transmission Solenoid/TRS Assembly harness connector.
Is the resistance below 100k ohms between the identified (T1, T2, T3, T41, or T42) TRS Sense circuit and
any other circuit(s) in the Transmission Solenoid/TRS Assembly harness connector?
Yes >> Repair the identified (T1, T2, T3, T41, or T42) TRS Sense circuit for a short to other circuit(s).


P0711-TRANSMISSION TEMPERATURE SENSOR PERFORMANCE

P0711-TRANSMISSION TEMPERATURE SENSOR PERFORMANCE (CONTINUED)
SCHEMATICS AND DIAGRAMS) .
• When Monitored:
• Set Condition:
This DTC will set when the desired transmission temperature does not reach a normal operating temperature
within a given time frame. Time is variable due to ambient temperature. Approximate times are starting tem-
perature to warm up time: (-40° F / -40° C - 35 min) (-20° F / -28° C - 25 min) (20° F / -6.6° C - 20 min) (60°
F / 15.5 ° C - 10 min)
Possible Causes
RELATED DTC’S PRESENT

TRANSMISSION TEMPERATURE SENSOR
Theory of Operation
The Transmission Temperature Sensor is a variable resistor that changes with temperature, or otherwise known as
a thermister. The temperature of the transmission fluid can affect a variety of electronically controlled transmission
operations such as shift quality, torque converter lock-up, and when and/or if certain OBDII or system self-diagnostic
test are performed. The Powertrain Control Module (PCM) substitutes a calculated transmission temperature value
if a fault is detected in the Transmission Temperature Sensor circuit.
Diagnostic Test
1. DETERMINE IF RELATED DTC’S ARE PRESENT

With the scan tool, check Transmission DTC’s.
Are there any other related Transmission Temperature Sensor DTCs present?
Yes >> Refer to the Transmission category and perform the appropriate symptom.
No >> Go To 2

Is the STARTS SINCE SET counter 2 or less?

Yes >> Go To 3
No >> Go To 4
P0711-TRANSMISSION TEMPERATURE SENSOR PERFORMANCE (CONTINUED)
3. TRANSMISSION TEMPERATURE SENSOR
starter.
Install the Transmission Simulator, Miller tool #8333.
With the Transmission Simulator, turn the Input/Output switch to OFF.
With the scan tool, monitor the TRANS TEMP VOLTS while turning the Thermistor Voltage switch to all three posi-
tions on the Transmission Simulator.
Compare the scan tool readings to the voltage readings listed on the Transmission Simulator.
Do the readings on the scan tool match the Transmission Simulator readings ± 0.2 volts?
Yes >> Replace Transmission Solenoid/TRS Assembly per the Service Information.


P0712-TRANSMISSION TEMPERATURE SENSOR LOW

P0712-TRANSMISSION TEMPERATURE SENSOR LOW (CONTINUED)
• When Monitored:
• Set Condition:
The DTC will set when the monitored Temperature Sensor voltage drops below 0.078 volts for the period of
0.45 seconds.
Possible Causes

(T54) TRANSMISSION TEMPERATURE SENSOR SIGNAL CIRCUIT SHORT TO GROUND
Theory of Operation
Diagnostic Test

Are there any line pressure sensor or throttle position sensor DTCs present?
No >> Go To 2


Yes >> Go To 3
No >> Go To 5
starter.
Compare the scan tool readings with the numbers listed on the Transmission Simulator.
Do the readings on the Transmission Simulator match the scan tool readings ± 0.2 volts?
Yes >> Replace Transmission Solenoid/TRS Assembly per the Service Information.
No >> Go To 4
4. (T54) TRANSMISSION TEMPERATURE SENSOR SIGNAL CIRCUIT SHORT TO GROUND

#8815.
Measure the resistance between ground and the (T54) Transmission
Temperature Sensor Signal circuit.

Yes >> Repair the (T54) Transmission Temperature Sensor Signal
circuit for a short to ground.
TEST - VER 1.
No >> Using the schematics as a guide, check the Powertrain
Control Module (PCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and
ground circuits. If no problems are found, replace the PCM
per the Service Information. With the scan tool, perform
QUICK LEARN.

P0713-TRANSMISSION TEMPERATURE SENSOR HIGH

P0713-TRANSMISSION TEMPERATURE SENSOR HIGH (CONTINUED)
• When Monitored:
• Set Condition:
The DTC will set when the monitored Temperature Sensor voltage rises above 4.94 volts for the period of 0.45
seconds.
Possible Causes

(T54) TRANSMISSION TEMPERATURE SENSOR SIGNAL CIRCUIT SHORT TO OTHER CIRCUITS
Theory of Operation
Diagnostic Test

No >> Go To 2

With the scan tool, check the STARTS SINCE SET counter for P0713.

Yes >> Go To 3
No >> Go To 5
starter.
NOTE: Note: Check connectors - Clean/repair as necessary.
Do the readings on the Transmission Simulator match the scan tool readings ± 0.2 volts?
Yes >> Replace Transmission Solenoid/TRS assembly per the Service Information.
No >> Go To 4
4. (T54) TRANSMISSION SENSOR SIGNAL CIRCUIT SHORT TO OTHER CIRCUITS

Disconnect the PCM harness connectors.
Measure the resistance between the (T54) Transmission Temperature
Sensor Signal circuit and all other circuits in the Transmission Sole-
noid/TRS Assembly harness connector.
Is the resistance below 5.0 ohms between the (T54) Transmis-

sion Temperature Sensor Signal circuit and any other circuit(s)
in the Transmission Solenoid/TRS Assembly harness connec-
tor?
Yes >> Repair the Transmission Temperature Sensor Signal circuit
for a short to other circuit(s).
TEST - VER 1.
Control Module (PCM) terminals for corrosion, damage, or terminal push out. Pay particular attention to
all power and ground circuits. If no problems are found, replace the PCM per the Service Information.
With the scan tool, perform QUICK LEARN.

P0714-TRANSMISSION TEMPERATURE SENSOR INTERMITTENT

P0714-TRANSMISSION TEMPERATURE SENSOR INTERMITTENT (CONTINUED)
• When Monitored:
• Set Condition:
The DTC will set when the monitored Temperature Sensor voltage fluctuates or changes abruptly within a pre-
determined period of time.
Possible Causes

Theory of Operation
Diagnostic Test

No >> Go To 2


Yes >> Go To 3
No >> Go To 4
starter.
Do the readings on the Transmission Simulator match a non-fluctuating scan tool reading ± 0.2 volts?
Yes >> Replace Transmission Solenoid/TRS assembly per the Service Information.


P0715-INPUT SPEED SENSOR 1 CIRCUIT

P0715-INPUT SPEED SENSOR 1 CIRCUIT (CONTINUED)
• When Monitored:
The transmission gear ratio is monitored continuously while the transmission is in gear.
• Set Condition:
If there is an excessive change in input RPM in any gear. This DTC can take up to five minutes of problem
identification before illuminating the MIL.
Possible Causes
(T52) INPUT SPEED SENSOR SIGNAL CIRCUIT OPEN

(T13) SPEED SENSOR GROUND CIRCUIT OPEN
(T52) INPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO GROUND
(T13) SPEED SENSOR GROUND CIRCUIT SHORT TO GROUND
(T52) INPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE
(T13) SPEED SENSOR GROUND CIRCUIT SHORT TO VOLTAGE
INPUT SPEED SENSOR
Theory of Operation
The transmission system uses two speed sensors, one to measure input RPM and one to measure output RPM.
These inputs are essential for proper transmission operation. Therefore, the integrity of this data is verified through
the following checks:
1) When in gear, if the gear ratio does not compare to a known gear ratio, the corresponding in-gear trouble code
is set (DTCs P0731–36).
2) An excessive change in input or output speeds indicating signal intermittent which may result in the DTCs P0715
and/or P0720 to set.
3) If the common speed sensor ground circuit is lost, both sensor inputs will read the signal from the input speed
sensor at idle in neutral. Since the input speed sensor reads 60 teeth from the input clutch hub and the output
speed sensor reads 30 teeth from the park gear, the result is an apparent speed ratio of 1:2 and may cause the
DTC P1794 to set when at a stop.
Diagnostic Test
1. CHECK TO SEE IF DTC P0715 IS CURRENT

Start the engine in park.
With the scan tool, monitor the Input Speed Sensor RPM.
Is the Input Speed Sensor RPM below 400 RPM?

Yes >> Go To 2
No >> Go To 9
2. INPUT SPEED SENSOR
starter.
With the Transmission Simulator, set the selector switch to 3000/1000 and the Input/Output switch to ON.
With the scan tool, monitor the Input and Output Speed Sensor RPM.
Does the Input speed read 3000 RPM and the Output speed read 1000 RPM ± 50 RPM?
Yes >> Replace the Input Speed Sensor per the Service Information.
No >> Go To 3
3. (T52) INPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE

#8815.
NOTE: Make sure to leave the Speed Sensor, Transmission Sole-
noid/TRS Assembly, and Line Pressure Sensor harness connec-
tors disconnected.
Place a jumper wire between the (A104) Fused B+ circuit and the
(T16) Transmission Control Relay Output circuit in the Transmission
Control Relay connector.
Measure the voltage of the (T52) Input Speed Sensor Signal circuit.

Yes >> Repair the (T52) Input Speed Sensor Signal circuit for a
short to voltage.
Perform (NGC) 45RFE/545RFE TRANSMISSION VERIFI-
CATION TEST - VER 1.
No >> Go To 4
4. (T13) SPEED SENSOR GROUND CIRCUIT SHORT TO VOLTAGE
Measure the voltage of the (T13) Speed Sensor Ground circuit.

Yes >> Repair the (T13) Speed Sensor Ground circuit for a short
to voltage.
No >> Go To 5
5. (T52) INPUT SPEED SENSOR SIGNAL CIRCUIT OPEN

Disconnect the jumper wire between the (A104) Fused B+ circuit and
the (T16) Transmission Control Relay Output circuit in the Transmis-
sion Control Relay connector.
Measure the resistance of the (T52) Input Speed Sensor Signal circuit
between the Input Speed Sensor harness connector and the appropri-
ate terminal of Miller tool #8815.

Yes >> Repair the (T52) Input Speed Sensor Signal circuit for an
open.
TEST - VER 1.
No >> Go To 6
6. (T13) SPEED SENSOR GROUND CIRCUIT OPEN
Measure the resistance of the (T13) Speed Sensor Ground circuit
between the Input Speed Sensor harness connector and the appropri-

Yes >> Repair the (T13) Speed Sensor Ground circuit for an
open.
TEST - VER 1.
No >> Go To 7
7. (T52) INPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the Input Speed Sensor
Signal circuit.

Yes >> Repair the (T52) Input Speed Sensor Signal circuit for a
short to ground.
TEST - VER 1.
No >> Go To 8
8. (T13) SPEED SENSOR GROUND CIRCUIT SHORT TO GROUND
Measure the resistance between ground and the (T13) Speed Sensor
Ground circuit.

to ground.
TEST - VER 1.
QUICK LEARN.
TEST - VER 1.


P0720-OUTPUT SPEED SENSOR CIRCUIT

P0720-OUTPUT SPEED SENSOR CIRCUIT (CONTINUED)
• When Monitored:
The transmission gear ratio is monitored continuously while the transmission is in gear.
• Set Condition:
If there is an excessive change in output RPM in any gear. This DTC can take up to five minutes of problem
identification before illuminating the MIL.
Possible Causes
OUTPUT SPEED SENSOR SIGNAL CIRCUIT OPEN

SPEED SENSOR GROUND CIRCUIT OPEN
OUTPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO GROUND
SPEED SENSOR GROUND CIRCUIT SHORT TO GROUND
OUTPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE
SPEED SENSOR GROUND CIRCUIT SHORT TO VOLTAGE
OUTPUT SPEED SENSOR
Theory of Operation
is set (codes P0731 through P0736).
2) An excessive change in input or output speeds indicating signal intermittent will result in codes P0715 and/or
P0720 being set.
sensor at idle in neutral. Since the input speed sensor has 60 teeth and the output speed sensor has 30 teeth, this
results in a an apparent speed ratio of 1:2 and may cause the DTC P1794 to set.
Diagnostic Test

CAUTION: Properly support the vehicle and raise all drive wheels off the ground.
Release the parking brake.
Place the transmission gear selector in drive, release foot from brake.
WARNING: BE SURE TO KEEP HANDS AND FEET CLEAR OF ROTATING WHEELS.
With the scan tool, monitor the Output Speed Sensor RPM.
Is the Output Speed Sensor RPM below 100 RPM?

Yes >> Go To 2
No >> Go To 9
2. OUTPUT SPEED SENSOR

starter.
With the Transmission Simulator, set the selector switch to 3000/1000 and the Input/Output switch to ON.
With the scan tool, monitor the Input and Output Speed Sensor RPM
Does the Input Speed read 3000 RPM and the Output Speed read 1000 RPM, ± 50 RPM?
Yes >> Replace the Output Speed Sensor per the Service Information.
No >> Go To 3
3. OUTPUT SPEED SENSOR SIGNAL CIRCUIT OPEN
Disconnect the PCM harness connectors and connect Miller special
tool #8815.
resulting in poor terminal to pin connection. Install Miller special
tool #8815 to perform diagnosis..
Measure the resistance of the Output Speed Sensor Signal circuit from
the Output Speed Sensor harness connector to the appropriate termi-
nal of special tool #8815.

Yes >> Repair the Output Speed Sensor Signal circuit for an
open.
TEST - VER 1.
No >> Go To 4
4. SPEED SENSOR GROUND CIRCUIT OPEN

Measure the resistance of the Speed Sensor Ground circuit from the
Output Speed Sensor harness connector to the appropriate terminal in
the special tool #8815.

Yes >> Repair the Speed Sensor Ground circuit for an open.
TEST - VER 1.
No >> Go To 5
5. OUTPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO GROUND
Measure the resistance between ground and the Output Speed Sensor
Signal circuit.

Yes >> Repair the Output Speed Sensor Signal circuit for a short
to ground.
TEST - VER 1.
No >> Go To 6
6. SPEED SENSOR GROUND CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the Speed Sensor
Ground circuit.

Yes >> Repair the Speed Sensor Ground circuit for a short to
ground.
TEST - VER 1.
No >> Go To 7
7. OUTPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE
Place a jumper wire between the Fused B+ circuit and the Transmis-
sion Relay Output circuit in the Transmission Control Relay connector.
Measure the voltage of the Output Speed Sensor Signal circuit.

Yes >> Repair the Output Speed Sensor Signal circuit for a short
to voltage.
TEST - VER 1.
No >> Go To 8
8. SPEED SENSOR GROUND CIRCUIT SHORT TO VOLTAGE

Measure the voltage of the Speed Sensor Ground circuit.

Yes >> Repair the Speed Sensor Ground circuit for a short to volt-
age.
TEST - VER 1.
QUICK LEARN.
TEST - VER 1.

P0725-ENGINE SPEED SENSOR CIRCUIT

• When Monitored:
Continuously every 7 msec with the ignition on and engine running.
• Set Condition:
This DTC will set when the calculated engine speed is less than 390 RPM with the engine running, or greater
than 8000 RPM, for the period of 2.0 seconds. The PCM will place the Transmission in Limp-in when this DTC
is set. Note: This is not a Transmission Input Speed Sensor DTC.
Possible Causes
RELATED ENGINE DTC’S PRESENT

CRANK POSITION SENSOR OR WIRING
Theory of Operation
The Transmission Control System calculates the engine RPM by directly reading the engine crank position sensor.
It compares the calculated value to the engine speed sensor signal transmitted from the Engine Control System
over the controllers internal bus. The calculated engine RPM is also compared to a minimum and a maximum value.
Note: Due to the integration of the Powertrain Control Module (PCM) and Transmission Control Module
(TCM), bus communication between the modules is internal and unserviceable.
Diagnostic Test
1. RELATED ENGINE DTCS PRESENT

NOTE: This is not a Transmission Input Speed Sensor DTC.
With the scan tool, read all Engine DTC’s. This includes any active or stored or one trip DTCs.
Are there any engine RPM related DTCs present?

Yes >> Refer to the Powertrain category and perform the appropriate symptom.
No >> Go To 2
P0725-ENGINE SPEED SENSOR CIRCUIT (CONTINUED)
2. VERIFY IF THE DTC IS CURRENT
With a scan tool, read and record all EATX DTC EVENT DATA.
With the scan tool, erase all active and stored transmission DTCs. (Note: it may be necessary to perform a battery
disconnect with the scan tool to clear EATX DTC EVENT DATA.)
Using the EATX DTC EVENT DATA, duplicate the conditions in which the original DTC set.
With the scan tool, read transmission and engine DTCs.
NOTE: Refer to all engine DTCs first in the following question.
Pick the answer below that best describes your findings, (this includes one trip failures).
Transmission DTC P0725 set
Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion,
damage, or terminal push out. Also check the Crank Position sensor and wiring. Pay particular attention
to all power and ground circuits. If no problems are found, replace the PCM per the Service Information.
Engine DTC set
Refer to the Driveability category and perform the appropriate symptom.
No DTC set at all
Go To 3


P0731-GEAR RATIO ERROR IN 1ST

• When Monitored:
Continuously with the ignition on, engine running, with the transmission in gear.
• Set Condition:
If the ratio of the Input RPM to the Output RPM does not match the current gear ratio. This DTC can take up
to five minutes of problem identification before illuminating the MIL
Possible Causes
CUT UD PISTON SEAL

LOW FLUID LEVEL
CRACKED OR MISINSTALLED PRIMARY OIL FILTER OR SEAL
STUCK OR STICKING MAIN REGULATOR VALVE
FAILED OVERRUNNING CLUTCH
CUT UD ACCUMULATOR SEAL RING
BROKEN UD ACCUMULATOR PISTON
BROKEN REACTION SHAFT SUPPORT SEAL RING
LOW LINE PRESSURE
BROKEN / MISSING MAIN VALVE BODY BLEED ORIFICE
BROKEN / MISSING DRIBBLER ORIFICE ASSEMBLY IN REACTION SHAFT SUPPORT
POOR MACHINING ON PUMP VALVE BODY FACE
INPUT SPEED SENSOR AND RELATED WIRING
TRANSMISSION SOLENOID/TRS ASSEMBLY
Theory of Operation
1) Once in a particular gear, if the gear ratio varies from the correct gear ratio, the corresponding in-gear trouble
code is set (DTCs P0731–36).
2) An excessive change in input or output speeds indicating signal intermittent may result in the DTCs P0715 and/or
P0720 being set.
3) If the common speed sensor ground circuit is lost, both sensor inputs will read the pulses from the input speed
sensor when at a stop in neutral. Since the input speed sensor reads 60 teeth from the input clutch hub and the
output speed sensor reads 30 teeth from the park gear, the result is an apparent speed ratio of 1:2 and may cause
the DTC P1794 to set.
P0731-GEAR RATIO ERROR IN 1ST (CONTINUED)
Diagnostic Test
1. DETERMINING IF RELATED DTC’S ARE PRESENT

With the scan tool, check for other transmission DTC’s
If any of these DTC’s are present, perform their respective tests first.
Are there any Transmission; solenoid, line pressure, speed sensor, and/or loss of prime DTC’s present?
Yes >> Refer to the Transmission category and perform the appropriate symptom. If any of these DTCs are
present, they may cause a Speed Ratio Error. Perform the test for P0944 first if it is present.
No >> Go To 2

With the scan tool, perform the 1st Gear Clutch Test. Follow the instructions on the scan tool.
Increase the throttle angle or TPS Degree to 30° for no more than a few seconds.
CAUTION: Do not overheat the transmission.
Did the Clutch Test pass, Input Speed remain at zero?

Yes >> Go To 3
No >> Go To 4
3. CHECK FOR INTERMITTENT OPERATION

The conditions to set this DTC are not currently present.
- If the DTC Event Data shows fault P0731 was set in Park, Reverse, or Neutral, replace the Powertrain Control
Module.
- If the DTC Event Data shows fault P0731 set with input RPM = zero, check the input speed sensor and related
wiring.
- If the DTC Event Data shows fault P0731 set with line pressure significantly below desired line pressure, check for
the cause of low line pressure (i.e., oil level, misinstalled or damaged primary filter or filter seal, sticking main reg-
ulator valve in pump, etc.).
- If the DTC Event Data shows fault P0731 set with the UD pressure switch open (but line pressure matches
Desired Line Pressure), air check the UD hydraulic clutch circuit for leakage per the Service Information. If the UD
hydraulic clutch circuit is OK, replace the solenoid/TRS assembly.
Check the gearshift linkage adjustment.
Intermittent Gear Ratio DTCs can be set by problems in the Input and Output Speed Sensor circuits and/or Speed
Sensor Ground circuit.
NOTE: Failure to remove the Starter Relay can cause a Transmission - No Response condition.
Wiggle wiring and connectors while checking for intermittent operation with the Transmission Simulator.
Gear ratio DTC’s can also be set under extreme temperature conditions.
Verify if the problem is only experienced under extreme hot or cold conditions.
Were there any problems found.

4. INTERNAL TRANSMISSION
Repair internal transmission as necessary. Refer to the Service Information.
If there were any line pressure DTC’s present along with this DTC, make sure to inspect the: Primary oil filter and
seal, Transmission Oil Pump, and the Main regulator valve per the Service Information.
If DTC’s P0876 and/or P0875 were present in addition to the P0731, replace the Transmission Solenoid/TRS
Assembly in addition to necessary internal repairs.
Pay particular attention to the following list of possible causes when repairing the transmission condition.
- Cut UD piston seal
- Failed overrunning clutch
- Cut UD accumulator seal ring
- Broken UD accumulator piston
- Broken reaction shaft support seal ring
- Low line pressure
- Broken/missing main valve body bleed orifice
- Broken/missing dribbler orifice assembly in reaction shaft support
- Poor machining on pump valve body face
- Transmission Solenoid/TRS Assembly
View repair.
Repair
Repair internal transmission per the Service Information.
P0732-GEAR RATIO ERROR IN 2ND

• When Monitored:
• Set Condition:
Possible Causes

INPUT SPEED SENSOR OR WIRING
LOW FLUID LEVEL
WORN SOLENOID SWITCH VALVE OR PLUGS
BURNED UD OR 2C CLUTCH
CUT 2C OR UD PISTON SEAL
BROKEN 2C PISTON CASTING
BROKEN OR MISSING 2C BLEED ORIFICE
BROKEN OR MISSING UD BLEED ORIFICE
CUT 2C OR UD ACCUMULATOR PISTON SEAL
CRACKED 2C OR UD ACCUMULATOR PISTON
CUT OR MISSING #5 OR #7 CHECK BALL
BROKEN WELD - REACTION CARRIER TO REVERSE SUN GEAR
MISSING TEETH ON INPUT CLUTCH HUB TONE WHEEL
Theory of Operation
P0720 being set.
P0732-GEAR RATIO ERROR IN 2ND (CONTINUED)
Diagnostic Test

Yes >> Refer to appropriate symptom in the Transmission category. Perform the test for P0944–LOSS OF
PRIME first if it is present.
No >> Go To 2
2. CHECK IF DTC IS CURRENT

With the scan tool, read and record the EATX DTC EVENT DATA.
NOTE: Make sure to record all EATX DTC EVENT DATA stored in the scan tool for future reference in this
test procedure.
Does the EATX DTC EVENT DATA display information for the DTC P0732?
Yes >> Go To 4
No >> Go To 3
3. CHECK EATX DTC EVENT DATA

In the EATX DTC EVENT DATA, identify the DTC that was recorded earlier.
Does the EATX DTC EVENT DATA display information for the DTC P1790, with target gear = 2nd, or with
both 2C and UD clutches applying?
Yes >> Go To 4
No >> Go To 7
4. CHECK RPM IN EATX DTC EVENT DATA

Refer to the EATX DTC EVENT DATA recorded earlier.
Does the Input RPM read zero?

Yes >> Check the input speed sensor and wiring. Refer to test P0715 and diagnose as if the DTC is current.
No >> Go To 5
5. CHECK LINE PRESSURE READING

Is the line pressure reading more than 10 psi below the desired line pressure?
Yes >> Go To 6
No >> Go To 7
6. CHECK TRANSMISSION OIL FILTER
Remove and inspect the Transmission Oil Pan for excessive debris per the Service Information.
Remove and inspect the Primary Oil Filter per the Service Information.
NOTE: Make sure the Primary Transmission Oil Filter and seal are properly installed and are not cracked or
split.
Does the Oil Pan contain excessive debris and/or is the Primary Oil Filter cracked, plugged or misin-
stalled?
Yes >> Repair the plugged, cracked, or split Primary Transmission Oil Filter and/or seal. If excessive clutch
debris is present, check the clutches for damage. Refer to the Service Information for the proper
hydraulic clutch repair procedure.
No >> Remove the Transmission Oil Pump per the Service Information. Check the main Regulator Valve for
sticking in its bore, scoring, and/or damage and clean and repair as necessary. If no problem is found,
replace the Transmission Solenoid/TRS Assembly.

With the scan tool, perform the 2nd Gear Clutch Test. Follow the instructions on the scan tool.
Increase the throttle angle, TPS Degree, to 30° for no more than a few seconds.
NOTE: If the 2C clutch is faulty, the overrunning clutch will hold and the slip test will pass. The 2nd gear
clutch test will not detect a faulty 2C clutch. However, it will detect a faulty UD clutch.
Did the clutch test pass, did the Input Speed remain at zero?
Yes >> Go To 8
No >> Go To 10

Check the Shifter adjustment per the Service Information.
Intermittent gear ratio DTCs can be set by problems in the Input and Output Speed Sensor circuits and/or Speed
Check the Speed Sensor wiring and connectors for good connection, then perform a wiggle test using the Trans-
mission Simulator, Miller tool #8333.

No >> Go To 9
9. CHECK FOR SLIPPAGE
Road test the vehicle.
Is there an obvious slippage noticed in 2nd gear, or runaway on the 1–2 shift?
Yes >> Go To 12
No >> Go To 15
10. UD HYDRAULIC CLUTCH CIRCUIT

Remove Transmission Oil Pan and check for excessive debris.
Remove the Valve Body and air check the UD hydraulic clutch circuit (in the case) per the Service Information.
NOTE: The UD clutch passage contains a small bleed orifice, a small amount of air leakage is normal.
Were there any problems found, excessive debris and/or excessive air leakage in the UD clutch hydraulic
circuit?
Yes >> Repair as necessary. Check the UD clutch piston seals, reaction shaft support seal rings and the drib-
bler assembly, and the flatness of the pump valve body and pump housing faces. Check main regulator
valve for sticking in the bore.
No >> Go To 11
11. UD ACCUMULATOR PISTON

Check the UD bleed orifice, accumulator piston, and accumulator piston seal in the main valve body.

Yes >> Repair as necessary. Refer to the Service Information for proper repair procedures.
No >> Replace the Transmission Solenoid/TRS Assembly per the Service Information.
12. EXCESSIVE DEBRIS

Remove the Transmission Oil Pan and check for excessive debris.
If grey sludge is present, check for a improperly assembled 2C clutch with the thick reaction plate not against the
case.
Remove the valve body and air check the 2C hydraulic clutch circuit (in the 2C/4C clutch retainer) per the Service
Information.
NOTE: The 2C clutch passage contains a small bleed orifice, a small amount of air leakage is normal.
Were there any problems found, excessive debris, improperly assembled 2C clutch and/or excessive air
leakage in the 2C hydraulic clutch circuit?
Yes >> Repair as necessary. Refer to the Service Information for proper repair procedures. Note: Check the 2C
piston seals and bleed orifice.
No >> Go To 13
13. 2C ACCUMULATOR
Check the 2C Accumulator piston for cracks or a cut seal.
Check for a cut or missing #7 or #5 check balls.
Check the Solenoid Switch Valve and its plugs for sticking in its bore or excessive wear.
Were there any problems found

No >> Go To 14
14. CHECK FOR BROKEN REVERSE SUN GEAR WELD

Working through the windows in the bottom of the case, check for a broken Reverse Sun gear weld to the reaction
carrier as follows:
(1) Hold the Transmission Output Shaft by holding the Transmission Manual Lever in the park position.
(2) Rotate the Input Annulus gear and drive shell, (the drum that encloses the two rearmost carriers).
(3) Check to see if the reaction carrier (the frontmost carrier, whose outer shell is splined to the 2C clutch) is rotat-
ing faster than the drive shell is being turned.
Is the reaction carrier turning faster than the drive shell?

Yes >> Replace the Transmission Solenoid/TRS Assembly per the Service Information.
No >> Replace the reaction carrier per the Service Information.
15. CHECK IF DTC RESET
Did the DTC P0732 reset during the road test?

Yes >> Go To 16
No >> Go To 17
16. LIST OF POSSIBLE CAUSES
If any other DTC’s set during the road test, refer to the appropriate symptom in the Transmission category.
If no other DTC’s set during the road test, below is a list of possible causes, but not strictly limited to those:
— Check for excessive debris in the Transmission Oil pan, plugged, cracked, or misinstalled Primary Transmission
Oil Filter and/or seal.
— Check for cut and/or missing #7 and #5 check balls in the main valve body.
— Check the 2C and UD accumulator pistons and seals, UD bleed orifice, and the Solenoid Switch Valve and Plugs
in the main valve body.
— Check the UD clutch piston seals, reaction shaft support seal rings and dribbler assembly.
— Check the 2C clutch piston seals, and bleed orifice.
— Check the main regulator valve for sticking in its bore and the flatness of the pump valve body and pump hous-
ing faces.
— Check for a improperly assembled 2C clutch with the thick reaction plate not against the case.
View repair
Repair
Repair as necessary. Refer to the Service Information for proper repair procedures.
17. INTERMITTENT DTC

- If the DTC Event Data shows fault P0732 was set in Park, Reverse, or Neutral, replace the Powertrain Control
Module.
- If the DTC Event Data shows fault P0732 set with input RPM = zero, check the input speed sensor and related
wiring.
- If the DTC Event Data shows fault P0732 set with line pressure significantly below desired line pressure, check for
the cause of low line pressure (i.e., oil level, misinstalled or damaged primary filter or filter seal, sticking main reg-
ulator valve in pump, etc.).
- If the DTC Event Data shows fault P0732 set with the UD or 2C pressure switch open (but line pressure matches
Desired Line Pressure), air check the UD and 2C hydraulic clutch circuits for leakage per the Service Information.
If the UD and 2C hydraulic clutch circuits are OK, replace the Transmission Solenoid/TRS assembly.

P0733-GEAR RATIO ERROR IN 3RD

• When Monitored:
• Set Condition:
Possible Causes

LOW FLUID LEVEL
BENT OR BROKEN ACCUMULATOR COVER ON MAIN VALVE BODY
BURNED UD OR OD CLUTCH
CUT OD OR UD PISTON SEAL
BROKEN OR MISSING UD OR OD BLEED ORIFICE IN MAIN VALVE BODY
BROKEN OR MISSING BLEED ORIFICE IN UD OR OD CLUTCH PISTON
CUT OD OR UD ACCUMULATOR PISTON SEAL
CRACKED OD OR UD ACCUMULATOR PISTON
CUT OR MISSING #6 CHECK BALL
BROKEN WELD - REVERSE CARRIER HUB TO CARRIER
Theory of Operation
P0720 being set.
P0733-GEAR RATIO ERROR IN 3RD (CONTINUED)
Diagnostic Test

No >> Go To 2

test procedure.
Yes >> Go To 4
No >> Go To 3
3. TARGET GEAR IN EATX DTC EVENT DATA

In the EATX DTC EVENT DATA, identify the DTC that was recorded earlier.
Does the EATX DTC EVENT DATA display information for the DTC P1790, with target gear = 3rd, or with
both OD and UD clutches applying?
Yes >> Go To 4
No >> Go To 7


No >> Go To 5

Yes >> Go To 6
No >> Go To 7
NOTE: Make sure the Primary Transmission Oil Filter and seal are properly installed and are not cracked or
split.
Does the Oil Pan contain excessive debris and/or is the Primary Oil Filter cracked, plugged or misin-
stalled?
Yes >> Repair the plugged, cracked, or split Primary Transmission Oil Filter and/or seal. If excessive clutch
debris is present, check the clutches for damage. Refer to the Service Information for the proper
hydraulic clutch repair procedure.

With the scan tool, perform the 3rd Gear Clutch Test. Follow the instructions on the scan tool.
NOTE: If the OD clutch is faulty, the overrunning clutch will hold and the slip test will pass. The 3rd gear
clutch test will not detect a faulty OD clutch. However, it will detect a faulty UD clutch.
Yes >> Go To 8
No >> Go To 10


No >> Go To 9
Road test the vehicle. Check operation in 3rd gear, 4th gear, and Reverse.
Is there an obvious slippage noticed in 3rd gear, or runaway on the 2–3 shift?
Yes >> Go To 12
No >> Go To 16
10. UD HYDRAULIC CLUTCH CIRCUIT

Remove the Valve Body and air check the UD hydraulic clutch circuit (in the case) per the Service Information.
Were there any problems found, excessive debris and/or excessive air leakage in the UD hydraulic clutch
circuit?
Yes >> Repair as necessary. Check the UD clutch piston seals, reaction shaft support seal rings and dribbler
assemblies, and the flatness of the pump valve body and pump housing faces. Check main regulator
No >> Go To 11



Remove the valve body and check if the accumulator cover is intact.
Air check the OD hydraulic clutch circuit (in the case) per the Service Information.
NOTE: The OD clutch passage contains a small bleed orifice which connects to the Reverse clutch hydrau-
lic circuit, a small amount of air leakage into the Reverse clutch passage is normal.
Were there any problems found, excessive debris, and/or excessive air leakage in the OD hydraulic clutch
circuit?
Yes >> Repair as necessary. Refer to the Service Information for proper repair procedures. Note: Check the
bleed orifice in the OD/Reverse clutch piston.
No >> Go To 13
13. OD ACCUMULATOR
Check the OD Accumulator piston for cracks or a cut seal.
Check for a cut or missing #6 check ball.

No >> Go To 14
14. CHECK FOR NO REVERSE
During the road test on a previous test, did the vehicle have no reverse and no 3rd gear, but 1st and 2nd
gears were OK?
Yes >> Go To 15
15. CHECK FOR BROKEN REVERSE CARRIER WELD

Remove the Transmission per the Service Information and inspect the weld on the reverse carrier hub.

No >> Disassemble and inspect the input clutch assembly. Check the OD and Reverse clutch seals, discs, and
bleed orifice (in the OD/Reverse clutch piston). Check the OD hub and shaft. Repair as necessary.
Refer to the Service Information for proper repair procedures.

Yes >> Go To 17
No >> Go To 18
If no other DTC’s set during the road test, below is a list of possible causes, but not strictly limited to those.
Check for:
— Excessive debris in the Transmission Oil pan, plugged, cracked, or misinstalled Primary Transmission Oil Filter
and/or seal.
— Cut or missing #6 check ball in the main valve body.
— OD and UD accumulator pistons and seals and bleed orifices, and the Solenoid Switch Valve and Plugs in the
main valve body.
— OD and UD clutch piston seals, reaction shaft support seal rings and dribbler assemblies, and the flatness of the
pump valve body and pump housing faces.
— Main regulator valve for sticking in its bore.
View repair
Repair

— If the DTC Event Data shows fault P0733 was set in the Park, Reverse, or Neutral, replace the Powertrain Con-
trol Module.
— If the DTC Event Data shows fault P0733 set with input RPM = zero, check the input speed sensor and related
wiring.
— If the DTC Event Data shows fault P0733 set with line pressure significantly below desired line pressure, check
for the cause of low line pressure (i.e., oil level, misinstalled or damaged primary filter or filter seal, sticking main
regulator valve in pump, etc.).
— If the DTC Event Data shows fault P0733 set with the OD or UD pressure switch open (but line pressure
matches Desired Line Pressure), air check the OD and UD hydraulic clutch circuits for leakage per the Service
Information. If the OD and UD hydraulic clutch circuits are OK, replace the Transmission Solenoid/TRS assembly.

P0734-GEAR RATIO ERROR IN 4TH

• When Monitored:
• Set Condition:
to five minutes of problem identification before illuminating the MIL.
Possible Causes
LOW FLUID LEVEL

VALVE BODY ACCUMULATOR COVER FAILED
CUT OD OR 4C ACCUMULATOR SEAL
CRACKED OD OR 4C ACCUMULATOR PISTON
BROKEN OR MISSING OD BLEED ORIFICE IN MAIN VALVE BODY
CUT 4C TOWER SEAL
CUT OR MISSING #5 OR #6 CHECK BALL
CUT OD OR 4C PISTON SEAL
STUCK MAIN REGULATOR VALVE
BURNED OD OR 4C CLUTCH
BROKEN OR MISSING 4C BLEED ORIFICE IN 2C/4C RETAINER
LOOSE / MISSING DRIBBLER ORIFICE ASSEMBLY IN REACTION SHAFT SUPPORT
CRACKED / LOOSE / MISSING OD/REVERSE PISTON BLEED ORIFICE
BROKEN REVERSE CARRIER HUB WELD
BROKEN REVERSE SUN GEAR WELD TO REACTION CARRIER
P0734-GEAR RATIO ERROR IN 4TH (CONTINUED)
Theory of Operation
P0720 being set.

No >> Go To 2
2. CHECK DTC EVENT DATA

With the scan tool, read and record the DTC EVENT DATA.
NOTE: Make sure to record all DTC EVENT DATA stored in the scan tool for future reference in this test
procedure.
Does the DTC EVENT DATA display information for the DTC P0734?
Yes >> Go To 4
No >> Go To 3
3. CHECK FOR OTHER DTC
In the DTC EVENT DATA recorded earlier, does the DTC EVENT DATA show the DTC P1790, with Target
Gear = 4th, or with both the 4C and OD clutches applying?
Yes >> Go To 4
No >> Go To 6
4. CHECK INPUT RPM
In the DTC EVENT DATA recorded earlier, does the Input RPM read zero?
Yes >> Refer to the Transmission category and perform the diagnostic procedure for P0715 (Input Speed Sen-
sor Error). Diagnose the DTC as if it is set and current.
No >> Go To 5
In the DTC EVENT DATA recorded earlier, is the line pressure reading more than 10 PSI below the desired
line pressure reading?
Yes >> Remove the Transmission Oil pan and check the Transmission Oil filter for improper installation or
plugged, if Primary oil filter is OK, check the main regulator valve in pump. If excessive debris is in the
oil pan, check clutches and repair as necessary. Refer to the Service Information for proper repair pro-
cedures.
No >> Go To 6
6. CHECK TRANSMISSION FOR SLIPPAGE

Erase DTCs and road test the vehicle.
Check the transmission operation in reverse and all forward gears.
During the road test, was there any obvious slippage noted in 4th gear or a runaway during the 3–4 shift?
Yes >> Go To 8
No >> Go To 7

With the scan tool, check for Transmission DTCs after the road test.
Did the DTC P0734 reset?

Yes >> Go To 8
8. CHECK INTERNAL TRANSMISSION

— Remove the Transmission Oil Pan and Valve Body per the Service Information and check for the following:
— Excessive debris in the oil pan.
— Remove the Valve Body and check if the accumulator cover is intact and the 4C tower seal is not cut or split.
— OD and 4C accumulator pistons for cracks and/or cut seals.
— Solenoid Switch Valve and its plugs for stickiness or wear.
— Cut or missing #5 and/or #6 check ball.
— OD bleed orifice on top of the Valve Body
— Air check the OD and 4C hydraulic clutch circuits for excessive leakage. Refer to the Service information.
NOTE: Both the OD and 4C hydraulic clutch circuits contain a small bleed orifice. A small amount of air
leakage is considered normal. The OD hydraulic clutch circuit bleed orifice connects to the Reverse input
clutch hydraulic cavity. A small amount of air leakage into the Reverse hydraulic clutch circuit is considered
normal.

No >> Go To 9
9. TRANSMISSION SOLENOID/TRS ASSEMBLY
Was there no reverse gear during the road test?

Yes >> Go To 10
No >> Replace the Solenoid/TRS Assembly per the Service Information.
10. CHECK ROAD TEST RESULTS

During the road test, was there no 2nd gear and no 4th gear, but 3rd gear (limp-in) was OK?
Yes >> Go To 11
No >> Go To 12

carrier as follows:

12. CHECK FOR NO REVERSE


No >> Disassemble and inspect the input clutch assembly. Check the OD and Reverse clutch seals, discs, and
bleed orifice (in the OD/Reverse clutch piston). Check the OD hub and shaft. Repair as necessary.
Refer to the Service Information for proper repair procedures.

• When Monitored:
• Set Condition:
to five minutes of problem identification before illuminating the MIL.
Possible Causes
LOW FLUID LEVEL

VALVE BODY ACCUMULATOR COVER FAILED
CUT OD OR 2C ACCUMULATOR SEAL
CRACKED OD OR 2C ACCUMULATOR PISTON
CUT 2C TOWER SEAL
CUT OR MISSING #5, #6, OR #7 CHECK BALL
CUT OD OR 2C PISTON SEAL
STUCK MAIN REGULATOR VALVE
BURNED OD OR 2C CLUTCH
BROKEN OR MISSING 2C BLEED ORIFICE IN 2C/4C RETAINER
LOOSE / MISSING DRIBBLER ORIFICE ASSEMBLY IN REACTION SHAFT SUPPORT
CRACKED / LOOSE / MISSING OD/REVERSE PISTON BLEED ORIFICE
BROKEN REVERSE SUN GEAR WELD TO REACTION CARRIER
Theory of Operation
P0720 being set.

No >> Go To 2

test procedure.
Yes >> Go To 4
No >> Go To 3
3. CHECK TARTET GEAR
In the EATX DTC EVENT DATA recorded earlier, does the DTC EVENT DATA show the DTC P1790, with
Target gear = 5th, or with both the 2C and OD clutches applying?
Yes >> Go To 4
No >> Go To 6
4. CHECK INPUT RPM
In the EATX DTC EVENT DATA recorded earlier, does the Input RPM read zero?
Yes >> Refer to the Transmission category and perform the diagnostic procedure for P0715 (Input Speed Sen-
sor Error). Diagnose the DTC as if it is set and current.
No >> Go To 5
In the EATX DTC EVENT DATA recorded earlier, is the line pressure reading more than 10 PSI below the
desired line pressure reading?
Yes >> Remove the Transmission Oil pan and check the Transmission Oil filter for improper installation or
plugged, if Primary oil filter is OK, check the main regulator valve in pump. If excessive debris is in the
oil pan, check clutches and repair as necessary. Refer to the Service Information for proper repair pro-
cedures.
No >> Go To 6
6. CHECK TRANSMISSION FOR SLIPPAGE

Erase DTCs and road test the vehicle.
Check the transmission operation in reverse and all forward gears.
During the road test, was there any obvious slippage noted in 5th gear or a runaway during the 4–5 shift?
Yes >> Go To 8
No >> Go To 7

With the scan tool, check for Transmission DTCs after the road test.

Yes >> Go To 8
8. CHECK INTERNAL TRANSMISSION

Remove the Transmission Oil Pan and Valve Body, per the Service Information, and check for the following:
— Excessive clutch and or metal debris in the oil pan.
— If the accumulator cover is intact and the 2C tower seal is not cut or split.
— OD and 2C accumulator pistons for cracks or cut seals.
— Solenoid Switch Valve and its plugs for stickiness or wear.
— Cut or missing #5, #6, or #7 check ball.
— OD bleed orifice on top of the valve body.
— Air check the OD and 2C hydraulic clutch circuits for excessive leakage. Refer to the Service information.
NOTE: Both the OD and 2C hydraulic clutch circuits contain a small bleed orifice. A small amount of air
leakage is considered normal. The OD hydraulic clutch circuit bleed orifice connects to the Reverse input
clutch hydraulic cavity. A small amount of air leakage into the Reverse hydraulic clutch circuit is considered
normal.

P0736-GEAR RATIO ERROR IN REVERSE

• When Monitored:
• Set Condition:
Possible Causes
LOW FLUID LEVEL

CUT LR TOWER SEAL ON MAIN VALVE BODY
CUT LR CLUTCH PISTON SEALS
BROKEN OR MISSING LR CLUTCH BLEED ORIFICE (IN LR CLUTCH RETAINER)
CUT LR ACCUMULATOR PISTON SEAL IN MAIN VALVE BODY
CRACKED LR ACCUMULATOR PISTON IN MAIN VALVE BODY
CUT OD/REV PISTON SEALS
BROKEN OR MISSING OD/REV BLEED ORIFICE (IN OD/REV CLUTCH PISTON)
BROKEN REVERSE SUN GEAR WELD TO THE REACTION CARRIER
Theory of Operation
P0720 being set.
Diagnostic Test

No >> Go To 2
P0736-GEAR RATIO ERROR IN REVERSE (CONTINUED)
With the scan tool, perform the Reverse Gear Clutch test. Follow the instructions on the scan tool.
Increase the throttle angle, TPS degree, to 30°, for no more than a few seconds.
test procedure.
Did the clutch test pass, input speed remain at zero?

Yes >> Go To 3
No >> Go To 4
3. CHECK DTC EVENT DATA

The conditions necessary to set this DTC are not currently present.
Does the DTC EVENT DATA show an input speed reading of zero?
Yes >> Go To 8
No >> Go To 4
4. POSSIBLE INTERNAL TRANSMISSION CAUSES

Remove the Transmission Oil Pan and Valve Body and check the following per the Service Information:
Clutch or metal debris in the pan
LR clutch tower seal on the main valve body or cuts and the LR accumulator piston and seals.
Air check the Reverse and LR Hydraulic Clutch circuits (in the case) for excessive air leakage.
NOTE: Both Hydraulic Clutch circuits contain a small bleed orifice , a small amount of air leakage is normal.
The Reverse hydraulic clutch circuit bleed orifice connects to the OD hydraulic clutch cavity. A small
amount of air leakage into the OD hydraulic clutch circuit is considered normal.

Yes >> Repair as necessary. If clutch debris is present, remove the transmission and inspect the Reverse and
LR clutches, and inspect the Transmission Oil Pump and Main Regulator Valve for damage or sticking
in its bore.
No >> Go To 5
5. CLUTCH TEST FAILURE
Did the clutch test fail in reverse?

Yes >> Go To 6
No >> Test complete.
P0736-GEAR RATIO ERROR IN REVERSE (CONTINUED)
carrier as follows:

Yes >> Go To 7
7. CHECK REVERSE CARRIER HUB


No >> Disassemble and inspect the input clutch assembly. Check the Reverse clutch reaction plate snap ring.
Check the OD and Reverse clutch seals, discs, and bleed orifice (in the OD/Reverse clutch piston).
Check the Reverse hub and shaft. Repair as necessary. Refer to the Service Information for proper
repair procedures.

Remove the Starter Relay

P0740–TCC OUT OF RANGE

• When Monitored:
During Electronically Modulated Converter Clutch (EMCC) Operation.
• Set Condition:
Transmission must be in EMCC, with input speed greater than 1750 RPM. TCC-L/R Solenoid achieves the
maximum duty cycle and can not pull engine speed within 60 RPM of input speed. Also when the transmission
is in FEMCC and the engine slips TCC less than 100 RPM for 10 seconds. This DTC can take up to five
minutes of problem identification before illuminating the MIL.
Possible Causes
RELATED DTC P0750 PRESENT

L/R SOLENOID
TORQUE CONVERTER AND/OR INTERNAL TRANSMISSION
Theory of Operation
When in 2nd, 2nd Prime, 3rd, or 4th gear, the torque converter clutch (TCC) can be engaged when certain condi-
tions are met. The TCC piston is electronically modulated by increasing the duty cycle of the LR Solenoid until the
torque converter slip difference (difference between engine and transmission input speed) is within 60 RPM. Then
the LR solenoid is fully energized (FEMCC / 100% duty cycle). Torque converter slip is monitored in FEMCC to
ensure adequate clutch capacity.
Diagnostic Test
1. DETERMINING IF RELATED DTC P0750 IS PRESENT

With the scan tool, read transmission DTC’s
Is the DTC P0750 present also?

No >> Go To 2
P0740–TCC OUT OF RANGE (CONTINUED)
With the scan tool, Read and RECORD ALL Transmission DTC’s. After recording DTC’s, erase DTC’s.
Drive the vehicle until the transmission temperature is at least 43° C or 110° F and the engine temperature at least
49° C or 120° F.
Perform the following steps 3 times.
Drive the vehicle to the speed of at least 88 km/h or 55 MPH.
Allow 4th gear to engage for at least 10 seconds.
Close the throttle.
Tip back into the throttle until the TPS angle is between 25 and 29 degrees.
NOTE: If the throttle angle goes over 30 degrees, you must close the throttle and try again.
Did the TCC engage during any of the attempts, Engine speed approximately equal to input speed?
Yes >> Go To 3
No >> Go To 4

The conditions necessary to set this DTC are not present at this time. Using the schematics as a guide, inspect the
wiring and connectors specific to this circuit. Wiggle the wires while checking for shorts and open circuits.
Wiggle the wires while checking for shorts and open circuits.

4. LR SOLENOID
With the scan tool, check for other transmission DTC’s.
Are the DTCs P1775 and P0841 present also?

No >> Go To 5
P0740–TCC OUT OF RANGE (CONTINUED)
5. TORQUE CONVERTER AND/OR INTERNAL TRANSMISSION
Repair internal transmission as necessary.
Check for the following possible causes. Refer to the Service information for the proper repair procedures.
Inspect the Transmission Oil Pump.
If no problems are found, replace the Transmission Solenoid/TRS Assembly.
Check the Torque Converter Switch Valve and the Torque Converter Clutch Control Valve for sticking in the bore.
Check the Teflon seal rings on the input shaft.
View repair.
Repair
In all cases, replace the Torque Converter. Make sure to check all other possible causes in addition to
the Torque Converter.
P0750-LR SOLENOID CIRCUIT

P0750-LR SOLENOID CIRCUIT (CONTINUED)
• When Monitored:
Initially at power-up, then every 10 seconds thereafter. The solenoid circuits will also be tested immediately
after a gear ratio or pressure switch error is detected.
• Set Condition:
After three consecutive solenoid continuity test failures, or one failure if test is run in response to a gear ratio
or pressure switch error. Note: This DTC is strictly an electrical fault and does not apply to any internal
transmission failures.
Possible Causes
RELATED RELAY DTC’S PRESENT

(T20) LR SOLENOID CONTROL CIRCUIT SHORT TO OTHER CIRCUITS
(T20) LR SOLENOID CONTROL CIRCUIT OPEN
(T20) LR SOLENOID CONTROL CIRCUIT SHORT TO GROUND
Theory of Operation
The Transmission Control System uses six electronically controlled solenoids that allow hydraulic fluid to be applied
to various friction elements (clutches), which enables the gear requested. The continuity of each solenoid circuit is
periodically tested. Each inactive solenoid is turned on for a few milliseconds, then off. Each active solenoid is
turned off for a few milliseconds, then on. This pulsing of voltage to the solenoid causes an inductive spike which
can be sensed by the Transmission Control System. If an inductive spike is not sensed by the Transmission Control
System during the continuity check, it is tested again. If the test fails three consecutive times, the appropriate Diag-
nostic Trouble Code (DTC) is set. If the solenoid test is run in response to a gear ratio or pressure switch error, one
failure will result in setting the appropriate DTC. Note: This DTC is strictly an electrical fault and does not apply
to any internal transmission failures.
Diagnostic Test
1. RELATED TRANSMISSION RELAY DTC’S PRESENT

Are there any Transmission Control Relay DTC’s present?

No >> Go To 2
2. CHECK TO SEE IF P0750 IS PRESENT
With the scan tool, erase all Transmission DTC’s.
starter.
With the scan tool, actuate the LR Solenoid.
Monitor the LR Solenoid LED on the Transmission Simulator.
Did the LR Solenoid LED on the Transmission Simulator blink on and off?
Yes >> Go To 3
No >> Go To 4

With the scan tool, continue to actuate the LR Solenoid for the period of 2 minutes with the Transmission Simulator
still connected.
After 2 minutes of actuation, with the scan tool, stop the actuation and check for transmission DTCs.
Did the DTC P0750 reset during the actuation test?

Yes >> Go To 4
4. (T20) LR SOLENOID CONTROL CIRCUIT SHORT TO OTHER CIRCUITS

Measure the resistance between the (T20) LR Solenoid Control circuit
and all other circuits in the Transmission Solenoid/TRS Assembly har-
ness connector.
Is the resistance below 5.0 ohms between the (T20) LR Sole-

noid Control circuit and any other circuit(s) in the Transmission
Solenoid/TRS Assembly harness connector?
Yes >> Repair the (T20) LR Solenoid Control circuit for a short to
other circuit(s).
TEST - VER 1.
No >> Go To 5
5. (T20) LR SOLENOID CONTROL CIRCUIT OPEN
Connect Miller tool #8815 to the PCM C4 harness connector.
Measure the resistance of the (T20) LR Solenoid Control circuit from
the Transmission Solenoid/TRS Assembly harness connector to the
appropriate terminal of Miller tool #8815.

Yes >> Repair the (T20) LR Solenoid Control circuit for an open.
TEST - VER 1.
No >> Go To 6
6. (T20) LR SOLENOID CONTROL CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (T20) LR Solenoid
Control circuit.

Yes >> Repair the (T20) LR Solenoid Control circuit for a short to
ground.
TEST - VER 1.
QUICK LEARN.
TEST - VER 1.
P0755-2C SOLENOID CIRCUIT

P0755-2C SOLENOID CIRCUIT (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes

(T219) 2C SOLENOID CONTROL CIRCUIT SHORT TO OTHER CIRCUITS
(T219) 2C SOLENOID CONTROL CIRCUIT OPEN
(T219) 2C SOLENOID CONTROL CIRCUIT SHORT TO GROUND
Theory of Operation
Diagnostic Test


No >> Go To 2
starter.
With the scan tool, actuate the 2C Solenoid.
Did the 2C Solenoid LED blink on and off on the Transmission Simulator?
Yes >> Go To 3
No >> Go To 4

With the scan tool, continue to actuate the 2C Solenoid for the period of 2 minutes with the Transmission Simulator
still connected.

Yes >> Go To 4
4. (T219) 2C SOLENOID CONTROL CIRCUIT SHORT TO OTHER CIRCUITS

Measure the resistance between the (T219) 2C Solenoid Control cir-
cuit and all other circuits in the Transmission Solenoid/TRS Assembly
harness connector.
Is the resistance below 5.0 ohms between the (T219) 2C Sole-

Yes >> Repair the (T219) 2C Solenoid Control circuit for a short to
other circuit(s).
TEST - VER 1.
No >> Go To 5
5. (T219) 2C SOLENOID CONTROL CIRCUIT OPEN
Measure the resistance of the (T219) 2C Solenoid Control circuit from

Yes >> Repair the (T219) 2C Solenoid Control circuit for an open.
TEST - VER 1.
No >> Go To 6
6. (T219) 2C SOLENOID CONTROL CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (T219) 2C Solenoid
Control circuit.

ground.
TEST - VER 1.
QUICK LEARN.
TEST - VER 1.
P0760-OD SOLENOID CIRCUIT

P0760-OD SOLENOID CIRCUIT (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes

(T60) OD SOLENOID CONTROL CIRCUIT SHORT TO OTHER CIRCUITS
(T60) OD SOLENOID CONTROL CIRCUIT OPEN
(T60) OD SOLENOID CONTROL CIRCUIT SHORT TO GROUND
Theory of Operation
Diagnostic Test


No >> Go To 2
starter.
With the scan tool, actuate the OD Solenoid.
Monitor the OD Solenoid LED on the Transmission Simulator.
Did the OD Solenoid LED on the Transmission Simulator blink on and off?
Yes >> Go To 3
No >> Go To 4

With the scan tool, continue to actuate the OD Solenoid for the period of 2 minutes with the Transmission Simulator
still connected.

Yes >> Go To 4
4. (T60) OD SOLENOID CONTROL CIRCUIT SHORT TO OTHER CIRCUITS

Measure the resistance between the (T60) OD Solenoid Control circuit
ness connector.
Is the resistance below 5.0 ohms between the (T60) OD Sole-

Yes >> Repair the (T60) OD Solenoid Control circuit for a short to
other circuit(s).
TEST - VER 1.
No >> Go To 5
5. (T60) OD SOLENOID CONTROL CIRCUIT OPEN
tool #8815 to perform diagnosis.
Measure the resistance of the (T60) OD Solenoid Control circuit from

Yes >> Repair the (T60) OD Solenoid Control circuit for an open.
TEST - VER 1.
No >> Go To 6
6. (T60) OD SOLENOID CONTROL CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (T60) OD Solenoid
Control circuit.

Yes >> Repair the (T60) OD Solenoid Control circuit for a short to
ground.
TEST - VER 1.
QUICK LEARN.
TEST - VER 1.
P0765-UD SOLENOID CIRCUIT

P0765-UD SOLENOID CIRCUIT (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes

(T59) UD SOLENOID CONTROL CIRCUIT SHORT TO OTHER CIRCUITS
(T59) UD SOLENOID CONTROL CIRCUIT OPEN
(T59) UD SOLENOID CONTROL CIRCUIT SHORT TO GROUND
Theory of Operation
Diagnostic Test


No >> Go To 2
starter.
With the scan tool, actuate the UD Solenoid.
Monitor the UD Solenoid LED on the Transmission Simulator.
Did the UD Solenoid LED on the Transmission Simulator blink on and off?
Yes >> Go To 3
No >> Go To 4

With the scan tool, continue to actuate the UD Solenoid for the period of 2 minutes with the Transmission Simulator
still connected.

Yes >> Go To 4
4. (T59) UD SOLENOID CONTROL CIRCUIT SHORT TO OTHER CIRCUITS

Measure the resistance between the (T59) UD Solenoid Control circuit
ness connector.
Is the resistance below 5.0 ohms between the (T59) UD Sole-

Yes >> Repair the (T59) UD Solenoid Control circuit for a short to
other circuit(s).
TEST - VER 1.
No >> Go To 5
5. (T59) UD SOLENOID CONTROL CIRCUIT OPEN
Measure the resistance of the (T59) UD Solenoid Control circuit from

Yes >> Repair the (T59) UD Solenoid Control circuit for an open.
TEST - VER 1.
No >> Go To 6
6. (T59) UD SOLENOID CONTROL CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (T59) UD Solenoid
Control circuit.

Yes >> Repair the (T59) UD Solenoid Control circuit for a short to
ground.
TEST - VER 1.
QUICK LEARN.
TEST - VER 1.
P0770-4C SOLENOID CIRCUIT

• When Monitored:
• Set Condition:
Possible Causes

(T259) 4C SOLENOID CONTROL CIRCUIT SHORT TO OTHER CIRCUITS
(T259) 4C SOLENOID CONTROL CIRCUIT OPEN
(T259) 4C SOLENOID CONTROL CIRCUIT SHORT TO GROUND
Theory of Operation
Diagnostic Test


No >> Go To 2
starter.
With the scan tool, actuate the 4C Solenoid.
Monitor the 4C Solenoid LED on the Transmission Simulator.
Did the 4C Solenoid LED on the Transmission Simulator blink on and off?
Yes >> Go To 3
No >> Go To 4

With the scan tool, continue to actuate the 4C Solenoid for the period of 2 minutes with the Transmission Simulator
still connected.

Yes >> Go To 4
4. (T259) 4C SOLENOID CONTROL CIRCUIT SHORT TO OTHER CIRCUITS

Measure the resistance between the (T259) 4C Solenoid Control cir-
harness connector.
Is the resistance below 5.0 ohms between the (T259) 4C Sole-

other circuit(s).
TEST - VER 1.
No >> Go To 5
5. (T259) 4C SOLENOID CONTROL CIRCUIT OPEN
Measure the resistance of the (T259) 4C Solenoid Control circuit from

Yes >> Repair the (T259) 4C Solenoid Control circuit for an open.
TEST - VER 1.
No >> Go To 6
6. (T259) 4C SOLENOID CONTROL CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (T259) 4C Solenoid
Control circuit.

ground.
TEST - VER 1.
QUICK LEARN.
TEST - VER 1.
P0841-LR PRESSURE SWITCH RATIONALITY

P0841-LR PRESSURE SWITCH RATIONALITY (CONTINUED)
• When Monitored:
• Set Condition:
The DTC will set if the LR Pressure Switch reads open or closed at the wrong time in a given gear.
Possible Causes
LOSS OF PRIME AND/OR TRANSMISSION CONTROL RELAY DTC PRESENT

LOW FLUID LEVEL
LOW LINE PRESSURE
REVERSE CARRIER SNAP RING DISLODGED
CRACKED OR MISINSTALLED PRIMARY OIL FILTER OR FILTER SEAL
STICKING MAIN REGULATOR VALVE IN PUMP VALVE BODY
NO. 1 CHECK BALL CUT OR DAMAGED
WIRING AND CONNECTORS
(T50) LR PRESSURE SWITCH SENSE CIRCUIT OPEN
(T50) LR PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND
(T50) LR PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE
Theory of Operation
The Transmission system uses five pressure switches to monitor the fluid pressure in the LR, 2C, 4C, UD, and OD
clutch circuits. The pressure switches are continuously monitored for the correct states in each gear as shown.
GEAR L/R 2C 4C UD OD
REVERSE OPEN OPEN OPEN OPEN OPEN

P/N CLOSED** OPEN OPEN OPEN OPEN
1ST CLOSED* OPEN OPEN CLOSED OPEN
2ND OPEN CLOSED OPEN CLOSED OPEN
2ND PRIME OPEN OPEN CLOSED CLOSED OPEN
3RD OPEN OPEN OPEN CLOSED CLOSED
4TH OPEN OPEN CLOSED OPEN CLOSED
5TH OPEN CLOSED OPEN OPEN CLOSED
*L/R is closed if output speed is below 100 rpm in Drive and Manual 2. L/R is closed in Manual 1.
**May be open when rolling in Neutral or at low oil temperatures.
Diagnostic Test
1. OTHER RELATED DTC’S PRESENT

Are there any Loss of Prime and/or Transmission Control Relay related DTC’s present?
Yes >> Refer to the Transmission category and perform the appropriate symptom. If the DTC P0944 is present,
perform its respective test first.
No >> Go To 2

With the scan tool, check the EATX DTC EVENT DATA for P0841.
test procedure.
Does the EATX DTC EVENT DATA show the DTC P0841?
Yes >> Go To 3
No >> Refer to the Symptom Catagory and perform diagnostics for the DTC reported in the EATX DTC EVENT
DATA.
3. DTC SET IN REVERSE
Does the EATX DTC EVENT DATA show the DTC P0841 set while in Reverse?
Yes >> Go To 10
No >> Go To 4
4. LR PRESSURE SWITCH CLOSED
Does the EATX DTC EVENT DATA show the LR Pressure Switch reading CLOSED when the DTC P0841
was set?
Yes >> Go To 5
No >> Go To 14
5. PCM AND WIRING
starter.
Turn the Pressure Switch selector to LR on the Transmission Simulator.
With the scan tool, monitor the LR Pressure Switch state while pressing the Pressure Switch Test button on the
Transmission Simulator.
Did the LR Pressure Switch state change from open to closed while pressing the Pressure Switch Test
button on the Transmission Simulator?
Yes >> Go To 6
No >> Go To 10
6. POOR WIRING AND CONNECTIONS


No >> Go To 7
7. DTC SET IN FIRST GEAR

With the EATX DTC EVENT DATA recorded earlier, check what gear the transmission was in when the DTC P0841
was set.
Does the EATX DTC EVENT DATA show the Present Gear as first gear when the DTC P0841 was set ?
Yes >> Go To 8
8. NO. 1 CHECK BALL CUT OR DAMAGED

Remove the Transmission Valve Body per the Service Information.
Check the No. 1 Check Ball for any possible cuts or damage.
Is the No. 1 Check Ball cut or damaged?

Yes >> Replace the No. 1 Check Ball and check for clutch debris in the transmission oil pan. If there is exces-
sive debris, perform internal repairs to the LR Clutch assembly. Refer to the Service Information for
proper repair procedures.
No >> Go To 9
9. REVERSE CARRIER SNAP RING DISLODGED OR TRANSMISSION SOLENOID/TRS ASSEMBLY
Looking through the windows in the bottom of the case, check whether the snap ring at the front of the Reverse
(center) Carrier has dislodged.
NOTE: It may be necessary to pry the Input Annulus Gear Shell rearward to check this snap ring.
Is the Reverse Carrier Snap Ring dislodged?

10. (T50) LR PRESSURE SWITCH SENSE CIRCUIT OPEN

Disconnect the Transmission Simulator, Miller tool #8333 if connected
in a previous step or disconnect the Transmission Solenoid /TRS
Assembly harness connector.
#8815.
Measure the resistance of the (T50) LR Pressure Switch Sense circuit
from the Solenoid/TRS Assembly harness connector to the appropriate
terminal of the Miller tool #8815.

Yes >> Repair the (T50) LR Pressure Switch Sense circuit for an
open.
TEST - VER 1.
No >> Go To 11
11. (T50) LR PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND
Measure the resistance between ground and the (T50) LR Pressure
Switch Sense circuit.

Yes >> Repair the (T50) LR Pressure Switch Sense circuit for a
short to ground.
TEST - VER 1.
No >> Go To 12
12. PCM POWERS AND GROUNDS


No >> Go To 13
13. ROAD TEST THE VEHICLE

With the scan tool, clear the DTC and road test the vehicle.
Try to duplicate the conditions in which the DTC originally set using the EATX DTC EVENT DATA recorded earlier.

Yes >> Replace the PCM per the Service Information. With the scan tool, perform QUICK LEARN.
No >> Go To 17
14. LOW LINE PRESSURE
In the EATX DTC EVENT DATA recorded earlier, compare the Line Pressure and the Desired Line Pressure.
Is the Line Pressure less than 40 psi, and significantly below the Desired Line Pressure?
Yes >> Repair as necessary to correct low line pressure. Check for low fluid level. Check the Primary Oil Filter
seal for a split, crack, or improperly installed. Refer to the Service Information for the proper installation
procedure. If the fluid level and Primary Oil Filter are OK, check the Main Regulator Valve in the Oil
Pump per the Service Information.
No >> Go To 15
15. (T50) LR PRESSURE SWITCH SENSE CIRCUIT SHORT TO OTHER CIRCUITS

Disconnect the Transmission Solenoid/TRS Assembly harness connec-
tor.
Disconnect all PCM harness connectors.
Measure the resistance between the (T50) LR Pressure Switch Sense
circuit and all other circuits in the Transmission Solenoid/TRS Assem-
bly harness connector.
Is the resistance below 5.0 ohms between the (T50) LR Pres-

sure Switch Sense circuit and all other circuit(s) in the Trans-
mission Solenoid/TRS Assembly harness connector?
short to other circuit(s).
TEST - VER 1.
No >> Go To 16
16. ROAD TEST THE VEHICLE

With the scan tool, clear the DTC and road test the vehicle.
Try to duplicate the conditions in which the DTC originally set using the EATX DTC EVENT DATA recorded earlier.

No >> Go To 17

P0845-2C HYDRAULIC PRESSURE TEST

P0845-2C HYDRAULIC PRESSURE TEST (CONTINUED)
• When Monitored:
In any forward gear with engine speed above 1000 RPM shortly after a shift and every minute thereafter.
• Set Condition:
After a shift into a forward gear, with engine speed above 1000 RPM, the PCM momentarily turns on element
pressure to the Clutch circuits that don’t have pressure to identify the correct Pressure Switch closes. If the
Pressure Switch does not close 2 times, the DTC sets.
Possible Causes
LINE PRESSURE SENSOR

TRANSMISSION FLUID CONTAMINATION
EXCESSIVE DEBRIS IN OIL PAN
POOR LINE PRESSURE SENSOR CONNECTION
(T147) 2C PRESSURE SWITCH SENSE CIRCUIT OPEN
TRANSMISSION CONTROL RELAY DTCS PRESENT
(F856) 5-VOLT SUPPLY CIRCUIT OPEN
(T147) 2C PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND
(F856) 5-VOLT SUPPLY CIRCUIT SHORT TO GROUND
(T147) 2C PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE
INTERNAL TRANSMISSION
Theory of Operation
The Transmission Control System tests the pressure switches when they are off. The test verifies that the switches
are operational (They will close with pressure applied). The Transmission Control System verifies that the switch
closes when the corresponding element is applied. If a switch fails to close, it is re-tested. If it fails the second test,
the DTC will set, the MIL will illuminate and the transmission system will default to the orderly Shutdown routine.
Diagnostic Test

Is there any Loss of Prime, Transmission Control Relay, and/or Line Pressure Sensor DTCs present?
Yes >> Refer to the Transmission category and perform the appropriate symptom. If the DTC, P0944-LOSS OF
PRIME is present, perform its respective test first.
No >> Go To 2
2. DTC P0755 PRESENT
With the scan tool, check Transmission DTCs.
Is the DTC P0755 also present?

Yes >> Refer to the symptom list and perform diagnostics for P0755–2C SOLENOID CIRCUIT.
No >> Go To 3
3. DTCS P0732, P0735 AND/OR P0846 PRESENT

Are the DTCs P0732, P0735, and/or P0846 present also?

Yes >> Go To 12
No >> Go To 4


Yes >> Go To 5
No >> Go To 17
5. LINE PRESSURE STAYS THE SAME

Start the engine.
Warm the transmission to 82° C or 180° F.
Firmly apply the brakes.
With the scan tool, monitor the Line Pressure during the following step.
Move the shift lever to each gear position, pausing momentarily in each position and record the line pressure read-
ing. Allow the pressure to stabilize for at least 5 seconds in each range.
Did the line pressure remain at a steady value between 585 and 655 kPa or 85 and 95 PSI in each posi-
tion?
Yes >> Go To 6
No >> Go To 10
6. CHECK LINE PRESSURE SENSOR CONNECTION

With the scan tool, monitor the Line Pressure while firmly pushing the Transmission Line Pressure Sensor connector
inwards towards the Transmission.
Did the Line Pressure reading on the scan tool change to about 207 kPa or 30 PSI when the connector
was pushed inward?
Yes >> Disconnect and properly reconnect the Line Pressure Sensor connector. Inspect terminals and repair as
necessary.
No >> Go To 7
7. LINE PRESSURE SENSOR OPERATION
starter.
With the Transmission Simulator select the 9OFF9 position on the 9Input/Output Speed9 switch.
With the scan tool, monitor the Line Pressure while turning the Pressure Switch selector to each of the 3 line pres-
sure positions on the Transmission Simulator.
NOTE: All three scan tool Line Pressure readings should be steady and ±14 kPa or 2.0 PSI of the reading
specified on the Transmission Simulator.
Did the scan tool Line Pressure readings match the specified readings on the Transmission Simulator and
remain steady in all three positions?
Yes >> Replace the Line Pressure Sensor per the Service Information.
No >> Go To 8
8. (F856) 5-VOLT SUPPLY CIRCUIT OPEN

Disconnect Transmission Simulator.
#8815.
Measure the resistance of the (F856) 5-volt Supply circuit from the
Line Pressure Sensor harness connector to the appropriate terminal of
Miller tool #8815.

Yes >> Repair the (F856) 5-volt Supply circuit for an open.
TEST - VER 1.
No >> Go To 9
9. (F856) 5-VOLT SUPPLY CIRCUIT SHORT TO GROUND
Measure the resistance between ground and the (F856) 5-volt Supply
circuit.

Yes >> Repair the (F856) 5-volt Supply circuit for a short to
ground.
TEST - VER 1.
QUICK LEARN.
TEST - VER 1.
10. COMPARE SCAN TOOL TO PRESSURE GAUGE

Connect the Line Pressure Adapter, Miller tool #8259 and 0-300 psi Test Gauge, Miller tool #C-3293-SP. Refer to
the Service Information for proper installation procedure.
CAUTION: Apply parking brake.
Start the engine.
In the following steps, compare the scan tool Line Pressure to the Pressure Gauge readings in each gear.
CAUTION: Do not overheat transmission.
With the gear selector in park, raise the RPM to 1500, and compare line pressure readings.
Firmly apply the brakes, move the gear selector into reverse, raise the RPM to 1500, and compare the line pressure
readings.
Firmly apply the brakes, move the gear selector into drive, raise the RPM to 1500, and compare the line pressure
readings.
Does the scan tool Line Pressure readings match the Pressure Gauge readings ± 10 psi?
Yes >> Go To 11
No >> Replace the Line Pressure Sensor per the Service Information.
11. WIRING AND CONNECTORS
Remove the Line Pressure Adapter, Miller tool #8259 and 0-300 psi Test Gauge, Miller tool #C-3293-SP.
On the Transmission Simulator, turn the Pressure Switch selector switch to 2C.
With the scan tool, monitor the 2C Pressure Switch state while pressing and holding the Pressure Switch test button
and wiggling the wire harness and connectors that pertain to the 2C Pressure Switch.
Did the 2C Pressure Switch state change to closed and remain closed while wiggling the wires?
Yes >> Go To 12
No >> Go To 14
12. CHECK FOR EXCESSIVE DEBRIS

Remove the Transmission Simulator, Miller tool #8333.
Remove and inspect the Transmission Oil Pan per the Service Information.
Does the Transmission Oil Pan contain excessive debris or contamination?

Yes >> Repair the cause of the excessive debris in the Transmission Oil Pan. Refer to the Service Information
for the proper procedures.
No >> Go To 13
13. CHECK 2C HYDRAULIC CLUTCH CIRCUIT

Remove the Valve Body and air check the 2C clutch hydraulic circuit, in the 2C/4C clutch retainer, for leakage per
the Service Information.
NOTE: The 2C hydraulic clutch circuit contains a small bleed orifice, a small amount of air leakage is nor-
mal.
Was there excessive air leakage noticed during the air check?
Yes >> Repair as necessary. Check the 2C clutch piston, piston seals and bleed orifice assembly.
No >> Disassemble and inspect the Valve Body and repair as necessary. Inspect the 2C Accumulator piston
and seals. Check for an extra check ball downstream from the #7 check ball pocket and repair as nec-
essary. If no problems are found in the Valve Body, replace the Transmission Solenoid/TRS Assembly
per the Service Information.
14. (T147) 2C PRESSURE SWITCH SENSE CIRCUIT OPEN
#8815.
Measure the resistance of the (T147) 2C Pressure Switch Sense cir-
cuit from the Transmission Solenoid/TRS Assembly harness connector
to the appropriate terminal of Miller tool #8815.

Yes >> Repair the (T147) 2C Pressure Switch Sense circuit for an
open.
TEST - VER 1.
No >> Go To 15
15. (T147) 2C PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (T147) 2C Pressure

Yes >> Repair the (T147) 2C Pressure Switch Sense circuit for a
short to ground.
TEST - VER 1.
No >> Go To 16
16. (T147) 2C PRESSURE SWITCH SENSE CIRCUIT SHORT TO OTHER CIRCUITS
tor.
NOTE: Make sure the Transmission Solenoid/TRS Assembly har-
ness connector is disconnected.
Measure the resistance between the (T147) 2C Pressure Switch
Sense circuit and all other circuits in the Transmission Solenoid/TRS
Is the resistance below 5.0 ohms between the (T147) 2C Pres-

sure Switch Sense circuit and any other circuit(s) in the Trans-
TEST - VER 1.

If the EATX DTC EVENT DATA shows the DTC P0845 set while the Line Pressure was significantly below the
Desired Line Pressure reading, check for causes of low line pressure (low fluid level, broken or mis-installed primary
oil filter or filter seal, sticking Main Regulator Valve in the Pump Valve Body etc.). If the data shows the DTC set
while the Line Pressure reading was significantly higher than the Desired Line Pressure, check the Line Pressure
Sensor and related wiring.

P0846-2C PRESSURE SWITCH RATIONALITY

P0846-2C PRESSURE SWITCH RATIONALITY (CONTINUED)
• When Monitored:
• Set Condition:
The DTC is set if the 2C Pressure Switch reads open or closed at the wrong time in a given gear.
Possible Causes

(T147) 2C PRESSURE SWITCH SENSE CIRCUIT SHORT TO OTHER CIRCUITS
EXCESSIVE FLUID LEAKAGE IN 2C CLUTCH CIRCUIT
NO. 5 AND/OR NO. 7 CHECK BALL CUT OR DAMAGED
EXTRA CHECK BALL DOWNSTREAM OF THE NO. 7 CHECK BALL SOCKET
LOW LINE PRESSURE
Theory of Operation

Diagnostic Test
1. DETERMINING IF RELATED RELAY DTC’S ARE PRESENT

Are there any Transmission Control Relay related DTC’s present?

No >> Go To 2
2. EATX DTC DATA SHOW CURRENT DTC

With the scan tool, check the EATX DTC EVENT DATA.
Does the EATX DTC EVENT DATA show data for DTC P0846?
Yes >> Go To 3
No >> Refer to the Transmission category and perform the appropriate symptom shown in the EATX DTC
EVENT DATA.
3. MULTIPLE DTCS PRESENT

Are there two or more related pressure switch rationality DTCs present in addition to P0846?
Yes >> Go To 4
No >> Go To 7
4. RELATED DTC PRESENT

test procedure.
Do all the pressure switches read CLOSED in the EATX DTC EVENT DATA for P0846?
Yes >> Refer to Transmission category and perform diagnostics for P0888.
No >> Go To 5
5. EATX DTC EVENT DATA READ OPEN

In the EATX DTC EVENT DATA recorded earlier, read the state of all pressure switches.
Do all the pressure switches read OPEN?

Yes >> Go To 6
No >> Go To 7
Yes >> Repair as necessary to correct low line pressure. Check fluid level and adjust as necessary. If fluid level
is OK, check the Primary Oil Filter seal for a split, crack, or improperly installed. If the filter and seal are
OK, check the Main Regulator Valve in the Oil Pump. Refer to the Service Information for the above
procedures.
7. EATX DTC EVENT DATA READ PARK REVERSE OR NEUTRAL

test procedure.
Does the EATX DTC EVENT DATA show the DTC P0846 set in Park, Neutral, or Reverse?
Yes >> Go To 12
No >> Go To 8
8. EATX DTC EVENT DATA READ CLOSED

test procedure.
Does the EATX DTC EVENT DATA show the 2C Pressure Switch reading CLOSED?
Yes >> Go To 10
No >> Go To 9
9. PRIMARY OIL FILTER SEAL

procedures.
No >> Go To 15
10. PCM AND WIRING
starter.
With the Transmission Simulator, turn the Pressure Switch selector switch to the 2C position.
With the scan tool, monitor the 2C Pressure Switch while pressing the Pressure Switch test button on the Trans-
mission Simulator.
Did the state of the 2C Pressure Switch change while pressing the Pressure Switch Test button?
Yes >> Go To 11
No >> Go To 12



Disconnect the PCM C4 harness connector.
Measure the resistance of the (T147) 2C Pressure Switch Sense cir-
cuit from the appropriate terminal of Miller tool #8815 to the Transmis-
sion Solenoid/TRS Assembly harness connector.

open.
TEST - VER 1.
No >> Go To 13

short to ground.
TEST - VER 1.
No >> Go To 14
14. (T147) 2C PRESSURE SWITCH SENSE CIRCUIT SHORT TO ANOTHER CIRCUIT

Measure the resistance between the (T147) 2C Pressure Switch
Sense circuit and all the other circuits in the Transmission Solenoid/
TRS Assembly harness connector.

short to another circuit(s).
TEST - VER 1.
No >> Replace the Powertrain Control Module per the Service
Information. With the scan tool, perform the QUICK
LEARN procedure.
TEST - VER 1.
15. #5 AND/OR #7 CHECK BALL CUT OR DAMAGED
Turn the Ignition off to the lock position.
Remove the Valve Body Assembly per the Service Information.
Inspect the #5 and #7 check balls for any cuts or damage.
Inspect the 2C accumulator piston and seals and also the 2C tower seal on top of the valve body. Refer to the
Service Information.

Yes >> Repair as necessary. Check for excessive clutch debris in the transmission oil pan. If excessive clutch
debris is present, repair 2C clutch as necessary. Refer to the Service Information for proper repair pro-
cedures.
No >> Go To 16
16. EXCESSIVE FLUID LEAKAGE WITH 2C CLUTCH CIRCUIT

Air check the 2C Clutch hydraulic circuit. Refer to the Service Information.
NOTE: This hydraulic clutch circuit contains a small bleed orifice. Small leakage is considered normal.
Was there excessive air leakage in the 2C Clutch hydraulic circuit?

Yes >> Repair as necessary. Refer to the Service Information.
P0868-LINE PRESSURE LOW

P0868-LINE PRESSURE LOW (CONTINUED)
• When Monitored:
Continuously while driving in a forward gear.
• Set Condition:
The PCM continuously monitors Actual Line Pressure and compares it to Desired Line Pressure. If the Actual
Line Pressure is more than 10 PSI below Desired Line Pressure, this DTC will set.
Possible Causes
CHECK FOR RELATED DTC’S

LOW FLUID LEVEL
(F856) 5-VOLT SUPPLY CIRCUIT SHORT TO VOLTAGE
(T140) PRESSURE CONTROL SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT
CRACKED, PLUGGED, OR MISINSTALLED PRIMARY OIL FILTER
Theory of Operation
Line pressure is measured by the Line Pressure Sensor (LPS) and regulation is achieved by changing the duty
cycle of the Pressure Control Solenoid (PCS) controlled by the Transmission Control System. (5% duty cycle =
solenoid off = max line pressure, 62% duty cycle = solenoid on = min line pressure). The Transmission Control
System calculates the desired line pressure based on inputs from both the engine and transmission.
The Transmission Control System calculates torque input to the transmission and uses it as the primary input to the
desired line pressure calculation. This is called Torque Based Line Pressure. In addition, the line pressure is set to
a preset level 827 or 931kPa (120 or 135 PSI) during shifts and in Park and Neutral to ensure consistent shift
quality. The desired line pressure is continuously being compared to the actual line pressure. If the actual line pres-
sure is consistently lower than the target while driving, the line pressure low DTC P0868 will set.
Diagnostic Test
1. CHECK FOR RELATED DTC’S


No >> Go To 2
Is the START SINCE SET COUNTER 2 or less?

Yes >> Go To 3
No >> Go To 11

With the scan tool, monitor the Line Pressure, firmly push the Line Pressure Sensor harness connector towards the
Transmission.
Did the Line Pressure change to about 207 kPa or 30 PSI when the connector was pushed?
necessary.
No >> Go To 4
4. PCM AND WIRING

starter.
With the scan tool, monitor the Line Pressure during the following steps.
Using the Transmission Simulator, set the rotary knob to each of the 3 line pressure positions.
Did the Line Pressure read within ±14 kPa or 2.0 PSI in all three positions?
Yes >> Go To 5
No >> Go To 7
5. LINE PRESSURE SENSOR
Disconnect the Transmission Simulator, Miller tool #8333 and reconnect all previously disconnected connectors.
Install the Line Pressure Adaptor, Miller tool #8259, and the Pressure Gauge, Miller tool #C-3293, 0 to 2000 kPa or
0 to 300 PSI.
Monitor the line pressure readings of both the scan tool and the pressure gauge and compare the two readings.
Is the line pressure gauge reading within 34 kPa or 5 PSI of the scan tool reading?
Yes >> Go To 6
6. PLUGGED TRANSMISSION OIL FILTER

NOTE: Make sure the Primary Transmission Oil Filter and/or O-ring is not cracked or split.
Does the Oil Pan contain excessive debris and/or is the Primary Oil Filter cracked or plugged?
Yes >> Repair the plugged, cracked, or split Primary Transmission Oil Filter and/or O-ring. If the Primary Trans-
mission Oil Filter is plugged refer to the Service Information for the proper Hydraulic repair procedure.
No >> Repair internal transmission and inspect the Transmission Oil Pump per the Service Information and
replace if necessary. If no problem is found, replace the Solenoid/TRS Assembly.
7. (F856) 5-VOLT SUPPLY CIRCUIT SHORT TO VOLTAGE

Reconnect all previously disconnected connectors except the Line
Pressure Sensor harness connector.
Measure the voltage of the (F856) 5-volt Supply circuit in the Line
Pressure Sensor harness connector.

Yes >> Repair the (F856) 5-volt Supply circuit for a short to volt-
age.
TEST - VER 1.
No >> Go To 8
#8815.
Miller tool #8815.

TEST - VER 1.
No >> Go To 9

circuit.

ground.
TEST - VER 1.
No >> Go To 10
10. (T140) PRESSURE CONTROL SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT
tor.
Measure the resistance between the (T140) Pressure Control Solenoid
Control circuit and all other circuits in the Transmission Solenoid/TRS
Is the resistance below 5.0 ohms between the (T140) Pressure

Control Solenoid Control circuit and any other circuit(s) in the
Transmission Solenoid/TRS Assembly harness connector?
Yes >> Repair the (T140) Pressure Control Solenoid Control cir-
cuit for a short to another circuit(s).
TEST - VER 1.


P0869-LINE PRESSURE HIGH

P0869-LINE PRESSURE HIGH (CONTINUED)
• When Monitored:
Continuously while driving in a forward gear.
• Set Condition:
The PCM continuously monitors Actual Line Pressure. If the Actual Line Pressure reading is greater than the
highest Desired Line Pressure ever used in the current gear, while the Pressure Control Solenoid duty cycle is
at or near its maximum value (which should result in minimum line pressure), the DTC will set.
Possible Causes

LINE PRESSURE SENSOR CONNECTION
(T140) PRESSURE CONTROL SOLENOID CONTROL CIRCUIT OPEN
(T140) PRESSURE CONTROL SOLENOID CONTROL CIRCUIT SHORT TO GROUND
ITRANSMISSION CONTROL RELAY OUTPUT CIRCUIT
Theory of Operation
Line pressure is measured by the Line Pressure Sensor (LPS) and regulation is achieved by changing the duty
cycle of the Pressure Control Solenoid (PCS) controlled by the Transmission Control System. (5% duty cycle =
solenoid off = max line pressure, 62% duty cycle = solenoid on = min line pressure). The Transmission Control
System calculates the desired line pressure based on inputs from both the engine and transmission.
The Transmission Control System calculates torque input to the transmission and uses it as the primary input to the
desired line pressure calculation. This is called Torque Based Line Pressure. In addition, the line pressure is set to
a preset level 827 or 931kPa (120 or 135 PSI) during shifts and in Park and Neutral to ensure consistent shift
quality. The desired line pressure is continuously being compared to the actual line pressure. If the actual line pres-
sure is consistently higher than the highest desired line pressure ever used in the current gear, the line pressure
high DTC P0869 will set.
Diagnostic Test
1. CHECK FOR RELATED DTC’S

With the scan tool, check for other Transmission DTC’s
Is the DTC P0932 or P0888present also?

No >> Go To 2
Is the STARTS SINCE SET COUNTER 2 or less?

Yes >> Go To 3
No >> Go To 10

With the scan tool, monitor the Transmission Line Pressure.
Firmly push the Line Pressure Sensor harness connector inward towards the Transmission.
Did the Line Pressure change to about 207 kPa or 30 PSI when the sensor connector was pushed?
necessary.
No >> Go To 4
4. PCM AND WIRING

starter.
Using the Transmission Simulator, set the rotary switch to each of the 3 line pressure positions.
Did the Line Pressure read within ±14 kPA or 2.0 PSI in all three positions?
Yes >> Go To 5
No >> Go To 6
5. CHECK LINE PRESSURE SENSOR CALIBRATION
Disconnect the Transmission Simulator, Miller tool #8333 and reconnect all previously disconnected connectors.
Install the Line Pressure Adaptor, Miller tool #8259, and Pressure Gauge, Miller tool #C-3293, 0 to 2000 kPa or 0
to 300 PSI.
Monitor the Line Pressure readings on the scan tool and the pressure gauge.
Compare the Line Pressure readings between the scan tool and the pressure gauge.
Is the pressure gauge reading within 34 kPa or 5 PSI of the scan tool reading?
Yes >> Repair the internal transmission and inspect the Transmission Oil Pump per the Service Information and
replace if necessary. If no problem is found, replace the Transmission Solenoid/TRS Assembly, possible
cause is a stuck Pressure Control Solenoid.
No >> Replace the Line Pressure Sensor per the Service information.
6. (T140) PRESSURE CONTROL SOLENOID CONTROL CIRCUIT OPEN

Disconnect the Powertrain Control Module C4 harness connector.
Measure the resistance of the (T140) Pressure Control Solenoid Con-
trol circuit from the appropriate terminal of Miller tool #8815 to the
Solenoid/TRS harness connector.

cuit for an open.
TEST - VER 1.
No >> Go To 7
7. (T140) PRESSURE CONTROL SOLENOID CONTROL CIRCUIT SHORT TO GROUND
Measure the resistance between ground and the (T140) Pressure
Control Solenoid Control circuit.

cuit for a short to ground.
TEST - VER 1.
No >> Go To 8

Measure the resistance of the (F856) 5-volt Supply circuit between the
Miller tool #8815.

TEST - VER 1.
No >> Go To 9
Disconnect the Line Pressure Sensor harness connector.
circuit.

ground.
TEST - VER 1.
Information. With the scan tool perform the QUICK LEARN
procedure.
TEST - VER 1.


P0870-OD HYDRAULIC PRESSURE TEST

P0870-OD HYDRAULIC PRESSURE TEST (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes

(T9) OD PRESSURE SWITCH SENSE CIRCUIT OPEN
TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT OPEN
(T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND
(T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO OTHER CIRCUITS
Theory of Operation
Diagnostic Test

No >> Go To 2


Yes >> Refer to the symptom list and perform diagnostics for P0760–OD SOLENOID CIRCUIT.
No >> Go To 3
3. OTHER DTCS PRESENT

Are any of the DTCs, P0733, P0734 ,P0735 and/or P0871 present also?
Yes >> Go To 12
No >> Go To 4


Yes >> Go To 5
No >> Go To 17

Start the engine.
tion?
Yes >> Go To 6
No >> Go To 10
was pushed inward?
necessary.
No >> Go To 7

starter.
No >> Go To 8
#8815.
Miller tool #8815.

TEST - VER 1.
No >> Go To 9

circuit.

ground.
TEST - VER 1.
QUICK LEARN.
TEST - VER 1.
Start the engine.
readings.
readings.
Yes >> Go To 11

On the Transmission Simulator, turn the Pressure Switch selector switch to OD.
With the scan tool, monitor the OD Pressure Switch state while pressing and holding the Pressure Switch test but-
ton and wiggling the wire harness and connectors that pertain to the OD Pressure Switch.
Did the OD Pressure Switch state change to closed and remain closed while wiggling the wires?
Yes >> Go To 12
No >> Go To 14


No >> Go To 13
13. CHECK OD HYDRAULIC CLUTCH CIRCUIT
Remove the Valve Body and air check the OD hydraulic clutch circuit (in the case) for leakage per the Service
Information.
NOTE: The OD hydraulic clutch circuit contains a small bleed orifice which connects to the Reverse hydrau-
lic clutch circuit. A small amount of air leakage is normal.
Yes >> Repair as necessary. Check the OD/Rev clutch piston seals, bleed orifice assembly, reaction shaft sup-
port seal rings, and machining of the main mating faces on the pump housing, pump valve boday, and
reaction shaft support..
No >> Disassemble and inspect the Valve Body and repair as necessary. Inspect the OD Accumulator piston
and seals. Check for an extra check ball downstream from the #6 check ball pocket and repair as nec-
essary. If no problems are found in the Valve Body, replace the Transmission Solenoid/TRS Assembly
per the Service Information.
14. (T9) OD PRESSURE SWITCH SENSE CIRCUIT OPEN

#8815.
Measure the resistance of the (T9) OD Pressure Switch Sense circuit
from the Transmission Solenoid/TRS Assembly harness connector to
the appropriate terminal of Miller tool #8815.

Yes >> Repair the (T9) OD Pressure Switch Sense circuit for an
open.
TEST - VER 1.
No >> Go To 15
15. OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND
Measure the resistance between ground and the (T9) OD Pressure

Yes >> Repair the (T9) OD Pressure Switch Sense circuit for a
short to ground.
TEST - VER 1.
No >> Go To 16
16. OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO OTHER CIRCUITS

tor.
Measure the resistance between the (T9) OD Pressure Switch Sense
Is the resistance below 5.0 ohms between the (T9) OD Pressure

Switch Sense circuit and any other circuit(s) in the Transmis-
sion Solenoid/TRS Assembly harness connector?
TEST - VER 1.

P0871-OD PRESSURE SWITCH RATIONALITY

P0871-OD PRESSURE SWITCH RATIONALITY (CONTINUED)
• When Monitored:
• Set Condition:
The appropriate DTC is set if one of the pressure switches are open or closed at the wrong time in a given
gear.
Possible Causes

LINE PRESSURE DTCS PRESENT
NO. 4 OR 6 CHECK BALL CUT OR DAMAGED
(T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND
(T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO OTHER CIRCUITS
LOW LINE PRESSURE
CUT OD/REV PISTON SEAL
BROKEN OR MISSING DO/REV PISTON BLEED ORIFICE
BROKEN OR MISSING DRIBBLER ORIFICE ASSEMBLY IN REACTION SHAFT SUPPORT
CUT OD ACCUMULATOR PISTON SEAL
CRACKED OD ACCUMULATOR PISTON
Theory of Operation

Diagnostic Test


No >> Go To 2
2. LINE PRESSURE DTCS PRESENT

Are there any Line Pressure DTCs present?

No >> Go To 3
3. CHECK FOR OTHER PRESSURE SWITCH DTCS

Are there two or more other pressure switch rationality DTCs present in addition to P0871?
Yes >> Go To 5
No >> Go To 4
With the scan tool, check and record the EATX DTC EVENT DATA.
test procedure.
Does the EATX DTC EVENT DATA show data for P0871
Yes >> Go To 8
No >> Refer to the Transmission Category and perform the appropriate symptom.

With the scan tool, check and record the EATX DTC EVENT DATA.
test procedure.
Do all the pressure switches read CLOSED in the EATX DTC EVENT DATA?
Yes >> Refer to the Transmission category and perform diagnostics for P0888. Follow instructions as if the DTC
is current.
No >> Go To 6
6. CHECK IF PRESSURE SWITCHES READ OPEN

Do all the pressure switches read open?

Yes >> Go To 7
No >> Go To 8
7. CHECK FOR LOW LINE PRESSURE

In the EATX DTC EVENT DATA recorded earlier, compare the Line Pressure to the Desired Line Pressure.
Is the Line Pressure less than 40 PSI, and significantly below the Desired Line Pressure?
is OK, check the Primary Oil Filter weal for a spit, crack , or improperly installed. If the filer and seal are
procedures.
8. CHECK IF IN PARK, NEUTRAL, OR REVERSE
With the scan tool, read and record the EATX DTC EVENT DATA for P0871.
test procedure.
Does the EATX DTC EVENT DATA show the OD Pressure Switch DTC set while in Park, Neutral, or
Reverse?
Yes >> Go To 18
No >> Go To 9
9. OD PRESSURE SWITCH OPEN

Refer to the EATX DTC EVENT DATA recorded earlier for P0871.
Did the OD Pressure Switch read OPEN?

Yes >> Go To 10
No >> Go To 15

Refer to the EATX DTC EVENT DATA recorded earlier and compare the Line Pressure and the Desired Line Pres-
sure.
Yes >> Repair as necessary to correct low line pressure. Check the fluid level. Check the Primary Oil Filter seal
for a split, crack, or improperly installed. Refer to the Service Information for the proper installation pro-
cedure. If the fluid level and filter are OK, check the Main Regulator Valve in the Oil Pump.
No >> Go To 11
11. (T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO OTHER CIRCUITS

tor.
Measure the resistance between the (T9) OD Pressure Switch Sense
Is the resistance below 5.0 ohms between the (T9) OD Pressure

Switch Sense circuit and any other circuit(s) in the Transmis-
sion Solenoid/TRS Assembly harness connector?
TEST - VER 1.
No >> Go To 12
12. CHECK TO SEE IF DTC RESETS
With the scan too, erase transmission DTCs.
Test drive the vehicle, use the EATX DTC EVENT DATA recored earlier to help duplicate the conditions when the
DTC originality set.
Does the DTC P0871 reset?

Yes >> Go To 13
No >> Go To 22
13. POWERTRAIN CONTROL MODULE

Operate the vehicle in Drive.
Is the transmission slipping while in Drive?

Yes >> Go To 14

Perform an Air Check Transmission Clutch Operation procedure per the Service Information.
NOTE: The OD/Rev piston contains a small bleed orifice, a small amount of leakage between the OD and
Reverse hydraulic clutch circuits is considered normal.
Is there excessive air leakage in any clutch circuit?

Yes >> Check the OD/Rev piston seals and bleed orifice, reaction shaft support seal rings, dribbler orifice
assemblies in the reaction shaft support and for poor machine on the pump valve body faces. Refer to
the Service Information.
No >> Repair the Valve Body. Check the OD Accumulator piston and seals, OD bleed orifice, and No.6 check
ball cuts or damage. If no problems are found in the Valve Body, replace the Transmission Solenoid/
TRS Assembly. Refer to the Service Information for proper repair procedures.
15. PCM AND WIRING
starter.
With the Transmission Simulator, turn the Pressure Switch selector switch to OD.
With the scan tool, monitor the OD Pressure Switch state while pressing the Pressure Switch Test button on the
Did the state of the OD Pressure Switch change from OPEN to CLOSED while pressing the Test button?
Yes >> Go To 16
No >> Go To 18
16. NO. 4 AND/OR NO. 6 CHECK BALL CUT OR DAMAGED

With the scan tool, erase previously stored DTC’s and test drive the vehicle, use the EATX DTC EVENT DATA to
help duplicate the conditions when the DTC originality set. Note any DTCs that may set.
Remove the Transmission Valve Body per the Service Information.
Check the No. 4 and No. 6 Check Balls for cuts or damage.
Is the No. 4 and/or No. 6 Check Ball cut or damaged?

Yes >> Replace the No. 4 and/or No. 6 Check Ball and check for clutch debris in the transmission oil pan. If
there is excessive debris, perform internal repairs to the OD Clutch Assembly. Refer to the Service Infor-
mation for proper repair procedures.
No >> Go To 17
Did the DTC P0871 reset during the test drive in the previous step?
No >> Go To 22
18. (T9) OD PRESSURE SWITCH SENSE CIRCUIT OPEN
#8815.
Disconnect the Transmission Solenoid /TRS Assembly harness con-
nector
Measure the resistance of the (T9) OD Pressure Switch Sense circuit
from the appropriate terminal of Miller tool #8815 to the Solenoid/TRS

Yes >> Repair the (T9) OD Pressure Switch Sense circuit for an
open.
TEST - VER 1.
No >> Go To 19
19. (T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (T9) OD Pressure

short to ground.
TEST - VER 1.
No >> Go To 20
Using the schematics as a guide, inspect the wiring and connectors. Pay particular attention to all power and ground
circuits.

No >> Go To 21
21. POWERTRAIN CONTROL MODULE

Make sure all EATX DTC EVENT DATA is recorded.
With the scan tool, erase previously stored DTC’s and test drive the vehicle, use the EATX DTC EVENT DATA to
help duplicate the conditions when the DTC originality set.

No >> Go To 22


P0875-UD HYDRAULIC PRESSURE TEST

P0875-UD HYDRAULIC PRESSURE TEST (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes

(T29) UD PRESSURE SWITCH SENSE CIRCUIT OPEN
(T29) UD PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND
(T29) UD PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE
Theory of Operation
Diagnostic Test

No >> Go To 2

Yes >> Refer to the symptom list and perform diagnostics for P0765-UD SOLENOID CIRCUIT.
No >> Go To 3

Are any of the DTCs, P0731, P0732, P0733, P0876, and/or P1736 present also?
Yes >> Go To 12
No >> Go To 4


Yes >> Go To 5
No >> Go To 17

Start the engine.
tion?
Yes >> Go To 6
No >> Go To 10

was pushed inward?
necessary.
No >> Go To 7
starter.
No >> Go To 8

#8815.
Miller tool #8815.

TEST - VER 1.
No >> Go To 9
circuit.

ground.
TEST - VER 1.
QUICK LEARN.
TEST - VER 1.

Start the engine.
readings.
readings.
Yes >> Go To 11
On the Transmission Simulator, turn the Pressure Switch selector switch to UD.
With the scan tool, monitor the UD Pressure Switch state while pressing and holding the Pressure Switch test but-
ton and wiggling the wire harness and connectors that pertain to the UD Pressure Switch.
Did the UD Pressure Switch state change to closed and remain closed while wiggling the wires?
Yes >> Go To 12
No >> Go To 14


No >> Go To 13
13. CHECK UD HYDRAULIC CLUTCH CIRCUIT

Remove the Valve Body and air check the UD hydraulic clutch circuit (in the case) for leakage per the Service
Information.
NOTE: The UD hydraulic clutch circuit contains a small bleed orifice. A small amount of air leakage is nor-
mal.
Yes >> Repair as necessary. Check the UD clutch piston, piston seals and bleed orifice, reaction shaft support
seal rings, and machining of the main mating faces of the pump housing, pump valve body, and reaction
shaft support.
No >> Disassemble and inspect the Valve Body and repair as necessary. Inspect the UD Accumulator piston
and seals. If no problems are found in the Valve Body, replace the Transmission Solenoid/TRS Assem-
bly per the Service Information.
14. (T29) UD PRESSURE SWITCH SENSE CIRCUIT OPEN
#8815.
Measure the resistance of the (T29) UD Pressure Switch Sense circuit

Yes >> Repair the (T29) UD Pressure Switch Sense circuit for an
open.
TEST - VER 1.
No >> Go To 15
15. (T29) UD PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (T29) UD Pressure

Yes >> Repair the (T29) UD Pressure Switch Sense circuit for a
short to ground.
TEST - VER 1.
No >> Go To 16
16. (T29) UD PRESSURE SWITCH SENSE CIRCUIT SHORT TO OTHER CIRCUITS
tor.
Measure the resistance between the (T29) UD Pressure Switch Sense
Is the resistance below 5.0 ohms between the (T29) UD Pres-

TEST - VER 1.


P0876-UD PRESSURE SWITCH RATIONALITY

P0876-UD PRESSURE SWITCH RATIONALITY (CONTINUED)
• When Monitored:
• Set Condition:
This DTC is set if the UD pressure switch is in the wrong state for the current gear. For example, this code
would be set if the UD pressure switch remained off while the transmission was in second gear.
Possible Causes

LOW FLUID LEVEL
NO. 2 CHECK BALL CUT OR DAMAGED
LOW LINE PRESSURE
CRACKED OR MISINSTALLED SUMP FILTER OR SEAL
STICKING MAIN REGULATOR VALVE IN PUMP VALVE BODY
(T29) UD PRESSURE SWITCH CIRCUIT SHORT TO GROUND
(T29) UD PRESSURE SWITCH SENSE CIRCUIT SHORT TO ANOTHER CIRCUITS
Theory of Operation

Diagnostic Test
1. CHECK IF RELATED DTC’S ARE PRESENT

Are there any Transmission Control Relay, Line Pressure, and/or Loss of Prime DTC’s present?
Yes >> Refer to the Transmission category and perform the appropriate symptom. If a Loss of Prime DTC is
present, perform its respective test first.
No >> Go To 2
2. CHECK FOR PRESSURE SWITCH DTCS
Are there two or more other pressure switch rationality DTC’s present in addition to P0876?
Yes >> Go To 3
No >> Go To 4
3. CHECK IF ALL PRESSURE SWITCHES READ CLOSED

With the scan tool, read and record all EATX DTC EVENT DATA.
test procedure.
Does the EATX DTC EVENT DATA show all pressure switches reading CLOSED?
Yes >> Refer to the symptom category and perform diagnostics for P0888. Diagnose the symptom as if the
DTC is current.
No >> Go To 4
4. CHECK FOR OTHER DTCS


No >> Go To 5

With the scan tool, read and record the DTC EVENT DATA.
test procedure.
Does the DTC EVENT DATA display information for the DTC P0876?
Yes >> Go To 6
No >> Refer to the symptom list and perform diagnostics for the DTC listed in the EATX DTC EVENT DATA.
6. CHECK IF DTC EVENT DATA WAS SET IN PARK, NEUTRAL OR REVERSE
Refer to the DTC EVENT DATA recorded earlier.
Did the DTC P0876 set in Park, Neutral, or Reverse?

Yes >> Go To 10
No >> Go To 7
7. CHECK FOR UD PRESSURE SWITCH STATUS

Refer to the DTC EVENT DATA recorded earlier.
Did the DTC P0876 set with the UD Pressure Switch closed?
Yes >> Go To 10
No >> Go To 8
8. CHECK LINE PRESSURE

Is the Line Pressure less than 40 PSI, and significantly below the Desired Line Pressure?
procedures.
No >> Go To 9
9. (T29) UD PRESSURE SWITCH SENSE CIRCUIT SHORT TO OTHER CIRCUITS

tor.

TEST - VER 1.
No >> Replace the Transmission Solenoid/TRS Assembly per the
10. PCM AND WIRING
starter.
With the Transmission Simulator, turn the Pressure Switch selector switch to the UD position.
With the scan tool, monitor the UD Pressure Switch state while pressing the Pressure Switch Test button on the
Did the state of the UD Pressure Switch change while pressing the Pressure Switch Test button?
Yes >> Go To 14
No >> Go To 11
11. (T29) UD PRESSURE SWITCH SENSE CIRCUIT OPEN

#8815.
Measure the resistance of the (T29) UD Pressure Switch Sense circuit
from the Transmission Solenoid/TRS Assembly harness connector and
the appropriate terminal of the special tool #8815.

Yes >> Repair the (T29) UD Pressure Switch Sense circuit for an
open.
TEST - VER 1.
No >> Go To 12
12. (T29) UD PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND

short to ground.
TEST - VER 1.
No >> Go To 13
13. (T29) UD PRESSURE SWITCH SENSE CIRCUIT SHORT TO ANOTHER CIRCUIT


TEST - VER 1.
terminal push out. Pay particular attention to all power and ground circuits. If no problems are found,
replace the PCM per the Service Information. With the scan tool, perform QUICK LEARN.
14. WIGGLE TEST WITH SIMULATOR
Perform the steps in the previous test while wiggling the wiring harness and connectors pertaining to the UD Pres-
sure Switch.
Did the state of the UD Pressure Switch change while pressing the Pressure Switch Test button?
Yes >> Repair the wiring harness and/or connectors as necessary.
No >> Go To 15
15. CHECK FOR TRANSMISSION SOLENOID/TRS ASSEMBLY FOR A SHORT TO GROUND

Disconnect the Transmission Simulator and reconnect the Transmis-
sion Solenoid/TRS Assembly harness connector.
#8815.
Switch Sense circuit in the appropriate terminal of Miller tool #8815.

Yes >> Replace the Transmission Solenoid/TRS Assembly per the
TEST - VER 1.
No >> Go To 16
16. CHECK IF DTC RESETS

With the scan tool, erase all transmission DTCs.
Test drive the vehicle. Using the EATX DTC EVENT DATA recorded earlier, try to duplicate the conditions in which
the DTC originally set.

Yes >> Go To 17
No >> Go To 18
17. CHECK FOR CUT NO. 2 CHECK BALL
Remove the Valve Body per the Service Information.
Check the No. 2 check ball for cuts or damage.
Is the No. 2 check ball cut or damaged?

Yes >> Replace the No. 2 check ball. Check for excessive clutch debris in the oil pan. If excessive debris is
present, check the UD Clutch and repair as necessary.
No >> Replace the Transmission Solenoid/TRS Assembly per the Service Information. Check for excessive
clutch debris in the oil pan. If excessive debris is present, check the UD Clutch and repair as necessary.


P0884-POWER UP AT SPEED
P0884-POWER UP AT SPEED (CONTINUED)
• When Monitored:
When Powertrain Control Module initially powers up. Due to the integration of the Powertrain and Transmission
Control Modules, the transmission part of the PCM has its own specific power and ground circuits.
• Set Condition:
This DTC will set if the PCM powers up and senses the vehicle in a valid forward gear, with no PRNDL DTCs,
and an output speed above 800 RPM, approximately 32 Kmh (20 MPH).
Possible Causes
POWER UP AT SPEED
Theory of Operation
If a vehicle loses power to the Transmission Control System, the solenoids (LR, 2C, OD, UD, 4C) will go to their
respective power off state. Some solenoids are normally vented and some are normally applied in their power off
state. The transmission is designed to be in 3rd gear with all of the solenoids in this state. However, if power is
restored, the Transmission Control System will power-up and normal operation will be restored.
This code identifies that power to the Transmission Control System was restored when the gear selector was in a
9Drive9 position while the vehicle was moving at speeds above 32 Kmh (20 MPH). This DTC does not indicate a
problem with the transmission or Transmission Control System, instead, it suggests intermittent problems in
the fused ignition switch output, fused B(+), or ground circuits to the TCM. Alternately, if a person performs a rolling
restart maneuver, the DTC can be set. Therefore it is critical that this DTC be investigated if the vehicle is experi-
encing intermittent 3rd gear operation and a subsequent return to normal operation.
Diagnostic Test
1. CHECK FOR INTERMITTENT POWER AND GROUND CIRCUITS

This DTC is set when the Transmission portion of the Powertrain Control Module is initialized while the vehicle is
moving down the road in a valid forward gear.
Using the wiring diagram/schematic as a guide, inspect the wiring and connectors.
the PCM has its own specific power and ground circuits.
Check all of the Fused B(+), Fused Ignition Switch Output, and ground circuits to the PCM for an intermittent open
or short to ground.

Repair
Check all power and ground circuits to the PCM and repair as necessary.
P0888-TRANSMISSION RELAY ALWAYS OFF

P0888-TRANSMISSION RELAY ALWAYS OFF (CONTINUED)
• When Monitored:
When the ignition is turned from 9OFF9 position to 9RUN9 position and/or the ignition is turned from 9START9
position to 9RUN9 position.
• Set Condition:
This DTC is set when less than 3.0 volts are present at the transmission control relay output circuits at the
Powertrain Control Module when the PCM is energizing the relay.
Possible Causes
(A104) FUSED B+ CIRCUIT OPEN

(T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT OPEN
(T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT SHORT TO GROUND
(T15) TRANSMISSION CONTROL RELAY CONTROL CIRCUIT OPEN
(T15) TRANSMISSION CONTROL RELAY CONTROL CIRCUIT SHORT TO GROUND
(Z915) TRANSMISSION CONTROL RELAY GROUND CIRCUIT OPEN
TRANSMISSION CONTROL RELAY STUCK OPEN
Theory of Operation
The transmission control relay is used to supply power to the solenoids and pressure switches when the transmis-
sion is in normal operating mode. The relay output is fed back to the TCM through pins 16, 17, and 36. It is referred
to as 9Transmission Control Relay Output9. This circuit does not supply power to the TCM, it is only a sense circuit.
When the relay is off, no power is supplied to the solenoids and pressure switches, and the transmission is in
9limp-in9 or 9default9 mode. Note: Inadequate Transmission Control Relay Output voltage can also cause DTCs
P0846, P0869, P0871, P0876 or P0988 to set. This does not indicate an internal transmission or solenoid/
TRS problem. Repairing the P0888 fault should also eliminate the related DTCs.
Diagnostic Test

Is the STARTS SINCE SET counter equal to 0?

Yes >> Go To 2
No >> Go To 9
2. (A104) FUSED B+ CIRCUIT OPEN
Using a 12-volt test light connected to ground, check the (A104) Fused
B+ circuit in the Transmission Control Relay connector.

Yes >> Go To 3
No >> Repair the (A104) Fused B+ circuit for an open. If the fuse
is open make sure to check for a short to ground.
TEST - VER 1.
3. (Z915) TRANSMISSION CONTROL RELAY GROUND CIRCUIT OPEN

Transmission Control Relay Ground circuit in the Transmission Control
Relay connector.

Yes >> Repair the (Z915) Transmission Control Relay Ground cir-
cuit for an open.
TEST - VER 1.
No >> Go To 4

Install a substitute relay in place of the Transmission Control Relay.
Start the vehicle.
With the scan tool, check transmission DTCs.

Yes >> Replace the Transmission Control Relay.
No >> Go To 5
5. (T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT OPEN
#8815.
tor.
Connect a jumper wire between the (A104) Fused B+ circuit and the
Transmission Control Relay Output circuit in the Transmission Control
Relay connector.
Using a 12-volt test light connected to ground, check all four (T16)
Transmission Control Relay Output circuits in the PCM C4 harness
connector and Transmission Solenoid/TRS Assembly harness connec-
tor.
Does the test light illuminate brightly on all four (T16) Trans-
mission Control Relay Output circuits?
Yes >> Go To 6
No >> Repair the (T16) Transmission Control Relay Output cir-
cuit(s) for an open or high resistance.
TEST - VER 1.
6. (T16) TRANSMISSION RELAY OUTPUT CIRCUIT SHORT TO GROUND

Control Relay Output circuit.

Yes >> Repair the (T16) Transmission Control Relay Output circuit
for a short to ground.
TEST - VER 1.
No >> Go To 7
7. (T15) TRANSMISSION CONTROL RELAY CONTROL CIRCUIT SHORT TO GROUND
Control Relay Control circuit.

Yes >> Repair the (T15) Transmission Control Relay Control cir-
TEST - VER 1.
No >> Go To 8
8. (T15) TRANSMISSION CONTROL RELAY CONTROL CIRCUIT OPEN

Measure the resistance of the (T15) Transmission Control Relay Con-
trol circuit between the Transmission Control Relay connector and the

cuit for an open.
TEST - VER 1.
QUICK LEARN.
TEST - VER 1.

P0890-SWITCHED BATTERY
P0890-SWITCHED BATTERY (CONTINUED)
• When Monitored:
• Set Condition:
This DTC is set if the Powertrain Control Module senses voltage on any of the pressure switch inputs prior to
the Transmission Control Relay being energized.
Possible Causes
PRESSURE SWITCH SENSE CIRCUITS SHORT TO VOLTAGE

Theory of Operation
The Transmission control relay is used to supply power to the solenoids and pressure switches (Transmission
Solenid/TRS Assembly) when the transmission is in normal operating mode. When the relay is off, no power is
supplied and the transmission is in 9limp-in9 mode. The relay output is fed back to the PCM through pins C4–19,
C4–28 and C4–38 and are referred to as 9Transmission Control Relay Output9.
Immediately after a controller reset (ignition key turned to the 9run9 position or after cranking engine), the TCM ver-
ifies that the relay contacts are open by checking for no voltage at the transmission control relay output terminals.
After this is verified, the voltage at the pressure switches are checked. There should be no voltage on the pressure
switches at this time. The PCM will then activate the relay.
Diagnostic Test
1. CHECK TO SEE IF DTC P0890 IS PRESENT

Is the (Starts Since Set( counter set at 0?

Yes >> Go To 2
No >> Go To 4
2. PRESSURE SWITCH SENSE CIRCUITS SHORT TO VOLTAGE
#8815.
tor.
Connect a jumper wire between the Fused B+ circuit and the Trans-
mission Control Relay Output circuit in the Transmission Control Relay
connector.
Measure the voltage of the (T147) 2C, (T48) 4C, (T50) LR, (T9) OD,
and (T29) UD Pressure Switch Sense circuits in Miller tool #8815.
Is the voltage above 0.5 volt on any of the measured circuits?

Yes >> Repair the (T147) 2C, (T48) 4C, (T50) LR, (T9) OD,
and/or (T29) UD Pressure Switch Sense circuit(s) for a
short to voltage.
No >> Go To 3

Turn the ignition off.
Remove the jumper wire.
NOTE: Do not reinstall the Transmission Relay.
Reconnect the Transmission Solenoid/TRS Assembly harness connec-
tor.
Measure the voltage of the (T147) 2C, (T48) 4C, (T50) LR, (T9) OD,
and (T29) UD Pressure Switch Sense circuits in Miller tool #8815.
Is the voltage above 0.5 volts on any of the sense circuits?

Yes >> Replace the Transmission Solenoid/TRS Assembly.
TEST - VER 1.
QUICK LEARN.
TEST - VER 1.

P0891-TRANSMISSION RELAY ALWAYS ON

P0891-TRANSMISSION RELAY ALWAYS ON (CONTINUED)
• When Monitored:
• Set Condition:
This DTC is set if the Powertrain Control Module senses greater than 3.0 volts on the Transmission Control
Relay Output circuits prior to a request from the PCM to energize the Transmission Control Relay.
Possible Causes
(T15) TRANSMISSION CONTROL RELAY CONTROL CIRCUIT SHORT TO VOLTAGE

(T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT SHORT VOLTAGE
TRANSMISSION CONTROL RELAY
Theory of Operation
The Transmission Control Relay is used to supply power (Transmission Control Relay Output) to the Transmission
Solenoid/TRS Assembly when in normal operating mode and to pins C4–19, C4–28 and C4–38 of the PCM. The
purpose of the Transmission Control Relay is to allow the PCM to turn off the power to the Transmission Solenoid/
TRS Assembly in event that the transmission should need to be placed into “limp-in” mode due to a DTC.
After a PCM reset, (ignition switch turned to the run position, or after cranking engine) the PCM verifies that the
Transmission Control Relay contacts are open by checking for voltage on the Transmission Control Relay Output
circuit before the Transmission Control Relay is energized. If voltage is detected, the DTC will set.
Diagnostic Test

With the scan tool, check the STARTS SINCE SET counter.
Is the STARTS SINCE SET counter set to 0?

Yes >> Go To 2
No >> Go To 6
Disconnect the Transmission Control Relay.
Measure the resistance between the (A104) Fused B+ circuit and the
(T16) Transmission Control Relay Output Circuit of the Transmission
Control Relay.

Yes >> Go To 3
No >> Replace the Transmission Control Relay.
TEST - VER 1.
3. (T16) TRANSMISSION RELAY OUTPUT CIRCUIT SHORT TO VOLTAGE

Measure the voltage at the (T16) Transmission Control Relay Output
circuit in the Transmission Control Relay connector.

Yes >> Go To 4
No >> Go To 5
tor.
NOTE: NOTE: Check connectors - Clean/repair as necessary.
Measure the voltage at the (T16) Transmission Control Relay Output
circuit in the Transmission Control Relay connector.

Yes >> Repair the (T16) Transmission Control Relay Output circuit
for a short to voltage.
TEST - VER 1.
No >> Replace the Transmission Solenoid/TRS Assembly per the
TEST - VER 1.
5. (T15)TRANSMISSION CONTROL RELAY CONTROL CIRCUIT SHORT TO VOLTAGE

#8815.
tor.
Measure the voltage of the (T15) Transmission Control Relay Control
circuit.

cuit for a short to voltage.
TEST - VER 1.

P0932-LINE PRESSURE SENSOR CIRCUIT

P0932-LINE PRESSURE SENSOR CIRCUIT (CONTINUED)
• When Monitored:
• Set Condition:
The PCM continuously monitors Actual Line Pressure and compares it to Desired Line Pressure. If the Actual
Line Pressure reading is more than 172.4 kPa (25 psi) higher than the Desired Line Pressure, but is less than
the highest Line Pressure ever used in the current gear, the DTC sets.
Possible Causes

LINE PRESSURE CONNECTOR AND WIRING
Theory of Operation
Line pressure is electronically controlled by the Transmission Control System and is measured by the Line Pressure
Sensor (LPS). The desired line pressure is continuously being compared to the actual line pressure and is regulated
by electronically changing the duty cycle of the Pressure Control Solenoid (PCS). (5% duty cycle = solenoid off =
max line pressure, 62% duty cycle = solenoid on = min line pressure).
The Transmission Control System calculates the desired line pressure based on inputs from the transmission and
engine. A calculated torque input to the transmission is used as the primary input of the desired line pressure cal-
culation and is called Torque Based Line Pressure. In addition, the line pressure is set to a preset level 827 to
931kPa (120 to 135 PSI) during shifts and in Park and Neutral to ensure consistent shift quality.
Diagnostic Test

Are there any other line pressure related DTC’s present?

Yes >> Refer to the Transmission category and perform the appropriate symptom. Perform the test for P0934
and/or P0935 first if present.
No >> Go To 2
CAUTION: Apply Parking Brake
Start the engine.
CAUTION: Firmly apply the brakes.
With the scan tool, monitor the Line Pressure, Desired Line Pressure and the TPS degrees.
While firmly applying the brakes, place the shifter in reverse, then slowly press the accelerator pedal to a TPS
degree of 15°.
Compare the Line Pressure reading to the Desired Line Pressure reading on the scan tool.
Does the Line Pressure stay within ± 34 kPa or 5 PSI of the Desired Line Pressure?
No >> Go To 3
Yes >> Go To 5
3. CHECK LINE PRESSURE CONNECTOR AND WIRING

With the scan tool, monitor the Line Pressure Sensor voltage while wiggling the wiring harness and connectors
pertaining to the Line Pressure Sensor and the Transmission Solenoid/TRS Assembly.
Did the voltage remain steady while wiggling the wiring harness and connectors?
Yes >> Go To 4
No >> Disconnect and properly reconnect the Line Pressure Sensor connector. Inspect terminals and repair as
necessary.
4. PCM AND WIRING

starter.
With the Transmission Simulator, turn the selector switch to each of the 3 Line Pressure positions.
Does the Line Pressure on the scan tool fluctuate up and down more than 69 kPa or 10 PSI at any of the
3 line pressure positions on the Transmission Simulator?
No >> Repair internal transmission and inspect the oil pump per the Service information and replace if neces-
sary. If no problems are found, replace the Transmission Solenoid/TRS Assembly — possible cause is
the Pressure Control Solenoid is stuck.

P0934-LINE PRESSURE SENSOR CIRCUIT LOW

P0934-LINE PRESSURE SENSOR CIRCUIT LOW (CONTINUED)
• When Monitored:
• Set Condition:
This DTC will set when the monitored Line Pressure Sensor voltage is less than or equal to 0.35 volts for 0.18
seconds.
Possible Causes

(T38) LINE PRESSURE SENSOR SIGNAL CIRCUIT SHORT TO GROUND
Theory of Operation
culation and is called Torque Based Line Pressure. In addition, the line pressure is set to a preset level 827 to 931
kPa (120 to 135 PSI) during shifts and in Park and Neutral to ensure consistent shift quality.
The monitored Line Pressure Sensor voltage should always be between 0.35 and 4.75 volts. Any monitored volt-
ages outside these parameters indicate an Line Pressure Sensor or wiring problem and will cause either DTC
P0934 or P0935 to set.
Diagnostic Test


Yes >> Go To 2
No >> Go To 6
2. PCM AND WIRING
starter.
With the scan tool, under Transmission Sensors, monitor the Line Pressure.
NOTE: The readings should be within ±14 kPa or 2.0 PSI on the scan tool to the pressure readings specified
on Transmission Simulator.
Does the Line Pressure on the scan tool match the line pressures on the Transmission Simulator?
Perform (NGC) 45RFE/545RFE TRANSMISSION VERIFICATION TEST - VER 1.
No >> Go To 3
3. (T38) LINE PRESSURE SENSOR SIGNAL CIRCUIT SHORT TO GROUND

#8815.
Measure the resistance between ground and the (T38) Line Pressure
Sensor Signal circuit.

Yes >> Repair the (T38) Line Pressure Sensor Signal circuit for a
short to ground.
No >> Go To 4
#8815.
Measure the resistance of the (F856) 5-volt Supply circuit between
Line Pressure sensor harness connector and the appropriate terminal
of Miller tool #8815.

TEST - VER 1.
No >> Go To 5

#8815.
circuit.

ground.
QUICK LEARN.
TEST - VER 1.

P0935-LINE PRESSURE SENSOR CIRCUIT HIGH

P0935-LINE PRESSURE SENSOR CIRCUIT HIGH (CONTINUED)
• When Monitored:
Continuously with ignition on and engine running.
• Set Condition:
This DTC will set if the monitored Line Pressure Sensor voltage is greater than or equal to 4.75 volts for the
period of 0.18 seconds
Possible Causes
(T38) LINE PRESSURE SENSOR SIGNAL CIRCUIT OPEN

(K900) SENSOR GROUND CIRCUIT OPEN
(T38) LINE PRESSURE SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE
Theory of Operation
culation and is called Torque Based Line Pressure. In addition, the line pressure is set to a preset level 827 to 931
kPa (120 to 135 PSI) during shifts and in Park and Neutral to ensure consistent shift quality.
The monitored Line Pressure Sensor voltage should always be between 0.35 and 4.75 volts. Any monitored volt-
ages outside these parameters indicate an Line Pressure Sensor or wiring problem and will cause either DTC
P0934 or P0935 to set.
Diagnostic Test


Yes >> Go To 2
No >> Go To 6
2. PCM AND WIRING
starter.
With the scan tool, monitor the Line Pressure.
NOTE: The readings should be within ±14 kPa or 2.0 PSI on the scan tool of the pressure reading specified
on Transmission Simulator.
Does the 3 line pressures on the scan tool match the Line pressure readings on the Transmission Sim-
ulator?
No >> Go To 3
3. (K900) SENSOR GROUND CIRCUIT OPEN

#8815.
Measure the resistance of the (K900) Sensor Ground circuit from the
Miller tool #8815.

Yes >> Repair the (K900) Sensor Ground circuit for an open.
TEST - VER 1.
No >> Go To 4
4. (T38) LINE PRESSURE SENSOR SIGNAL CIRCUIT OPEN
#8815.
Measure the resistance of the (T38) Line Pressure Sensor Signal cir-
cuit from the Line Pressure Sensor harness connector to the appropri-

Yes >> Repair the (T38) Line Pressure Sensor Signal circuit for an
open.
TEST - VER 1.
No >> Go To 5
5. (T38) LINE PRESSURE SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE

Measure the voltage of the (T38) Line Pressure Sensor Signal circuit.

Yes >> Repair the (T38) Line Pressure Sensor Signal circuit for a
short to voltage.
TEST - VER 1.
QUICK LEARN.
TEST - VER 1.

P0944-LOSS OF HYDRAULIC PUMP PRIME

• When Monitored:
If the transmission is slipping in any forward gear and all the pressure switches are not indicating pressure, a
loss of prime test is run.
• Set Condition:
If the transmission begins to slip in a forward gear and all the pressure switch(s) that should be closed are
open a loss of prime test begins. Available elements are turned on by the PCM to see if pump prime exists.
The DTC sets if no pressure switch(s) respond.
Possible Causes
SHIFT LEVER OUT OF ADJUSTMENT

INPROPER FLUID LEVEL
CRACKED OR IMPROPERLY INSTALLED PRIMARY OIL FILTER OR SEAL
LOOSE COOLER RETURN FILTER
TRANSMISSION OIL PUMP
Theory of Operation
The Loss of prime test is used to prevent transmission defaults and erroneous fault codes during temporary loss of
pump prime that may occur with low transmission fluid under severe braking conditions, start-up, etc. and to point
towards more subtle problems such as a plugged or cracked oil filter.
The Loss of Prime DTC is set by a loss of hydraulic pressure in the transmission system. This condition, if sus-
tained, will result in the vehicle being unable to move.
Diagnostic Test
1. SHIFT LEVER POSITION TEST

Using the scan tool, perform a Shift Lever Position test. Follow the instructions on the scan tool.
Did the Shift Lever Position Test pass?

Yes >> Go To 2
No >> Refer to the Transmission category and perform the appropriate symptom.
P0944-LOSS OF HYDRAULIC PUMP PRIME (CONTINUED)
Place the gear selector in Park.
Start the engine.
The transmission must be at operating temperature prior to checking pressure. A cold transmission will give higher
readings.
Run the engine at 1500 RPM.
Does the Line Pressure match the Desired Line Pressure within ± 5 psi?
No >> Go To 6
Yes >> Go To 3
3. CHECK LINE PRESSURE IN DRIVE AND REVERSE

Firmly apply the brake and repeat the previous test in both Drive and the Reverse gear positions.
Does the Line Pressure match the Desired Line Pressure within ± 5 psi in all gear ranges?
Yes >> Go To 4
No >> Go To 5
4. REVIEW CUSTOMER COMMENTS

Verify with the customer if a delayed engagement and/or an intermittent 9No Drive9 condition has occurred.
If the customers answer is 9No9 erase the DTC and return the vehicle to the customer.
Make sure to check for any TSBs or controller flash updates that my apply.
Has the customer experienced any delayed engagement and/or (No Drive( conditions?
Yes >> Repair internal transmission as necessary. Replace the Transmission Oil Pump if inspection reveals no
signs of internal seal leakage. Refer to the Service Information for the proper repair procedure.
5. DTC VERIFICATION
Read and record the DTC and the EATX DTC EVENT DATA information.
Test drive the vehicle and attempt to operate the vehicle within the parameters in which the DTC set.
With the scan tool, read DTCs.
Did any following DTCs set, P0868, P0944, P0841, P0846, P0871, P0876, or P0988?
Yes >> Go To 6
P0944-LOSS OF HYDRAULIC PUMP PRIME (CONTINUED)
Inspect the oil filter seal for damage and proper installation.
Does the Oil Pan contain excessive debris and/or is the Oil Filter plugged or seal damaged?
Yes >> Repair the cause of the plugged transmission oil filter or excessive debris. Check the Transmission Oil
Filter seal for improper installation onto filter neck instead of into the pump bore, not fully seated against
pump housing, filter neck not engaged into pump. Repair as necessary.
No >> Repair the Transmission Oil Pump as necessary. Check for a stuck main regulator valve and clean if
necessary. Refer to the Service Information for the proper repair procedure.
P0957-AUTOSTICK CIRCUIT LOW

P0957-AUTOSTICK CIRCUIT LOW (CONTINUED)
Theory of Operation
The AutoStick Switch is located in the Shift Lever Assembly (SLA). The gear requested by the AutoStick selection
is then sent over the AutoStick Up/Down sense circuit to the PCM to engage the requested gear. Normal AutoStickT
voltages are: Down = 0.71 to 1.11 volts, Up = 2.02 to 2.41 volts.
• When Monitored:
Ignition on and engine running and after 0.5 seconds.
• Set Condition:
When the monitored AutoStick Up/Down Sense circuit voltage drops below 0.35 volts.
Possible Causes
(T5) AUTOSTICK UP/DOWN SENSE CIRCUIT SHORT TO GROUND

(T5) AUTOSTICK UP/DOWN SENSE CIRCUIT SHORT TO ANOTHER CIRCUIT
TRANSMISSION CONTROL MODULE
Always perform the 545 RFE Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - DIAGNOSIS AND TESTING)
Diagnostic Test

With the scan tool, read the AutoStickT voltage.
Does the scan tool AutoStick voltage read below 0.35 volts?
Yes >> Go To 2
No >> Go To 5
2. CHECK THE SHIFT LEVER ASSEMBLY

With the scan tool, read the AutoStick voltage.
Does the scan tool AutoStick voltage read below 0.35 volts?
Yes >> Go To 3
No >> Replace the Shift Lever Assembly per the Service Information.
3. CHECK THE (T5) AUTOSHIFT UP/DOWN SENSE CIRCUIT FOR A SHORT TO GROUND
#8815.
Measure the resistance between ground and the (T5) AutoStick
Up/Down Sense circuit.
Is the resistance below 5.0 ohms

Yes >> Repair the (T5) AutoStick Up/Down Sense circuit for a
short to ground.
TEST - VER 1.
No >> Go To 4
4. CHECK THE (T5) AUTOSHIFT UP/DOWN SENSE CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT
Measure the resistance between the (T5) AutoStick Up/Down Sense
circuit and all other circuits in the Shift Lever Assembly harness con-
nector.
Is the resistance below 5.0 ohms between the (T5) AutoStick

Up/Down Sense circuit and any other circuit(s) in the Shift
Lever Assembly harness connector.
TEST - VER 1.
QUICK LEARN.
5. CHECK THE AUTOSTICK VOLTAGE WHILE SHIFTING
With the brakes firmly applied, shift into AutoStick.
With the scan tool, monitor the AutoStick voltage while shifting both Up and Down.
Did the scan tool AutoStick voltage drop below 0.35 volts at any given time?
Yes >> Replace the Shift Lever Assembly per the Service Information.
No >> Go To 6

Wiggle the wiring and connectors while checking for any possible open or shorted circuits.
Check for any Service Information Tune-ups or Technical Service Bulletins that may apply.

P0958-AUTOSTICK CIRCUIT HIGH

P0958-AUTOSTICK CIRCUIT HIGH (CONTINUED)
Theory of Operation
The AutoStick Switch is located in the Shift Lever Assembly (SLA). The gear requested by the AutoStick selection
is then sent over the AutoStick Up/Down sense circuit to the PCM to engage the requested gear. Normal AutoStickT
voltages are: Down = 0.71 to 1.11 volts, Up = 2.02 to 2.41 volts.
• When Monitored:
Ignition on and engine running and after 0.5 seconds.
• Set Condition:
When the monitored AutoStick Up/Down Sense circuit voltage rises above 4.75 volts.
Possible Causes
(T5) AUTOSTICK UP/DOWN SENSE CIRCUIT OPEN

(K900) SENSOR GROUND CIRCUIT OPEN
(T5) AUTOSTICK UP/DOWN SENSE CIRCUIT SHORT TO VOLTAGE
(T5) AUTOSTICK UP/DOWN SENSE CIRCUIT SHORT TO ANOTHER CIRCUIT
SION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - DIAGNOSIS AND TESTING)
Diagnostic Test

With the scan tool, read the AutoStickT voltage.
Does the scan tool AutoStick voltage read above 4.75 volts?
Yes >> Go To 2
No >> Go To 7
2. CHECK THE (T5) AUTOSHIFT UP/DOWN SENSE CIRCUIT FOR A OPEN
#8815.
Measure the resistance of the (T5) AutoStick Up/Down Sense circuit
between the Shift Lever Assembly harness connector and the appro-
priate terminal of Miller tool #8815.

Yes >> Go To 3
No >> Repair the (T5) AutoStick Up/Down Sense circuit for an
open.
TEST - VER 1.
3. CHECK THE (K900) SENSOR GROUND CIRCUIT FOR AN OPEN

#8815.
Measure the resistance of the (K900) Sensor Ground circuit between
the Shift Lever Assembly harness connector and the appropriate ter-
minal of Miller tool #8815.

Yes >> Go To 4
No >> Repair the (K900) Sensor Ground circuit for an open.
TEST - VER 1.
4. CHECK THE (T5) AUTOSHIFT UP/DOWN SENSE CIRCUIT FOR A SHORT TO VOLTAGE
Measure the voltage of the (T5) AutoStick Up/Down Sense circuit.

short to voltage.
TEST - VER 1.
No >> Go To 5
5. CHECK THE (T5) AUTOSHIFT UP/DOWN SENSE CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT
Measure the resistance between the (T5) AutoStick Up/Down Sense
circuit and all other circuits in the Shift Lever Assembly harness con-
nector.
Is the resistance below 5.0 ohms between the (T5) AutoStick

Up/Down Sense circuit and any other circuit(s) in the Shift
Lever Assembly harness connector.
TEST - VER 1.
No >> Go To 6
6. CHECK THE AUTOSTICK SWITCH
Reconnect the PCM C2 and C3 harness connectors.
Connect a jumper wire between (T5) AutoStick Up/Down Sense circuit
and (K900) Sensor Ground circuit in the Shift Lever Assembly harness
connector.
With the scan tool, read the AutoStick voltage.
Did the scan tool AutoStick voltage drop below 0.5 volts?
Yes >> Replace the Shift Lever Assembly per the Service Informa-
tion.
TEST - VER 1.
per the Service Information. With the scan tool, perform QUICK LEARN.
7. CHECK THE AUTOSTICK VOLTAGE WHILE SHIFTING

With the brakes firmly applied, shift into AutoStick.
With the scan tool, monitor the AutoStick voltage while shifting both low and high.
Did the scan tool AutoStick voltage rise above 4.75 volts at any given time?
Yes >> Replace the Shift Lever Assembly per the Service Information.
No >> Go To 8


P0987-4C HYDRAULIC PRESSURE TEST

• When Monitored:
• Set Condition:
Possible Causes

(T48) 4C PRESSURE SWITCH SENSE CIRCUIT SHORT TO OTHERS
Theory of Operation
Diagnostic Test

Yes >> Refer to the Transmission category and perform the appropriate symptom. If the DTC P0944 is present,
perform its respective test first.
No >> Go To 2

Yes >> Refer to the symptom list and perform diagnostics for P0770.
No >> Go To 3

Are the DTCs P0988 and/or P1736 present also?

Yes >> Go To 12
No >> Go To 4

With the scan tool, check if the DTC P0987-4C HYDRAULIC PRESSURE TEST FAILURE is active or stored.
Is the DTC P0987-4C HYDRAULIC PRESSURE TEST FAILURE active?

Yes >> Go To 5
No >> Go To 17

Start the engine.
tion?
Yes >> Go To 6
No >> Go To 10

was pushed inward?
necessary.
No >> Go To 7
starter.
No >> Go To 8

#8815.
Miller tool #8815.

TEST - VER 1.
No >> Go To 9
circuit.

ground.
TEST - VER 1.
QUICK LEARN.
TEST - VER 1.

Start the engine.
readings.
readings.
Yes >> Go To 11
On the Transmission Simulator, turn the Pressure Switch selector switch to 4C.
With the scan tool, monitor the 4C Pressure Switch state while pressing and holding the Pressure Switch test button
and wiggling the wire harness and connectors that pertain to the 4C Pressure Switch.
Did the 4C Pressure Switch state change to closed and remain closed while wiggling the wires?
Yes >> Go To 12
No >> Go To 14


No >> Go To 13
13. CHECK 4C HYDRAULIC CLUTCH CIRCUIT

Remove the Valve Body and air check the 4C hydraulic clutch circuit (in the case) for leakage per the Service
Information.
NOTE: The 4C hydraulic clutch circuit contains a small bleed orifice. A small amount of air leakage is nor-
mal.
Yes >> Repair as necessary. Check the 4C clutch piston, piston seals and bleed orifice assembly.
No >> Disassemble and inspect the Valve Body and repair as necessary. Inspect the 4C Accumulator piston
and seals. If no problems are found in the Valve Body, replace the Transmission Solenoid/TRS Assem-
bly per the Service Information.
Remove the Transmission Simulator, Miller tool #8333 and connect
Miller tool #8815.
Measure the resistance of the (T48) 4C Pressure Switch Sense circuit

open.
TEST - VER 1.
No >> Go To 15


short to ground.
TEST - VER 1.
No >> Go To 16
16. (T48) 4C PRESSURE SWITCH SENSE CIRCUIT SHORT TO OTHER CIRCUITS
tor.
Measure the resistance between the (T48) 4C Pressure Switch Sense
Is the resistance below 5.0 ohms between the (T48) 4C Pres-

TEST - VER 1.


P0988-4C PRESSURE SWITCH RATIONALITY

• When Monitored:
• Set Condition:
The DTC is set if the 4C Pressure Switch reads open or closed at the wrong time in a given gear.
Possible Causes

DTC P0871 ALSO PRESENT
LOSS OF 12-VOLT FEED
EXCESSIVE FLUID LEAKAGE WITH 2C CLUTCH CIRCUIT
#5 AND/OR #7 CHECK BALL CUT OR DAMAGED
LOW LINE PRESSURE
Theory of Operation

P/N CLOSED OPEN OPEN OPEN OPEN
DRIVE OPEN OPEN OPEN CLOSED CLOSED
*L/R is closed if output speed is below 100 rpm in Drive and Manual 2. L/R is open in Manual 1.
Diagnostic Test


No >> Go To 2
2. EATX DTC DATA SHOW CURRENT DTC

With the scan tool, check the EATX DTC EVENT DATA.
Does the EATX DTC EVENT DATA show data for DTC P0988?
Yes >> Go To 3
No >> Refer to the Transmission category and perform the appropriate symptom shown in the EATX DTC
EVENT DATA.
3. MULTIPLE DTCS PRESENT

Are there two or more related Pressure Switch Sense DTCs present in addition to P0988?
Yes >> Go To 4
No >> Go To 7

test procedure.
Do all the pressure switches read CLOSED in the EATX DTC EVENT DATA for P0988?
Yes >> Refer to Transmission category and perform diagnostics for the DTC P0888.
No >> Go To 5
5. EATX DTC EVENT DATA READ OPEN

Do all the pressure switches read OPEN?

Yes >> Go To 6
No >> Go To 7
procedures.
7. DTC P0871 ALSO PRESENT


No >> Go To 8
8. EATX DTC EVENT DATA READ PARK REVERSE OR NEUTRAL

test procedure.
Does the EATX DTC EVENT DATA show the DTC set in Park, Neutral, or Reverse for P0988?
Yes >> Go To 13
No >> Go To 9
9. EATX DTC EVENT DATA READ CLOSED

test procedure.
Does the EATX DTC EVENT DATA show the 4C Pressure Switch reading CLOSED?
Yes >> Go To 11
No >> Go To 10
10. PRIMARY OIL FILTER SEAL
procedures.
No >> Go To 15
11. PCM AND WIRING

starter.
With the Transmission Simulator, turn the Pressure Switch selector switch to the 4C position.
With the scan tool, monitor the 4C Pressure Switch while pressing the Pressure Switch test button on the Trans-
mission Simulator.
Did the state of the 4C Pressure Switch change while pressing the Pressure Switch Test button?
Yes >> Go To 12
No >> Go To 13


Measure the resistance of the (T48) 4C Pressure Switch Sense circuit
from the appropriate terminal of Miller tool #8815 to the Transmission
Solenoid/TRS Assembly harness connector.

open.
TEST - VER 1.
No >> Go To 14


short to ground.
TEST - VER 1.
Information. With the scan tool, perform the QUICK
LEARN procedure.
TEST - VER 1.
15. #5 AND/OR #7 CHECK BALL CUT OR DAMAGED
Turn the Ignition off to the lock position.
Remove the Valve Body Assembly per the Service Information.
Inspect the #5 and #7 check balls for any cuts or damage.
Inspect the 4C accumulator piston and seals and also the 4C tower seal on top of the valve body. Refer to the

Yes >> Repair as necessary. Check for excessive clutch debris in the transmission oil pan. If excessive clutch
debris is present, repair 4C clutch as necessary. Refer to the Service Information for proper repair pro-
cedures.
No >> Go To 16
16. EXCESSIVE FLUID LEAKAGE WITH 4C CLUTCH CIRCUIT

Air check the 4C Clutch hydraulic circuit. Refer to the Service Information.
NOTE: This hydraulic clutch circuit contains a small bleed orifice. Small leakage is considered normal.
Was there excessive air leakage in the 4C Clutch hydraulic circuit?

Yes >> Repair as necessary. Refer to the Service Information.
P1684-BATTERY WAS DISCONNECTED

• When Monitored:
Whenever the ignition is in the Run/Start position.
• Set Condition:
This DTC will set whenever Powertrain Control Module is disconnected from Fused B+ or ground. It will also
be set during the DRBIIIT Battery Disconnect and/or Quick Learn procedure.
Possible Causes
BATTERY WAS DISCONNECTED

SCAN TOOL BATTERY DISCONNECT PERFORMED
PCM WAS REPLACED OR DISCONNECTED
QUICK LEARN WAS PERFORMED
Theory of Operation
The PCM uses a battery backed RAM (Random Access Memory) is used to maintain some learned values. When
the battery B(+) is disconnected, the memory is lost. When the B(+) is restored, this memory loss is detected by the
Transmission Control System. The DTC is set and the learned values are initialized to known constants or previ-
ously learned values from EEPROM (Electronic Erasable Programmable Read Only Memory). This results in the
reinitialization of some parameters.
Diagnostic Test
1. POSSIBLE CAUSES
This DTC is an informational DTC only.
This DTC is set due to a momentary loss of power and/or the ground circuits to the PCM.
Below are a list of possible causes associated with this DTC.
Battery was disconnected.
The BATTERY DISCONNECT feature on the scan tool was performed.
The QUICK LEARN feature on the scan tool was performed.
PCM was replaced or disconnected.
Were any of the above possible causes performed?

Yes >> This is the cause of the DTC. Erase the DTC and return vehicle to customer.
No >> Go To 2
P1684-BATTERY WAS DISCONNECTED (CONTINUED)
NOTE: Check all power and ground circuits to the PCM for a intermittent or high resistance condition.

P1715-RESTRICTED MANUAL VALVE IN T3 RANGE

• When Monitored:
Whenever the PRNDL code indicates Temp3.
• Set Condition:
This DTC sets when conditions for the DTC P1776 are satisfied or 3 unsuccessful attempts to engage 1st gear
while the shifter is in the temp3 zone. This indicates a restricted port at the manual valve because the shifter
is not fully engaged in the drive position.
Possible Causes
RELATED TRANSMISSION DTC’S PRESENT

CUSTOMER DRIVING HABITS
MISADJUSTED SHIFTER
Diagnostic Test

Are any of the following DTC’s P0731, P0732, P0733, P0734, P1736 or P0715 present?
No >> Go To 2
2. CHECK SHIFTER ADJUSTMENT

Check Shifter adjustment per the Service Information.
Is the shifter properly adjusted?

Yes >> Go To 3
No >> Adjust the Shifter Assembly per the Service Information.
P1715-RESTRICTED MANUAL VALVE IN T3 RANGE (CONTINUED)
3. CHECK CUSTOMER DRIVING HABIT
This DTC can be set if the customer rests their hand on the shift lever while they are driving. The transmission can
be put in the T3 position if just enough forward pressure is exerted on the shift lever.
When this occurs, the feed port to the clutch is restricted, the transmission will declare neutral, and this DTC will be
set. The customer should be informed not to rest their hand on the shifter while driving.
This DTC can also be set by simply bumping the shift lever toward neutral while accelerating.

Repair
This DTC can be set by putting too much forward pressure on the shift lever while it is in the OD posi-
tion. Make sure the customer is informed.
P1736-GEAR RATIO ERROR IN 2ND PRIME

• When Monitored:
• Set Condition:
Possible Causes

LOW FLUID LEVEL
CRACKEC OR MISINSTALLED PRIMARY OIL FILTER OR SEAL
BURNED UD OR 4C CLUTCH
CUT 4C OR UD PISTON SEAL
BROKEN 4C PISTON CASTING
BROKEN OR MISSING 4C BLEED ORIFICE
BROKEN OR MISSING UD BLEED ORIFICE
CUT 4C OR UD ACCUMULATOR PISTON SEAL
CRACKED 4C OR UD ACCUMULATOR PISTON
EXTRA CHECK BALL IN PASSAGE DOWNSTREAM OF #7 CHECK BALL POCKET
BROKEN WELD - REACTION CARRIER TO REVERSE SUN GEAR
MISSING TEETH ON INPUT CLUTCH HUB TONE WHEEL
Theory of Operation
P1736-GEAR RATIO ERROR IN 2ND PRIME (CONTINUED)
Diagnostic Test

Are any Transmission: solenoid, line pressure, speed sensor, or loss of prime DTC’s present?
No >> Go To 2

test procedure.
Yes >> Go To 3
No >> Go To 6


No >> Go To 4

Yes >> Go To 5
No >> Go To 6
5. PLUGGED TRANSMISSION OIL FILTER
NOTE: Make sure the Primary Transmission Oil Filter and/or seal is not cracked or split.
Does the Oil Pan contain excessive debris and/or is the Primary Oil Filter cracked or plugged?
Yes >> Repair the plugged, cracked, or split Primary Transmission Oil Filter and/or seal. If the Primary Trans-
mission Oil Filter is plugged, refer to the Service Information for the proper hydraulic clutch repair pro-
cedure.

With the scan tool, perform the 2nd Prime Gear Clutch Test. Follow the instructions on the scan tool.
NOTE: If the 4C clutch is faulty, the overrunning clutch will hold and the slip test will pass. The 2nd Prime
Gear Clutch Test will not detect a faulty 4C clutch. However, it will detect a faulty UD clutch.
Yes >> Go To 7
No >> Go To 9


No >> Go To 8

Durning the road test, operate in 4th gear, and perform kickdown shifts from 4th to 2nd (prime) gears.
Is there an obvious slippage noticed in 4th or 2nd prime gears, or runaway on the 4-2 shift?
Yes >> Go To 11
No >> Go To 14
9. UD CLUTCH HYDRAULIC CIRCUIT
Remove the Valve Body and air check the UD clutch hydraulic circuit (in the case) per the Service Information.
Were there any problems found, excessive debris and/or excessive air leakage in the UD clutch hydraulic
circuit?
Yes >> Repair as necessary. Check the UD clutch piston seals and the dribbler assembly, reaction shaft sup-
port seal rings, and the flatness of the pump valve body and pump housing faces. Check main regulator
No >> Go To 10



Remove the valve body and air check the 4C clutch hydraulic circuit per the Service Information.
NOTE: The 4C clutch passage contains a small bleed orifice, a small amount of air leakage is normal.
Were there any problems found, excessive debris, improperly assembled 4C clutch and/or excessive air
leakage in the 4C clutch hydraulic circuit?
Yes >> Repair as necessary. Refer to the Service Information for proper repair procedures. Note: Check the 4C
piston seals and bleed orifice.
No >> Go To 12
12. 4C ACCUMULATOR
Check the 4C Accumulator piston for cracks or a cut seal.
Check for a cut or missing #7 or #5 check balls.

No >> Go To 13
carrier as follows:


Yes >> Go To 15
No >> Go To 16

If no other DTC’s set during the road test, below is a list of possible causes, but not strictly limited to those:
Check for excessive debris in the Transmission Oil pan, plugged, cracked, or split Primary Transmission Oil Filter
and/or seal.
Check for cuts or missing #7 and #5 check balls in the main valve body.
Check the 4C and UD accumulator pistons and seals, UD bleed orifice, and the Solenoid Switch Valve and Plugs
in the main valve body.
Check the UD clutch piston seals, reaction shaft support seal rings, and the flatness of the pump valve body and
pump housing faces.
Check the 4C clutch piston seals, and bleed orifice.
Check the UD clutch piston seals, reaction shaft support seal rings, and dribbler assemblies, and the flatness of the
pump valve body and pump housing faces.
View repair
Repair
16. INTERMITTENT DTC
Use the EATX DTC EVENT DATA to help identify the conditions and/or possible causes that may have caused the
DTC to set.

P1775-SOLENOID SWITCH VALVE LATCHED IN TCC POSITION

P1775-SOLENOID SWITCH VALVE LATCHED IN TCC POSITION (CONTINUED)
• When Monitored:
During an attempted shift into 1st gear.
• Set Condition:
This DTC is set if three unsuccessful attempts are made to shift the Solenoid Switch Valve (SSV) into the
downshifted position in one given ignition start. This DTC can take up to five minutes to mature before illumi-
nating the MIL.
Possible Causes

SOLENOID SWITCH VALVE STICKING
LR PRESSURE SWITCH SENSE CIRCUIT SHORT TO OTHER CIRCUITS
Theory of Operation
The Solenoid Switch Valve (SSV) controls the direction of the transmission fluid when the L/R Solenoid is energized.
The SSV will be in the downshifted position in 1st gear, thus directing the fluid to the L/R clutch circuit. In 2nd
through 5th gears, it will be in the upshifted position and directing the fluid into the torque converter clutch (TCC).
When shifting into 1st gear, a special hydraulic sequence is performed to ensure SSV movement into the down-
shifted position. The L/R Pressure Switch is monitored to confirm SSV movement. If movement is not confirmed (the
L/R pressure switch does not close), EMCC is inhibited until SSV operation is confirmed.
Diagnostic Test


No >> Go To 2

Perform a visual inspection of all connectors, wiring, and cooler connections before proceeding. Repair as neces-
sary.
With the scan tool, Check the STARTS SINCE SET counter.
Is the STARTS SINCE SET counter for P1775 at 2 or less?

Yes >> Go To 3
No >> Go To 6
3. PCM AND WIRING
starter.
With the Transmission Simulator, turn the Pressure Switch selector switch to LR.
Did the state of the L/R Pressure Switch change while pressing the Pressure Switch Test button?
Yes >> Go To 4
No >> Go To 5
4. SOLENOID SWITCH VALVE STICKING

Remove the Transmission Oil Pan per the Service Information.
Remove the Transmission Valve body per the Service Information.
Inspect the Solenoid Switch Valve and Plugs for sticking.
Is the Solenoid Switch Valve or Plugs sticking?

Yes >> Clean and inspect per the Service Information.
5. LR PRESSURE SWITCH SENSE CIRCUIT SHORT TO OTHER CIRCUITS
tor.
Measure the resistance between the (T50) LR Pressure Switch Sense
Is the resistance below 5.0 ohms between the (T50) LR Pres-

sure Switch Sense circuit and all other circuit(s) in the Trans-
TEST - VER 1.


P1776-SOLENOID SWITCH VALVE LATCHED IN LR POSITION

P1776-SOLENOID SWITCH VALVE LATCHED IN LR POSITION (CONTINUED)
• When Monitored:
Continuously when performing partial or full EMCC - PEMCC or FEMCC.
• Set Condition:
If the transmission senses the L/R pressure switch closing while performing PEMCC or FEMCC. This DTC will
set after two unsuccessful attempts to perform PEMCC or FEMCC. This DTC can take up to five minutes of
problem identification before illuminating the MIL.
Possible Causes

LR PRESSURE SWITCH SENSE CIRCUIT OPEN
LR PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND
SOLENOID SWITCH VALVE
INTERMITTENT WIRING AND CONNECTORS
Theory of Operation
The Solenoid Switch Valve (SSV) controls the direction of the transmission fluid when the L/R Solenoid is energized.
The SSV will be in the downshifted position in 1st gear, thus directing the fluid to the L/R clutch circuit. In 2nd
through 5th gears, it will be in the upshifted position and directing the fluid into the torque converter clutch (TCC).
When in 2nd, 2nd Prime, 3rd, 4th, or 5th gear, the Torque Converter Clutch (TCC) can be engaged when certain
conditions are met. The TCC piston is electronically modulated by increasing the duty cycle of the L/R solenoid until
the torque converter slip difference (difference between engine and transmission input speed) is within 60 RPM.
Then the L/R solenoid is fully energized (FEMCC / 100% duty cycle). Torque converter slip is monitored in FEMCC
to ensure adequate clutch capacity.
Diagnostic Test


No >> Go To 2
With the scan tool, Check the STARTS SINCE SET counter.
NOTE: NOTE: This counter only applies to the last DTC set.

Yes >> Go To 3
No >> Go To 7
3. PCM AND WIRING

starter.
With the Transmission Simulator, turn the Pressure Switch selector switch to the LR position.
Did the state of the LR Pressure Switch change while pressing the Pressure Switch Test button?
Yes >> Go To 4
No >> Go To 5
4. SOLENOID SWITCH VALVE

Remove the Valve Body per the Service Information.
Inspect the Solenoid Switch Valve and plugs for sticking in the bore and/or wear.

Yes >> Clean and repair as necessary per the Service Information.
No >> Go To 7
5. LR PRESSURE SWITCH SENSE CIRCUIT OPEN
#8815.
Measure the resistance of the (T50) LR Pressure Switch Sense circuit
between the appropriate terminal of Miller tool #8815 to the Solenoid/
TRS Assembly harness connector.

Yes >> Repair the (T50) LR Pressure Switch Sense circuit for an
open.
TEST - VER 1.
No >> Go To 6
6. (T50) LR PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (T50) LR Pressure

short to ground.
TEST - VER 1.
QUICK LEARN.
TEST - VER 1.
This DTC can also be set by the Solenoid Switch Valve intermittently sticking in it’s bore under extreme temperature
conditions, or by a worn Solenoid Switch Valve or plugs.

P1790-FAULT IMMEDIATELY AFTER SHIFT

• When Monitored:
After a speed ratio error is stored.
• Set Condition:
This DTC is set if the associated speed ratio DTC is stored within 1.3 seconds after a shift.
Possible Causes
FAULT AFTER SHIFT
Theory of Operation
This DTC will only be stored along with a gear ratio DTC. If this DTC is set, it indicates a probable hydraulic (line
pressure) or mechanical problem exists. Diagnosing the transmission should be based on the associated speed
ratio DTC and mechanical causes should be considered first.
INTENDED GEAR CLUTCHES APPLYING RECOMENDED DTC
REVERSE UD** - MS P0738

1ST UD - LR* P0731
2ND UD - 2C P0732
2ND PRIME UD - 4C P1736
3RD UD - OD/MS P0733
4TH OD/MS - 2C P0734
5TH OD/MS - 2C P0735
* L/R is used only up to 150 output RPM in 1st gear. ** UD will show as applied in Reverse but the UD clutch is
actually released. OD/MS is OD and/or MS.
Diagnostic Test
1. INTENDED GEAR TO APPLIED CLUTCH

With the scan tool, check the EATX DTC EVENT DATA to determine in which gear the slippage occurred and the
clutches that were applied.
With the EATX DTC EVENT DATA, use the information provided above to determine the proper symptom for diag-
nosis.
View repair
Repair
Refer to the Transmission category and perform the appropriate symptom identified from the EATX DTC
EVENT DATA, intended gear, and applied clutches.
P1794-SPEED SENSOR GROUND ERROR

P1794-SPEED SENSOR GROUND ERROR (CONTINUED)
• When Monitored:
The gear ratio is monitored continuously while the Transmission is in gear.
• Set Condition:
After a controller reset in neutral and a ratio of input to output, of 1 to 2. This DTC can take up to five minutes
of problem identification before illuminating the MIL.
Possible Causes
(T13) SPEED SENSOR GROUND CIRCUIT OPEN

(T13) SPEED SENSOR GROUND CIRCUIT SHORT TO GROUND
(T13) SPEED SENSOR GROUND CIRCUIT SHORT TO VOLTAGE
Theory of Operation
Diagnostic Test

Engine Running, Shift lever in park.
With the scan tool, read the Transmission Output and Input Speed Sensor states.
Is the Output Speed Sensor reading twice the Input Speed Sensor reading?
Yes >> Go To 2
No >> Go To 6
2. PCM AND WIRING
starter.
Install the Transmission Simulator, Miller tool 8333.
With the Transmission Simulator, set the Input/Output Speed selector switch to the 93000/10009 position. Turn the
Input/Output Speed switch to 9ON9.
With the scan tool, monitor the Input and Output Speed Sensor state.
Does the Input speed read 3000 RPM and the Output speed read 1000 RPM, within 50 RPM?
Yes >> Go To 6
No >> Go To 3
3. (T13) SPEED SENSOR GROUND CIRCUIT OPEN

#8815.
Measure the resistance of the (T13) Speed Sensor Ground circuit from
the appropriate terminal of Miller tool #8815 to the Transmission Sole-
noid/TRS Assembly and both Input and Output Speed Sensor harness
connectors.
Is the resistance above 5.0 ohms on any of the above measure-

ments?
Yes >> Repair the (T13) Speed Sensor Ground circuit for an
open.
TEST - VER 1.
No >> Go To 4
4. (T13) SPEED SENSOR GROUND CIRCUIT SHORT TO GROUND
Measure the resistance between ground and the (T13) Speed Sensor
Ground circuit.

to ground.
TEST - VER 1.
No >> Go To 5
5. (T13) SPEED SENSOR GROUND CIRCUIT SHORT TO VOLTAGE

Measure the voltage of the (T13) Speed Sensor Ground circuit.
Is the voltage above 0.5 volt?

to voltage.
TEST - VER 1.
QUICK LEARN.
TEST - VER 1.

P2700-INADEQUATE ELEMENT VOLUME LR

• When Monitored:
Whenever the engine is running. The LR clutch volume index (CVI) is updated during a 3-1 or 2-1 manual
downshift with throttle angle below 5 degrees. Transmission temperature must be at least 43° C (110° F).
• Set Condition:
When the LR clutch volume index (CVI) falls below 16.
Possible Causes
HYDRAULIC LEAK IN THE VALVE BODY

BROKEN L/R CLUTCH PISTON RETURN SPRING OR SPRING RETAINERS
BROKEN L/R ACCUMULATOR SPRING(S)
Theory of Operation
The volumes of the transmission fluid needed to apply the friction elements are continuously monitored and learned
for adaptive controls. As the clutch friction material wears, the volume of fluid needed to apply the clutch increases.
Certain transmission mechanical problems can cause near-zero learned volumes resulting in setting a DTC. The
DTC will usually set with other DTC’s, which indicates an internal transmission problem.
Diagnostic Test

With the scan tool, check for other transmission DTCs.
Are there any Pressure Switch Sense circuit DTCs present also?
No >> Go To 2
2. CHECK LR CLUTCH VOLUME INDEX

With the scan tool, erase DTCs.
Start the engine and warm the transmission.
NOTE: The TRANS TEMP DEG must be at least 43° C or 110° F before performing the following steps.
Drive the vehicle and perform at least ten 3-1 manual downshifts at closed throttle from speeds of about 32 Kmh or
20 MPH.
With the scan tool, read the LR CL VOL INDEX.
Is the LR CL VOL INDEX below 20?

Yes >> Go To 3
No >> Go To 5
P2700-INADEQUATE ELEMENT VOLUME LR (CONTINUED)
3. L/R CLUTCH CIRCUIT LEAKS IN THE VALVE BODY
Remove the transmission oil pan per the Service Information.
Remove the valve body per the service information.
Check condition of the L/R accumulator springs.
Look for possible leak paths into the L/R clutch hydraulics circuit within the valve body.
Were any problems found?

No >> Go To 4
4. AIR CHECK L/R CLUTCH CIRCUITS

Perform an air check on the L/R Clutch circuit per the Service Information.
Watch and listen for L/R Clutch piston movement.
Does the L/R piston stroke and return properly?

Yes >> Replace the Transmission/TRS Solenoid Assembly per the service information. With the scan tool, per-
form Quick Learn.
No >> Repair internal transmission as necessary. Pay attention to the components related to the L/R clutch. A
broken or weak L/R clutch return spring, Accumulator Spring, and/or dislocated snap ring could cause
this problem.
5. VERIFY PCM OPERATION

Perform eight learnable starts. A learnable start is defined as follows: Start engine. From a standstill, accelerate
lightly to 80 Kmh or 50 MPH, then brake lightly to a stop. Turn off engine.
With the scan tool, record the CL VOL INDEX (CVI) for all clutches
With the scan tool, perform a BATTERY DISCONNECT.
With the scan tool, read the CVI’s and compare them to the readings recorded before the BATTERY DISCONNECT.
Are any of the CVI’s less than 5 or different than before the BATTERY DISCONNECT?
P2701-INADEQUATE ELEMENT VOLUME 2C

• When Monitored:
Whenever the engine is running. The 2C clutch volume index (CVI) is updated during a 3-2 kickdown with
throttle angle between 10 and 54 degrees. Transmission temperature must be at least 43° C (110° F).
• Set Condition:
When the 2C CVI falls below 5.
Possible Causes

BROKEN 2C CLUTCH PISTON RETURN SPRING / DISLODGED SNAP RING
BROKEN ACCUMULATOR SPRING(S)
Theory of Operation
Diagnostic Test

No >> Go To 2
2. CHECK 2C CLUTCH VOLUME INDEX

Drive the vehicle at about 80 Kmh or 50 MPH, then depress the OD off button. This will put the vehicle into third
gear.
Perform at least ten 3-2 kickdowns by depressing the throttle between 10 and 54 TPS DEGREES at speeds of
about 80 Kmh or 50 MPH.
With the scan tool, read the 2C CL VOL INDEX.
Is the 2C CL VOL INDEX below 10?

Yes >> Go To 3
No >> Go To 5
P2701-INADEQUATE ELEMENT VOLUME 2C (CONTINUED)
3. 2C CLUTCH CIRCUIT LEAKS IN THE VALVE BODY
Check condition of the 2C accumulator springs.
Look for possible leak paths into the 2C clutch hydraulics circuit within the valve body.

No >> Go To 4
4. AIR CHECK 2C CLUTCH CIRCUIT

Perform an air check on the 2C Clutch circuit per the Service Information.
Watch and listen for 2C Clutch piston movement.
Dose the piston stroke and return properly?

Yes >> Replace the Transmission/TRS Solenoid Assembly per the service information. With the scan tool, per-
form Quick Learn.
No >> Repair internal transmission as necessary. Pay attention to the components related to the 2C clutch. A
broken or dislodged 2C return spring, snap ring or broken 2C Accumulator Spring could cause this prob-
lem.

NOTE: NOTE: The TRANS TEMP DEG must be at least 43° C or 110° F before performing the following
steps.
With the scan tool, record the CL VOL INDEX (CVI) for all clutches
P2702-INADEQUATE ELEMENT VOLUME OD

• When Monitored:
Whenever the engine is running. The OD clutch volume index (CVI) is updated during a 2-3 upshift with throt-
tle angle between 10 and 54 degrees. Transmission temperature must be at least 43° C (110° F).
• Set Condition:
When the OD CVI falls below 5.
Possible Causes

BROKEN OD ACCUMULATOR SPRING
BROKEN OD/REV PISTON BELLEVILLE SPRING OR DISLODGED SNAP RING
INTERNAL LEAKAGE IN PUMP ASSEMBLY
Theory of Operation
Diagnostic Test

No >> Go To 2
2. CHECK THE OD CLUTCH VOLUME INDEX

With the scan tool, erase DTCs.
Drive the vehicle and perform at least ten 2-3 upshifts with the TPS degree between 10 and 54.
With the scan tool, read the OD CL VOL INDEX.
Is the OD CL VOL INDEX below 10?

Yes >> Go To 3
No >> Go To 5
P2702-INADEQUATE ELEMENT VOLUME OD (CONTINUED)
3. OD CLUTCH CIRCUIT LEAKS IN THE VALVE BODY
Check condition of the OD accumulator spring.
Look for possible leak paths into the OD clutch hydraulics circuit within the valve body.

No >> Go To 4
4. AIR CHECK OD CLUTCH CIRCUIT

Perform an air check on the OD Clutch circuit per the Service Information.
Watch and listen for OD Clutch piston movement.
Air check all other pump passages and watch for air leakage into the OD clutch passage.
NOTE: There is a bleed orifice between the OD and Reverse Clutch passages, so a small amount of air
leakage from Reverse to OD is normal.

Yes >> Repair internal transmission. Pay attention to the OD Clutch. Broken or weak return spring or a dislo-
cated snap ring could cause this problem. If no problems were found in the OD clutch, or if leakage into
the OD passage was noted, replace Pump Assembly per the Service Information.
No >> Replace the Transmission/TRS Solenoid Assembly per the service information. With the scan tool, per-
form Quick Learn.

With the scan tool, record the CL VOL INDEX (CVI) for all clutches.
P2703- INADEQUATE ELEMENT VOLUME UD

• When Monitored:
Whenever the engine is running. The UD clutch volume index (CVI) is updated during a 4-3 kickdown with
throttle angle between 10 and 54 degrees. Transmission temperature must be at least 43° C (110° F).
• Set Condition:
When the UD CVI falls below 11.
Possible Causes
BROKEN UD ACCUMULATOR SPRING(S)

BROKEN UD CLUTCH PISTON SPRING OR DISLODGED SNAP RING
INTERNAL LEAKAGE IN PUMP OR VALVE BODY ASSEMBLIES
Theory of Operation
Diagnostic Test

No >> Go To 2
2. CHECK UD CLUTCH VOLUME INDEX

Drive the vehicle and perform at least ten 4-3 kickdowns by depressing the throttle between 30 and 54 TPS degrees
at speeds about 80 Kmh or 50 MPH.
With the scan tool, read the UD clutch volume index (CVI).
Is the UD CVI below 10?

Yes >> Go To 3
No >> Go To 5
P2703- INADEQUATE ELEMENT VOLUME UD (CONTINUED)
3. UD CLUTCH CIRCUIT LEAKS IN THE VALVE BODY
Remove the transmission oil pan and valve body per the Service Information.
Check the condition of the UD accumulator springs.
Look for possible leak paths into the UD clutch hydraulics circuit within the valve body.

No >> Go To 4
4. AIR CHECK UD CLUTCH CIRCUIT

Perform an air check on the UD Clutch circuit per the Service Information.
Watch and listen for UD Clutch piston movement.
Air check all other pump passages for air leakage into the UD Clutch circuit.

Yes >> Repair internal transmission. Pay attention to components related to the UD clutch. Broken or weak
return spring or a dislocated snap ring. If no trouble is found in UD clutch component or UD clutch
leakage was noted in passage, replace the Pump Assembly.
No >> Replace the Transmission/TRS Solenoid Assembly per the service information. With the scan tool, per-
form Quick Learn.

With the scan tool, record the clutch volume index (CVI) for all clutches.
P2704-INADEQUATE ELEMENT VOLUME 4C

• When Monitored:
Whenever the engine is running. The 4C clutch volume index (CVI) is updated during a 3-4 upshift with throttle
angle between 10 and 54 degrees. Transmission temperature must be at least 43° C (110° F).
• Set Condition:
When the 4C CVI falls below 5.
Possible Causes
BROKEN 4C RETURN SPRING OR DISLODGED SNAP RING

BROKEN 4C ACCUMULATOR SPRING(S)
Theory of Operation
Diagnostic Test
1. CHECK THE 4C CLUTCH VOLUME

With the scan tool, record the 4C clutch volume index (CVI) and erase DTC’s.
Perform at least 10, 3-4 upshifts with the throttle between 10 and 54 degrees. The Transmission temperature must
be at least 43° C or 110° F.
With the scan tool, read the 4C CVI.
Is the current 4C CVI below 10?

Yes >> Go To 2
No >> Go To 5

With the scan tool, read DTCs.
NOTE: The DTC P0876 must also be set with P2704 in order for this test to be valid.

No >> Go To 3
P2704-INADEQUATE ELEMENT VOLUME 4C (CONTINUED)
3. 4C CLUTCH CIRCUIT LEAKS IN THE VALVE BODY
Remove the valve body per the Service Information.
Check condition of the 4C accumulator springs.
Look for possible leak paths into the 4C clutch hydraulics circuit within the valve body.

No >> Go To 4
4. AIR CHECK 4C CLUTCH CIRCUIT

Perform an air check on the 4C Clutch circuit per the Service Information.
Listen for proper 4C Clutch piston movement.

Yes >> Repair Internal transmission as necessary. Pay attention to the mechanical components related to the
4th clutch. A broken or weak return spring or a dislocated snap ring could cause this problem.
No >> Replace the Transmission Solenoid/TRS Assembly per the service information. With the scan tool, per-
form Quick Learn.

lightly to 50 MPH, then brake lightly to a stop. Turn off engine.
With the scan tool, record Transmission CL VOL INDEX (CVI) for all clutches.
With the scan tool, read the CVI’s and compare them to the reading recorded before the BATTERY DISCONNECT.
Are any of the CVI’s less than 5 or are they different than before the battery disconnect?
P2706-MS SOLENOID CIRCUIT

P2706-MS SOLENOID CIRCUIT (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes

(T118) MS SOLENOID CONTROL CIRCUIT SHORT TO OTHER CIRCUITS
(T118) MS SOLENOID CONTROL CIRCUIT OPEN
(T118) MS SOLENOID CONTROL CIRCUIT SHORT TO GROUND
Theory of Operation
Diagnostic Test


No >> Go To 2
starter.
With the scan tool, actuate the MS Solenoid.
Monitor the MS Solenoid LED on the Transmission Simulator.
Did the MS Solenoid LED on the Transmission Simulator blink on and off?
No >> Go To 4

With the scan tool, continue to actuate the MS Solenoid for the period of 2 minutes with the Transmission Simulator
still connected.

Yes >> Go To 4
4. (T118) MS SOLENOID CONTROL CIRCUIT SHORT TO OTHER CIRCUITS

Measure the resistance between the (T118) MS Solenoid Control cir-
harness connector.
Is the resistance below 5.0 ohms between the (T118) MS Sole-

Yes >> Repair the (T118) MS Solenoid Control circuit for a short
to other circuit(s).
TEST - VER 1.
No >> Go To 5
5. (T118) MS SOLENOID CONTROL CIRCUIT OPEN
Measure the resistance of the (T118) MS Solenoid Control circuit from

Yes >> Repair the (T118) MS Solenoid Control circuit for an open.
TEST - VER 1.
No >> Go To 6
6. (T118) MS SOLENOID CONTROL CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (T118) MS Solenoid
Control circuit.

Yes >> Repair the (T118) MS Solenoid Control circuit for a short
to ground.
TEST - VER 1.
QUICK LEARN.
TEST - VER 1.
U0002 CAN C BUS OFF PERFORMANCE

U0002 CAN C BUS OFF PERFORMANCE (CONTINUED)
• When Monitored:
Every 7 msec. Conditions: 1) Engine speed greater than 500 RPM. 2) Battery voltage greater than 10v but
less than 16v.
• Set Condition:
CAN C bus messages not received for 10 seconds.
Theory of Operation
Some NGC controllers communicate with other controllers over the CAN C bus. The transmission controller contin-
uously monitors the bus activity and receives the messages it needs. The CAN C bus is also used to communicate
transmission MIL status to the Engine Controller, therefor if the Engine Controller is unable to communicate with the
Transmission Controller, the Engine Controller will light the MIL.
Diagnose the U0002 CAN C BUS OFF PERFORMANCE as the U0001 CAN C BUS CIRCUIT test in 8-ELEC-
TRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic procedures and for
further possible causes.
U0100–NO COMMUNICATION WITH THE ECM/PCM

U0100–NO COMMUNICATION WITH THE ECM/PCM (CONTINUED)
• When Monitored:
Every 7 msec. with the ignition on.
• Set Condition:
ECM/PCM CAN bus message not received by the Transmission Control System for the period of 10 seconds.
Theory of Operation
Communication over the CAN bus is continuously monitored between the Engine Control System and the Trans-
mission Control System. Due to the integration of both systems into one module, (Powertrain Control Module) the
bus communication between the systems is internally transmitted over the duel port ram.
Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic
procedures and for further possible causes.
U0121–LOST COMMUNICATION WITH ABS

U0121–LOST COMMUNICATION WITH ABS (CONTINUED)
• When Monitored:
less than 16v.
• Set Condition:
Theory of Operation
U0141 LOST COMMUNICATION WITH FCM

U0141 LOST COMMUNICATION WITH FCM (CONTINUED)
• When Monitored:
less than 16v.
• Set Condition:
Theory of Operation
SCHEMATICS AND DIAGRAMS
RFE TRANSMISSION CIRCUIT DIAGRAM

WK AUTOMATIC TRANSMISSION - 545RFE - SERVICE INFORMATION 21 - 299
AUTOMATIC TRANSMISSION - 545RFE - SERVICE

INFORMATION
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION - 545RFE - GEARSHIFT CABLE

SERVICE INFORMATION DIAGNOSIS AND TESTING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 300 GEARSHIFT CABLE . . . . . . . . . . . . . . . . . . . 379
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 301 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380
DIAGNOSIS AND TESTING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 381
AUTOMATIC TRANSMISSION . . . . . . . . . . . 302 ADJUSTMENTS - GEARSHIFT CABLE . . . . . . 382
PRELIMINARY . . . . . . . . . . . . . . . . . . . . . . . 302 CLUTCHES-HOLDING
ROAD TESTING .................. . . . 303 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 384
HYDRAULIC PRESSURE TEST . . . . . . . . . . 304 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 385
AIR CHECKING TRANSMISSION CLUTCH ASSEMBLY-INPUT CLUTCH
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 307 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 386
CONVERTER HOUSING FLUID LEAK . . . . . 307 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 387
STANDARD PROCEDURE - ALUMINUM DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 389
THREAD REPAIR . . . . . . . . . . . . . . . . . . . . . 308 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 393
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308 SENSOR-INPUT SPEED
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 314 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 401
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 322 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 401
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 322 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 322 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 402
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 333 SENSOR-LINE PRESSURE
SCHEMATICS AND DIAGRAMS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 402
HYDRAULIC SCHEMATICS . . . . . . . . . . . . . 341 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 402
SPECIFICATIONS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 403
TRANSMISSION .................. . . . 362 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 403
SPECIAL TOOLS CLUTCH-LOW/REVERSE
AUTOMATIC TRANSMISSION - RFE . . . . . . 364 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 404
RETAINER/BULKHEAD-4C CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 405
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 367 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 405
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 368 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 406
SEAL-ADAPTER HOUSING PUMP-OIL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 372 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 408
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 372 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 409
MECHANISM-BRAKE TRANSMISSION SHIFT STANDARD PROCEDURE - OIL PUMP
INTERLOCK VOLUME CHECK . . . . . . . . . . . . . . . . . . . . . 410
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 373 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 411
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 373 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 413
DIAGNOSIS AND TESTING - BRAKE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 414
TRANSMISSION SHIFT INTERLOCK . . . . . . 374 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 414
ADJUSTMENTS - BRAKE TRANSMISSION SEAL-OIL PUMP FRONT
SHIFT INTERLOCK . . . . . . . . . . . . . . . . . . . 374 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417
FLUID AND FILTER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 418
DIAGNOSIS AND TESTING SENSOR-OUTPUT SPEED
EFFECTS OF INCORRECT FLUID LEVEL . . 375 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 418
CAUSES OF BURNT FLUID . . . . . . . . . . . . . 375 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 418
FLUID CONTAMINATION . . . . . . . . . . . . . . . 376 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 419
STANDARD PROCEDURE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 419
FLUID LEVEL CHECK . . . . . . . . . . . . . . . . . 376 CABLE-PARK LOCK
FLUID AND FILTER REPLACEMENT . . . . . . 377 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 420
TRANSMISSION FILL .............. . . . 379 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 421
21 - 300 AUTOMATIC TRANSMISSION - 545RFE - SERVICE INFORMATION WK
GEARTRAIN-PLANETARY RELAY-TRANSMISSION CONTROL

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 423 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 439
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 424 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 440
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 425 SENSOR-TRANSMISSION RANGE
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 425 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 440
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 425 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 440
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 426 ASSEMBLY-TRANSMISSION SOLENOID/TRS
MECHANISM-SHIFT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 441
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 427 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 441
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 428 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 443
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 430 SENSOR-TRANSMISSION TEMPERATURE
VALVE-SOLENOID SWITCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 443
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 431 BODY-VALVE
CONVERTER-TORQUE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 444
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 438 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 447
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 439 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 450
SWITCH-TOW/HAUL OVERDRIVE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 451
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 439 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 453
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 439 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 456
AUTOMATIC TRANSMISSION - 545RFE - SERVICE INFORMATION

DESCRIPTION
The 45RFE/545RFE automatic transmissions is a sophisticated, multi-range, electronically controlled transmission
which combines optimized gear ratios for responsive performance, state of the art efficiency features and low NVH.
Other features include driver adaptive shifting and three planetary gear sets to provide wide ratio capability with
precise ratio steps for optimum driveability. The three planetary gear sets also make available a unique alternate
second gear ratio. The primary 2nd gear ratio fits between 1st and 3rd gears for normal through-gear accelerations.
The alternate second gear ratio (2prime) allows smoother 4-2 kickdowns at high speeds to provide 2nd gear pass-
ing performance over a wider highway cruising range.
The hydraulic portion of the transmission consists of the transmission fluid, fluid passages, hydraulic valves, and
various line pressure control components.
The primary mechanical components of the transmission consist of the following:
• Three multiple disc input clutches
• Three multiple disc holding clutches
• Five hydraulic accumulators
• Three planetary gear sets
• Dual Stage Hydraulic oil pump
• Valve body
• Solenoid pack
The Transmission Control Module (TCM) is the “heart” or “brain” of the electronic control system and relies on infor-
mation from various direct and indirect inputs (sensors, switches, etc.) to determine driver demand and vehicle oper-
ating conditions. Depending on the vehicle configuration, the TCM may be a standalone module or it it may be
housed along with the Powertrain Control Module (PCM) in a single module. With this information, the TCM can
calculate and perform timely and quality shifts through various output or control devices (solenoid pack, transmission
control relay, etc.).
TRANSMISSION IDENTIFICATION
Transmission identification numbers are stamped

(1) on the left side of the case just above the oil
pan sealing surface. Refer to this information
when ordering replacement parts. A label is
attached to the transmission case above the
stamped numbers. The label gives additional
information which may also be necessary for
identification purposes.
GEAR RATIOS
The 45RFE gear ratios are:
1st . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00:1
2nd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.67:1
2nd Prime . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.50:1
3rd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00:1
4th . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.75:1
Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00:1
GEAR RATIOS
The 545RFE gear ratios are:
1st . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00:1
2nd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.67:1
2nd Prime . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.50:1
3rd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00:1
4th . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.75:1
5th . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.67:1
Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00:1
OPERATION
The 45RFE/545RFE offers full electronic control of all automatic up and downshifts, and features real-time adaptive
closed-loop shift and pressure control. Electronic shift and torque converter clutch controls help protect the trans-
mission from damage due to high temperatures, which can occur under severe operating conditions. By altering shift
schedules, line pressure, and converter clutch control, these controls reduce heat generation and increase trans-
mission cooling.
To help reduce efficiency-robbing parasitic losses, the transmissions includes a dual-stage transmission fluid pump
with electronic output pressure control. Under most driving conditions, pump output capacity greatly exceeds that
which is needed to keep the clutches applied. The 45RFE/545RFE pump-pressure control system monitors input
torque and adjusts the pump pressure accordingly. The primary stage of the pump works continuously; the second
stage is bypassed when demand is low. The control system also monitors input and output speed and, if incipient
clutch slip is observed, the pressure control solenoid duty cycle is varied, increasing pressure in proportion to
demand.
A high-travel torque converter damper assembly allows earlier torque converter clutch engagement to reduce slip-
page. Needle-type thrust bearings reduce internal friction. The 45RFE/545RFE is packaged in a one-piece die-cast
aluminum case. To reduce NVH, the case has high lateral, vertical and torsional stiffness. It is also designed to
maximize the benefit of the structural dust cover that connects the bottom of the bell housing to the engine bed-
plate, enhancing overall power train stiffness. Dual filters protect the pump and other components. A cooler return
filter is added to the customary main sump filter. Independent lubrication and cooler circuits assure ample pressure
for normal transmission operation even if the cooler is obstructed or the fluid cannot flow due to extremely low
temperatures.
The hydraulic control system design (without electronic assist) provides the transmission with PARK, REVERSE,
NEUTRAL, SECOND, and THIRD gears, based solely on driver shift lever selection. This design allows the vehicle
to be driven (in “limp-in” mode) in the event of a electronic control system failure, or a situation that the Transmis-
sion Control Module (TCM) recognizes as potentially damaging to the transmission.
The TCM also performs certain self-diagnostic functions and provides comprehensive information (sensor data,
DTC’s, etc.) which is helpful in proper diagnosis and repair. This information can be viewed with the DRBT scan
tool.

AUTOMATIC TRANSMISSION
CAUTION: Before attempting any repair on a RFE automatic transmission, check for Diagnostic Trouble
Codes with the scan tool.
Transmission malfunctions may be caused by these general conditions:

• Poor engine performance
• Improper adjustments
• Hydraulic malfunctions
• Mechanical malfunctions
• Electronic malfunctions
Diagnosis of these problems should always begin by checking the easily accessible variables: fluid level and con-
dition, gearshift cable adjustment. Then perform a road test to determine if the problem has been corrected or if
more diagnosis is necessary. If the problem persists after the preliminary tests and corrections are completed,
hydraulic pressure checks should be performed.
PRELIMINARY
Two basic procedures are required. One procedure for vehicles that are drivable and an alternate procedure for
disabled vehicles (will not back up or move forward).
VEHICLE IS DRIVABLE
1. Check for transmission fault codes using scan tool.
2. Check fluid level and condition.
3. Adjust gearshift cable if complaint was based on delayed, erratic, or harsh shifts.
4. Road test and note how transmission upshifts, downshifts, and engages.
5. Perform hydraulic pressure test if shift problems were noted during road test.
6. Perform air-pressure test to check clutch operation.
VEHICLE IS DISABLED
2. Check for broken or disconnected gearshift cable.
3. Check for cracked, leaking cooler lines, or loose or missing pressure-port plugs.
4. Raise and support vehicle on safety stands, start engine, shift transmission into gear, and note following:
a. If propeller shaft turns but wheels do not, problem is with differential or axle shafts.
b. If propeller shaft does not turn and transmission is noisy, stop engine. Remove oil pan, and check for debris.
If pan is clear, remove transmission and check for damaged driveplate, converter, oil pump, or input shaft.
c. If propeller shaft does not turn and transmission is not noisy, perform hydraulic-pressure test to determine if
problem is hydraulic or mechanical.
ROAD TESTING
Before road testing, be sure the fluid level and control cable adjustments have been checked and adjusted if nec-
essary. Verify that all diagnostic trouble codes have been resolved.
Observe engine performance during the road test. A poorly tuned engine will not allow accurate analysis of trans-
mission operation.
Operate the transmission in all gear ranges. Check for shift variations and engine flare which indicates slippage.
Note if shifts are harsh, spongy, delayed, early, or if part throttle downshifts are sensitive.
Slippage indicated by engine flare, usually means clutch, overrunning clutch, or line pressure problems.
A slipping clutch can often be determined by comparing which internal units are applied in the various gear ranges.
The Clutch Application charts provide a basis for analyzing road test results.
45RFE CLUTCH APPLICATION CHART
SLP UD OD R 2C 4C L/R OVERRUNNING
P–PARK ON
R–REVERSE ON ON
N-NEUTRAL ON
D-FIRST ON ON* ON
D-SECOND ON ON
D-SECOND
ON ON
PRIME
D-THIRD ON ON
D-FOURTH ON ON
D-LIMP-IN ON ON
2–FIRST ON ON* ON
2–SECOND ON ON
2–LIMP-IN ON ON
1–LOW ON ON ON
*L/R clutch is on only with the output shaft speed below 150 rpm.
545RFE CLUTCH APPLICATION CHART
SLP UD OD R 2C 4C L/R OVERRUNNING
P–PARK ON
R–REVERSE ON ON
N-NEUTRAL ON
D–FIRST ON ON* ON
D–SECOND ON ON
D–SECOND
ON ON
PRIME
D–THIRD ON ON
D–FOURTH ON ON
D–FIFTH ON ON
D–LIMP-IN ON ON
2–FIRST ON ON* ON
2–SECOND ON ON
2–LIMP-IN ON ON
1–LOW ON ON ON
*L/R clutch is on only with the output shaft speed below 150 rpm.
HYDRAULIC PRESSURE TEST

An accurate tachometer and pressure test gauges are required. Test Gauge C-3293-SP has a 300 psi range and is
used at all locations where pressures exceed 100 psi.
Pressure Test Port Locations
Only two pressure ports are supplied on the transmis-

sion case. The torque converter clutch apply (3) and
release (1) ports are located on the right side of the
transmission case.
To determine the line pressure, there are two available

methods. The scan tool can be used to read line pres-
sure from the line pressure sensor. The second
method is to install Line Pressure Adapter 8259 (3)
into the transmission case and then install the pres-
sure gauge and the original sensor (2) into the
adapter. This will allow a comparison of the scan tool
readings and the gauge reading to determine the
accuracy of the line pressure sensor. The scan tool
line pressure reading should match the gauge reading
within ±10 psi.
In order to access any other pressure tap locations,

the transmission oil pan must be removed, the pres-
sure port plugs removed and Valve Body Pressure Tap
Adapter 8258-A (2) installed. The extensions supplied
with Adapter 8258-A will allow the installation of pres-
sure gauges to the valve body.
Refer to the Pressure Tap Locations graphic for cor-

rect pressure tap location identification.
TEST PROCEDURE
All pressure readings should be taken with the transmission fluid level full, transmission oil at the normal operating
temperature, and the engine at 1500 rpm. Check the transmission for proper operation in each gear position that is
in question or if a specific element is in question, check the pressure readings in at least two gear positions that
employ that element. Refer to the Hydraulic Schematics at the rear of this section to determine the correct pres-
sures for each element in a given gear position.
NOTE: The 45RFE/545RFE utilizes closed loop control of pump line pressure. The pressure readings may
therefore vary greatly but should always follow line pressure.
Some common pressures that can be measured to evaluate pump and clutch performance are the upshift/downshift
pressures, garage shift pressures, and TCC pressure. The upshift/downshift pressure for all shifts are shown in
UPSHIFT PRESSURES and DOWNSHIFT PRESSURES . In-gear maximum pressure for each gear position is
shown in IN-GEAR PRESSURES . The garage shift pressure when performing a N-R shift is 220 psi for 3.7L/4.7L
equipped vehicles and 250 psi for 5.7L equipped vehicles. The garage shift pressure for the R-N shift is 120 psi.
The garage shift pressure for the N-1 shift is 135 psi for 3.7L/4.7L equipped vehicles and 165 psi for 5.7L equipped
vehicles. Torque converter lock-up pressure is 120 psi for 3.7L/4.7L equipped vehicles and 125 psi for 5.7L
equipped vehicles.
UPSHIFT PRESSURES
ENGINE 1-2 2-3 2prime-3 3-4 2prime-4 2-5 3-5 4-5

5.7L 150 125 125 135 135 135 135 135
3.7L/4.7L 120 120 120 120 120 120 120 130
DOWNSHIFT PRESSURES
ENGINE 5-4 5-3 5-2 4-3 4- 3-2 3- 2prime-1 2-1 3-1

2prime 2prime
5.7L 135 135 135 135 135 135 135 135 135 135
3.7L/ 120 120 120 120 120 120 120 120 120 120
4.7L
IN-GEAR PRESSURES
ENGINE 1 2 2prime 3 4 5 NEUTRAL REVERSE

5.7L 160 135 135 135 135 135 120 250
3.7L/4.7L 135 120 120 120 120 120 120 220
AIR CHECKING TRANSMISSION CLUTCH OPERATION
Air-pressure testing can be used to check transmis-

sion clutch operation. The test can be conducted with
the transmission either in the vehicle or on the work
bench, as a final check.
Air-pressure testing requires that the oil pan and valve
body be removed from the transmission. The clutch
apply passages are shown in the Air Pressure Test
Passages graphic.
NOTE: The air supply which is used must be free

of moisture and dirt. Use a pressure of 30 psi to
test clutch operation.
Apply air pressure at each port. If the clutch is func-

tioning, a soft thump will be heard as the clutch is
applied. The clutch application can also be felt by
touching the appropriate element while applying air
pressure. As the air pressure is released, the clutch
should also release.
1 - LOW REVERSE CLUTCH
2 - 4TH CLUTCH
3 - 2ND CLUTCH
4 - OVERDRIVE CLUTCH
5 - UNDERDRIVE CLUTCH
6 - REVERSE CLUTCH
CONVERTER HOUSING FLUID LEAK

When diagnosing converter housing fluid leaks, two items must be established before repair.
1. Verify that a leak condition actually exists.
2. Determined the true source of the leak.
Some suspected converter housing fluid leaks may not be leaks at all. They may only be the result of residual fluid
in the converter housing, or excess fluid spilled during factory fill or fill after repair. Converter housing leaks have
several potential sources. Through careful observation, a leak source can be identified before removing the trans-
mission for repair. Torque converter seal leaks tend to move along the drive hub and onto the rear of the converter.
Pump cover seal leaks tend to run down the cover and the inside surface of the bellhousing.
Some leaks, or suspected leaks, may be particularly difficult to locate. If necessary, a MoparT approved dye should
be used to locate and confirm a leak.
TORQUE CONVERTER LEAK POINTS
Possible sources of converter leaks are:

1. Leaks at the weld joint around the outside diameter
weld.
2. Leaks at the converter hub weld.
In most cases, a torque converter which is wet from
transmission fluid indicates a leak at one of these
areas.
1 - TURBINE ASSEMBLY
2 - STATOR
3 - CONVERTER HUB
4 - O-RING
5 - IMPELLER ASSEMBLY
6 - CONVERTER CLUTCH PISTON
7 - TURBINE HUB
STANDARD PROCEDURE - ALUMINUM THREAD REPAIR

Damaged or worn threads in the aluminum transmission case and valve body can be repaired by the use of Heli-
Coils™, or equivalent. This repair consists of drilling out the worn-out damaged threads. Then tap the hole with a
special Heli-Coil™ tap, or equivalent, and installing a Heli-Coil™ insert, or equivalent, into the hole. This brings the
hole back to its original thread size.
Heli-Coil™, or equivalent, tools and inserts are readily available from most automotive parts suppliers.
REMOVAL
CAUTION: The transmission and torque converter must be removed as an assembly to avoid component
damage. The converter driveplate, oil pump, or oil seal can be damaged if the converter is left attached to
the driveplate during removal. Be sure to remove the transmission and converter as an assembly.
1. Disconnect the negative battery cable.

2. Raise and support the vehicle
3. Remove the rear propeller shaft. (Refer to 3 - DIF-
FERENTIAL & DRIVELINE/PROPELLER SHAFT/
PROPELLER SHAFT - REMOVAL)
4. Remove the front propeller shaft. (Refer to 3 - DIF-
5. Remove the engine to transmission structural cover
(1), 5.7L shown. (Refer to 9 - ENGINE/ENGINE
BLOCK/STRUCTURAL COVER - REMOVAL)
6. Remove the torque converter bolts (3).

7. Remove the exhaust support bracket from the rear

of the transmission.
8. Disconnect and lower or remove any necessary
exhaust components.
9. Remove the starter motor.
10. Rotate crankshaft in clockwise direction until con-
verter bolts are accessible. Then remove bolts
one at a time. Rotate crankshaft with socket
wrench on dampener bolt.
11. Disconnect the input speed sensor (2) connector.
12. Disconnect the output speed sensor (2)

connector.
13. Disconnect the solenoid and pressure switch

assembly (2) connector.
14. Disconnect the line pressure sensor (2) connector.
15. Disconnect gearshift cable (3) from transmission

manual valve lever (2) and shift cable bracket (4).
16. If necesary, remove the NV140 transfer case (1)

from the transmission (3). (Refer to 21 - TRANS-
MISSION/TRANSFER CASE - REMOVAL)
17. If necesary, remove the NV245 transfer case (1)

from the transmission (3). (Refer to 21 - TRANS-
MISSION/TRANSFER CASE - REMOVAL)
18. Remove the engine oil pan to transmission bolts

(1), 5.7L only.
19. Remove the bolt (4) holding the transmission fill

tube (2) to the transmission (1) and remove the fill
tube and dipstick (3).
20. Disconnect transmission fluid cooler lines (2) at

transmission (1) fittings and clips. (Refer to 7 -
COOLING/TRANSMISSION/TRANS COOLER -
STANDARD PROCEDURE)
21. Disconnect the transmission vent hose from the

transmission.
22. Support rear of engine with safety stand or jack.
23. Raise transmission slightly with service jack to
relieve load on crossmember and supports.
24. Remove bolts attaching crossmember to frame
and remove crossmember.
25. Remove all remaining transmission (2) to engine
(1) bolts (3).
26. Carefully work transmission (2) and torque con-

verter assembly rearward off engine (1) block
dowels.
27. Hold torque converter in place during transmission
removal.
28. Lower transmission and remove assembly from
under the vehicle.
29. To remove torque converter, carefully slide torque
converter out of the transmission.
DISASSEMBLY
1. Drain fluid from transmission.
2. Clean exterior of transmission with suitable solvent
or pressure washer.
3. Remove the torque converter from the transmis-
sion.
4. Remove the manual shift lever (1) from the
transmission.
5. Remove the input (3), output (1), and line pressure

sensors (2) from the transmission case.
6. Inspect the ends of the sensors for debris, which may indicate the nature of the transmission failure.
7. Install Support Stand 8257 (1) onto the transmis-

sion case.
8. Using Adapter 8266-1 from End-Play Tool Set 8266

(1) and Dial Indicator C-3339 (2), measure and
record the input shaft end-play.
NOTE: When measuring the input shaft end-play,

two (stops( will be felt. When the input shaft is
pushed inward and the dial indicator zeroed, the
first (stop( felt when the input shaft is pulled out-
ward is the movement of the input shaft in the
input clutch housing hub. This value should not
be included in the end-play measured value and
therefore must be recorded and subtracted from
the dial indicator reading.
9. Remove the bolts holding the transmission exten-

sion/adapter housing to the transmission case.
10. Remove the extension/adapter housing from the
transmission case.
11. Using Alignment Plate 8261 (1), Adapter 8266-17
from End-Play Tool Set 8266 (2) and Dial Indicator
C-3339 (3), measure and record the output shaft
end-play.
12. Remove the bolts holding the transmission oil pan

to the transmission case.
13. Remove the transmission oil pan from the trans-
mission case.
14. Remove the primary oil filter (1) and the oil cooler
return filter (2).
15. Remove the cooler return filter bypass valve (3).
16. Remove the bolts (1) holding the valve body to

the transmission case.
17. Remove the valve body from the transmission case.
18. Remove the outer snap-ring (3) securing the

transmission front cover (2) into the transmission
case.
19. Remove the inner snap-ring (1) securing the
transmission front cover to the oil pump.
20. Reaching through a case opening in the valve
body area with a long blunted tool, remove the
transmission front cover from the transmission
case.
21. Remove the bolts (1) holding the oil pump into the
transmission case.
22. Remove the oil pump (2). Hold inward on the
input shaft to prevent pulling the input clutch
assembly with the oil pump.
CAUTION: If the input shaft is not held during oil

pump removal, the input clutch assembly will
attempt to move forward with the oil pump and the
numbers 2, 3, or 4 bearings inside the input clutch
assembly may become dislodged.
23. Remove the number 1 thrust bearing (4) from the

input clutch assembly.
24. Remove the input clutch assembly (3) from the
transmission case.
25. Remove the number 5 thrust bearing (1) and
selective thrust plate (2) from the input clutch
assembly (3) , or the 4C clutch retainer/bulkhead.
26. Remove the 4C clutch retainer/bulkhead tapered

snap-ring (1) from the transmission case.
27. Remove the 4C clutch retainer/bulkhead (2) from
28. Remove the front 2C clutch pack snap-ring (1)

from the transmission case.
29. Remove the 2C clutch pack (2, 3, 4) from the transmission case.
Remove Reaction Annulus and Carrier
1 - THRUST BEARING NUMBER 8 5 - THRUST BEARING NUMBER 7

2 - THRUST BEARING NUMBER 9 6 - THRUST PLATE (SELECT)
3 - REACTION PLANETARY CARRIER 7 - THRUST BEARING NUMBER 6
4 - REACTION SUN GEAR 8 - REACTION ANNULUS
30. Remove the rear selective plate (6) and number 6 thrust bearing (7) from the reaction annulus (8).
31. Remove the reaction annulus (8) from the reaction planetary carrier (3).
32. Remove the number 7 thrust bearing (5).
33. Remove the reaction sun gear (4).
34. Remove the number 8 thrust bearing (1) from the reaction planetary carrier (3).
35. Remove the reaction planetary carrier (3). Note that this planetary gear set has three pinion gears.
36. Remove the number 9 thrust bearing (2) from the reverse planetary gear set.
37. Remove the snap-ring (1) holding the park sprag

gear onto the output shaft.
38. Remove the park sprag gear (1) from the output
shaft.
39. Remove the input/reverse planetary assembly (1).

40. Remove the number 12 thrust bearing (3) from
the input/reverse planetary assembly (1).
41. Remove the snap-ring (2) holding the low/reverse

clutch retainer (1) into the transmission case.
42. Remove the low/reverse clutch retainer (1) from
43. Remove the park rod (7) and e-clip.

44. Remove the park rod guide snap-ring (2).
45. Remove the park rod guide (1).
46. Remove the park pawl pivot shaft (3), park pawl
(5), and spring (4).
47. Remove the manual selector shaft (6).
48. Remove the manual selector shaft seal.
49. Remove the dipstick tube seal.
CLEANING
The use of crocus cloth is permissible where necessary, providing it is used carefully. When used on shafts, or
valves, use extreme care to avoid rounding off sharp edges. Sharp edges are vital as they prevent foreign matter
from getting between the valve and valve bore.
Do not reuse oil seals, gaskets, seal rings, or O-rings during overhaul. Replace these parts as a matter of course.
Also do not reuse snap rings or E-clips that are bent or distorted. Replace these parts as well.
Lubricate transmission parts with MoparT ATF +4, Automatic Transmission Fluid, during overhaul and assembly. Use
petroleum jelly, MoparT Door Ease, or Ru-Glyde to prelubricate seals, O-rings, and thrust washers. Petroleum jelly
can also be used to hold parts in place during reassembly.
Clean the case in a solvent tank. Flush the case bores and fluid passages thoroughly with solvent. Dry the case and
all fluid passages with compressed air. Be sure all solvent is removed from the case and that all fluid passages are
clear.
NOTE: Do not use shop towels or rags to dry the case (or any other transmission component) unless they
are made from lint-free materials. Lint will stick to case surfaces and transmission components and circu-
late throughout the transmission after assembly. A sufficient quantity of lint can block fluid passages and
interfere with valve body operation.
INSPECTION
Inspect the case for cracks, porous spots, worn bores, or damaged threads. Damaged threads can be repaired with
HelicoilT thread inserts. However, the case will have to be replaced if it exhibits any type of damage or wear.
ASSEMBLY
NOTE: Clean and inspect all components. Replace any components which show evidence of excessive wear
or scoring.
1. Install the cooler filter bypass valve. Torque the

bypass valve to specification. The valve uses a
tapered pipe thread and excessive torque can
damage the transmission case. Tighten the cooler
filter bypass valve to 4.5 N·m (40 in.lbs.).
2. Install a new selector shaft seal (1) using Seal
Installer 8253 (2).
3. Install the manual selector shaft and retaining

screw. Tighten the manual selector shaft retaining
screw to 28 N·m (250 in.lbs.).
4. Install the manual shift lever (1) onto the manual
selector shaft. Torque the retaining cross-bolt to 16
N·m (140 in.lbs.).
5. Install the park pawl (5), spring (4), and shaft (3).
6. Install the park rod (7) and e-clip.
7. Install the park rod guide (1) and snap-ring (2).
8. Install a new dipstick tube seal (2) using Seal

Installer 8254 (1).
NOTE: Before final assembly of transmission cen-

terline, the 2C/4C clutch components should be
installed into position and measured as follows:
9. Install the 2C reaction plate (4) into the transmis-

sion case.
10. Install the 2C clutch pack (2, 3) into the transmis-
sion case.
11. Install the flat 2C clutch snap-ring (1) into the
transmission case.
12. Install the 4C retainer/bulkhead (2) into the trans-

mission case. Make sure that the oil feed holes
are pointing toward the valve body area.
13. Install the 4C retainer/bulkhead tapered snap-ring
(1) into the transmission case. Make sure that the
open ends of the snap-ring are located in the
case opening toward the valve body area.
14. Using a feeler gauge through the opening in the
rear of the transmission case, measure the 2C
clutch pack clearance between the 2C reaction
plate and the transmission case at four different
points. The average of these measurements is the
2C clutch pack clearance. The correct clutch
clearance is 0.455-1.335 mm (0.018-0.053 in.).
The reaction plate is not selective. If the clutch
pack clearance is not within specification, the
reaction plate, all the friction discs, and steels
must be replaced.
15. Remove the 4C retainer/bulkhead and all of the
2C clutch components from the transmission case.
16. Install the low/reverse clutch assembly (1). Make

sure that the oil feed hole points toward the valve
body area and that the bleed orifice is aligned
with the notch in the rear of the transmission
case.
17. Install the snap-ring (2) to hold the low/reverse
clutch retainer into the transmission case. The
snap-ring is tapered and must be installed with
the tapered side forward. Once installed, verify
that the snap-ring is fully seated in the snap-ring
groove.
18. Air check the low/reverse clutch and verify correct
overrunning clutch operation.
19. Install the number 12 thrust bearing (3) over the

output shaft and against the rear planetary gear
set. The flat side of the bearing goes toward the
planetary gearset and the raised tabs on the inner
race should face the rear of the transmission.
20. Install the reverse/input planetary assembly (1) through the low/reverse clutch assembly.
21. Install the park sprag gear (1) onto the output
shaft.
22. Install the snap-ring (1) to hold the park sprag

onto the output shaft.
23. Install the 2C reaction plate (4) into the transmis-

sion case.
24. Install the 2C clutch pack (2, 3, 4) into the trans-
mission case.
Install Reaction Annulus and Carrier

25. Install the number 8 thrust bearing (1) inside the reaction carrier with the outer race against the reaction plan-
etary carrier (3).
26. Install the reaction planetary gear set and the number 9 thrust bearing (2), with the inner race against the reac-
tion planetary carrier (3), into the transmission case.
27. Install the flat 2C clutch snap-ring into the transmission case.
28. Install the reaction sun gear (4) into the reaction planetary gear set. Make sure the small shoulder is facing the
front of the transmission.
29. Install the number 7 thrust bearing (5) onto the reaction sun gear (4) with the inner race against the sun gear.
30. Install the output shaft selective thrust plate (2)

onto the reaction annulus with the oil grooves fac-
ing the annulus gear and the lugs (1) and notches
aligned as shown.
31. Install the number 6 thrust bearing (7) against the
output shaft selective thrust plate (6) with the flat
side against the thrust plate and the raised tabs
on the inner race facing the front of the transmis-
sion.
32. Install the reaction annulus (8) into the reaction
planetary gear set.
33. Install the 4C retainer/bulkhead (2) into the trans-

mission case. Make sure that the oil feed holes
are pointing toward the valve body area. Rotate
the reaction annulus during the installation of the
4C retainer/bulkhead to ease installation.
34. Install the 4C retainer/bulkhead tapered snap-ring
(1) into the transmission case with the taper
toward the front of the case. Make sure that the
open ends of the snap-ring are located in the
case opening toward the valve body area.
35. Air check the 2C and 4C clutch operation.
36. Using Alignment Plate 8261 (1), Adapter 8266-17

from End-Play Tool Set 8266 (2) and Dial Indica-
tor C-3339 (3), measure and record the output
shaft end-play. The correct output shaft end-play
is 0.22-0.55 mm (0.009-0.021 in.). Adjust as nec-
essary. Install the chosen output shaft selective
thrust plate and re-measure end-play to verify
selection.
37. Apply a bead of RTV silicone and install the
extension/adapter housing onto the transmission
case.
38. Install and torque the bolts to hold the extension/
adapter housing onto the transmission case. The
correct torque is 54 N·m (40 ft.lbs.).
39. Install the number 5 thrust bearing (1) and selec-

tive thrust plate (2) onto the 4C retainer/bulkhead.
Be sure that the outer race of the bearing is
against the thrust plate.
40. Install the input clutch assembly (3) into the trans-
mission case. Make sure that the input clutch
assembly is fully installed by performing a visual
inspection through the input speed sensor hole. If
the tone wheel teeth on the input clutch assembly
are centered in the hole, the assembly is fully
installed.
41. Install the number 1 thrust bearing (4) with the
outer race up in the pocket of the input clutch
assembly.
42. Install the oil pump (2) into the transmission case.
43. Install the bolts (1) to hold the oil pump into the
transmission case. Tighten the oil pump bolts to
28 N·m (250 in.lbs.).
44. Using Adapter 8266-1 from End-Play Tool Set

8266 (1) and Dial Indicator C-3339 (2), measure
and record the input shaft end-play. The correct
end-play is 0.46-0.89 mm (0.018-0.035 in.). Adjust
as necessary. Install the chosen thrust plate on
the number 5 thrust bearing and re-measure end-
play to verify selection.
NOTE: When measuring the input shaft end-play,

two (stops( will be felt. When the input shaft is
pushed inward and the dial indicator zeroed, the
first (stop( felt when the input shaft is pulled out-
ward is the movement of the input shaft in the
input clutch housing hub. This value should not
be included in the end-play measured value and
therefore must be recorded and subtracted from
the dial indicator reading.
45. Install the transmission front cover (2) into the

transmission case.
46. Install the outer snap-ring (3) to hold the transmis-
sion front cover (2) into the transmission case.
47. Partially install the inner transmission front cover snap-ring (1) onto the oil pump.
48. Using Installer 8255 (1), install the inner transmis-

sion front cover snap-ring (2) the remainder of the
way onto the oil pump.
49. Install the valve body. Verify that the pin on the
manual lever has properly engaged the TRS
selector plate. Tighten the valve body to transmis-
sion case bolts (1) to 12 N·m (105 in.lbs.).
CAUTION: The primary oil filter seal MUST be fully

installed flush against the oil pump body. DO NOT
install the seal onto the filter neck and attempt to
install the filter and seal as an assembly. Damage
to the transmission will result.
50. Install a new primary oil filter seal in the oil pump
inlet bore. Seat the seal in the bore with the butt
end of a hammer, or other suitable tool.
51. Install the primary oil filter (1) and the oil cooler
return filter (2). Tighten the screw to hold the pri-
mary oil filter to the valve body to 4.5 N·m (40
in.lbs.). Using Oil Filter Wrench 8321, tighten the
cooler return oil filter to the transmission case to
14 N·m (125 in.lbs.).
52. Apply RTV silicone to the oil pan and install the transmission oil pan. Tighten the bolts to 12 N·m (105 in.lbs.).
53. Install the input (3), output (1), and line pressure
sensors (2). Tighten the bolts to 12 N·m (105
in.lbs.).
INSTALLATION
1. Check torque converter hub and hub drive flats for sharp edges burrs, scratches, or nicks. Polish the hub and
flats with 320/400 grit paper and crocus cloth if necessary. Verify that the converter hub o-ring is properly
installed and is free of any debris. The hub must be smooth to avoid damaging pump seal at installation.
2. If a replacement transmission is being installed, transfer any components necessary, such as the manual shift
lever and shift cable bracket, from the original transmission onto the replacement transmission.
3. Lubricate oil pump seal lip with transmission fluid.
4. Align converter and oil pump.
5. Carefully insert converter in oil pump. Then rotate converter back and forth until fully seated in pump gears.
6. Check converter seating with steel scale and straightedge. Surface of converter lugs should be at least 13 mm
(1/2 in.) to rear of straightedge when converter is fully seated.
7. Temporarily secure converter with C-clamp.
8. Position transmission on jack and secure it with

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

to the engine (1).
15. Install remaining torque converter housing to
engine bolts. Tighten to 68 N·m (50 ft.lbs.).
16. Install the

17. Install both the left and right side oil pan to trans-
mission bolts (1), 5.7L only. Torque the bolts to 54
N·m ( 39 ft. lbs.).
18. Connect cooler lines (2) to transmission (1).

(Refer to 7 - COOLING/TRANSMISSION/TRANS
COOLER - STANDARD PROCEDURE)
19. Install transmission fill tube (2) and dipstick (3) to

the transmission (1).
20. Install rear transmission crossmember. Tighten

crossmember to frame bolts to 68 N·m (50 ft.lbs.).
21. Install rear support to transmission. Tighten bolts
to 47 N·m (35 ft.lbs.).
22. Lower transmission onto crossmember and install
bolts attaching transmission mount to crossmem-
ber. Tighten clevis bracket to crossmember bolts
to 47 N·m (35 ft.lbs.). Tighten the clevis bracket to
rear support bolt to 68 N·m (50 ft.lbs.).
23. Remove engine support fixture.
24. Install new plastic retainer grommet on any shift
cable that was disconnected. Grommets should
not be reused. Use pry tool to remove rod from
grommet and cut away old grommet. Use pliers to
snap new grommet into cable and to snap grom-
met onto lever.
25. Connect gearshift cable (3) to the shift calbe
bracket (4) and the transmission manual lever (2).
26. Connect wires to the input speed sensor (2). Be

sure transmission harnesses are properly routed.
27. Connect wires to the output speed sensor (2). Be

28. Connect wires to the transmission solenoid/TRS

assembly (2). Be sure transmission harnesses are
properly routed.
29. Connect wires to the line pressure sensor (2). Be

CAUTION: It is essential that correct length bolts

be used to attach the converter to the driveplate.
Bolts that are too long will damage the clutch sur-
face inside the converter.
30. Install all torque converter-to-driveplate bolts (3)

by hand.
31. Verify that the torque converter is pulled flush to
the driveplate. Tighten bolts to 31 N·m (270 in.
lbs.).
32. Install the structural cover (1), 5.7L shown. (Refer

to 9 - ENGINE/ENGINE BLOCK/STRUCTURAL
COVER - INSTALLATION)
33. If necessary, install the NV140 transfer case (1).

(Refer to 21 - TRANSMISSION/TRANSAXLE/
TRANSFER CASE - INSTALLATION)
34. If necessary, install the NV245 transfer case (1).

(Refer to 21 - TRANSMISSION/TRANSAXLE/
TRANSFER CASE - INSTALLATION)
35. Install starter motor. (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR - INSTALLATION)

36. Install exhaust components.
37. Align and connect propeller shaft(s). (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/PRO-
PELLER SHAFT - INSTALLATION)
38. Adjust gearshift cable if necessary. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 45RFE/
545RFE/GEAR SHIFT CABLE - ADJUSTMENTS)
39. Lower vehicle.
40. Fill transmission with appropriate fluid. (Refer to LUBRICATION & MAINTENANCE/FLUID TYPES -
DESCRIPTION)

HYDRAULIC SCHEMATICS
HYDRAULIC FLOW IN PARK/NEUTRAL

HYDRAULIC FLOW IN NEUTRAL OVER 8MPH

HYDRAULIC FLOW IN REVERSE

HYDRAULIC FLOW IN REVERSE BLOCK

HYDRAULIC FLOW IN FIRST GEAR (FROM N OR OD)

HYDRAULIC FLOW IN FIRST GEAR (AFTER LAUNCH FROM REST)

HYDRAULIC FLOW IN FIRST GEAR (FROM K/D)

HYDRAULIC FLOW IN SECOND GEAR

HYDRAULIC FLOW IN SECOND GEAR EMCC

HYDRAULIC FLOW IN SECOND PRIME GEAR

HYDRAULIC FLOW IN SECOND PRIME GEAR EMCC

HYDRAULIC FLOW IN DIRECT GEAR

HYDRAULIC FLOW IN DIRECT GEAR (FAILSAFE)

HYDRAULIC FLOW IN DIRECT GEAR EMCC

HYDRAULIC FLOW IN FOURTH

HYDRAULIC FLOW IN FOURTH EMCC

HYDRAULIC FLOW IN FIFTH

HYDRAULIC FLOW IN FIFTH EMCC

HYDRAULIC FLOW IN MANUAL LOW OR AUTOSTICK 1ST

HYDRAULIC FLOW IN MANUAL SECOND

HYDRAULIC FLOW IN MANUAL SECOND (FAILSAFE)

SPECIFICATIONS
TRANSMISSION
GENERAL
Component Metric Inch

Output Shaft End Play 0.22-0.55 mm 0.009-0.021 in.
Input Shaft End Play 0.46-0.89 mm 0.018-0.035 in.
2C Clutch Pack Clearance 0.455-1.335 mm 0.018-0.053 in.
4C Clutch Pack Clearance 0.770-1.390 mm 0.030-0.055 in.
L/R Clutch Pack Clearance 1.00-1.74 mm 0.039-0.069 in.
OD Clutch Pack Clearance 1.103-1.856 mm 0.043-0.073 in.
UD Clutch Pack Clearance 0.84-1.54 mm 0.033-0.061 in.
Reverse Clutch Pack Clearance 0.81-1.24 mm 0.032-0.049 in.
Recommended fluid MoparT ATF +4
GEAR RATIOS
1ST 3.00:1
2ND 1.67:1
2ND Prime 1.50:1
3RD 1.0:1
4TH 0.75:1
5TH 0.67:1
REVERSE 3.00:1
TORQUE SPECIFICATIONS
DESCRIPTION N·m Ft. Lbs. In. Lbs.

Fitting, cooler line at trans 17.5 - 155
Bolt, torque convertor 31 23 -
Bolt/nut, crossmember 68 50 -
Bolt, driveplate to 75 55 -
crankshaft
Bolt, oil pan 11.8 - 105
Screw, primary fluid filter 4.5 - 40
Bolt, oil pump 28.2 - 250
Bolt, oil pump body to 4.5 - 40
cover
Screw, plate to oil pump 4.5 - 40
body
Bolt, valve body to case 11.8 - 105
Plug, pressure test port 5.1 - 45
Bolt, reaction shaft support 11.8 - 105
Screw, valve body to 5.6 - 50
transfer plate
Screw, solenoid module to 5.7 - 50
transfer plate
Screw, accumulator cover 7 - 60
Screw, detent spring 4.5 - 40
Bolt, input speed sensor 11.8 - 105
Bolt, output speed sensor 11.8 - 105
Bolt, line pressure sensor 11.8 - 105
Bolt, extension housing 54 40 -
Valve, cooler return filter 4.5 - 40
bypass
Screw, manual valve cam 4.5 - 40
retaining
Bolt, manual lever 28.2 - 250
SPECIAL TOOLS
AUTOMATIC TRANSMISSION - RFE
Compressor, Spring - 8249
Gauge, Oil Pressure - C-3292

Gauge, Oil Pressure - C-3293SP
Dial Indicator - C-3339
Installer, Seal - C-3860-A
Installer, Piston - 8252

Installer, Seal - 8253 Adapter, Pressure Tap - 8258-A
Installer, Seal - 8254 Adapter, Line Pressure - 8259
Fixture, Input Clutch Pressure - 8260

Installer, Snap-ring - 8255
Plate, Alignment - 8261

Stand, Support - 8257
Wrench, Filter - 8321

End Play Set - 8266
Installer, Piston - 8504
Installer, Bearing - 8320

RETAINER/BULKHEAD-4C
DISASSEMBLY
4C Retainer/Bulkhead Components
1 - SEAL 8 - REACTION PLATE

2 - 2C PISTON 9 - SNAP-RING
3 - PLATE 10 - RETURN SPRING
4 - DISC 11 - SEAL
5 - 2C BELLEVILLE SPRING 12 - 4C PISTON
6 - SNAP-RING 13 - 4C RETAINER/BULKHEAD
7 - SNAP-RING (SELECT)
1. Remove the 2C piston Belleville spring snap-ring (6) from the 4C retainer /bulkhead (13).
2. Remove the 2C piston Belleville spring (5) from the retainer/bulkhead (13).
3. Remove the 2C piston (2) from the retainer/bulkhead (13). Use 20 psi of air pressure to remove the piston if
necessary.
4. Remove the 4C clutch snap-ring (7) from the retainer/bulkhead (13).
5. Remove the 4C clutch pack (3, 4, 8) from the retainer/bulkhead (13).
6. Using Spring Compressor 8250 (2) and a suitable

shop press (1), compress the 4C piston return
spring (10) and remove the snap-ring (9).
7. Remove the 4C piston return spring (10) and piston
(12) from the retainer/bulkhead (13). Use 20 psi of
air pressure to remove the piston if necessary.
ASSEMBLY
or scoring.

4 - DISC 11 - SEAL
1. Install new seals (1, 11) on the 2C and 4C pistons or in the piston retainers.
2. Lubricate all seals with MoparT ATF +4 prior to installation.
3. Install the 4C piston (12) into the 4C retainer/bulkhead (13).
4. Position the 4C piston return spring (10) onto the 4C piston (12).

shop press (1), compress the 4C piston return
spring and install the snap-ring.

4 - DISC 11 - SEAL
6. Assemble and install the 4C clutch pack (3, 4) into the retainer/bulkhead (13) with the steel separator plate
against the piston.
7. Install the 4C reaction plate (8) and snap-ring (7) into the retainer/bulkhead (13). The 4C reaction plate is non-
directional.
8. Measure the 4C clutch clearance. The correct clutch clearance is 0.77-1.39 mm (0.030-0.055 in.). The snap-ring
(7) is selectable. Install the chosen snap-ring and re-measure to verify the selection.
9. Install the 2C piston (2) into the retainer/bulkhead (13).
10. Position the 2C Belleville spring (5) onto the 2C piston (2).
11. Position the 2C Belleville spring snap-ring (6) onto the 2C Belleville spring (5).

shop press (1), compress the Belleville spring (5)
until the snap-ring (6) is engaged with the snap-
ring groove in the retainer/bulkhead.
SEAL-ADAPTER HOUSING
REMOVAL
1. Remove the transfer case from the transmission.
2. Using a screw mounted on a slide hammer, remove the adapter housing seal.
INSTALLATION
1. Clean the adapter seal bore in the adapter housing
of any residue or particles remaining from the orig-
inal seal.
2. Install new oil seal in the adapter housing using
Seal Installer C-3860-A (1) . A properly installed
seal is flush to the face of the seal bore.
3. Install the transfer case onto the transmission.
MECHANISM-BRAKE TRANSMISSION SHIFT INTERLOCK

DESCRIPTION
The Brake Transmission Shifter/Ignition Interlock

(BTSI) is a cable operated system that prevents the
transmission gear shifter from being moved out of
PARK without the proper driver inputs. The system
also contains a solenoid that is integral to the shifter
assembly. The solenoid works in conjunction with the
park lock cable (5) to permit shifter movement out of
PARK when the brake is depressed.
OPERATION

(BTSI) is engaged whenever the ignition switch is in
the LOCK (1) position. An additional electrically acti-
vated feature will prevent shifting out of the PARK
position unless the brake pedal is depressed at least
one-half inch. A solenoid in the shifter assembly is de-
energized when the ignition is in the ON position and
the brake pedal is depressed. When the key is in the
ON position and the brake pedal is depressed, the
shifter is unlocked and will move into any position. The
interlock system also prevents the ignition switch from
being turned to the LOCK position, unless the shifter
is in the gated PARK position.
The following chart describes the normal operation of the Brake Transmission Shift Interlock (BTSI) system. If the
“expected response” differs from the vehicle’s response, then system repair and/or adjustment is necessary.
ACTION EXPECTED RESPONSE

1. Turn key to the 9ACC9 position and depress brake 1. Shifter CAN be shifted out of park.
pedal.
2. Turn key to the 9ON9 position, with foot off of brake 2. Shifter CANNOT be shifted out of park.
pedal.
3. Turn key to the 9ON9 position and depress the brake 3. Shifter CAN be shifted out of park.
pedal.
4. Leave shifter in any gear, except 9PARK9, and try to 4. Key cannot be returned to the 9LOCK9 position.
return key to the 9LOCK9 position.

5. Return shifter to 9PARK9 and try to remove the key. 5. Key can be removed (after returning to 9LOCK9
position).
6. With the key removed, and the brake depressed, try 6. Shifter cannot be shifted out of 9PARK9.
to shift out of 9PARK9.
NOTE: Any failure to meet these expected responses requires system adjustment or repair.
DIAGNOSIS AND TESTING - BRAKE TRANSMISSION SHIFT INTERLOCK

SYSTEM VERIFICATION
1. Verify that the key can only be removed in the PARK position
2. When the shift lever is in PARK, the ignition key cylinder should rotate freely from ACC to LOCK. When the
shifter is in any other gear or neutral position, the ignition key cylinder should not rotate to the LOCK position.
3. Shifting out of PARK should not be possible when the ignition key cylinder is in the ACC position and the brake
pedal is not depressed.
4. Shifting out of PARK should not be possible while applying normal force on the shift lever and ignition key cyl-
inder is in the ACC, ON, or START positions unless the foot brake pedal is depressed approximately 1/2 inch
(12mm).
5. Shifting out of PARK should not be possible when the ignition key cylinder is in the LOCK position, regardless of
the brake pedal position.
6. Shifting between any gears, NEUTRAL or into PARK may be done without depressing foot brake pedal with
ignition switch in ACC, ON, or START positions.
DIAGNOSTIC CHART
CONDITION POSSIBLE CAUSE CORRECTION

KEY WILL NOT ROTATE TO THE 1. Misadjusted Park Lock cable. 1. Adjust Park Lock cable. (Refer to
LOCK POSITION. 21 - TRANSMISSION AND
TRANSFER CASE/AUTOMATIC
TRANSMISSION/BRAKE
TRANSMISSION SHIFT
INTERLOCK SYSTEM -
ADJUSTMENTS)
2. Misadjusted gearshift cable. 2. Adjust gearshift cable. (Refer to
21 - TRANSMISSION AND
TRANSMISSION/GEAR SHIFT
CABLE - ADJUSTMENTS)
3. Burrs on ignition key. 3. Remove burrs and cycle key
several times to verify operation.
4. Binding or broken components. 4. Inspect system components and
repair/replace components as
necessary.
VEHICLE WILL NOT START 1. Misadjusted gearshift cable. 1. Adjsut gearshift cable. (Refer to
UNLESS SHIFTER IS HELD 21 - TRANSMISSION AND
FORWARD, OR REARWARD, OF TRANSFER CASE/AUTOMATIC
THE PARK POSITION. TRANSMISSION/GEAR SHIFT
ADJUSTMENTS - BRAKE TRANSMISSION SHIFT INTERLOCK

The park interlock cable is part of the brake/shift lever interlock system. Correct cable adjustment is important to
proper interlock operation. The gear shift and park lock cables must both be correctly adjusted in order to shift out
of PARK.
ADJUSTMENT PROCEDURE
1. Remove floor console as necessary for access to the park lock cable. (Refer to 23 - BODY/INTERIOR/FLOOR
CONSOLE - REMOVAL)
2. Shift the transmission into the PARK position.
3. Turn ignition switch to LOCK position. Be sure ignition key cylinder is in the LOCK position. Cable will not
adjust correctly in any other position.
NOTE: If the key will not turn to the LOCK position, pull up on the cable lock button and manually move the
cable in and out until the key can be turned to the LOCK position.
4. Pull cable lock button up to release cable, if necessary.

5. Ensure that the cable is free to self-adjust by pushing cable rearward and releasing.
6. Push lock button down until it snaps in place. The lock should be flush to the surface of the cylinderical portion
of the cable adjustment housing.
BTSI FUNCTION CHECK

1. Verify removal of ignition key allowed in PARK position only.
2. When the shift lever is in PARK, the ignition key cylinder should rotate freely LOCK position. When the shifter is
in any other position, the ignition key should not rotate to the LOCK position.
(12mm).
7. The floor shifter lever and gate positions should be in alignment with all transmission detent positions.
8. Engine starts must be possible with shifter lever in PARK or NEUTRAL gate positions only. Engine starts must
not be possible in any other gate positions other than PARK or NEUTRAL.
9. With the shifter lever handle in the:
• PARK position- apply forward force on center of handle and remove pressure. Engine start must be possible.
• PARK position- apply rearward force on center of handle and remove pressure. Engine start must be possible.
• NEUTRAL position- engine start must be possible.
• NEUTRAL position, engine running and brakes applied- Apply forward force on center of shift handle. Trans-
mission should not be able to shift into REVERSE detent.
FLUID AND FILTER

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

Burnt, discolored fluid is a result of overheating which has three primary causes.
1. Internal clutch slippage, usually caused by low line pressure, inadequate clutch apply pressure, or clutch seal
failure.
2. A result of restricted fluid flow through the main and/or auxiliary cooler. This condition is usually the result of
a faulty or improperly installed drainback valve, a damaged oil cooler, or severe restrictions in the coolers and
lines caused by debris or kinked lines.
3. Heavy duty operation with a vehicle not properly equipped for this type of operation. Trailer towing or similar
high load operation will overheat the transmission fluid if the vehicle is improperly equipped. Such vehicles should
have an auxiliary transmission fluid cooler, a heavy duty cooling system, and the engine/axle ratio combination
needed to handle heavy loads.
FLUID CONTAMINATION
Transmission fluid contamination is generally a result of:
• adding incorrect fluid
• failure to clean dipstick and fill tube when checking level
• engine coolant entering the fluid
• internal failure that generates debris
• overheat that generates sludge (fluid breakdown)
• failure to replace contaminated converter after repair
The use of non-recommended fluids can result in transmission failure. The usual results are erratic shifts, slippage,
abnormal wear and eventual failure due to fluid breakdown and sludge formation. Avoid this condition by using rec-
ommended fluids only.
The dipstick cap and fill tube should be wiped clean before checking fluid level. Dirt, grease and other foreign mate-
rial on the cap and tube could fall into the tube if not removed beforehand. Take the time to wipe the cap and tube
clean before withdrawing the dipstick.
Engine coolant in the transmission fluid is generally caused by a cooler malfunction. The only remedy is to replace
the radiator as the cooler in the radiator is not a serviceable part. If coolant has circulated through the transmission,
an overhaul is necessary.
The torque converter should be replaced whenever a failure generates sludge and debris. This is necessary
because normal converter flushing procedures will not remove all contaminants.
STANDARD PROCEDURE
FLUID LEVEL CHECK
Low fluid level can cause a variety of conditions because it allows the pump to take in air along with the fluid. As
in any hydraulic system, air bubbles make the fluid spongy, therefore, pressures will be low and build up slowly.
Improper filling can also raise the fluid level too high. When the transmssion has too much fluid, the geartrain
churns up foam and cause the same conditions which occur with a low fluid level.
In either case, air bubbles can cause overheating and/or fluid oxidation, and varnishing. This can interfere with nor-
mal valve, clutch, and accumulator operation. Foaming can also result in fluid escaping from the transmission vent
where it may be mistaken for a leak.
After the fluid has been checked, seat the dipstick fully to seal out water and dirt.
The transmission has a dipstick to check oil level. It is located on the right side of the engine. Be sure to wipe all
dirt from dipstick handle before removing.
The torque converter fills in both the P (PARK) and N (NEUTRAL) positions. Place the selector lever in P (PARK)
to be sure that the fluid level check is accurate. The engine should be running at idle speed for at least one
minute, with the vehicle on level ground. At normal operating temperature (approximately 82 C. or 180 F.), the
fluid level is correct if it is in the HOT region (cross-hatched area) on the oil level indicator. The fluid level will be
approximately at the upper COLD hole of the dipstick at 70° F fluid temperature.
NOTE: Engine and Transmission should be at normal operating temperature before performing this proce-
dure.
1. Start engine and apply parking brake.

2. Shift the transmission into DRIVE for approximately 2 seconds.
3. Shift the transmission into REVERSE for approximately 2 seconds.
4. Shift the transmission into PARK.
5. Hook up the scan tool and select transmission.
6. Select sensors.
7. Read the transmission temperature value.
8. Compare the fluid temperature value with the chart.
9. Adjust transmission fluid level shown on the dipstick according to the Transmission Fluid Temperature Chart.
NOTE: After adding any fluid to the transmission, wait a minimum of 2 minutes for the oil to fully drain from
the fill tube into the transmission before rechecking the fluid level.
10. Check transmission for leaks.
FLUID AND FILTER REPLACEMENT

For proper service intervals (Refer to LUBRICATION & MAINTENANCE/MAINTENANCE SCHEDULES - DESCRIP-
TION).
REMOVAL
1. Hoist and support vehicle on safety stands.
2. Place a large diameter shallow drain pan beneath the transmission pan.
3. Remove bolts holding front and sides of pan to transmission.
4. Loosen bolts holding rear of pan to transmission.
5. Slowly separate front of pan away from transmission allowing the fluid to drain into drain pan.
6. Hold up pan and remove remaining bolts holding pan to transmission.
7. While holding pan level, lower pan away from transmission.
8. Pour remaining fluid in pan into drain pan.
9. Remove the screw holding the primary oil filter (1)

to valve body.
10. Separate filter from valve body and oil pump and
pour fluid in filter into drain pan.
11. Inspect the oil filter seal in the bottom of the oil
pump. If the seal is not installed completely in the
oil pump, or is otherwise damaged, then remove
and discard the oil filter seal from the bottom of
the oil pump. If the seal is installed correctly and
is in good condition, it can be reused.
12. If replacing the cooler return filter (2), use Oil Fil-
ter Wrench 8321 to remove the filter from the
transmission.
13. Dispose of used trans fluid and filter(s) properly.
INSPECTION
Inspect bottom of pan and magnet for excessive amounts of metal. A light coating of clutch material on the bottom
of the pan does not indicate a problem unless accompanied by a slipping condition or shift lag. If fluid and pan are
contaminated with excessive amounts of debris, refer to the diagnosis section of this group.
CLEANING
1. Using a suitable solvent, clean pan and magnet.
2. Using a suitable gasket scraper, clean original sealing material from surface of transmission case and the trans-
mission pan.
INSTALLATION

1. If necessary, install a new primary oil filter seal in

the oil pump inlet bore. Seat the seal in the bore
with a suitable tool (appropriately sized drift or
socket, the butt end of a hammer, or other suitable
tool).
2. Place replacement filter in position on valve body
and into the oil pump.
3. Install screw to hold the primary oil filter (1) to
valve body. Tighten screw to 4.5 N·m (40 in. lbs.)
torque.
4. Install new cooler return filter (2) onto the transmission, if necessary. Torque the filter to 14.12 N·m (125 in.lbs.).
5. Place bead of MoparT RTV sealant onto the transmission case sealing surface.
6. Place pan in position on transmission.
7. Install bolts to hold pan to transmission. Tighten bolts to 11.8 N·m (105 in. lbs.) torque.
8. Lower vehicle and fill transmission with MoparT ATF +4.
TRANSMISSION FILL
To avoid overfilling transmission after a fluid change or overhaul, perform the following procedure:
1. Remove dipstick and insert clean funnel in transmission fill tube.
2. Add following initial quantity of MoparT ATF +4 to transmission:
a. If only fluid and filter were changed, add 10 pints (5 quarts) of ATF +4 to transmission.
b. If transmission was completely overhauled and the torque converter was replaced or drained, add 24 pints
(12 quarts) of ATF +4 to transmission.
3. Check the transmission fluid (Refer to 21 - TRANSMISSION/AUTOMATIC - RFE/FLUID - STANDARD PROCE-
DURE) and adjust as required.
GEARSHIFT CABLE
GEARSHIFT CABLE
1. The floor shifter lever and gate positions should be in alignment with all transmission PARK, NEUTRAL, and gear
detent positions.
2. Engine starts must be possible with floor shift lever in PARK or NEUTRAL gate positions only. Engine starts must
not be possible in any other gear position.
3. With floor shift lever handle push-button not depressed and lever in:
a. PARK position - Apply forward force on center of handle and remove pressure. Engine starts must be pos-
sible.
b. PARK position - Apply rearward force on center of handle and remove pressure. Engine starts must be pos-
sible.
c. NEUTRAL position - Normal position. Engine starts must be possible.
d. NEUTRAL position - Engine running and brakes applied, apply forward force on center of shift handle. Trans-
mission shall not be able to shift from NEUTRAL to REVERSE.
REMOVAL
1. Shift transmission into PARK.
2. Raise vehicle.
3. Disengage the gearshift cable (3) eyelet at trans-
mission manual shift lever (2) and pull cable out of
the mounting bracket (4).
4. Lower the vehicle.

5. Remove the floor console (Refer to 23 - BODY/IN-
TERIOR/FLOOR CONSOLE - REMOVAL) as nec-
essary to access the shift mechanism and cables.
6. If necessary, remove the bolts holding the shield,
covering the gearshift and park lock cables, to the
shifter assembly and remove the shield.
7. Remove the gearshift cable (3) from the shift lever
pin.
8. Remove the gearshift cable retainer (4) from the
notch in the shifter assembly.
9. From under the hood, remove the shift cable grom-
met from the dash panel.
10. Remove gearshift cable from vehicle.
INSTALLATION
1. From under the hood, route the gearshift cable (3)
through the dash panel and toward the shifter
assembly.
2. From under the hood, install the grommet to the
dash panel.
3. Engage the gearshift cable retainer (4) into the
4. Install the gearshift cable (3) onto the shift lever
pin.
5. Loosen the cable adjustment nut (2), if necessary.
6. Raise vehicle.
7. Verify that the transmission is in the PARK position
by trying to rotate the propeller shaft. If the propel-
ler shaft rotates, move the transmission manual
shift lever to the full rearward position and turn the
propeller shaft until the PARK system is engaged.
8. Route the gearshift cable (3) through the mounting
bracket (4 ).
9. Engage the gearshift cable (3) eyelet onto the
transmission manual shift lever (2).
10. Lower vehicle.

11. Verify that the shifter is in the PARK position.
12. Tighten the adjustment nut (2) to 30 N·m (265
in.lbs.).
13. Verify correct shifter operation.
14. If necessary, install the shield, covering the gear-
shift and park lock cables, to the shifter assembly
and install the bolts to hold the shield to the
shifter assembly.
15. Install the floor console (Refer to 23 - BODY/IN-
TERIOR/FLOOR CONSOLE - INSTALLATION),
lower instrument panel components (Refer to 23 -
BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL CENTER BEZEL - INSTALLATION) and
dash panel insulation pad as necessary.
ADJUSTMENTS - GEARSHIFT CABLE

Check adjustment by starting the engine in PARK and NEUTRAL. Adjustment is CORRECT if the engine starts only
in these positions. Adjustment is INCORRECT if the engine starts in one but not both positions. If the engine starts
in any position other than PARK or NEUTRAL, or if the engine will not start at all, the park/neutral position contact
may be faulty.

2. Remove floor console as necessary for access to
the shift cable adjustment. (Refer to 23 - BODY/IN-
TERIOR/FLOOR CONSOLE - REMOVAL)
3. Loosen the shift cable adjustment nut (2).
4. Raise vehicle.
5. Unsnap cable eyelet from transmission shift lever.
6. Verify transmission shift lever is in PARK detent by moving lever fully rearward. Last rearward detent is PARK
position.
7. Verify positive engagement of transmission park lock by attempting to rotate propeller shaft. Shaft will not rotate
when park lock is engaged.
8. Snap cable eyelet onto transmission shift lever.
9. Lower vehicle
10. Tighten the shift cable adjustment nut (2) to 30
N·m (265 in.lbs.).
11. Verify correct operation.
12. Install any floor console components removed for
access. (Refer to 23 - BODY/INTERIOR/FLOOR
CONSOLE - INSTALLATION)
CLUTCHES-HOLDING
DESCRIPTION
2C and 4C Clutches

4 - DISC 11 - SEAL
Three hydraulically applied multi-disc clutches are used to hold some planetary geartrain components stationary
while the input clutches drive others. The 2C, 4C, and Low/Reverse clutches are considered holding clutches. The
2C and 4C clutches are located in the 4C retainer/bulkhead (13).
Low/Reverse Clutch
1 - SNAP-RING (SELECT) 8 - SEAL

2 - REACTION PLATE 9 - BELLEVILLE SPRING
3 - DISC 10 - RETAINER
4 - PLATE 11 - SNAP-RING
5 - L/R CLUTCH RETAINER 12 - OVERRUNNING CLUTCH
6 - SEAL 13 - SNAP-RING
7 - PISTON
The Low/Reverse clutch is located at the rear of the transmission case.
OPERATION
2C CLUTCH
The 2C clutch is hydraulically applied in second and fifth gear by pressurized fluid against the 2C piston. When the
2C clutch is applied, the reverse sun gear assembly is held or grounded to the transmission case by holding the
reaction planetary carrier.
4C CLUTCH
The 4C clutch is hydraulically applied in second prime and fourth gear by pressurized fluid against the 4C clutch
piston. When the 4C clutch is applied, the reaction annulus gear is held or grounded to the transmission case.
LOW/REVERSE CLUTCH
The Low/Reverse clutch is hydraulically applied in park, reverse, neutral, and first gear, only at low speeds, by pres-
surized fluid against the Low/Reverse clutch piston. When the Low/Reverse clutch is applied, the input annulus
assembly is held or grounded to the transmission case.
ASSEMBLY-INPUT CLUTCH
DESCRIPTION
Input Clutch Assembly - Part 1
1 - INPUT CLUTCH HUB 11 - UD CLUTCH

2 - O-RING SEALS 12 - PLATE
3 - SEAL 13 - CLUTCH RETAINER
4 - SNAP-RING 14 - SEAL
5 - SNAP-RING 15 - OD/REV PISTON
6 - UD BALANCE PISTON 16 - BELLEVILLE SPRING
7 - SNAP-RING 17 - SNAP-RING
8 - UD PISTON 18 - SEAL RINGS
9 - SPRING 19 - INPUT SHAFT
10 - DISC 20 - LUBRICATION CHECK VALVE AND SNAP-RING
1 - THRUST BEARING NUMBER 3 10 - SNAP-RING (SELECT)

2 - OD HUB/SHAFT 11 - PLATE
3 - SNAP-RING (WAVE) 12 - DISC
4 - REV/OD REACTION PLATE 13 - OD CLUTCH
5 - THRUST BEARING NUMBER 4 14 - SNAP-RING (TAPERED)
6 - SNAP-RING (FLAT) 15 - UD/OD REACTION PLATE
7 - REVERSE HUB/SHAFT 16 - SNAP-RING (FLAT)
8 - REVERSE CLUTCH 17 - UD HUB/SHAFT
9 - REVERSE REACTION PLATE 18 - THRUST BEARING NUMBER 2
Three hydraulically applied input clutches are used to drive planetary components. The underdrive, overdrive, and
reverse clutches are considered input clutches and are contained within the input clutch assembly.
The input clutch assembly also contains:
• Input shaft
• Input hub
• Clutch retainer
• Underdrive piston
• Overdrive/reverse piston
• Overdrive hub
• Underdrive hub
OPERATION
The three input clutches are responsible for driving different components of the planetary geartrain.
UNDERDRIVE CLUTCH
The underdrive clutch is hydraulically applied in first, second, second prime, and third (direct) gears by pressurized
fluid against the underdrive piston. When the underdrive clutch is applied, the underdrive hub drives the input sun
gear.
OVERDRIVE CLUTCH
The overdrive clutch is hydraulically applied in third (direct), fourth, and fifth gears by pressurized fluid against the
overdrive/reverse piston. When the overdrive clutch is applied, the overdrive hub drives the reverse carrier/input
annulus assembly.
REVERSE CLUTCH
The reverse clutch is hydraulically applied in reverse gear by pressurized fluid against the overdrive/reverse piston.
When the reverse clutch is applied, the reaction annulus gear is driven.
DISASSEMBLY

1. Remove the reverse reaction plate selective snap-ring (10) from the input clutch retainer (13).
2. Remove the reverse reaction plate (9) from the input clutch retainer (13).
3. Remove the reverse hub (7) and reverse clutch pack (8) from the input clutch retainer (13).
4. Remove the number 4 thrust bearing (5) from the overdrive hub (2).
5. Remove the overdrive hub (2) from the input clutch retainer (13).
6. Remove the number 3 thrust bearing (1) from the underdrive hub (17).
7. Remove the OD/reverse reaction plate snap-ring (6) from the input clutch retainer (13).
8. Remove the underdrive hub (17), overdrive clutch (13), and overdrive reaction plate (15) from the input clutch
retainer (13).
NOTE: The overdrive friction discs and steel discs are thicker than the matching components in the under-
drive and reverse clutches.
9. Remove the number 2 thrust bearing (18) from the input clutch hub (1).
10. Remove the overdrive clutch wave snap-ring (3) from the input clutch retainer (13).
11. Remove the UD/OD reaction plate tapered snap-ring (14) from the input clutch retainer (13).
12. Remove the UD/OD reaction plate (15) from the input clutch retainer (13).
13. Remove the UD/OD reaction plate flat snap-ring (16) from the input clutch retainer (13).

14. Remove the underdrive clutch pack (11) from the input clutch retainer (13).
15. Using Spring Compressor 8251 (2) , compress

the UD/OD balance piston (3) and remove the
snap-ring from the input clutch hub (1).

16. Remove the UD/OD balance piston (6) and piston return spring (9) from the input clutch retainer (13).
17. Remove the underdrive piston (8) from the input clutch retainer (13).
NOTE: Both the UD/OD balance piston and the underdrive piston have seals molded onto them. If the seal
is damaged, do not attempt to install a new seal onto the piston. The piston/seal must be replaced as an
assembly.
18. Remove the input clutch retainer tapered snap-ring (5).

19. Separate input clutch retainer (13) from input clutch hub (1).
20. Separate OD/reverse piston (15) from input clutch hub retainer (13).
21. Remove all seals and o-rings from the input shaft and input hub. The o-rings on the input hub are color coded.
Be sure to make note of which o-ring belongs in which location.
ASSEMBLY

NOTE: Install all new seals and o-rings onto the input shaft and input hub. The o-rings on the input hub are
color coded. Be sure to install the correct o-ring in the correct location.
1. Check the transmission lubrication check valve (20) located in the input shaft using shop air. The valve should
only allow air flow in one direction. If the valve allows no air flow, or air flow in both directions, the valve will need
to be replaced.
2. Lubricate all seals with MoparT ATF +4, Automatic Transmission Fluid, prior to installation.
3. Assemble the OD/reverse piston (15) onto the input clutch hub (1).
4. Assemble the input clutch retainer (13) onto the input clutch hub (1).
5. Install the input clutch retainer tapered snap-ring (5) with tapered side up onto the input clutch hub (1).
6. Install Piston Guides 8504 (1) into the input clutch

retainer (13) and onto the input clutch hub (1) to
guide the inner and outer underdrive piston (8)
seals into position.
7. Install the underdrive piston (8) into the input clutch
retainer (13) and over the input clutch hub (1).
8. Install the UD/OD balance piston return spring pack

(9) into the input clutch retainer (13).
9. Install Piston Guide 8252 (1) into the input clutch
retainer (13) to guide the UD/OD balance piston (6)
seal into position inside the underdrive piston (8).
10. Install the UD/OD balance piston (3) into the input
clutch retainer and the underdrive piston.
11. Using Spring Compressor 8251 (2), compress the
UD/OD return spring pack and secure the piston
in place with the snap-ring.
12. Install the underdrive clutch pack (11) into the
input clutch retainer.

13. Install the UD/OD reaction plate lower flat snap-ring (16). The correct snap-ring can be identified by the two
tabbed ears.
14. Install the UD/OD reaction plate (15) into the input clutch retainer. The reaction plate is to be installed with the
big step down.
15. Install the UD/OD reaction plate upper tapered snap-ring (14) with tapered side up.
16. Install the input clutch assembly into Input Clutch

Pressure Fixture 8260 (2).
17. Mount a dial indicator to the assembly, push down

on the clutch discs and zero the indicator against
the underdrive clutch discs. Apply 20 psi of air
pressure to the underdrive clutch and record the
dial indicator reading. Measure and record UD
clutch pack measurement in four (4) places, 90°
apart. Take average of four measurements and
compare with UD clutch pack clearance specifica-
tion. The correct clutch clearance is 0.84-1.54 mm
(0.033-0.061 in.). The reaction plate is not selec-
tive. If the clutch clearance is not within specifica-
tion, replace the reaction plate along with all the
friction and steel discs.

18. Install the overdrive clutch pack (13) into the input clutch retainer. The overdrive steel separator plates can be
identified by the lack of the half-moon cuts in the locating tabs.
19. Install the overdrive clutch wavy snap-ring (3) with the two tabbed ears into the input clutch retainer.
20. Install the OD/reverse reaction plate (4) into the input clutch retainer. The reaction plate is non-directional.
21. Install the OD/reverse reaction plate flat snap-ring (6) into the input clutch retainer.
22. Mount a dial indicator to the assembly and zero

the indicator against the OD/reverse reaction plate
(2). Apply 20 psi of air pressure to the overdrive
clutch and record the dial indicator reading. Mea-
sure and record OD clutch pack measurement in
four (4) places, 90° apart. Take average of four
measurements and compare with OD clutch pack
clearance specification.Verify that the clutch clear-
ance is 1.103-1.856 mm (0.043-0.073 in.). The
reaction plate is not selective. If the clutch clear-
ance is not within specification, replace the reac-
tion plate along with all the friction and steel
discs.
23. Install the reverse clutch pack (8) into the input clutch retainer.
24. Install the reverse reaction plate(9) into the input clutch retainer.
25. Install the reverse reaction plate selective snap-ring (10) into the input clutch retainer.
26. Mount a dial indicator to the assembly, push down

on the clutch discs, pull up on the reaction plate
to ensure the plate is properly seated and zero
the indicator against the reverse clutch discs (2).
Apply 20 psi of air pressure to the reverse clutch
and record the dial indicator reading. Measure
and record Reverse clutch pack measurement in
four (4) places, 90° apart. Take average of four
measurements and compare with Reverse clutch
pack clearance specification. The correct clutch
clearance is 0.58-1.47 mm (0.023-0.058 in.).
Adjust as necessary. Install the chosen snap-ring
and re-measure to verify selection.

27. Remove the reverse clutch pack (8) from the input clutch retainer.
28. Install the number 2 thrust bearing (18) onto the underdrive hub (17) with outer race against the hub with petro-
leum jelly.
29. Install the underdrive hub (17) into the input clutch retainer.
30. Install the number 3 thrust bearing (1) into the overdrive hub (2) with the outer race against the hub with petro-
leum jelly.
31. Install the overdrive hub (2) into the input clutch retainer.
32. Install the number 4 thrust bearing (5) into the reverse hub with outer race against the hub with petroleum jelly.
33. Install the reverse hub (7) into the input clutch retainer.
34. Install the complete reverse clutch pack (8).
35. Install the reverse reaction plate (9) and snap-ring (10).
36. Push up on reaction plate to allow reverse clutch to move freely.
SENSOR-INPUT SPEED
DESCRIPTION
The Input and Output Speed Sensors are two-wire magnetic pickup devices that generate AC signals as rotation
occurs. They are mounted in the left side of the transmission case and are considered primary inputs to the Trans-
mission Control Module (TCM).
OPERATION
The Input Speed Sensor provides information on how fast the input shaft is rotating. As the teeth of the input clutch
hub pass by the sensor coil, an AC voltage is generated and sent to the TCM. The TCM interprets this information
as input shaft rpm.
The Output Speed Sensor generates an AC signal in a similar fashion, though its coil is excited by rotation of the
rear planetary carrier lugs. The TCM interprets this information as output shaft rpm.
The TCM compares the input and output speed signals to determine the following:
• Transmission gear ratio
• Speed ratio error detection
• CVI calculation
The TCM also compares the input speed signal and the engine speed signal to determine the following:
• Torque converter clutch slippage
• Torque converter element speed ratio
REMOVAL
1. Raise vehicle.
2. Place a suitable fluid catch pan under the transmis-
sion.
3. Remove the wiring connector from the input speed
sensor (3).
4. Remove the bolt holding the input speed sensor to
5. Remove the input speed sensor (3) from the trans-
mission case.
INSTALLATION
1. Install the input speed sensor (3) into the transmis-
sion case.
2. Install the bolt to hold the input speed sensor (3)
into the transmission case. Tighten the bolt to 11.9
N·m (105 in.lbs.).
3. Install the wiring connector onto the input speed
sensor.
4. Verify the transmission fluid level. Add fluid as nec-
essary.
5. Lower vehicle.
SENSOR-LINE PRESSURE
DESCRIPTION
The TCM utilizes a closed-loop system to control transmission line pressure. The system contains a variable force
style solenoid, the Pressure Control Solenoid, mounted on the side of the solenoid and pressure switch assembly.
The solenoid is duty cycle controlled by the TCM to vent the unnecessary line pressure supplied by the oil pump
back to the sump. The system also contains a variable pressure style sensor, the Line Pressure Sensor, which is a
direct input to the TCM. The line pressure solenoid monitors the transmission line pressure and completes the feed-
back loop to the TCM. The TCM uses this information to adjust its control of the pressure control solenoid to
achieve the desired line pressure.
OPERATION
The TCM calculates the desired line pressure based upon inputs from the transmission and engine. The TCM cal-
culates the torque input to the transmission and uses that information as the primary input to the calculation. The
line pressure is set to a predetermined value during shifts and when the transmission is in the PARK and NEUTRAL
positions. This is done to ensure consistent shift quality. During all other operation, the actual line pressure is com-
pared to the desired line pressure and adjustments are made to the pressure control solenoid duty cycle.
REMOVAL
1. Raise vehicle.
sion.
3. Remove the wiring connector from the line pres-
sure sensor (2).
4. Remove the bolt holding the line pressure sensor
(2) to the transmission case.
5. Remove the line pressure sensor (2) from the
transmission case.
INSTALLATION
1. Install the line pressure sensor (2) into the trans-
mission case.
2. Install the bolt to hold the line pressure sensor (2)
N·m (105 in.lbs.).
3. Install the wiring connector onto the line pressure
sensor (2).
essary.
5. Lower vehicle.
CLUTCH-LOW/REVERSE
DISASSEMBLY
Low/Reverse Clutch Assembly

7 - PISTON
1. Remove the inner overrunning clutch snap-ring (13) from the low/reverse clutch retainer (5).
2. Remove the outer low/reverse reaction plate flat snap-ring (1.
3. Remove the low/reverse clutch (3, 4) and the overrunning clutch (12) from the low/reverse clutch retainer (5) as
an assembly.
4. Separate the low/reverse clutch (3, 4) from the overrunning clutch (12).
5. Remove the overrunning clutch snap-ring (1).

6. Remove the spacer (4) from the overrunning clutch
(3).
7. Separate the inner and outer races (2) of the over-
running clutch (3).
8. Remove the overrunning clutch lower snap-ring.

shop press (1), compress the low/reverse piston
Belleville spring (3) and remove the split retaining
ring holding the Belleville spring into the low/re-
verse clutch retainer.
10. Remove the low/reverse clutch Belleville spring
(3) and piston from the low/reverse clutch retainer.
Use 20 psi of air pressure to remove the piston if
necessary.
CLEANING
Clean the overrunning clutch assembly, clutch cam, and low-reverse clutch retainer. Dry them with compressed air
after cleaning.
INSPECTION
Inspect condition of each clutch part after cleaning. Replace the overrunning clutch roller and spring assembly if any
rollers or springs are worn or damaged, or if the roller cage is distorted, or damaged. Replace the cam if worn,
cracked or damaged.
Replace the low-reverse clutch retainer if the clutch race, roller surface or inside diameter is scored, worn or
damaged.
ASSEMBLY
1. Check the bleed orifice to ensure that it is not
plugged or restricted.
2. Install a new seal on the low/reverse piston. Lubri-
cate the seal with MoparT ATF +4, Automatic
Transmission Fluid, prior to installation.
3. Install the low/reverse piston into the low/reverse
clutch retainer.
4. Position the low/reverse piston Belleville spring (3)
on the low/reverse piston.
shop press (1), compress the low/reverse piston
Belleville spring (3) and install the split retaining
ring to hold the Belleville spring into the low/re-
verse clutch retainer.
6. Install the lower overrunning clutch snap-ring.

7. Assemble the inner and outer races (2) of the over-
running clutch (3).
8. Position the overrunning clutch spacer (4) on the
overrunning clutch (3).
9. Install the upper overrunning clutch snap-ring (1).
Low/Reverse Clutch Assembly

7 - PISTON
10. Assemble and install the low/reverse clutch pack (3, 4) into the low/reverse clutch retainer (5).
11. Install the low/reverse reaction plate (2) into the low/reverse clutch retainer (5). The reaction plate is directional
and must be installed with the flat side down.
12. Install the low/reverse clutch pack snap-ring (1). The snap-ring is selectable and should be chosen to give the
correct clutch pack clearance.
13. Measure the low/reverse clutch pack clearance and adjust as necessary. The correct clutch clearance is 1.00-
1.74 mm (0.039-0.075 in.).
14. Install the overrunning clutch (12) into the low/reverse clutch retainer (5) making sure that the index splines are
aligned with the retainer.
15. Install the overrunning clutch inner snap-ring (13).
PUMP-OIL
DESCRIPTION
The oil pump (2) is located at the front of the trans-

mission inside the bell housing and behind the trans-
mission front cover.
The oil pump consists of two independent pumps.
The oil pump also contains a number of valves. The

converter clutch switch (3) and control valves (2),
pressure regulator valve (5), and converter pressure
limit valve (6) are all located in the oil pump valve
body.
Oil Pump Reaction Shaft
1 - PUMP HOUSING 4 - SEAL RING (5)

2 - SEAL 5 - REACTION SHAFT SUPPORT
3 - OIL FILTER SEAL 6 - PUMP VALVE BODY
A front seal (2), and a bolt on reaction shaft (5) complete the oil pump assembly.
OPERATION
As the torque converter rotates, the converter hub rotates the oil pump drive gear. As the drive gear rotates both
driven gears, a vacuum is created when the gear teeth come out of mesh. This suction draws fluid through the
pump inlet from the oil pan. As the gear teeth come back into mesh, pressurized fluid is forced into the pump outlet
and to the oil pump valves.
At low speeds, both sides of the pump supply fluid to the transmission. As the speed of the torque converter
increases, the flow from both sides increases until the flow from the primary side alone is sufficient to meet system
demands. At this point, the check valve located between the two pumps closes. The secondary side is shut down
and the primary side supplies all the fluid to the transmission.
CONVERTER CLUTCH SWITCH VALVE

The converter clutch switch valve is used to control the hydraulic pressure supplied to the front (OFF) side of the
torque converter clutch.
CONVERTER CLUTCH REGULATOR VALVE

The converter clutch regulator valve is used to control the hydraulic pressure supplied to the back (ON) side of the
torque converter clutch.
TORQUE CONVERTER LIMIT VALVE

The torque converter limit valve serves to limit the available line pressure to the torque converter clutch.
STANDARD PROCEDURE - OIL PUMP VOLUME CHECK

Measuring the oil pump output volume will determine if sufficient oil flow to the transmission oil cooler exists, and
whether or not an internal transmission failure is present.
Verify that the transmission fluid is at the proper level. Refer to the Fluid Level Check procedure in this section. If
necessary, fill the transmission to the proper level with MoparT ATF +4, Automatic Transmission Fluid.
1. Disconnect the To cooler line at the cooler inlet and place a collecting container under the disconnected line.
CAUTION: With the fluid set at the proper level, fluid collection should not exceed (1) quart or internal dam-
age to the transmission may occur.
2. Run the engine at 1800 rpm, with the shift selector in neutral. Verify that the transmission fluid temperature is
below 104.5° C (220° F) for this test.
3. If one quart of transmission fluid is collected in the container in 30 seconds or less, oil pump flow volume is
within acceptable limits. If fluid flow is intermittent, or it takes more than 30 seconds to collect one quart of fluid,
refer to the Hydraulic Pressure tests in this section for further diagnosis.
4. Re-connect the To cooler line to the transmission cooler inlet.
5. Refill the transmission to proper level.
DISASSEMBLY
Oil Pump Assembly

1. Remove the bolts holding the reaction shaft support (5) to the oil pump.
2. Remove the reaction shaft support (5) from the oil pump.
3. Remove all bolts holding the oil pump halves together.
4. Using suitable prying tools, separate the oil pump sections by inserting the tools in the supplied areas and prying
the halves apart.
NOTE: The oil pump halves are aligned to each other through the use of two dowels. Be sure to pry upward
evenly to prevent damage to the oil pump components.
Oil Pump Housing and Gears
1 - SEPARATOR PLATE 5 - DOWEL (2)

2 - DRIVEN GEAR (2) 6 - DRIVE GEAR
3 - CHECK VALVE 7 - SCREW
4 - PUMP HOUSING
5. Remove the screws (7) holding the separator plate (1) onto the oil pump housing (4).
6. Remove the separator plate (1) from the oil pump housing (4).
7. Mark all gears for location. The gears are select fit and if the oil pump is to be reused, the gears must be
returned to their original locations.
8. Remove the oil pump gears (2, 6) from the oil pump housing (4).
9. Remove the oil pump valve retainers (1) and asso-

ciated valve (2) and spring one at a time. Mark the
combination of components as a group and tag
them as to the location from which they were
removed.
10. Remove the T/C regulator valve (1), T/C limit

valve (2), and regulator valve (3).
CLEANING
Clean pump and support components with solvent and dry them with compressed air.
INSPECTION
Check condition of the seal rings and thrust washer on the reaction shaft support. The seal rings do not need to be
replaced unless cracked, broken, or severely worn.
Inspect the pump and support components. Replace the pump or support if the seal ring grooves or machined sur-
faces are worn, scored, pitted, or damaged. Replace the pump gears if pitted, worn chipped, or damaged.
Inspect the pump reaction shaft support bushings. Replace either bushing only if heavily worn, scored or damaged.
It is not necessary to replace the bushings unless they are actually damaged.
Inspect the valves and plugs for scratches, burrs, nicks, or scores. Minor surface scratches on steel valves and
plugs can be removed with crocus cloth but do not round off the edges of the valve or plug lands. Maintaining
sharpness of these edges is vitally important. The edges prevent foreign matter from lodging between the valves
and plugs and the bore.
Inspect all the valve and plug bores in the oil pump cover. Use a penlight to view the bore interiors. Replace the oil
pump if any bores are distorted or scored. Inspect all of the valve springs. The springs must be free of distortion,
warpage or broken coils.
Trial fit each valve and plug in its bore to check freedom of operation. When clean and dry, the valves and plugs
should drop freely into the bores.
ASSEMBLY
NOTE: Clean and inspect all components. Make sure that all passages are thoroughly cleaned and are free
from dirt or debris. Make sure that all valves move freely in their proper bore. Make sure that all gear pock-
ets and bushings are free from excessive wear and scoring. Replace the oil pump if any excessive wear or
scoring is found.
1. Install the T/C regulator valve (1), T/C limit valve

(2), and regulator valve (3).
2. Lubricate the oil pump valves with MoparT ATF +4

and install the valve (2), spring, and retainer (1)
into the appropriate oil pump valve body (3) bore.
Oil Pump Housing and Gears
1 - SEPARATOR PLATE 5 - DOWEL (2)

2 - DRIVEN GEAR (2) 6 - DRIVE GEAR
3 - CHECK VALVE 7 - SCREW
4 - PUMP HOUSING
3. Coat the gears (2, 6) with MoparT ATF +4 and install into their original locations.
4. Place the separator plate (1) onto the oil pump housing (4).
5. Install the screws(7) to hold the separator plate (1) onto the oil pump housing (4). Tighten the screws to 4.5 N·m
(40 in.lbs.).
Oil Pump Assembly

6. Position the oil pump valve body (6) onto the locating dowels.
7. Seat the two oil pump halves together and install all bolts finger tight.
8. Torque all bolts down slowly starting in the center and working outward. The correct torque is 4.5 N·m (40
in.lbs.).
9. Verify that the oil pump gears rotate freely and smoothly.
10. Position the reaction shaft support (5) onto the oil pump valve body (6).
11. Install and torque the bolts to hold the reaction shaft support (5) to the oil pump valve body (6). The correct
torque is 12 N·m (105 in.lbs.).
SEAL-OIL PUMP FRONT

REMOVAL
1. Remove transmission from the vehicle.
2. Remove the torque converter from the transmission.
3. Using a screw mounted in a slide hammer, remove the oil pump front seal.
INSTALLATION
1. Clean seal bore of the oil pump of any residue or
particles from the original seal.
2. Install new oil seal in the oil pump housing using
Seal Installer C-3860-A (1).
SENSOR-OUTPUT SPEED
DESCRIPTION
The Input and Output Speed Sensors are two-wire magnetic pickup devices that generate AC signals as rotation
occurs. They are mounted in the left side of the transmission case and are considered primary inputs to the Trans-
mission Control Module (TCM).
OPERATION
The Input Speed Sensor provides information on how fast the input shaft is rotating. As the teeth of the input clutch
hub pass by the sensor coil, an AC voltage is generated and sent to the TCM. The TCM interprets this information
as input shaft rpm.
The Output Speed Sensor generates an AC signal in a similar fashion, though its coil is excited by rotation of the
rear planetary carrier lugs. The TCM interprets this information as output shaft rpm.
The TCM compares the input and output speed signals to determine the following:
• Transmission gear ratio
• Speed ratio error detection
• CVI calculation
The TCM also compares the input speed signal and the engine speed signal to determine the following:
• Torque converter clutch slippage
• Torque converter element speed ratio
REMOVAL
1. Raise vehicle.
sion.
3. Remove the wiring connector from the output
speed sensor (1).
4. Remove the bolt holding the output speed sensor
(1) to the transmission case.
5. Remove the output speed sensor (1) from the
transmission case.
INSTALLATION
1. Install the output speed sensor (1) into the trans-
mission case.
2. Install the bolt to hold the output speed sensor (1)
N·m (105 in.lbs.).
3. Install the wiring connector onto the output speed
sensor (1).
essary.
5. Lower vehicle.
CABLE-PARK LOCK
REMOVAL
1. Place ignition key in the ACC (2) position.
2. Remove the lower instrument panel trim as neces-

sary to access the park lock cable.
3. Disconnect park lock cable (4) from ignition cylin-
der (3).
4. Remove the floor console as necessary for access

to the park lock cable. (Refer to 23 - BODY/INTE-
RIOR/FLOOR CONSOLE - REMOVAL)
6. Disconnect the park lock cable (5) from the shift
mechanism. Release retention tab using suitable
screwdriver.
INSTALLATION
1. Verify that ignition key is in ACC (2) position.
2. Install the park lock cable (4) to the ignition cylinder

(3). Secure the cable to instrument panel at
retainer.
3. Install any instrument panel trim that was removed
to access the park lock cable.
4. Route park lock cable towards shift mechanism.

5. Connect the park lock cable (5) core to shift mech-
anism cam, and then secure cable housing to shift
mechanism.
6. Adjust the park lock cable. (Refer to 21 - TRANSMISSION/AUTOMATIC TRANSMISSION/SHIFT INTERLOCK

MECHANISM - ADJUSTMENTS)
7. If necessary, install the shield, covering the gearshift and park lock cables, to the shifter assembly and install the
bolts to hold the shield to the shifter assembly.
8. Install the floor console assembly. (Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - INSTALLATION)
GEARTRAIN-PLANETARY
DESCRIPTION
Reaction Planetary Geartrain

The planetary geartrain is located behind the 4C retainer/bulkhead, toward the rear of the transmission. The plan-
etary geartrain consists of three primary assemblies:
• Reaction (3, 4, 8).
Reverse/Input Planetary Geartrain
1 - SNAP-RING 5 - INPUT PLANETARY CARRIER

2 - THRUST BEARING NUMBER 10 6 - INPUT SUN GEAR
3 - THRUST BEARING NUMBER 11 7 - REVERSE PLANETARY CARRIER
4 - INPUT ANNULUS
• Reverse (7).
• Input (4, 5, 6).
OPERATION
REACTION PLANETARY GEARTRAIN
The reaction planetary carrier and reverse sun gear of the reaction planetary geartrain are a single component
which is held by the 2C clutch when required. The reaction annulus gear is a stand alone component that can be
driven by the reverse clutch or held by the 4C clutch. The reaction sun gear is driven by the overdrive clutch.
REVERSE PLANETARY GEARTRAIN

The reverse planetary geartrain is the middle of the three planetary sets. The reverse planetary carrier can be
driven by the overdrive clutch as required. The reverse planetary carrier is also splined to the input annulus gear,
which can be held by the low/reverse clutch. The reverse planetary annulus, input planetary carrier, and output shaft
are all one piece.
INPUT PLANETARY GEARTRAIN

The input sun gear of the input planetary geartrain is driven by the underdrive clutch.
DISASSEMBLY
Reverse/Input Planetary Carrier Assembly

4 - INPUT ANNULUS
1. Remove the snap-ring (1) holding the input annulus (4) into the input carrier (5).
2. Remove the input annulus (4) from the input carrier (5).
3. Remove the number 9 thrust bearing from the reverse planetary carrier. Note that this planetary carrier has four
pinion gears.
4. Remove the reverse planetary gear carrier (7).
5. Remove the number 10 thrust bearing (2) from the input sun gear (6).
6. Remove the input sun gear (6) from the input carrier (5).
7. Remove the number 11 thrust bearing (3) from the input carrier (5).
CLEANING
Clean the planetary components in solvent and dry them with compressed air.
INSPECTION
Check sun gear and driving shell condition. Replace the gear if damaged or if the bushings are scored or worn. The
bushings are not serviceable. Replace the driving shell if worn, cracked or damaged.
Replace planetary gear sets if gears, pinion pins, or carrier are damaged in any way. Replace the annulus gears
and supports if either component is worn or damaged.
Replace the output shaft if the machined surfaces are scored, pitted, or damaged in any way. Also replace the shaft
if the splines are damaged, or exhibits cracks at any location.
ASSEMBLY
or scoring.
Reverse/Input Planetary Carrier Assembly

4 - INPUT ANNULUS
1. Install the number 11 thrust bearing (3) into the input planetary carrier (5) so that the inner race will be toward
the front of the transmission.
2. Install the input sun gear (6) into the input carrier (5).
3. Install the number 10 thrust bearing (2) onto the rear of the reverse planetary carrier (7) with the inner race
toward the carrier.
4. Install the number 9 thrust bearing onto the front of the reverse planetary carrier (7) with the outer race toward
the carrier and the inner race facing upward.
5. Install the reverse planetary gear carrier (7) into the input carrier (5).
6. Install the input annulus gear (4) into the input carrier (5).
7. Install the snap-ring (1) to hold the input annulus gear (4) into the input carrier (5).
MECHANISM-SHIFT
DESCRIPTION
The automatic transmission is operated with the help

of a shift lever assembly (SLA) (1) located in the floor
console. There are four positions to which the selec-
tion lever can be shifted: P, R, N, D. In addition, the
selector lever can be moved sideways (+/-) in position
9D9 to adjust the shift range.
All selector lever positions are identified by the SLA
and transmitted by a shift cable to the selector shaft in
the transmission.
The SLA is comprised of the following functions:

• Key lock: Depending on the selector lever position, the ignition cylinder is locked/unlocked, i.e., the ignition
key can be removed only if the selector lever is in position 9P9. A park lock cable is used to perform this
function.
• Park lock: The selector lever is not released from postion 9P9 until the brake pedal has been applied and the
ignition key is in ”ACC” or ON” positions. Shift lock is controlled by the brake light switch in conjunction with a
locking solenoid in the SLA. As soon as the brake pedal is applied firmly, the locking solenoid is de-energized
to unlock the selector lever.
OPERATION
With the selector lever in position 9D9, the transmission control module (TCM) automatically shifts the gears that are
best-suited to the current operating situation. This means that shifting of gears is continuously adjusted to current
driving and operating conditions in line with the selected shift range and the accelerator pedal position. Starting off
is always performed in 1st gear.
The current selector lever position or, if the shift range has been limited, the current shift range is indicated in the
instrument cluster display.
The permissible shifter positions and transmission operating ranges are:
• P = Parking lock and engine starting.
• R = Reverse.
• N = Neutral and engine starting (no power is transmitted to the axles).
• D = The shift range includes all forward gears.
The shift range can be adjusted to the current operating conditions by tipping the selector lever to the left-hand side
(9-9) or the right-hand side (9+9) when in position 9D9. If the shift range is limited, the display in the instrument cluster
indicates the selected shift range and not the currently engaged gear.
• 4= Shift range is limited to gears 1 to 4.
• 1= Shift range is limited to the 1st gear.

Tipping the shift lever will have the following results:
• Tipping the selector lever toward (-( one time after another: The shift range is reduced in descending
sequence by one gear each time, i.e., from D - 4 - 3 - 2 - 1. If the selected limitation of the shift range would
result in a downshift causing excessive engine speed, the shifting is not executed and the engaged gear as
well as the shift range remain unchanged. This is to prevent the engine from overspeeding. Engine retardation
is low with the selector lever in position 9D9. To make use of the full braking power of the engine, 9manual9
downshifting by tipping the lever towards the left-hand side is recommended. If this has been done, subse-
quent upshifting must be carried out manually as well.
• Tipping the selector lever toward (-( and holding it in this position: The currently engaged gear in range
9D9 is indicated in the instrument cluster display and the shift range is limited to this gear.
• Tipping the selector lever toward (+( one time after another: The shift range is increased by one gear each
time and the increased shift range is displayed in the instrument cluster; possibly, the transmission upshifts to
a faster gear.
• Tipping the selector lever toward (+( several times: The shift range is increased by one gear each time the
lever is tipped until the shift range ends up in 9D9.
• Tipping the selector lever toward (+( and holding it in this position: The shift range is extended immedi-
ately to 9D9, shift ranges are indicated in ascending sequence; possibly, the transmission upshifts to a faster
gear due to the extension of the shift range.
REMOVAL
1. Remove any necessary console parts for access to
shift lever assembly and shifter cables. (Refer to 23
- BODY/INTERIOR/FLOOR CONSOLE -
REMOVAL)
4. Disconnect the transmission shift cable (3) at shift
lever (1).
5. Remove the shift cable retainer (4) from the notch
in the shifter assembly.
6. Verify the key is in the LOCK position and discon-
nect the park lock cable (5) from the shifter
mechansim cam and the notch in the shifter
assembly.
7. Disengage all wiring connectors (2, 3) from the

shifter assembly (1).
8. Remove all bolts (2) holding the shifter assembly

(1) to the floor pan.
9. Remove the shifter assembly (1) from the vehicle.
INSTALLATION
1. Install shifter assembly (1) in position on the floor
pan.
2. Install the bolts (2) to hold the shifter assembly (1)
onto the floor pan. Tighten bolts to 12 N·m (105
in.lbs.).
3. Place the floor shifter lever in PARK position.

4. Loosen the adjustment nut (2) on the shifter
assembly (1).
5. Install the gearshift cable (3) to the shift lever pin.
6. Install the park lock cable (5) to the shift mecha-
nism cam and the notch in the shifter assembly.
7. Verify that the key is in the LOCK position and
remains there until the cable is fully adjusted.
8. Verify that the park lock cable adjustment tab is
pulled upward to the unlocked position.
9. Install the wiring harness connectors (2) to the

10. Verify that the shift lever is in the PARK position.
11. Tighten the adjustment screw to 30 N·m (265
in.lbs.).
12. Verify that the key in the LOCK position and the
shifter is in PARK.
13. Push downward on the park lock cable adjust-
ment tab to lock the adjustment.
14. Verify correct shifter, park lock, and BTSI opera-
tion.
shifter assembly.
16. Install any console parts removed for access to
shift lever assembly and shift cables. (Refer to 23
- BODY/INTERIOR/FLOOR CONSOLE - INSTAL-
LATION)
VALVE-SOLENOID SWITCH
DESCRIPTION
The Solenoid Switch Valve (SSV) is located in the valve body and controls the direction of the transmission fluid
when the L/R-TCC solenoid is energized.
OPERATION
The Solenoid Switch Valve controls line pressure from the LR-TCC solenoid. In 1st gear, the SSV will be in the
downshifted position, thus directing fluid to the L/R clutch circuit. In 2nd, 3rd, 4th, and 5th gears, the solenoid switch
valve will be in the upshifted position and directs the fluid into the torque converter clutch (TCC) circuit.
shifted position. The L/R pressure switch is monitored to confirm SSV movement. If the movement is not confirmed
(the L/R pressure switch does not close), 2nd gear is substituted for 1st. A DTC will be set after three unsuccessful
attempts are made to get into 1st gear in one given key start.
CONVERTER-TORQUE
DESCRIPTION
The torque converter is a hydraulic device that cou-

ples the engine crankshaft to the transmission. The
torque converter consists of an outer shell with an
internal turbine (1), a stator (2), an overrunning clutch,
an impeller (5), and an electronically applied converter
clutch (6). The converter clutch provides reduced
engine speed and greater fuel economy when
engaged. Clutch engagement also provides reduced
transmission fluid temperatures. The torque converter
hub (3) drives the transmission oil (fluid) pump and
contains an o-ring seal (4) to better control oil flow.
The torque converter is a sealed, welded unit that is
not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced

if a transmission failure resulted in large amounts
of metal or fiber contamination in the fluid. 1 - TURBINE ASSEMBLY
2 - STATOR
3 - CONVERTER HUB
4 - O-RING
5 - IMPELLER ASSEMBLY
6 - CONVERTER CLUTCH PISTON
7 - TURBINE HUB
IMPELLER
Impeller
1 - ENGINE FLEXPLATE 4 - ENGINE ROTATION

2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE 5 - ENGINE ROTATION
SECTION
3 - IMPELLER VANES AND COVER ARE INTEGRAL
The impeller is an integral part of the converter housing. The impeller consists of curved blades placed radially
along the inside of the housing on the transmission side of the converter. As the converter housing is rotated by the
engine, so is the impeller, because they are one and the same and are the driving members of the system.
TURBINE
Turbine
1 - TURBINE VANE 4 - PORTION OF TORQUE CONVERTER COVER

2 - ENGINE ROTATION 5 - ENGINE ROTATION
3 - INPUT SHAFT 6 - OIL FLOW WITHIN TURBINE SECTION
The turbine is the output, or driven, member of the converter. The turbine is mounted within the housing opposite
the impeller, but is not attached to the housing. The input shaft is inserted through the center of the impeller and
splined into the turbine. The design of the turbine is similar to the impeller, except the blades of the turbine are
curved in the opposite direction.
STATOR
The stator assembly is mounted on a stationary shaft

which is an integral part of the oil pump. The stator (1)
is located between the impeller (2) and the turbine (4)
within the torque converter case.
The stator contains an over-running clutch (1-4), which

allows the stator to rotate only in a clockwise direction.
When the stator is locked against the over-running
clutch, the torque multiplication feature of the torque
converter is operational.
TORQUE CONVERTER CLUTCH (TCC)
The TCC was installed to improve the efficiency of the

torque converter that is lost to the slippage of the fluid
coupling. Although the fluid coupling provides smooth,
shock-free power transfer, it is natural for all fluid cou-
plings to slip. If the impeller (3) and turbine (5) were
mechanically locked together, a zero slippage condi-
tion could be obtained. A hydraulic piston (6) with fric-
tion material (7) was added to the turbine assembly
(5) to provide this mechanical lock-up.
In order to reduce heat build-up in the transmission
and buffer the powertrain against torsional vibrations,
the TCM can duty cycle the L/R-CC Solenoid to
achieve a smooth application of the torque converter
clutch. This function, referred to as Electronically Mod-
ulated Converter Clutch (EMCC) can occur at various
times depending on the following variables:
• Shift lever position
• Current gear range
• Transmission fluid temperature
• Engine coolant temperature
• Input speed
• Throttle angle
• Engine speed
OPERATION
The converter impeller (driving member), which is integral to the converter housing and bolted to the engine drive
plate, rotates at engine speed. The converter turbine (driven member), which reacts from fluid pressure generated
by the impeller, rotates and turns the transmission input shaft.
Torque Converter Fluid Operation - Typical
1 - APPLY PRESSURE 3 - RELEASE PRESSURE

2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD
TURBINE
As the fluid that was put into motion by the impeller blades strikes the blades of the turbine, some of the energy and
rotational force is transferred into the turbine and the input shaft. This causes both of them (turbine and input shaft)
to rotate in a clockwise direction following the impeller. As the fluid is leaving the trailing edges of the turbine’s
blades it continues in a “hindering” direction back toward the impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the stator’s over-running clutch to its shaft. Under stall conditions (the
turbine is stationary), the oil leaving the turbine blades strikes the face of the stator blades and tries to rotate them
in a counterclockwise direction. When this happens the over-running clutch of the stator locks and holds the stator
from rotating. With the stator locked, the oil strikes the stator blades and is redirected into a “helping” direction
before it enters the impeller. This circulation of oil from impeller to turbine, turbine to stator, and stator to impeller,
can produce a maximum torque multiplication of about 2.4:1. As the turbine begins to match the speed of the impel-
ler, the fluid that was hitting the stator in such as way as to cause it to lock-up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel and the converter acts as a fluid coupling.

In a standard torque converter, the impeller and tur-
bine are rotating at about the same speed and the
stator is freewheeling, providing no torque multiplica-
tion. By applying the turbine’s piston and friction mate-
rial to the front cover, a total converter engagement
can be obtained. The result of this engagement is a
direct 1:1 mechanical link between the engine and the
transmission.
The clutch can be engaged in second, third, fourth,
and fifth gear ranges depending on overdrive control
switch position. If the overdrive control switch is in the
normal ON position, the clutch will engage after the
shift to fourth gear, and above approximately 72 km/h
(45 mph). If the control switch is in the OFF position,
the clutch will engage after the shift to third gear, at approximately 56 km/h (35 mph) at light throttle.
The TCM controls the torque converter by way of internal logic software. The programming of the software provides
the TCM with control over the L/R-CC Solenoid. There are four output logic states that can be applied as follows:
• No EMCC
• Partial EMCC
• Full EMCC
• Gradual-to-no EMCC
NO EMCC
Under No EMCC conditions, the L/R Solenoid is OFF. There are several conditions that can result in NO EMCC
operations. No EMCC can be initiated due to a fault in the transmission or because the TCM does not see the need
for EMCC under current driving conditions.
PARTIAL EMCC
Partial EMCC operation modulates the L/R Solenoid (duty cycle) to obtain partial torque converter clutch application.
Partial EMCC operation is maintained until Full EMCC is called for and actuated. During Partial EMCC some slip
does occur. Partial EMCC will usually occur at low speeds, low load and light throttle situations.
FULL EMCC
During Full EMCC operation, the TCM increases the L/R Solenoid duty cycle to full ON after Partial EMCC control
brings the engine speed within the desired slip range of transmission input speed relative to engine rpm.
GRADUAL-TO-NO EMCC
This operation is to soften the change from Full or Partial EMCC to No EMCC. This is done at mid-throttle by
decreasing the L/R Solenoid duty cycle.
REMOVAL
1. Remove transmission and torque converter from vehicle. (Refer to 21 - TRANSMISSION/AUTOMATIC - 45RFE/
545RFE - REMOVAL)
2. Place a suitable drain pan under the converter housing end of the transmission.
CAUTION: Verify that transmission is secure on the lifting device or work surface, the center of gravity of
the transmission will shift when the torque converter is removed creating an unstable condition. The torque
converter is a heavy unit. Use caution when separating the torque converter from the transmission.
3. Pull the torque converter forward until the center hub clears the oil pump seal.
4. Separate the torque converter from the transmission.
INSTALLATION
NOTE: Check converter hub and drive flats for sharp edges, burrs, scratches, or nicks. Polish the hub and
flats with 320/400 grit paper or crocus cloth if necessary. Verify that the converter hub o-ring is properly
installed and is free from debris. The hub must be smooth to avoid damaging the pump seal at installation.

2. Place torque converter in position on transmission.
CAUTION: Do not damage oil pump seal or con-

verter hub o-ring while inserting torque converter
into the front of the transmission.
3. Align torque converter to oil pump seal opening.

4. Insert torque converter hub into oil pump.
5. While pushing torque converter inward, rotate con-
verter until converter is fully seated in the oil pump
gears.
6. Check converter seating with a scale (1) and
straightedge (2). Surface of converter lugs should
be at least 13 mm (1/2 in.) to rear of straightedge
when converter is fully seated.
7. If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
8. Install the transmission in the vehicle.
9. Fill the transmission with the recommended fluid.
SWITCH-TOW/HAUL OVERDRIVE
DESCRIPTION
The tow/haul overdrive OFF (control) switch is located in the lower portion of the center instrument panel switch
cluster. The switch is a momentary contact device that signals the PCM to toggle current status of the overdrive
function.
OPERATION
At key-on, overdrive operation is allowed. Pressing the switch once causes the tow/haul overdrive OFF mode to be
entered and the Tow/Haul lamp to be illuminated. Pressing the switch a second time causes normal overdrive oper-
ation to be restored and the tow/haul lamp to be turned off. The tow/haul overdrive OFF mode defaults to ON after
the ignition switch is cycled OFF and ON. The normal position for the control switch is the ON position. The switch
must be in this position to energize the solenoid and allow a 3-4 upshift. The control switch indicator light illuminates
only when the tow/haul overdrive switch is turned to the OFF position, or when illuminated by the transmission
control module.
RELAY-TRANSMISSION CONTROL
DESCRIPTION
The relay is supplied fused B+ voltage, energized by the TCM, and is used to supply power to the solenoid pack
when the transmission is in normal operating mode.
OPERATION
When the relay is “off”, no power is supplied to the solenoid pack and the transmission is in “limp-in” mode. After a
controller reset, the TCM energizes the relay. Prior to this, the TCM verifies that the contacts are open by checking
for no voltage at the switched battery terminals. After this is verified, the voltage at the solenoid pack pressure
switches is checked. After the relay is energized, the TCM monitors the terminals to verify that the voltage is greater
than 3 volts.
SENSOR-TRANSMISSION RANGE
DESCRIPTION
The Transmission Range Sensor (TRS) is part of the solenoid module, which is mounted to the top of the valve
body inside the transmission.
The Transmission Range Sensor (TRS) has five switch contact pins that:
• Determine shift lever position
• Supply ground to the Starter Relay in Park and Neutral only.
• Supply +12 V to the backup lamps in Reverse only.
The TRS also has an integrated temperature sensor (thermistor) that communicates transmission temperature to the
TCM and PCM.
OPERATION
The Transmission Range Sensor (TRS) communicates shift lever position to the TCM as a combination of open and
closed switches. Each shift lever position has an assigned combination of switch states (open/closed) that the TCM
receives from four sense circuits. The TCM interprets this information and determines the appropriate transmission
gear position and shift schedule.
There are many possible combinations of open and closed switches (codes). Seven of these possible codes are
related to gear position and five are recognized as “between gear” codes. This results in many codes which should
never occur. These are called “invalid” codes. An invalid code will result in a DTC, and the TCM will then determine
the shift lever position based on pressure switch data. This allows reasonably normal transmission operation with a
TRS failure.
GEAR C5 C4 C3 C2 C1
Park CL OP OP CL CL
Temp 1 CL OP OP CL OP
Reverse OP OP OP CL OP
Temp 2 OP OP CL CL OP
Neutral 1 OP OP CL CL CL
Neutral 2 OP CL CL CL CL
Temp 3 OP CL CL CL OP
Drive OP CL CL OP OP
Temp 4 OP CL OP OP OP
Manual 2 CL CL OP OP OP
Temp 5 CL OP OP OP OP
Manual 1 CL OP CL OP OP
ASSEMBLY-TRANSMISSION SOLENOID/TRS
DESCRIPTION
The transmission solenoid/TRS assembly is internal to

the transmission and mounted on the valve body
assembly. The assembly consists of six solenoids that
control hydraulic pressure to the six friction elements
(transmission clutches), and the torque converter
clutch. The pressure control solenoid is located on the
side of the solenoid/TRS assembly. The solenoid/TRS
assembly also contains five pressure switches that
feed information to the TCM.
OPERATION
SOLENOIDS
Solenoids are used to control the L/R, 2C, 4C, OD, and UD friction elements. The reverse clutch is controlled by
line pressure and the position of the manual valve in the valve body. All the solenoids are contained within the
Solenoid and Pressure Switch Assembly. The solenoid and pressure switch assembly contains one additional sole-
noid, Multi-Select (MS), which serves primarily to provide 2nd and 3rd gear limp-in operation.
The solenoids receive electrical power from the Transmission Control Relay through a single wire. The TCM ener-
gizes or operates the solenoids individually by grounding the return wire of the solenoid as necessary. When a
solenoid is energized, the solenoid valve shifts, and a fluid passage is opened or closed (vented or applied),
depending on its default operating state. The result is an apply or release of a frictional element.
The MS and UD solenoids are normally applied to allow transmission limp-in in the event of an electrical failure.
The continuity of the solenoids and circuits are periodically tested. Each solenoid is turned on or off depending on
its current state. An inductive spike should be detected by the TCM during this test. If no spike is detected, the
circuit is tested again to verify the failure. In addition to the periodic testing, the solenoid circuits are tested if a
speed ratio or pressure switch error occurs.
PRESSURE SWITCHES
The TCM relies on five pressure switches to monitor fluid pressure in the L/R, 2C, 4C, UD, and OD hydraulic cir-
cuits. The primary purpose of these switches is to help the TCM detect when clutch circuit hydraulic failures occur.
The switches close at approximately 23 psi and open at approximately 11 psi, and simply indicate whether or not
pressure exists. The switches are continuously monitored by the TCM for the correct states (open or closed) in each
gear as shown in the following chart:
R OP OP OP OP OP
P/N CL OP OP OP OP
1ST CL* OP OP CL OP
2ND OP CL OP CL OP
2ND PRIME OP OP CL CL OP
D OP OP OP CL CL
4TH OP OP CL OP CL
5TH OP CL OP OP CL
*L/R is closed if output speed is below 100 rpm in Drive and Manual 2. L/R is open in Manual 1.
A Diagnostic Trouble Code (DTC) will set if the TCM senses any switch open or closed at the wrong time in a given
gear.
REMOVAL
1. Remove the valve body from the transmission.
(Refer to 21 - TRANSMISSION/AUTOMATIC -
45RFE/545RFE/VALVE BODY - REMOVAL)
2. Remove the bolts (1) holding the transmission sole-

noid/TRS assembly onto the valve body.
3. Separate the transmission solenoid/TRS assembly
from the valve body.
INSTALLATION
1. Place TRS selector plate in the PARK position.
2. Position the transmission solenoid/TRS assembly
onto the valve body. Be sure that both alignment
dowels are fully seated in the valve body and that
the TRS switch contacts are properly positioned in
the selector plate
3. Install the bolts (1) to hold the transmission sole-
noid/TRS assembly onto the valve body.
4. Tighten the solenoid assembly screws adjacent to
the arrows cast into the bottom of the valve body
first. Tighten the screws to 5.7 N·m (50 in.lbs.).
5. Tighten the remainder of the solenoid assembly
screws to 5.7 N·m (50 in.lbs.).
6. Install the valve body into the transmission.
SENSOR-TRANSMISSION TEMPERATURE
DESCRIPTION
The transmission temperature sensor is a thermistor that is integral to the Transmission Range Sensor (TRS).
OPERATION
The transmission temperature sensor is used by the TCM to sense the temperature of the fluid in the sump. Since
fluid temperature can affect transmission shift quality and convertor lock up, the TCM requires this information to
determine which shift schedule to operate in.
Calculated Temperature
A failure in the temperature sensor or circuit will result in calculated temperature being substituted for actual tem-
perature. Calculated temperature is a predicted fluid temperature which is calculated from a combination of inputs:
• Battery (ambient) temperature

• In-gear run time since start-up
BODY-VALVE
DESCRIPTION
Valve Body Components
1 - LOW/REVERSE ACCUMULATOR 6 - OVERDRIVE ACCUMULATOR

2 - LOW/REVERSE SWITCH VALVE 7 - UNDERDRIVE ACCUMULATOR
3 - UPPER VALVE BODY 8 - 4C ACCUMULATOR
4 - MANUAL VALVE 9 - 2C ACCUMULATOR
5 - SOLENOID SWITCH VALVE
The valve body consists of a cast aluminum valve body, a separator plate, and a transfer plate. The valve body
contains valves and check balls that control fluid delivery to the torque converter clutch, bands, and frictional
clutches. The valve body contains the following components :
• Solenoid switch valve
• Manual valve
• Low/reverse switch valve
• 5 Accumulators
• 7 check balls
OPERATION
NOTE: Refer to the Hydraulic Schematics for a visual aid in determining valve location, operation and
design.
SOLENOID SWITCH VALVE

The Solenoid Switch Valve (SSV) controls the direction of the transmission fluid when the L/R-TCC solenoid is ener-
gized.
The Solenoid Switch Valve controls line pressure from the LR-TCC solenoid. In 1st gear, the SSV will be in the
downshifted position, thus directing fluid to the L/R clutch circuit. In 2nd, 3rd, 4th, and fifth gears, the solenoid switch
valve will be in the upshifted position and directs the fluid into the torque converter clutch (TCC) circuit.
shifted position. The L/R pressure switch is monitored to confirm SSV movement. If the movement is not confirmed
(the L/R pressure switch does not close), 2nd gear is substituted for 1st. A DTC will be set after three unsuccessful
attempts are made to get into 1st gear in one given key start.
MANUAL VALVE
The manual valve is a relay valve. The purpose of the

manual valve is to direct fluid to the correct circuit
needed for a specific gear or driving range. The man-
ual valve, as the name implies, is manually operated
by the driver with a lever located on the top of the
valve body. The valve is connected mechanically by a
cable to the gearshift mechanism. The valve is held in
each of its positions by a roller detent spring (2) that
engages the “roostercomb” of the TRS selector plate
(1).
1 - TRS SELECTOR PLATE

2 - DETENT SPRING
3 - CLUTCH PASSAGE SEALS
LOW/REVERSE SWITCH VALVE

The low/reverse switch valve allows the low/reverse clutch to be operated by either the LR/CC solenoid or the MS
solenoid.
REMOVAL
NOTE: The valve body can be removed for service without having to remove the transmission assembly.
The valve body can be disassembled for cleaning and inspection of the individual components. (Refer to 21
- TRANSMISSION/AUTOMATIC - 45RFE/VALVE BODY - DISASSEMBLY)

2. Raise vehicle.
3. Disconnect wires at the solenoid and pressure
switch assembly connector.
4. Position drain pan under transmission oil pan.
5. Remove transmission oil pan.
6. Remove the primary oil filter (1) from valve body.
7. Remove bolts (1) attaching valve body to transmis-

sion case.
8. Lower the valve body and work the electrical con-
nector out of transmission case.
9. Separate the valve body from the transmission.
DISASSEMBLY
1. Remove the bolts (1) holding the solenoid and
pressure switch assembly to the valve body. Do not
remove the screws on the top of the solenoid and
pressure switch assembly.
2. Separate the solenoid and pressure switch assem-
bly from the valve body.
3. Remove the screw holding the detent spring (2)

onto the valve body.
4. Remove the detent spring (2) from the valve body.
5. Remove the TRS selector plate (1) from the valve
body and the manual valve.
6. Remove the clutch passage seals (3) from the
valve body, if necessary.

2 - DETENT SPRING

7. Remove the screws holding the accumulator cover onto the valve body.
8. Remove the accumulator springs and pistons (1, 6-9) from the valve body. Note which accumulator piston and
spring belong in each location.
9. Place the valve body on the bench with the transfer

plate upward.
NOTE: The valve body contains seven check balls.

The transfer plate must be placed upward to pre-
vent losing the check balls when the transfer plate
is removed from the valve body.
10. Remove the screws holding the valve body to the

valve body transfer plate.
11. Remove the transfer plate from the valve body.
Note the location of all check balls.
12. Remove the check balls from the valve body.
13. Remove the retainers securing the solenoid

switch valve (1), manual valve (2), and the low/re-
verse switch valve (3) from the valve body and
remove the associated valve and spring. Tag each
valve and spring combination with location infor-
mation to aid in assembly.

2 - MANUAL VALVE
3 - LOW REVERSE SWITCH VALVE
4 - LOW REVERSE ACCUMULATOR
5 - 2ND CLUTCH ACCUMULATOR
6 - UNDERDRIVE ACCUMULATOR
7 - OVERDRIVE ACCUMULATOR
8 - 4TH CLUTCH ACCUMULATOR
9 - CHECK BALLS (7)
CLEANING
Clean the valve housings, valves, plugs, springs, and

separator plates with a standard parts cleaning solu-
tion only. Do not use gasoline, kerosene, or any type
of caustic solution.
Do not immerse any of the electrical components in
cleaning solution. Clean the electrical components by
wiping them off with dry shop towels only.
Dry all except the electrical parts with compressed air.
Make sure all passages are clean and free from
obstructions. Do not use rags or shop towels to dry
or wipe off valve body components. Lint from
these materials can stick to valve body parts,
interfere with valve operation, and clog filters and
fluid passages.

2 - MANUAL VALVE
9 - CHECK BALLS (7)
INSPECTION
Inspect all of the valve body mating surfaces for

scratches, nicks, burrs, or distortion. Use a straight-
edge to check surface flatness. Minor scratches may
be removed with crocus cloth using only very light
pressure.
Minor distortion of a valve body mating surface may
be corrected by smoothing the surface with a sheet of
crocus cloth. Position the crocus cloth on a surface
plate, sheet of plate glass or equally flat surface. If
distortion is severe or any surfaces are heavily scored,
the valve body will have to be replaced.
Inspect the valves and plugs for scratches, burrs,
nicks, or scores. Minor surface scratches on steel
valves and plugs can be removed with crocus cloth
but do not round off the edges of the valve or plug
lands. Maintaining sharpness of these edges is vitally
important. The edges prevent foreign matter from
lodging between the valves and plugs and the bore.
Inspect all the valve and plug bores in the valve body.
Use a penlight to view the bore interiors. Replace the
valve body if any bores are distorted or scored.
Inspect all of the valve body springs. The springs must
be free of distortion, warpage or broken coils.
Trial fit each valve and plug in its bore to check free-
dom of operation. When clean and dry, the valves and
plugs should drop freely into the bores. 1 - SOLENOID SWITCH VALVE
Valve body bores do not change dimensionally with 2 - MANUAL VALVE
use. If the valve body functioned correctly when new, 4 - LOW REVERSE ACCUMULATOR
it will continue to operate properly after cleaning and 5 - 2ND CLUTCH ACCUMULATOR
inspection. It should not be necessary to replace a 6 - UNDERDRIVE ACCUMULATOR
valve body assembly unless it is damaged in handling. 8 - 4TH CLUTCH ACCUMULATOR
Inspect all the accumulator bores in the valve body. 9 - CHECK BALLS (7)
Use a penlight to view the bore interiors. Replace the
valve body if any bores are distorted or scored. Inspect all of the accumulator springs. The springs must be free of
distortion, warpage or broken coils.
Inspect all the fluid seals on the valve body. Replace

any seals that are cracked, distorted, or damaged in
any way. These seals pass fluid pressure directly to
the clutches. Any pressure leak at these points, may
cause transmission performance problems.
1 - UNDERDRIVE ACCUMULATOR (2 SPRINGS)

2 - 4TH CLUTCH ACCUMULATOR (2 SPRINGS)
3 - 2ND CLUTCH ACCUMULATOR (2 SPRINGS)
4 - LOW REVERSE ACCUMULATOR (2 SPRINGS)
5 - LOW/REVERSE PASSAGE SEAL
6 - 2ND CLUTCH PASSAGE SEAL
7 - 4TH CLUTCH PASSAGE SEAL
8 - OVERDRIVE ACCUMULATOR (1 SPRING)
ASSEMBLY
1. Lubricate valves, springs, and the housing valve
bores with clean transmission fluid.
2. Install solenoid switch valve (1), manual valve (2),
and the low/reverse switch valve (3) into the valve
body.
3. Install the retainers to hold each valve into the
valve body.

2 - MANUAL VALVE
9 - CHECK BALLS (7)
4. Install the valve body check balls into their proper

locations.
5. Position the transfer plate onto the valve body.
6. Install the screws to hold the transfer plate to the
valve body. Tighten the screws to 5.6 N·m (50 in.
lbs.).

7. Install the accumulator pistons (1, 6-9) and springs into the valve body in the location from which they were
removed. Note that all accumulators except the overdrive have two springs. The overdrive accumulator piston (6)
has only one spring.
8. Position the accumulator cover onto the valve body.
9. Install the screws to hold the accumulator cover onto the valve body. Tighten the screws to 7 N·m (60 in. lbs.).
10. Install the TRS selector plate (1) onto the valve
body and the manual valve.
11. Position the detent spring (2) onto the valve body.
12. Install the screw to hold the detent spring (2) onto
the valve body. Tighten the screw to 4.5 N·m (40
in. lbs.).
13. Install new clutch passage seals (3) onto the
valve body, if necessary.

2 - DETENT SPRING
14. Install the solenoid and pressure switch assembly

onto the valve body.
15. Install the bolts (1) to hold the solenoid and pres-
sure switch assembly onto the valve body. Tighten
the bolts to 5.7 N·m (50 in. lbs.). Tighten the bolts
adjacent to the arrows cast into the bottom of the
transfer plate first.
INSTALLATION
1. Check condition of seals on valve body and the
solenoid and pressure switch assembly. Replace
seals if cut or worn.
2. Place TRS selector plate in the PARK position.
3. Place the transmission in the PARK position.
4. Lubricate seal on the solenoid and pressure switch
assembly connector with petroleum jelly.
5. Position valve body in transmission and align the
manual lever on the valve body to the pin on the
transmission manual shift lever.
6. Seat valve body in case and install one or two
bolts to hold valve body in place.
7. Tighten valve body bolts alternately and evenly to
12 N·m (105 in. lbs.) torque.

8. Install a new primary oil filter seal in the oil pump

inlet bore. Seat the seal in the bore with the butt
end of a hammer, or other suitable tool.
9. Place replacement filter (1) in position on valve
body and into the oil pump.
10. Install screw to hold filter to valve body. Tighten
screw to 4.5 N·m (40 in. lbs.) torque.
11. Connect the solenoid and pressure switch assem-
bly connector.
12. Install oil pan. Tighten pan bolts to 12 N·m (105 in. lbs.) torque.
13. Lower vehicle and fill transmission with MoparT ATF +4.
14. Check and adjust gearshift cable, if necessary.
WK AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS 21 - 457
AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL

DIAGNOSTICS
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION NAG1 - P1631-TCM INTERNAL- PROCESSOR

ELECTRICAL DIAGNOSTICS CLOCK PERFORMANCE . . . . . . . . . . . . . . . 566
DIAGNOSIS AND TESTING P1632-TCM INTERNAL - TEST INTERNAL
P0219–ENGINE OVERSPEED . . . . . . . . . . . 459 WATCHDOG PERFORMANCE . . . . . . . . . . . 568
P0562-BATTERY VOLTAGE LOW . . . . . . . . . 461 P1633-TCM INTERNAL - TEST EXTERNAL
P0563-BATTERY VOLTAGE HIGH . . . . . . . . 466 WATCHDOG PERFORMANCE . . . . . . . . . . . 570
P0602-CONTROL MODULE PROGRAMMING P1634-TCM INTERNAL- INTERNAL
ERROR/NOT PROGRAMMED . . . . . . . . . . . 469 WATCHDOG PERFORMANCE . . . . . . . . . . . 572
P0604-INTERNAL CONTROL P1636-TCM INTERNAL- EXTERNAL
MODULE RAM . . . . . . . . . . . . . . . . . . . . . . . 471 WATCHDOG PERFORMANCE . . . . . . . . . . . 574
P0605-INTERNAL CONTROL P1637-TCM INTERNAL-EEPROM
MODULE ROM . . . . . . . . . . . . . . . . . . . . . . . 473 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 576
P0613-INTERNAL TRANSMISSION P1638-TCM INTERNAL-CAN 1 RAM
PROCESSOR . . . . . . . . . . . . . . . . . . . . . . . . 475 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 578
P0642-SENSOR REFERENCE VOLTAGE 1 P1639-TCM INTERNAL-CAN 2 RAM
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . 477 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 580
P0643-SENSOR REFERENCE VOLTAGE 1 P1644-INCORRECT VARIANT/
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . 480 CONFIGURATION . . . . . . . . . . . . . . . . . . . . 582
P0657-SOLENOID SUPPLY VOLTAGE P1704-INPUT SPEED SENSOR 1
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 484 OVERSPEED . . . . . . . . . . . . . . . . . . . . . . . . 584
P0710-TRANSMISSION TEMPERATURE P1705-INPUT SPEED SENSOR 2
SENSOR CIRCUIT . . . . . . . . . . . . . . . . . . . . 488 OVERSPEED . . . . . . . . . . . . . . . . . . . . . . . . 587
P0712-TRANSMISSION TEMPERATURE P1731-INCORRECT GEAR ENGAGED . . . . . 590
SENSOR LOW . . . . . . . . . . . . . . . . . . . . . . . 492 P2638-TORQUE MANAGEMENT FEEDBACK
P0714-TRANSMISSION TEMPERATURE SIGNAL PERFORMANCE . . . . . . . . . . . . . . . 592
SENSOR INTERMITTENT . . . . . . . . . . . . . . 495 P2767-INPUT SPEED SENSOR 2 CIRCUIT
P0717-INPUT SPEED SENSOR 1 CIRCUIT NO SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . . 595
NO SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . . 498 P2783-TORQUE CONVERTER
P0730-INCORRECT GEAR RATIO . . . . . . . . 505 TEMPERATURE TOO HIGH . . . . . . . . . . . . . 602
P0731-GEAR RATIO ERROR IN 1ST . . . . . . 506 P2784-INPUT SPEED SENSOR 1/2
P0732-GEAR RATIO ERROR IN 2ND . . . . . . 508 CORRELATION . . . . . . . . . . . . . . . . . . . . . . 603
P0733-GEAR RATIO ERROR IN 3RD . . . . . . 510 U0002-CAN C BUS OFF PERFORMANCE . . 606
P0734-GEAR RATIO ERROR IN 4TH . . . . . . 512 U0100-LOST COMMUNICATION WITH
P0735-GEAR RATIO ERROR IN 5TH . . . . . . 514 ECM/PCM . . . . . . . . . . . . . . . . . . . . . . . . . . 609
P0742-TORQUE CONVERTER CLUTCH U0103-LOST COMMUNICATION WITH
STUCK ON . . . . . . . . . . . . . . . . . . . . . . . . . . 516 ELECTRIC GEAR SHIFT MODULE . . . . . . . . 612
P0743-TCC SOLENOID CIRCUIT . . . . . . . . . 519 U0114-LOST COMMUNICATION WITH FINAL
P0748-MODULATOR PRESSURE SOLENOID DRIVE CONTROL MODULE . . . . . . . . . . . . . 615
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 524 U0121-LOST COMMUNICATION WITH
P0752-1-2/4-5 SOLENOID . . . . . . . . . . . . . . 529 ANTI-LOCK BRAKE MODULE . . . . . . . . . . . 618
P0753-1-2/4-5 SOLENOID CIRCUIT . . . . . . . 533 U0141-LOST COMMUNICATION WITH
P0758-2-3 SOLENOID . . . . . . . . . . . . . . . . . 538 FRONT CONTROL MODULE . . . . . . . . . . . . 621
P0758-2-3 SOLENOID CIRCUIT . . . . . . . . . . 543 U0155-LOST COMMUNICATION WITH
P0762-3-4 SOLENOID . . . . . . . . . . . . . . . . . 548 CLUSTER/CCN . . . . . . . . . . . . . . . . . . . . . . 624
P0763-3-4 SOLENOID CIRCUIT . . . . . . . . . . 553 U0164-LOST COMMUNICATION WITH HVAC
P0778-SHIFT PRESSURE SOLENOID CONTROL MODULE . . . . . . . . . . . . . . . . . . 627
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 558 U0401-IMPLAUSIBLE DATA RECEIVED
P1629-TCM INTERNAL - SOLENOID FROM ECM/PCM . . . . . . . . . . . . . . . . . . . . . 630
SUPPLY/ WATCHDOG . . . . . . . . . . . . . . . . . 563 U0404-IMPLAUSIBLE DATA RECEIVED
FROM ESM . . . . . . . . . . . . . . . . . . . . . . . . . 632
21 - 458 AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS WK
U0415-IMPLAUSIBLE DATA RECEIVED U1409-IMPLAUSIBLE LEFT FRONT WHEEL

FROM ABS . . . . . . . . . . . . . . . . . . . . . . . . . . 634 SPEED SIGNAL RECEIVED . . . . . . . . . . . . . 667
U0423-IMPLAUSIBLE DATA RECEIVED U140A-IMPLAUSIBLE RIGHT FRONT
FROM CLUSTER/CCN . . . . . . . . . . . . . . . . . 636 WHEEL SPEED SIGNAL RECEIVED . . . . . . 669
U0424-IMPLAUSIBLE DATA RECEIVED U140B-IMPLAUSIBLE LEFT REAR WHEEL
FROM HVAC CONTROL MODULE . . . . . . . . 638 SPEED SIGNAL RECEIVED . . . . . . . . . . . . . 671
U0431-IMPLAUSIBLE DATA FROM FCM . . . 640 U140C-IMPLAUSIBLE RIGHT REAR WHEEL
U110B-LOST ENGINE COOLANT SPEED SIGNAL RECEIVED . . . . . . . . . . . . . 673
MESSAGE . . . . . . . . . . . . . . . . . . . . . . . . . . 642 U140D-IMPLAUSIBLE WHEEL SPEED
U1118-LOST ENGINE MESSAGE . . . . . . . . . 645 SIGNALS RECEIVED . . . . . . . . . . . . . . . . . . 675
U1119-LOST FCM MESSAGE . . . . . . . . . . . . 648 U140F-IMPLAUSIBLE ENGINE VARIANT
U1400-IMPLAUSIBLE TPS SIGNAL DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 677
RECEIVED . . . . . . . . . . . . . . . . . . . . . . . . . . 651 U1410-IMPLAUSIBLE/MISSING FCM
U1401-IMPLAUSIBLE ENGINE SPEED VARIANT DATA . . . . . . . . . . . . . . . . . . . . . . 679
SIGNAL RECEIVED . . . . . . . . . . . . . . . . . . . 653 U1507-IMPLAUSIBLE ENGINE
U1402-IMPLAUSIBLE ENGINE TEMPERATURE MESSAGE DATA LENGTH
TEMPERATURE SIGNAL RECEIVED . . . . . . 655 RECEIVED . . . . . . . . . . . . . . . . . . . . . . . . . . 681
U1404-IMPLAUSIBLE STATIC ENGINE U1509-IMPLAUSIBLE ENGINE VARIANT
TORQUE SIGNAL RECEIVED . . . . . . . . . . . 657 MESSAGE DATA LENGTH RECEIVED . . . . . 683
U1405-IMPLAUSIBLE MINIMUM ENGINE U150A-IMPLAUSIBLE FCM VARIANT
TORQUE SIGNAL RECEIVED . . . . . . . . . . . 659 MESSAGE DATA LENGTH RECEIVED . . . . . 685
U1406-IMPLAUSIBLE MAXIMUM ENGINE STANDARD PROCEDURE
TORQUE SIGNAL RECEIVED . . . . . . . . . . . 661 NAG1 PRE-DIAGNOSTIC
U1407-IMPLAUSIBLE ENGINE TORQUE TROUBLESHOOTING PROCEDURE . . . . . . 687
REQUEST SIGNAL RECEIVED . . . . . . . . . . . 663 NAG1 TRANSMISSION VERIFICATION TEST
U1408-IMPLAUSIBLE BRAKE SIGNAL - VER 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 688
RECEIVED . . . . . . . . . . . . . . . . . . . . . . . . . . 665 SCHEMATICS AND DIAGRAMS .......... . 689
AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0219–ENGINE OVERSPEED
Theory of Operation
The Transmission Control Module (TCM) monitors the engine speed over the CAN bus. If the engine speed is
greater than 4100+ 800 RPM, the TCM assumes that either the information from the Powertrain Control Module
(PCM) is incorrect or that a major mechanical problem exist. Once the DTC is set, the TCM will position the trans-
mission gear into neutral to protect the engine and transmissin from damage. The transmission will remain in neutral
and will not be revaluated by the TCM until the ignition is cycled.
• When Monitored:
Continuously with the ignition on, engine running, with the transmission in gear with a valid Engine RPM mes-
sage received at least once, and the CAN Bus Circuit and Engine CAN Message Missing are not active.
• Set Condition:
Engine speed is greater than 4100+ 800 RPM.
Possible Causes
MECHANICAL ENGINE PROBLEM

MECHANICAL TRANSMISSION PROBLEM
SION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)
Diagnostic Test
1. CHECK FOR OTHER TRANSMISSION DTCS

Are there any gear ratio and/or speed sensor DTCs present in addition to P0219?
Yes >> Refer to the Symptom Category and perform the appropriate symptom. If speed sensor DTCs are
present, perform their respective test first.
No >> Go To 2
2. CHECK IF ENGINE MECHANICAL PROBLEMS ARE PRESENT

Determine if any Engine mechanical problems are present.
Are there any Engine mechanical problems present?

Yes >> Repair engine as necessary. Refer to 9 - ENGINE-SERVICE INFORMATION for the appropriate repair
procedures.
No >> Go To 3
P0219–ENGINE OVERSPEED (CONTINUED)
3. CHECK IF TRANSMISSION MECHANICAL PROBLEMS ARE PRESENT
Determine if any Transmission mechanical problems are present.
Remove the Transmission Oil Pan and inspect for debris or a plugged Transmission Oil Filter. Refer to 21 - AUTO-
MATIC TRANSMISSION-AUTOMATIC TRANSMISSION NAG1/SERVICE INFORMATION for the appropriate service
procedures.
Is there any debris, plugged Transmission Oil Filter, or signs of an internal transmission problem?
Yes >> Repair Transmission as necessary. Refer to 21 - AUTOMATIC TRANSMISSION-AUTOMATIC TRANS-
MISSION-NAG1/SERVICE INFORMATION for the appropriate service procedures.
No >> Go To 4
4. TEST DRIVE VEHICLE

NOTE: The Engine and Transmission must not have mechanical problems and be operating normally before
proceeding with this test.
Replace and program the Powertrain Control Module (PCM) per the Service Information. Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE for the appropriate service procedures.
Reassemble any previously disconnected connectors and/or components.
Did DTC P0219-ENGINE OVERSPEED reset?

Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion,
are found, replace the TCM per the Service Information. Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/TRANSMISSION CONTROL MODULE for the appropriate service procedures.
No >> Test Complete
P0562-BATTERY VOLTAGE LOW

Theory of Operation
The Transmission Control Module (TCM) monitors ignition voltage. The DTC will set if the monitored battery voltage
drops below 8.5 volts and a temporary limp in will be activated. If the voltage rises above 9.0 volts, normal oper-
ations is resumed and the TCM will record the DTC as a one trip fault. The DTC will only mature to a full DTC if the
voltage is less than 8.5 volts with a engine speed greater than 2000 RPM for a least 60 seconds.
• When Monitored:
• Set Condition:
When monitored battery voltage drops below 8.5 volts.
Possible Causes
ENGINE CHARGING SYSTEM DTCS

LOW BATTERY VOLTAGE
(F942) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT HIGH RESISTANCE
(Z904) GROUND CIRCUIT HIGH RESISTANCE
(F946) TRANSMISSION RELAY OUTPUT CIRCUIT HIGH RESISTANCE
TRANSMISSION RELAY
Diagnostic Test
1. CHECK FOR ENGINE CHARGING SYSTEM DTCS


No >> Go To 2
2. CHECK SYSTEM VOLTAGE

Start the engine.
With the scan tool, under transmission, check system voltage.
Is the transmission system voltage above 9.0 volts?

Yes >> Go To 4
No >> Go To 2
3. CHECK (F942) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT
Remove the Transmission Control relay.
Using a 12-volt test light connected to ground, check the (F942) Fused
Ignition Switch Output (Run-Start) circuit in the Transmission Relay
connector.

Yes >> Go To 4
No >> Repair the (F942) Fused Ignition Switch Output (Run-
Start) circuit for high resistance.
VER 1.
4. CHECK THE (F946) TRANSMISSION RELAY OUTPUT CIRCUIT

Remove the Transmission Relay.
Connect a jumper wire between the (F942) Fused Ignition Switch Out-
put (Run-Start) circuit and the (F946) Transmission Relay Output cir-
cuit in the Transmission Relay connector.
Start the engine.
With the scan tool, under transmission, check system voltage.
Is the transmission system voltage above 9.0 volts?

Yes >> Replace the Transmission Relay.
VER 1.
No >> Go To 5
5. CHECK THE (F946) TRANSMISSION RELAY OUTPUT CIRCUIT
Disconnect the TCM C1 harness connector.
Using a 12-volt test light connected to ground, check the (F946) Trans-
mission Relay Output circuit in the TCM C1 harness connector.

Yes >> Go To 3
No >> Repair the (F946) Transmission Relay Output circuit for
high resistance.
VER 1.
6. CHECK (Z904) GROUND CIRCUIT

Ground circuit in the TCM C1 harness connector.

Yes >> Using the schematics as a guide, check the Transmission
Control Module (TCM) terminals for corrosion, damage, or
ground circuits. If no problems are found, replace the TCM
per the Service Information. Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/TRANSMISSION
CONTROL MODULE for the appropriate service proce-
dures.
VER 1.
No >> Repair the (Z912) Ground circuit for high resistance.

P0563-BATTERY VOLTAGE HIGH

P0563-BATTERY VOLTAGE HIGH (CONTINUED)
Theory of Operation
The Transmission Control Module (TCM) monitors ignition voltage. The DTC will set and temporary limp-in will be
activated, if the monitored battery voltage rises above 16.9 volts. If the voltage drops below 16.4 volts, normal oper-
ations is resumed and the TCM will record the DTC as a one trip fault. The DTC will only mature to a full DTC if the
voltage rises above 16.9 volts with a engine speed greater than 2000 RPM for a least 60 seconds.
• When Monitored:
• Set Condition:
When the monitored battery voltage rises above 16.9 volts.
Possible Causes
CHARGING SYSTEM OVERCHARGE CONDITION

JUMP START OFF A 24 VOLT SYSTEM
Diagnostic Test
1. CHECK FOR CHARGING SYSTEM DTCS

NOTE: This includes any one trip faults.

No >> Go To 2
2. CHECK IF VOLTAGE IS GREATER THAN 16.9 VOLTS

With the scan tool, monitor the Transmission system voltage for at least 60 seconds.
Does the Transmission system voltage read above 16.9 volts for any period of time?
Yes >> Go To 4
No >> Go To 2
3. VERIFY IF VEHICLE WAS JUMP STARTED WITH 24-VOLT SYSTEM

Verify if the vehicle was jump started by another vehicle using a 24-volt charging system.
Was the vehicle jump started by another vehicle using a 24-volt charging system?
Yes >> This is the cause of the DTC. Erase the DTC and return the vehicle to the customer.
No >> Go To 5
P0563-BATTERY VOLTAGE HIGH (CONTINUED)
4. CHECK BATTERY VOLTAGE
With the scan tool, read the Transmission system voltage.
With a voltmeter, measure the battery voltage at the battery.
Compare the readings.
Does the voltage readings match between the Transmission

scan tool reading and the battery voltmeter reading?
Yes >> Repair the charging system for an over charging condition.
Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS
and diagnose the appropriate symptom as if the DTC is
current.
No >> Using the schematics as a guide, check the Transmission
dures.
VER 1.


P0602-CONTROL MODULE PROGRAMMING ERROR/NOT PROGRAMMED

P0602-CONTROL MODULE PROGRAMMING ERROR/NOT PROGRAMMED (CONTINUED)
Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. If the
TCM detects that the variables that dictate the vehicle application are not present, the controller will enter Limp-in
mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects that the variables that dictate the vehicle application are not present.
Possible Causes
CONTROLLER NOT CODED
Diagnostic Test
1. CHECK IF TCM IS FLASHABLE

management.
With the scan tool, record the vehicles controller part number.
Were you able to update (flash) the controller successfully?

Yes >> Test Complete.
No >> Replace the TCM per the Service Information. Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/TRANSMISSION CONTROL MODULE for the appropriate service procedures.
P0604-INTERNAL CONTROL MODULE RAM

P0604-INTERNAL CONTROL MODULE RAM (CONTINUED)
Theory of Operation
TCM detects an error with the controllers Random Access Memory (RAM), the controller will enter Limp-in mode
and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects an error with the controllers Random Access Memory (RAM).
Possible Causes
Diagnostic Test
1. TRANSMISSION CONTROL MODULE
View repair
Repair
Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion,
P0605-INTERNAL CONTROL MODULE ROM

P0605-INTERNAL CONTROL MODULE ROM (CONTINUED)
Theory of Operation
TCM detects an error with the controllers Read Only Memory (ROM), the controller will enter Limp-in mode and
illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects an error with the controllers Read Only Memory (ROM).
Possible Causes
Diagnostic Test
View repair
Repair
P0613-INTERNAL TRANSMISSION PROCESSOR

P0613-INTERNAL TRANSMISSION PROCESSOR (CONTINUED)
Theory of Operation
TCM detects an error with the controllers processor, the controller will enter Limp-in mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects an error with the controllers processor.
Possible Causes
Diagnostic Test
View repair
Repair
P0642-SENSOR REFERENCE VOLTAGE 1 CIRCUIT LOW

P0642-SENSOR REFERENCE VOLTAGE 1 CIRCUIT LOW (CONTINUED)
Theory of Operation
The Sensor Supply Voltage circuit supplies a 6-volt power supply to the two input speed sensors. The Sensor Sup-
ply Voltage circuit is constantly monitored for correct voltage between 4.8 to 7.2 volts. If the voltage does not stay
within the 4.8 to 7.2 volt range, the appropriate DTC will set.
• When Monitored:
Continuously with the ignition on and no undervoltage condition exist.
• Set Condition:
When the monitored sensor voltage is not within specified limits drops below 4.8 volts.
Possible Causes
SPEED SENSOR DTCS PRESENT

(T72) SENSOR SUPPLY VOLTAGE SHORT TO GROUND
INTERNAL SHORT IN THE ELECTROHYDRAULIC CONTROL UNIT ASSEMBLY
Diagnostic Test
1. CHECK FOR SPEED SENSOR DTCS

Are there any speed sensor DTCs present?

Yes >> Refer to the AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS category and perform
the appropriate symptom.
No >> Go To 2
P0642-SENSOR REFERENCE VOLTAGE 1 CIRCUIT LOW (CONTINUED)
2. CHECK FOR (T72) SENSOR SUPPLY VOLTAGE SHORT TO GROUND
Disconnect the Electrohydraulic Control Unit Assembly harness con-
nector.
Disconnect the TCM C2 harness connectors.
Measure the resistance between ground and the (T72) Sensor Supply
Voltage circuit in the TCM harness connector.

Yes >> Repair the (T72) Sensor Supply Voltage circuit for a short
to ground
VER 1.
No >> Go To 3
3. CHECK FOR A SHORT IN THE ELECTOHYDRAULIC CONTROL UNIT

Reconnect the Electrohydraulic Control Unit Assembly harness con-
nector.
Measure the resistance between ground and the (T72) Sensor Supply

Yes >> Repair the Electrohydraulic Control Unit Assembly for a
short to ground. Refer to 21- AUTOMATIC TRANSMIS-
SION-AUTOMATIC TRANSMISSION NAG1/SERVICE
INFORMATION for proper service procedures.
dures.
P0643-SENSOR REFERENCE VOLTAGE 1 CIRCUIT HIGH

P0643-SENSOR REFERENCE VOLTAGE 1 CIRCUIT HIGH (CONTINUED)
Theory of Operation
The Sensor Supply Voltage circuit supplies a 6 volt power supply for the two input speed sensors. The Sensor
Supply Voltage circuit is constantly monitored for correct voltage between 4.8 to 7.2 volts. If the voltage does not
stay within the 4.8 to 7.2 volt range, the appropriate DTC will set.
• When Monitored:
Continuously with the ignition on and no overvoltage condition exist.
• Set Condition:
When the monitored sensor voltage is not within specified limits and rises above 7.2 volts.
Possible Causes
(T72) SENSOR SUPPLY VOLTAGE CIRCUIT SHORT TO VOLTAGE

(T72) SENSOR SUPPLY VOLTAGE CIRCUIT SHORT TO OTHER CIRCUITS
Diagnostic Test
1. CHECK FOR SPEED SENSOR DTCS

Are there any speed sensor and/or temperature sensor DTCs present?
No >> Go To 2
2. CHECK SOLENOID SUPPLY VOLTAGE ON THE SCAN TOOL

Start the engine.
With the scan tool, check the Transmission Solenoid Supply Voltage.
Is the Transmission Solenoid Supply Voltage above 7.2 volts?

Yes >> Go To 3
No >> Go To 5
3. CHECK (T72) SENSOR SUPPLY CIRCUIT VOLTAGE
While back probing, measure the voltage of the (T72) Solenoid Supply
Does the measured voltage match the voltage reading on the

scan tool ± 0.2 volts?
Yes >> Go To 4
dures.
VER 1.
4. (T72) SENSOR SUPPLY VOLTAGE CIRCUIT SHORT TO ANOTHER CIRCUIT

Disconnect the Transmission Electrohydraulic Control Unit Assembly
harness connector.
Disconnect all TCM harness connectors.
Measure the resistance between the (T72) Solenoid Supply Voltage
circuit and all other circuits in the Transmission Electrohydraulic Con-
trol Unit harness connector.
Is the resistance below 5.0 ohms between the (T72) Solenoid

Supply Voltage circuit and all other circuits in the Transmission
Electrohydraulic Control Unit Assembly harness connector?
Yes >> Repair the (T72) Solenoid Supply Voltage circuit for a
VER 1.
dures.
VER 1.

P0657-SOLENOID SUPPLY VOLTAGE CIRCUIT

P0657-SOLENOID SUPPLY VOLTAGE CIRCUIT (CONTINUED)
Theory of Operation
The Solenoid Supply Voltage output of the Transmission Control Module (TCM) provides the voltage to the three
shift, two pressure and TCC solenoids. The output is active whenever the system is in normal operation. If a major
system fault is detected, this output is turned off to ensure that no solenoids are active.
• When Monitored:
When the output is active and no undervoltage condition exists.
• Set Condition:
When the monitored supply voltage and battery voltage differ by 3.6 volts.
Possible Causes
(T78) SOLENOID SUPPLY VOLTAGE CIRCUIT OPEN

(T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO GROUND
(T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO VOLTAGE
(T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO ANOTHER CIRCUIT
Diagnostic Test
1. (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO VOLTAGE

Is the DTC P1629-TCM INTERNAL - SOLENOID SUPPLY/WATCHDOG also present?

Yes >> When both P0657-SOLENOID SUPPLY VOLTAGE CIRCUIT and P1629-TCM INTERNAL - SOLENOID
SUPPLY/WATCHDOG DTCs set at the same time indicates that the (T78) Solenoid Supply Voltage cir-
cuit is shorted to voltage. Repair the Solenoid Supply Voltage circuit for a short to voltage. If no short to
voltage is present, using the schematics as a guide, check the Transmission Control Module (TCM) ter-
minals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground
circuits. If no problems are found replace the TCM per the Service Information. Refer to 8 - ELECTRI-
CAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE for the appropriate
service procedures.
No >> Go To 2
2. (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT OPEN
Disconnect the TCM C1 and C2 harness connectors.
nector.
Measure the resistance of the (T78) Solenoid Supply Voltage circuit
between the TCM C2 harness connector and the Electrohydraulic
Control Unit Assembly harness connector.

Yes >> Repair the (T78) Solenoid Supply Voltage circuit for an
open.
VER 1.
No >> Go To 3
3. (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (T78) Solenoid Sup-
ply Voltage circuit.

short to ground.
VER 1.
No >> Go To 4
4. (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO ANOTHER CIRCUIT
circuit and all other circuits in the Electrohydraulic Control Unit Assem-

Supply Voltage circuit and any other circuit(s) in the Electrohy-
draulic Control Unit Assembly harness connector?
VER 1.
CONTROL MODULE for the appropriate service procedures.
P0710-TRANSMISSION TEMPERATURE SENSOR CIRCUIT

P0710-TRANSMISSION TEMPERATURE SENSOR CIRCUIT (CONTINUED)
Theory of Operation
The Electrohydraulic Control Unit Assembly of the NAG1 transmission contains a temperature sensor to monitor the
transmission oil temperature. This sensor is wired in series with the transmission Park/Neutral switch. The Trans-
mission Control Module (TCM) expects to see a valid voltage level from the sensor when the shifter is in Reverse
or any forward Drive position. The TCM also expects to see an open circuit condition when the shifter is in the Park
or Neutral position. When the controller detects an open circuit when in Reverse or any forward drive position the
DTC will set. Note: Due to a open circuit condition in Park or Neutral, the TCM substitutes the Transmission Tem-
perature reading with Engine Temperature when in Park or Neutral
• When Monitored:
• Set Condition:
When the TCM detects an open circuit when in Reverse or any forward drive position the DTC will set.
Possible Causes
SHIFT LEVER ASSEMBLY OUT OF ADJUSTMENT

(T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT OPEN
(T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORT TO VOLTAGE
(T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORT TO OTHER CIRCUITS
(T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORT TO ANOTHER CIRCUIT(S)
Diagnostic Test
1. CHECK IF SPEED SENSOR DTCS ARE PRESENT

Are there any speed sensor DTCs present also?

No >> Go To 2
2. CHECK IF SHIFT LEVER ASSEMBLY SHIFT CABLE IS OUT OF ADJUSTMENT

Check the Shift Lever Assembly shift cable for proper adjustment. Refer to 21- AUTOMATIC TRANSMISSION-AU-
TOMATIC TRANSMISSION NAG1/SERVICE INFORMATION for the proper service procedures.
Is the Shift Lever Assembly shift cable properly adjusted?

Yes >> Go To 3
No >> Adjust the Shift Lever Assembly shift cable. Refer to 21- AUTOMATIC TRANSMISSION-AUTOMATIC
TRANSMISSION NAG1/SERVICE INFORMATION for the proper service procedure.
3. CHECK IF ENGINE STARTS IN PART OR NEUTRAL
Attempt to start the engine in Park or Neutral.
Does the engine start in either Park or Neutral?

Yes >> Go To 4
No >> Go To 5
4. TRANSMISSION TEMPERATURE SENSOR-P/N SWITCH

Place the gear selector in Drive.
Measure the resistance of the Transmission Temperature Sensor
between the (T54) Temperature Sensor-P/N Switch Signal circuit and
the (T13) Sensor Ground circuit in the TCM C2 harness connector.
Is the resistance between 500 to 2500 ohms?

Control Module (TCM) pins, terminals, and connectors for
corrosion, damage, or terminal push out. Pay particular
attention to all power and ground circuits. If no problems
are found, replace the TCM per the Service Information.
Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/TRANSMISSION CONTROL MODULE for the
appropriate service procedure.
VER 1.
No >> Using the schematics as a guide, check the Electrohydraulic Control Unit Assembly and Transmission
Temperature Sensor-P/N Switch pins and connector terminals for corrosion, damage, or terminal push
out. If no problems are found, replace the Transmission Temperature Sensor-P/N Switch. Refer to 21-
AUTOMATIC TRANSMISSION-AUTOMATIC TRANSMISSION NAG1/SERVICE INFORMATION for the
proper service procedure.
5. CHECK THE TRANSMISSION TEMPERATURE SENSOR-P/N SWITCH

Reconnect the TCM C2 harness connector.
Disconnect the Electrohydraulic Control Unit Assembly harness connector.
NOTE: This procedure may set various DTCs to multiple modules connected to the CAN bus. Disregard and
erase any DTCs that may set after completion of this procedure.
With the Shift Lever in the Park position, attempt to start the engine.
Does the engine start?

Yes >> Replace the Transmission Temperature Sensor-P/N Switch. Refer to 21- AUTOMATIC TRANSMISSION-
AUTOMATIC TRANSMISSION NAG1/SERVICE INFORMATION for the proper service procedure.
No >> Go To 6
6. CHECK IF THE (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT IS SHORTED TO GROUND

nector.
Measure the resistance between ground and the (T54) Temperature
Sensor-P/N Switch Signal circuit.

Yes >> Repair the (T54) Temperature Sensor-P/N Switch Signal
VER 1.
No >> Go To 7
7. CHECK IF (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT IS SHORTED TO ANOTHER

CIRCUIT(S)
Measure the resistance between the (T54) Temperature Sensor-P/N
Switch Signal circuit and all other circuits in the TCM C1 and C2 har-
ness connectors.
Is the resistance below 5.0 ohms between the (T54) Tempera-

ture Sensor-P/N Switch Signal circuit and any other circuit(s)?
circuit for a short to another circuit(s).
VER 1.
VER 1.
P0712-TRANSMISSION TEMPERATURE SENSOR LOW

Theory of Operation
DTC will set. Note: The TCM substitutes the Transmission Temperature reading with Engine Temperature due to a
open circuit condition in Park or Neutral.
• When Monitored:
• Set Condition:
When the TCM detects the Temperature sensor input is below 0.5 volts.
Possible Causes
(T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORT TO GROUND

(T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORT TO ANOTHER CIRCUIT
TRANSMISSION TEMPERATURE SENSOR-P/N SWITCH
Diagnostic Test
1. CHECK FOR SHIFT LEVER ASSEMBLY DTCS

With the scan tool, check for Shift Lever Assembly DTCs.
Are there any Shift Lever Assembly DTCs present?

Yes >> Refer to 21 - AUTOMATIC TRANSMISSION - AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAG-
NOSTICS category and perform the appropriate symptom.
No >> Go To 2
2. CHECK THE SHIFT LEVER ASSEMBLY CABLE FOR PROPER ADJUSTMENT

Check the Shift Lever Assembly Cable for proper adjustment. Refer to 21- AUTOMATIC TRANSMISSION-AUTO-
MATIC TRANSMISSION NAG1/SERVICE INFORMATION for the appropriate service procedure.
Is the Shift Lever Assembly Cable for properly adjusted?

Yes >> Go To 3
No >> Adjust the Shift Lever Assembly Cable per the Service Information. Refer to 21- AUTOMATIC TRANS-
MISSION-AUTOMATIC TRANSMISSION NAG1/SERVICE INFORMATION for the appropriate service
procedure.
3. CHECK THE (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T54) Temperature
Sensor-P/N Switch Signal circuit.

VER 1.
No >> Go To 4
4. CHECK THE (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT FOR A SHORT TO ANOTHER
CIRCUIT
harness connector.
Measure the resistance between the (T54) Temperature Sensor-P/N
Switch Signal circuit and all other circuits in the TCM C1 and C2 har-
ness connectors.
Is the resistance below 5.0 ohms between the (T54) Tempera-

ture Sensor-P/N Switch Signal circuit and any other circuit(s)?
circuit for a short to another circuit(s).
VER 1.
VER 1.
P0714-TRANSMISSION TEMPERATURE SENSOR INTERMITTENT

Theory of Operation
DTC will set. Note: The TCM substitutes the Transmission Temperature reading with Engine Temperature due to a
open circuit condition in Park or Neutral.
• When Monitored:
Continuously with the ignition on and the Transmission Temperature below 170 °C (338 °F).
• Set Condition:
When the TCM detects the Temperature sensor input changes more than 10 °C (50 °F) between each 20
mSec sensor read.
Possible Causes

TRANSMISSION TEMPERATURE SENSOR - P/N SWITCH
Diagnostic Test
1. CHECK WIRING AND CONNECTORS

With the scan tool, monitor the Transmission Temperature.
Apply the parking brake.
With the brakes firmly applied, place the gear selector in Drive.
While monitoring the scan tool, wiggle the wires and connectors from the TCM to the Electrohydraulic Control Unit.
Did the transmission temperature fluctuate while wiggling the wires?

Yes >> Repair the wiring and/or connectors as necessary.
No >> Go To 2
Replace the Transmission Temperature Sensor - P/N Switch. Refer to 21- AUTOMATIC TRANSMISSION-AUTO-
MATIC TRANSMISSION NAG1/SERVICE INFORMATION for proper service procedure.
Did DTC P0714 reset?

Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) pins, terminals, and
connectors for corrosion, damage, or terminal push out. Pay particular attention to all power and ground
circuits. If no problems are found, replace the TCM per the Service Information. Refer to 8 - ELECTRI-
service procedure.
P0717-INPUT SPEED SENSOR 1 CIRCUIT NO SIGNAL

P0717-INPUT SPEED SENSOR 1 CIRCUIT NO SIGNAL (CONTINUED)
Theory of Operation
The Input Speed Sensor 1 (N2) is one of two hall effect speed sensors that are used by the Transmission Control
Module (TCM) to calculate the transmissions turbine speed. Since the turbine speed could not be measured directly,
two of the drive elements are measured. Two input speed sensors are required because both elements are not
active in all gears.
• When Monitored:
Engine speed greater than 450 RPM with none of the following DTCs present: engine speed, TCM undervolt-
age, output speed sensor, and/or rear wheel speed DTCs. Also required are all wheel speeds above 250 RPM
and no wheel slip detected (signal from the ABS system).
• Set Condition:
If the Input Speed Sensor 1 (N2) signal is equal to 0 RPM.
Possible Causes
(T72) SENSOR SUPPLY VOLTAGE CIRCUIT OPEN

(T70) INPUT SPEED SENSOR 1 (N2) SIGNAL CIRCUIT OPEN
(T70) SPEED SENSOR 1 (N2) SIGNAL CIRCUIT SHORT TO ANOTHER CIRCUIT
(T13) SENSOR GROUND CIRCUIT OPEN
(T13) SENSOR GROUND CIRCUIT SHORT TO ANOTHER CIRCUIT
(T70) SPEED SENSOR 1 (N2) SIGNAL CIRCUIT SHORT TO GROUND
(T13) SENSOR GROUND CIRCUIT SHORT TO GROUND
SPEED SENSOR 1 (N2)
Diagnostic Test

NOTE: The Transmission Control Module stores under Environmental Data the transmission operating con-
ditions when the DTC was set. Before erasure of any DTC, record all information pertaining to the DTC,
even if there is more than one DTC stored.
With the scan tool, erase transmission DTCs.
Using the Environmental Data previously recorded, drive the vehicle and try to duplicate the conditions in which the
DTC originally set.
Does the DTC reset?

Yes >> Go To 2
No >> Go To 10
2. CHECK THE (T72) SENSOR SUPPLY VOLTAGE CIRCUIT FOR AN OPEN
nector.
Measure the resistance of the (T72) Sensor Supply Voltage circuit
from the TCM C2 harness connector to the Electrohydraulic Control
Unit Assembly harness connector.

Yes >> Repair the (T72) Sensor Supply Voltage circuit for an
open.
VER 1.
No >> Go To 3
3. CHECK THE (T70) INPUT SPEED SENSOR 1 (N2) SIGNAL

CIRCUIT FOR AN OPEN
Measure the resistance of the (T70) Input Speed Sensor 1 (N2) Signal
circuit from the TCM C2 harness connector to the Electrohydraulic

Yes >> Repair the (T70) Input Speed Sensor 1 (N2) Signal circuit
for an open.
VER 1.
No >> Go To 4
4. CHECK THE (T13) SENSOR GROUND CIRCUIT FOR AN OPEN
Measure the resistance of the (T13) Sensor Ground circuit from the
TCM C2 harness connector to the Electrohydraulic Control Unit

Yes >> Repair the (T13) Sensor Ground circuit for an open.
VER 1.
No >> Go To 5
5. CHECK THE (T70) INPUT SPEED SENSOR 1 (N2) SIGNAL CIRCUIT FOR A SHORT TO ANOTHER
CIRCUIT(S)
circuit to all the other circuits in the Electrohydraulic Control Unit
Is the resistance below 5.0 ohms between the (T70) Input Speed
Sensor 1 (N2) Signal circuit and any other circuit(s) in the Elec-
trohydraulic Control Unit Assembly harness connector?
for a short to another circuit(s).
VER 1.
No >> Go To 6
6. CHECK THE (T70) INPUT SPEED SENSOR 1 (N2) SIGNAL CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T70) Input Speed
Sensor 1 (N2) Signal circuit.

VER 1.
No >> Go To 7
7. CHECK THE (T13) SENSOR GROUND CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT(S)
Measure the resistance between the (T13) Sensor Ground circuit to all
the other circuits in the Electrohydraulic Control Unit Assembly har-
ness connector.
Is the resistance below 5.0 ohms between the (T13) Sensor

Ground circuit and any other circuit(s) in the Electrohydraulic
Yes >> Repair the (T13) Sensor Ground circuit for a short to
another circuit(s)
VER 1.
No >> Go To 8
8. CHECK THE (T13) SENSOR GROUND CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T13) Sensor Ground
circuit.

ground.
VER 1.
No >> Go To 9
9. CHECK THE INPUT SPEED SENSOR 1 (N2) SIGNAL
nector.
Using a Lab Scope, backprobe the (T70) Input Speed Sensor 1 (N2)
Signal circuit at the TCM C2 harness connector.
WARNING: Properly support the vehicle.
Raise all drive wheels off the ground.
Start the engine.
WARNING: To avoid personal injury or death, keep hands and
feet clear of rotating wheels.
Place gear selector in drive and increase vehicle speed to engage 2nd
gear.
Compare the scope pattern on the Lab Scope with a typical 5-volt
square wave pattern.
Is the scope pattern comparable to the typical 5-volt square

wave signal scope pattern?
Yes >> Using the schematics as a
guide, check the Transmission
Control Module (TCM) pins, ter-
minals, and connectors for cor-
rosion, damage, or terminal
push out. Pay particular atten-
tion to all power and ground cir-
cuits. If no problems are found,
replace the TCM per the Ser-
vice Information. Refer to 8 -
ELECTRICAL/ELECTRONIC
CONTROL MODULES/TRANS-
MISSION CONTROL MODULE
for the appropriate service pro-
cedure.
Perform NAG1 TRANSMIS-
SION VERIFICATION TEST -
VER 1.
No >> Replace the Input Speed Sen-
sor 1 (N2). Refer to 21- AUTOMATIC TRANSMISSION-AUTOMATIC TRANSMISSION NAG1/SERVICE
INFORMATION for the appropriate service procedure.


P0730-INCORRECT GEAR RATIO

Theory of Operation
The Transmission Control Module (TCM) constantly calculates the transmission ratio based on the input speed sen-
sor 1 and 2 (N2-N3) signals and the calculated output shaft speed. The intent of this diagnostic is to detect if the
transmission is trying to mechanically shift into a lower gear then the TCM intends.
• When Monitored:
Engine RPM greater than 450 RPM, output speed greater than 180 RPM, no N2 - N3 input speed sensor
errors present, no gear selector lever errors present, no ABS system errors, and all wheel speeds above 450
RPM.
• Set Condition:
No shifting operation and detected gear is not the actual gear. No shifting operation - detected (calculated)
gear is less than actual (expected) gear, no plausible gear is calculated, actual turbine speed - calculated tur-
bine speed is greater than 300 RPM or calculated transmission ratio is above threshold. During an Upshift -
detected (calculated) gear is less than actual (expected) gear. During Downshift - detected (calculated) gear is
less than actual (expected) gear.
Possible Causes
INTERNAL TRANSMISSION PROBLEM
Diagnostic Test
1. CHECK FOR INTERNAL TRANSMISSION PROBLEM

Determine if there are any Transmission mechanical problems present.
Remove the Transmission Oil Pan and inspect for excessive debris or a plugged Transmission Oil Filter. Refer to
21- AUTOMATIC TRANSMISSION-AUTOMATIC TRANSMISSION NAG1/SERVICE INFORMATION for the appropri-
ate service procedure
Is there any Transmission mechanical problems present?

Yes >> Repair as necessary. Refer to 21- AUTOMATIC TRANSMISSION-AUTOMATIC TRANSMISSION NAG1/
SERVICE INFORMATION for the appropriate service procedure.
No >> Using the schematics as a guide, check the Transmission Control Module (TCM) pins, terminals, and
service procedure.
P0731-GEAR RATIO ERROR IN 1ST

Theory of Operation
transmission is slipping or an invalid gear ratio is present.
• When Monitored:
RPM.
• Set Condition:
Possible Causes
LOW TRANSMISSION FLUID

OTHER TRANSMISSION DTCS PRESENT
INTERNAL TRANSMISSION FAILURE
Diagnostic Test

With the scan tool, check transmission DTCS
Are there any solenoid and/or solenoid supply voltage DTCs present?
Yes >> Refer to 21 - AUTOMATIC TRANSMISSION - AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL
DIAGNOSTICS category and perform the appropriate symptom.
No >> Go To 2
2. CHECK TRANSMISSION FLUID LEVEL

Check the transmission fluid level per the Service Information. Refer to 21- AUTOMATIC TRANSMISSION-AUTO-
Is the fluid level correct?

Yes >> Go To 3
No >> Properly adjust the fluid level per the Service Information. Refer to 21- AUTOMATIC TRANSMISSION -
AUTOMATIC TRANSMISSION NAG1/SERVICE INFORMATION for the appropriate service procedure.
With the scan tool, record the Environmental Data and erase Transmission DTCs.
NOTE: If the TCM detects and stores a DTC, the TCM also stores the vehicles operating conditions under
which the DTC originally set and is located in scan tool under Environmental Data. Before erasing any
stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally
set.
Using the Environmental Data recorded earlier, test drive the vehicle while trying to duplicate the conditions in which
Did the DTC P0731-GEAR RATIO ERROR IN 1ST reset?

Yes >> Repair internal transmission as necessary. Pay particular attention to components related to referenced
DTC. Refer to 21- AUTOMATIC TRANSMISSION-AUTOMATIC TRANSMISSION NAG1/SERVICE
INFORMATION for the appropriate service procedures.
No >> Go To 4


P0732-GEAR RATIO ERROR IN 2ND

Theory of Operation
• When Monitored:
RPM.
• Set Condition:
Possible Causes

Diagnostic Test

No >> Go To 2


Yes >> Go To 3
set.
Did the DTC P0732-GEAR RATIO ERROR IN 2ND reset?

Yes >> Repair internal transmission as necessary. Pay particular attention to components related to the refer-
enced DTC. Refer to 21- AUTOMATIC TRANSMISSION-AUTOMATIC TRANSMISSION NAG1/SERVICE
No >> Go To 4


P0733-GEAR RATIO ERROR IN 3RD

Theory of Operation
• When Monitored:
RPM.
• Set Condition:
Possible Causes

Diagnostic Test

No >> Go To 2


Yes >> Go To 3
set.
Did the DTC P0733-GEAR RATIO ERROR IN 3RD reset?

No >> Go To 4



Theory of Operation
• When Monitored:
RPM.
• Set Condition:
Possible Causes

Diagnostic Test

No >> Go To 2


Yes >> Go To 3
set.
Did the DTC P0734-GEAR RATIO ERROR IN 4TH reset?

No >> Go To 4



Theory of Operation
• When Monitored:
RPM.
• Set Condition:
Possible Causes

Diagnostic Test

No >> Go To 2


Yes >> Go To 3
set.
Did the DTC P0735-GEAR RATIO ERROR IN 5TH reset?

No >> Go To 4


P0742-TORQUE CONVERTER CLUTCH STUCK ON

P0742-TORQUE CONVERTER CLUTCH STUCK ON (CONTINUED)
Theory of Operation
The Transmission Control Module (TCM) constantly monitors the amount of torque converter slippage. When the
torque converter clutch (TCC) is open the slippage is expected to be above a threshold. If the slippage is less then
expected when the TCC is open, the TCM assumes that the TCC is stuck on.
• When Monitored:
Ignition on, TCM not in initialization phase, No input speed sensor 1 or 2 (N2–N3) DTCs, No CAN bus or ECM
DTCs, No CAN engine speed signal or engine torque signal not implausible DTCs, Engine speed greater than
450 rpm, No shift in progress, Gear 1, 2, 3, 4 or 5 engaged, and the TCM torque converter status is OPEN
• Set Condition:
Engine RPM (Turbine Speed) is greater than 30 RPM when engine torque less than 100 N·m (74.0 ft.lbs.) for
period of 1.0 second.
Possible Causes
(T75) TCC SOLENOID CONTROL CIRCUIT SHORT TO GROUND

(T75) TCC SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT
LOCKUP CONTROL VALVE STICKING IN ITS BORE
LEAKING TCC SOLENOID
TORQUE CONVERTER
Diagnostic Test
1. CHECK IF ENGINE STALLS OR STUMBLES IN GEAR

Disconnect the Electrohydraulic Control Unit Assembly harness connector.
Start the engine.
With the brakes firmly applied, shift the gear selector into Drive.
Did the engine stall or stumble?

Yes >> Repair internal transmission. Pay particular attention to the components related to the TCC such as the
Lockup Control Valve sticking in its bore or a leaking TCC Solenoid. Refer to 21- AUTOMATIC TRANS-
MISSION-AUTOMATIC TRANSMISSION NAG1/SERVICE INFORMATION for the appropriate service
procedure.
No >> Go To 2
P0742-TORQUE CONVERTER CLUTCH STUCK ON (CONTINUED)
2. (T75) TCC SOLENOID CONTROL CIRCUIT SHORT TO GROUND
Measure the resistance between ground and the (T75) TCC Solenoid
Control circuit.

Yes >> Repair the (T75) TCC Solenoid Control circuit for a short
to ground.
VER 1.
No >> Go To 3
3. (T75) TCC SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT

Measure the resistance between the (T75) TCC Solenoid Control cir-
cuit and all other circuits in the Transmission Electrohydraulic Control
Is the resistance below 5.0 ohms between the (T75) TCC Sole-
noid Control circuit and all other circuits in the Transmission
to another circuit(s).
P0743-TCC SOLENOID CIRCUIT

P0743-TCC SOLENOID CIRCUIT (CONTINUED)
Theory of Operation
The TCC Solenoid is activated when the Transmission Control Module (TCM) determines that the Torque Converter
Clutch should be activated. The Torque Converter Clutch is a variable slip torque clutch that allows control of the
slip from 5.5% to 95.5% of lock-up. The Clutch is controlled by the TCC Solenoid which is pulse width modulated
(PWM) to provide the desired amount of slip. The clutch requires both an electrical PWM of 1000Hz and an hydrau-
lic PWM of 100Hz.
• When Monitored:
Continuously with the ignition on, engine running, with the transmission in gear, the TCC Solenoid is inactive,
or when the TCC Solenoid is active and controlled above 25% duty cycle, with the Solenoid Supply voltage
active.
• Set Condition:
If the TCM detects on the TCC Solenoid control circuit a open, short to ground, short to voltage, internal short
in the TCC Solenoid or open in the TCC Solenoid.
Possible Causes
(T75) TCC SOLENOID CONTROL CIRCUIT OPEN

(T75) TCC SOLENOID CONTROL CIRCUIT SHORT TO GROUND
TCC SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT
TCC SOLENOID
Diagnostic Test

which the DTC originally set. This information is located in scan tool under Environmental Data. Before
erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC
originally set.
With the scan tool, erase Transmission DTC’s.
Using the Environmental Data recorded earlier, try to duplicate the conditions in which the DTC originally set. It may
be necessary to test drive the vehicle.

Yes >> Go To 2
No >> Go To 6
2. CHECK THE (T75) TCC SOLENOID CONTROL CIRCUIT FOR AN OPEN
harness connector.
Measure the resistance of the (T75) TCC Solenoid Control circuit from
the TCM C2 harness connector to the Transmission Electrohydraulic

Yes >> Repair the (T75) TCC Solenoid Control circuit for an open.
VER 1.
No >> Go To 3
3. CHECK THE (T75) TCC SOLENOID CONTROL CIRCUIT FOR A

SHORT TO GROUND
Measure the resistance between ground and the (T75) TCC Solenoid
Control circuit.

to ground.
VER 1.
No >> Go To 4
4. CHECK THE (T75) TCC SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT
Measure the resistance between the (T75) TCC Solenoid Control cir-
cuit and all other circuits in the Transmission Electrohydraulic Control
Is the resistance below 5.0 ohms between the (T75) TCC Sole-
to another circuit.
VER 1.
No >> Go To 5
5. CHECK THE TCC SOLENOID RESISTANCE

harness connector.
Measure the resistance of the TCC Solenoid between the (T75) TCC
Solenoid Control circuit and the (T78) Solenoid Supply circuit in the
TCM C2 harness connector.
Is the resistance between 2.0 and 4.0 ohms?

VER 1.
No >> Replace the TCC Solenoid per the Service Information. Refer to 21- AUTOMATIC TRANSMISSION-AU-
TOMATIC TRANSMISSION NAG1/SERVICE INFORMATION for the appropriate service procedure.

P0748-MODULATOR PRESSURE SOLENOID CIRCUIT

P0748-MODULATOR PRESSURE SOLENOID CIRCUIT (CONTINUED)
Theory of Operation
The Modulating Pressure Control Solenoid Valve’s purpose is to control the modulating pressure depending on the
continuously changing operating conditions, such as load and gear change.
The Modulating Pressure Control Solenoid Valve is always active. The solenoid uses pulse width modulation (PWM)
to control the transmissions hydraulic fluid pressure that is determined by the Transmission Control Module (TCM).
• When Monitored:
Continuously with the ignition on, engine running, the Modulating Pressure Control Solenoid Valve is either off,
or active with 25-75% duty cycle, with no Solenoid Supply Voltage DTCs present.
• Set Condition:
When the Modulating Pressure Control Solenoid Valve is turned on and the Solenoid driver detects an error
(the measured current is too different then the target current) or when the solenoid is off and a short to ground
is detected.
Possible Causes
(T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT OPEN

(T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT SHORT TO GROUND
(T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT
MODULATING PRESSURE CONTROL SOLENOID VALVE
Diagnostic Test

NOTE: When the Transmission Control Module (TCM) detects and stores a DTC, the TCM also stores the
vehicles operating conditions under which the DTC originally set. This information is located in scan tool
under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicat-
ing the conditions in which the DTC originally set.

Yes >> Go To 2
No >> Go To 6
2. CHECK THE (T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT FOR AN OPEN
harness connector.
Measure the resistance of the (T76) Modulation Pressure Solenoid
Control circuit between the TCM C2 harness connector and the Trans-
mission Electrohydraulic Control Unit Assembly harness connector.

Yes >> Repair the (T76) Modulation Pressure Solenoid Control cir-
cuit for an open.
VER 1.
No >> Go To 3
3. CHECK THE (T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT FOR A SHORT TO
GROUND
Measure the resistance between ground and the (T76) Modulation
Pressure Solenoid Control circuit.

VER 1.
No >> Go To 4
4. CHECK THE (T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT FOR A SHORT TO
ANOTHER CIRCUIT
Measure the resistance between the (T76) Modulation Pressure Sole-
noid Control circuit and every other circuit in the Transmission Electro-
hydraulic Control Unit Assembly harness connector.

cuit for a short to another circuit.
VER 1.
No >> Go To 5
5. CHECK THE MODULATING PRESSURE CONTROL SOLENOID VALVE
Reconnect the Transmission Electrohydraulic Control Unit Assembly
harness connector.
Measure the resistance between the (T76) Modulation Pressure Sole-
noid Control circuit and the (T78) Solenoid Supply Voltage circuit in
the TCM C2 harness connector.

VER 1.
No >> Replace the Modulating Pressure Control Solenoid Valve
per the Service Information. Refer to 21- AUTOMATIC
TRANSMISSION-AUTOMATIC TRANSMISSION NAG1/
SERVICE INFORMATION for the appropriate service procedure.


P0752-1-2/4-5 SOLENOID
P0752-1-2/4-5 SOLENOID (CONTINUED)
Theory of Operation
The 1-2/4-5 Solenoid is activated when the Transmission Control Module (TCM) determines that the transmission
must shift into or out of second or fifth gear. The solenoid is only activated during the actual shift of the transmis-
sion. When the solenoid is activated, hydraulic pressure is applied to the proper shift elements in the transmission
to allow the desired shift. Once the shift is completed the solenoid is turned off.
• When Monitored:
When both the 1-2/4-5 Solenoid and the Solenoid Supply voltage is active.
• Set Condition:
When 1-2/4-5 Solenoid is turned on and the TCM detects any of the following in the 1-2/4-5 Solenoid or circuit:
open, short to ground, short to voltage, or the solenoid driver in the TCM.
Possible Causes
(T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT OPEN

(T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT SHORT TO GROUND
(T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT
1-2/4-5 SOLENOID
TRANSMISSSION CONTROL MODULE
Diagnostic Test

vehicles operating conditions under which the DTC originally set. This information is located in the scan
tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in dupli-
cating the conditions in which the DTC originally set.

Yes >> Go To 2
No >> Go To 6
2. CHECK THE (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR AN OPEN
harness connector.
Measure the resistance of the (T76) 1-2/4-5 Solenoid Control circuit
between the TCM C2 harness connector and the Transmission Elec-
trohydraulic Control Unit Assembly harness connector.

Yes >> Go To 3
No >> Repair the (T76) 1-2/4-5 Solenoid Control circuit for an
open.
VER 1.
3. CHECK THE (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR

A SHORT TO GROUND
Measure the resistance between ground and the (T76) 1-2/4-5 Sole-
noid Control circuit.

Yes >> Repair the (T76) 1-2/4-5 Solenoid Control circuit for a
short to ground.
VER 1.
No >> Go To 4
A TO ANOTHER CIRCUIT
Measure the resistance between the (T76) 1-2/4-5 Solenoid Control
circuit and every other circuit in the Transmission Electrohydraulic
Is the resistance below 5.0 ohms between the (T76) 1-2/4-5

Solenoid Control circuit and any other circuit(s) in the Trans-
mission Electrohydraulic Control Unit Assembly harness con-
nector?
Yes >> Repair the (T76) 1-2/4-5 Solenoid Control circuit for
another circuit.
VER 1.
No >> Go To 5
5. CHECK THE 1-2/4-5 SOLENOID

harness connector.
Measure the resistance of the 1-2/4-5 Solenoid between the (T76) 1-2/
4-5 Solenoid Control circuit and the (T78) Solenoid Voltage Supply cir-
cuit in the TCM C2 harness connector.

VER 1.
No >> Replace the 1-2/4-5 Solenoid per the Service Information. Refer to 21- AUTOMATIC TRANSMISSION-


P0753-1-2/4-5 SOLENOID CIRCUIT

P0753-1-2/4-5 SOLENOID CIRCUIT (CONTINUED)
Theory of Operation
The 1-2/4-5 Solenoid is activated when the Transmission Control Module (TCM) determines that the transmission
must shift into or out of second or fifth gear. The solenoid is only activated during the actual shift of the transmis-
sion. When the solenoid is activated, hydraulic pressure is applied to the proper shift elements in the transmission
to allow the desired shift. Once the shift is completed the solenoid is turned off.
• When Monitored:
When both the 1-2/4-5 Solenoid and the Solenoid Supply voltage is active.
• Set Condition:When 1-2/4-5 Solenoid is turned on and the TCM detects any of the following in the 1-2/4-5
Solenoid or circuit: open, short to ground, short to voltage, or the solenoid driver in the TCM.
Possible Causes
(T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT OPEN

(T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT SHORT TO GROUND
(T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT
1-2/4-5 SOLENOID
Diagnostic Test


Yes >> Go To 2
No >> Go To 6
2. CHECK THE (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR AN OPEN
harness connector.
Measure the resistance of the (T76) 1-2/4-5 Solenoid Control circuit

Yes >> Go To 3
No >> Repair the (T76) 1-2/4-5 Solenoid Control circuit for an
open.
VER 1.

A SHORT TO GROUND
Measure the resistance between ground and the (T76) 1-2/4-5 Sole-
noid Control circuit.

Yes >> Repair the (T76) 1-2/4-5 Solenoid Control circuit for a
short to ground.
VER 1.
No >> Go To 4
4. CHECK THE (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT
Measure the resistance between the (T76) 1-2/4-5 Solenoid Control
Is the resistance below 5.0 ohms between the (T76) 1-2/4-5

Solenoid Control circuit and any other circuit(s) in the Trans-
mission Electrohydraulic Control Unit Assembly harness con-
nector?
Yes >> Repair the (T76) 1-2/4-5 Solenoid Control circuit for
another circuit.
VER 1.
No >> Go To 5
5. CHECK THE 1-2/4-5 SOLENOID

harness connector.
Measure the resistance of the 1-2/4-5 Solenoid between the (T76) 1-2/
4-5 Solenoid Control circuit and the (T78) Solenoid Voltage Supply cir-
cuit in the TCM C2 harness connector.

VER 1.
No >> Replace the 1-2/4-5 Solenoid per the Service Information. Refer to 21- AUTOMATIC TRANSMISSION-

P0758-2-3 SOLENOID
P0758-2-3 SOLENOID (CONTINUED)
Theory of Operation
The 2-3 Solenoid is activated when the Transmission Control Module (TCM) determines that the transmission must
shift into or out of 3rd gear. The solenoid is only activated during the shifting of the transmission. When the solenoid
is activated hydraulic pressure is applied to the proper shift elements in the transmission to allow the desired shift.
Once the shift is completed the solenoid is turned off.
• When Monitored:
When both the 2-3 Solenoid and the Solenoid Supply voltage is active.
• Set Condition:
When 2-3 Solenoid is turned on and the TCM detects any of the following in the 2-3 Solenoid or circuit: open,
short to ground, short to voltage, or the solenoid driver in the TCM.
Possible Causes
(T74) 2-3 SOLENOID CONTROL CIRCUIT OPEN

(T74) 2-3 SOLENOID CONTROL CIRCUIT SHORT TO GROUND
(T74) 2-3 SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT
2-3 SOLENOID
Diagnostic Test


Yes >> Go To 2
No >> Go To 6
2. CHECK THE (T74) 2-3 SOLENOID CONTROL CIRCUIT FOR AN OPEN
harness connector.
Measure the resistance of the (T74) 2-3 Solenoid Control circuit

Yes >> Go To 3
No >> Repair the (T74) 2-3 Solenoid Control circuit for an open.
VER 1.
3. CHECK THE (T74) 2-3 SOLENOID CONTROL CIRCUIT FOR A

SHORT TO GROUND
Measure the resistance between ground and the (T74) 2-3 Solenoid
Control circuit.

Yes >> Repair the (T74) 2-3 Solenoid Control circuit for a short to
ground.
VER 1.
No >> Go To 4
4. CHECK THE (T74) 2-3 SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT
Measure the resistance between the (T74) 2-3 Solenoid Control circuit
and every other circuit in the Transmission Electrohydraulic Control
Is the resistance below 5.0 ohms between the (T74) 2-3 Sole-
Yes >> Repair the (T74) 2-3 Solenoid Control circuit for another
circuit.
VER 1.
No >> Go To 5
5. CHECK THE 2-3 SOLENOID

harness connector.
Measure the resistance of the 2-3 Solenoid between the (T74) 2-3
Solenoid Control circuit and the (T78) Solenoid Voltage Supply circuit
in the TCM C2 harness connector.

VER 1.
No >> Replace the 2-3 Solenoid per the Service Information. Refer to 21- AUTOMATIC TRANSMISSION-AU-

P0758-2-3 SOLENOID CIRCUIT

P0758-2-3 SOLENOID CIRCUIT (CONTINUED)
Theory of Operation
shift into or out of 3rd gear. The solenoid is only activated during the shifting of the transmission. When the solenoid
is activated, hydraulic pressure is applied to the proper shift elements in the transmission to allow the desired shift.
• When Monitored:
• Set Condition:
Possible Causes

2-3 SOLENOID
Diagnostic Test


Yes >> Go To 2
No >> Go To 6
harness connector.

Yes >> Go To 3
VER 1.

SHORT TO GROUND
Control circuit.

ground.
VER 1.
No >> Go To 4
circuit.
VER 1.
No >> Go To 5

harness connector.

VER 1.

P0762-3-4 SOLENOID
Theory of Operation
shift into or out of 4th gear. The solenoid is only activated during the shifting of the transmission. When the solenoid
• When Monitored:
• Set Condition:
Possible Causes

3-4 SOLENOID
Diagnostic Test


Yes >> Go To 2
No >> Go To 6
harness connector.

Yes >> Go To 3
VER 1.

SHORT TO GROUND
Control circuit.

ground.
VER 1.
No >> Go To 4
circuit.
VER 1.
No >> Go To 5

harness connector.

VER 1.

P0763-3-4 SOLENOID CIRCUIT

Theory of Operation
shift into or out of 4th gear. The solenoid is only activated during the shifting of the transmission. When the solenoid
• When Monitored:
• Set Condition:
Possible Causes

3-4 SOLENOID
Diagnostic Test


Yes >> Go To 2
No >> Go To 6
harness connector.

Yes >> Go To 3
VER 1.

SHORT TO GROUND
Control circuit.

ground.
VER 1.
No >> Go To 4
circuit.
VER 1.
No >> Go To 5

harness connector.

VER 1.

P0778-SHIFT PRESSURE SOLENOID CIRCUIT

P0778-SHIFT PRESSURE SOLENOID CIRCUIT (CONTINUED)
Theory of Operation
The Shift Pressure Solenoid is activated when the Transmission Control Module (TCM) determines that a transmis-
sion gear shift is required. The Shift Pressure Solenoid is pulse width modulated (PWM) controlled to allow the
proper amount of hydraulic pressure to the shift elements. The Shift Pressure Solenoid is only activated during the
shift of the transmission. When the Shift Pressure Solenoid is activated, hydraulic pressure is applied to the proper
shift elements through one of the shift solenoids in the transmission to allow the desired shift. Once the shift is
completed the solenoid is turned off.
• When Monitored:
When the Shift Pressure Solenoid is: off, or active with 25-75% duty cycle, and the Solenoid Supply voltage is
active.
• Set Condition:
When Shift Pressure Solenoid is turned on and the TCM detects any of the following in the Shift Pressure
Solenoid or circuit: open, short to ground, short to voltage, or the solenoid driver in the TCM.
Possible Causes
(T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT OPEN

(T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT SHORT TO GROUND
(T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT
SHIFT PRESSURE SOLENOID
Diagnostic Test


Yes >> Go To 2
No >> Go To 6
2. CHECK THE (T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT FOR AN OPEN
harness connector.
Measure the resistance of the (T77) Shift Pressure Solenoid Control
circuit between the TCM C2 harness connector and the Transmission
Electrohydraulic Control Unit Assembly harness connector.

Yes >> Go To 3
No >> Repair the (T77) Shift Pressure Solenoid Control circuit for
an open.
VER 1.
3. CHECK THE (T77) SHIFT PRESSURE SOLENOID CONTROL

CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T77) Shift Pressure
Solenoid Control circuit.

Yes >> Repair the (T77) Shift Pressure Solenoid Control circuit for
a short to ground.
VER 1.
No >> Go To 4
4. CHECK THE (T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER
CIRCUIT
Measure the resistance between the (T77) Shift Pressure Solenoid
Control circuit and every other circuit in the Transmission Electrohy-
draulic Control Unit Assembly harness connector.
Is the resistance below 5.0 ohms between the (T77) Shift Pres-
sure Solenoid Control circuit and any other circuit(s) in the
Transmission Electrohydraulic Control Unit Assembly harness
connector?
Yes >> Repair the (T77) Shift Pressure Solenoid Control circuit for
another circuit.
VER 1.
No >> Go To 5
5. CHECK THE SHIFT PRESSURE SOLENOID

harness connector.
Measure the resistance of the Shift Pressure Solenoid between the
(T77) Shift Pressure Solenoid Control circuit and the (T78) Solenoid
Voltage Supply circuit in the TCM C2 harness connector.

VER 1.
No >> Replace the Shift Pressure Solenoid per the Service Information. Refer to 21- AUTOMATIC TRANSMIS-
SION-AUTOMATIC TRANSMISSION NAG1/SERVICE INFORMATION for the appropriate service
procedure.

P1629-TCM INTERNAL - SOLENOID SUPPLY/ WATCHDOG

P1629-TCM INTERNAL - SOLENOID SUPPLY/ WATCHDOG (CONTINUED)
Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. During
the power up of the controller, the TCM tests the ability of the TCM to shut down the Solenoid Supply Voltage
circuit. The controller monitors the A/D feedback on the Solenoid Supply driver output to ensure that battery voltage
is no longer present. Note: A short to voltage on the Solenoid Supply Voltage circuit or any one of the solenoids
may set this DTC.
• When Monitored:
• Set Condition:
If the TCM detects voltage on the Solenoid Supply Voltage circuit when the TCM request the circuit to be off.
Possible Causes
(T78) SOLENOID SUPPY VOLTAGE CIRCUIT SHORT TO VOLTAGE
Diagnostic Test
1. CHECK THE (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT
harness connector.

Supply Voltage circuit and any other circuit(s) in the Transmis-
sion Electrohydraulic Control Unit Assembly harness connec-
tor?
Yes >> Repair the (T78) Solenoid Supply Voltage circuit for short
to another circuit.
VER 1.
No >> Go To 2
P1629-TCM INTERNAL - SOLENOID SUPPLY/ WATCHDOG (CONTINUED)
View repair
Repair
P1631-TCM INTERNAL- PROCESSOR CLOCK PERFORMANCE

P1631-TCM INTERNAL- PROCESSOR CLOCK PERFORMANCE (CONTINUED)
Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. This
DTC indicates that there is an issue with the TCM’s internal clock. If the TCM detects an error with the controllers
internal clock, the controller will enter Limp-in mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects an error with the controllers internal clock.
Possible Causes
Diagnostic Test
View repair
Repair
P1632-TCM INTERNAL - TEST INTERNAL WATCHDOG PERFORMANCE

P1632-TCM INTERNAL - TEST INTERNAL WATCHDOG PERFORMANCE (CONTINUED)
Theory of Operation
DTC indicates that there is an issue with the TCM’s internal watchdog failed. If the TCM detects an error with the
controllers internal watchdog, the controller will enter Limp-in mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects an error with the controllers internal watchdog.
Possible Causes
Diagnostic Test
View repair
Repair
P1633-TCM INTERNAL - TEST EXTERNAL WATCHDOG PERFORMANCE

P1633-TCM INTERNAL - TEST EXTERNAL WATCHDOG PERFORMANCE (CONTINUED)
Theory of Operation
DTC indicates that there is an issue with the TCM’s external watchdog. If the TCM detects an error with the con-
trollers external watchdog failed the power up test, the controller will enter Limp-in mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects an error with the controllers external watchdog failed the power up test.
Possible Causes
Diagnostic Test
View repair
Repair
P1634-TCM INTERNAL- INTERNAL WATCHDOG PERFORMANCE

P1634-TCM INTERNAL- INTERNAL WATCHDOG PERFORMANCE (CONTINUED)
Theory of Operation
DTC indicates that the controller’s microprocessor internal watchdog has detected an error. If the TCM micropro-
cessor detects an internal watchdog error, the controller will enter Limp-in mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM microprocessor internal watchdog detects an error.
Possible Causes
Diagnostic Test
View repair
Repair
P1636-TCM INTERNAL- EXTERNAL WATCHDOG PERFORMANCE

P1636-TCM INTERNAL- EXTERNAL WATCHDOG PERFORMANCE (CONTINUED)
Theory of Operation
DTC indicates that watch dog circuitry external to the microprocessor has detected an error. If the TCM watch dog
circuitry external to the microprocessor detects an error, the controller will enter Limp-in mode and illuminate the
MIL.
• When Monitored:
• Set Condition:
If the TCM watch dog circuitry external to the microprocessor detects an error.
Possible Causes
Diagnostic Test
View repair
Repair
P1637-TCM INTERNAL-EEPROM PERFORMANCE

P1637-TCM INTERNAL-EEPROM PERFORMANCE (CONTINUED)
Theory of Operation
DTC indicates that there is an internal error with the controllers Random Access Memory. If detected, the controller
will enter Limp-in mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM indicates that there is an internal error with the controllers Random Access Memory.
Possible Causes
Diagnostic Test
View repair
Repair
P1638-TCM INTERNAL-CAN 1 RAM PERFORMANCE

P1638-TCM INTERNAL-CAN 1 RAM PERFORMANCE (CONTINUED)
Theory of Operation
DTC indicates that there is an internal error with the controllers Random Access Memory (RAM) on the CAN con-
troller 1 section of the microprocessor. If detected, the controller will enter Limp-in mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects an internal error with the controllers Random Access Memory (RAM) on the CAN controller
1 section of the microprocessor.
Possible Causes
Diagnostic Test
View repair
Repair
P1639-TCM INTERNAL-CAN 2 RAM PERFORMANCE

P1639-TCM INTERNAL-CAN 2 RAM PERFORMANCE (CONTINUED)
Theory of Operation
DTC indicates that there is an internal error with the controllers Random Access Memory (RAM) on the CAN con-
troller 2 section of the microprocessor. If detected, the controller will enter Limp-in mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects an internal error with the controllers Random Access Memory (RAM) on the CAN controller
2 section of the microprocessor.
Possible Causes
Diagnostic Test
View repair
Repair
P1644-INCORRECT VARIANT/CONFIGURATION
P1644-INCORRECT VARIANT/CONFIGURATION (CONTINUED)
Theory of Operation
TCM detects that the variables that dictate the vehicle application are not present, the controller will enter Limp-in
mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects that the variables that dictate the vehicle application are not present.
Possible Causes
CONTROLLER NOT CODED
Diagnostic Test
1. CHECK IF TCM IS FLASHABLE

management.
With the scan tool, record the vehicles controller part number.
Were you able to update (flash) the controller successfully?

Yes >> Test Complete.
No >> Replace the TCM per the Service Information. Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/TRANSMISSION CONTROL MODULE for the appropriate service procedures.
P1704-INPUT SPEED SENSOR 1 OVERSPEED

P1704-INPUT SPEED SENSOR 1 OVERSPEED (CONTINUED)
Theory of Operation
The NAG1 transmission has two input speed sensors 1 and 2 (N2 and N3), both speed sensors are located on the
valve body. The speed sensors are hall effect speed sensors that are used by the Transmission Control Module
(TCM) to calculate the transmissions input speed. Since the input speed could not be measured directly, two of the
drive elements are measured. Two input speed sensors were required because both drive elements are not active
in all gears.
The input speed sensors 1 and 2 will report the same input speed in gears 2nd, 3rd or 4th. If the 1 and 2 input
speed sensor signals are not the same in these gears, the TCM will set the DTC P2784-Input Speed Sensor 1/2
Correlation. The input speed sensor 2 is not reported in 1st and 5th gears. The input speed sensor 1 (N2) is not
reported in Reverse. The P01704-Input Speed Sensor 1 Overspeed and P01705-Input Speed Sensor 2 Overspeed
DTCs are rationality checks designed to detect a major transmission failure. If either DTC is detected, the TCM will
place the transmission in Neutral.
• When Monitored:
Continuously with the ignition on, engine running, transmission in gear, and Input Speed Sensor 1 (N2) greater
than 0 RPM
• Set Condition:
If the RPM of the Input Speed Sensor 1 (N2) is greater than 7700 RPM.
Possible Causes
Diagnostic Test

Raise the vehicle on the hoist.
Start the engine.
With the scan tool, monitor the Input Speed Sensor 1 RPM.
Firmly apply the brakes and place the gear selector in Drive.
WARNING: To avoid personal injury or death, keep hands and feet clear of rotating wheels.
Release the brakes and raise the engine RPM to allow the transmission to upshift to the 2-3 and 3-4 shift schedule.
Did the Input Speed Sensors 1 display an RPM above 7700?

Yes >> Go To 2
No >> Go To 3
This DTC is an indication of a internal transmission failure.
Remove the Transmission Oil Pan and inspect for excessive debris such as clutch friction material or metal con-
tamination.
Is there any indication of an internal transmission failure?

Yes >> Repair internal transmission as necessary. Refer to 21- AUTOMATIC TRANSMISSION-AUTOMATIC
TRANSMISSION NAG1/SERVICE INFORMATION for the appropriate service procedure.
service procedure.


P1705-INPUT SPEED SENSOR 2 OVERSPEED

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

Raise the vehicle on the hoist.
Start the engine.
With the scan tool, monitor the Input Speed Sensor 2 RPM.
Firmly apply the brakes and place the gear selector in Drive.
WARNING: To avoid personal injury or death, keep hands and feet clear of rotating wheels.
Release the brakes and raise the engine RPM to allow the transmission to upshift to the 2-3 and 3-4 shift schedule.
Did the Input Speed Sensor 2 display an RPM above 7700?

Yes >> Go To 2
No >> Go To 3
This DTC is an indication of a internal transmission failure.
Remove the Transmission Oil Pan and inspect for excessive debris such as clutch friction material or metal con-
tamination.
Is there any indication of an internal transmission failure?

Yes >> Repair internal transmission as necessary. Refer to 21- AUTOMATIC TRANSMISSION-AUTOMATIC
service procedure.


P1731-INCORRECT GEAR ENGAGED

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

ABS DTCS PRESENT
Diagnostic Test
1. CHECK IF TRANSMISSION SOLENOID DTCS ARE PRESENT

Are there any Transmission Solenoid DTCS present?

No >> Go To 2
2. CHECK IF ABS DTCS ARE PRESENT

With the scan tool, check for ABS DTCs.
Are there any ABS DTCs present?

Yes >> Refer to 5 - BRAKES - ABS ELECTRICAL DIAGNOSTICS category and perform the appropriate symp-
tom.
No >> Go To 3
P1731-INCORRECT GEAR ENGAGED (CONTINUED)
3. CHECK FOR INTERNAL TRANSMISSION PROBLEM
This DTC is usually set due to an internal transmission problem such as but not limited to: stuck solenoid valve
and/or contamination in the valve body, broken springs, leaking clutch seals, dislodged or broken snap ring.
Inspect the internal transmission, Refer to 21- AUTOMATIC TRANSMISSION-AUTOMATIC TRANSMISSION NAG1/
SERVICE INFORMATION for the appropriate service procedure(s).

service procedure.
P2638-TORQUE MANAGEMENT FEEDBACK SIGNAL PERFORMANCE

P2638-TORQUE MANAGEMENT FEEDBACK SIGNAL PERFORMANCE (CONTINUED)
Theory of Operation
The Transmission Control Module (TCM) requests torque reductions over the CAN bus during a transmission shift to
improve shift quality. The TCM verifies that the PCM / ECM has performed the requested torque reduction by mon-
itoring the response to the request. If the response is not within a specified tolerance, the TCM increments a
counter, and if this counter reaches a threshold, the DTC sets.
• When Monitored:
Engine intervention active for at least 20 ms, no engine torque errors, engine torque demand is greater than 0.
• Set Condition:
Torque Reduction acknowledge bit - not set, no shift aborts, the error flag Torque Reduction Acknowledge is
not set, Powertrain controller not supporting torque requests.
Possible Causes
CAN BUS CIRCUIT DTC PRESENT

POWERTRAIN / ENGINE CONTROL MODULE
Diagnostic Test
1. CHECK FOR ENGINE DTC PRESENT

With the scan tool, check engine DTCs.
Are there any engine DTCs present?

Yes >> Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS and diagnose the appropriate symptom.
No >> Go To 2
2. CHECK FOR CAN BUS DTCS

With the scan tool, check for any CAN bus DTCs or a sign of a CAN bus failure.
Are there any CAN bus DTCs present in any module other than the TCM or an overall indication of a CAN
bus communication problem?
Yes >> This is an indication of a CAN bus communication problem. Depending on the DTC, either refer to the
module reporting the DTC and perform diagnostics for the appropriate symptom or refer to 8 - ELEC-
TRICAL - ELECTRONIC CONTROL MODULES - ELECTRICAL DIAGNOSTICS and perform the appro-
priate symptom.
No >> Go To 3
P2638-TORQUE MANAGEMENT FEEDBACK SIGNAL PERFORMANCE (CONTINUED)
Replace and program the Powertrain Control Module per the Service Information. Refer to 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE for the appropriate service procedure.
set.
Did the DTC P2638-TORQUE MANAGEMENT FEEDBACK SIGNAL PERFORMANCE reset?

service procedure.
P2767-INPUT SPEED SENSOR 2 CIRCUIT NO SIGNAL

Theory of Operation
The Input Speed Sensor 2 (N3) is one of two hall effect speed sensors that are used by the Transmission Control
Module (TCM) to calculate the transmissions turbine speed. Since the turbine speed could not be measured directly,
two of the drive elements are measured. Two input speed sensors are required because both elements are not
active in all gears.
• When Monitored:
Engine speed greater than 450 RPM with none of the following DTCs present: engine speed, TCM undervolt-
age, output speed sensor, and/or rear wheel speed DTCs. Also required are all wheel speeds above 250 RPM
and no wheel slip detected (signal from the ABS system).
• Set Condition:
If the Input Speed Sensor 2 (N3) signal is equal to 0 RPM.
Possible Causes
(T72) SENSOR SUPPLY VOLTAGE CIRCUIT OPEN

(T71) INPUT SPEED SENSOR 2 (N3) SIGNAL CIRCUIT OPEN
(T71) SPEED SENSOR 2 (N3) SIGNAL CIRCUIT SHORT TO ANOTHER CIRCUIT
(T13) SENSOR GROUND CIRCUIT OPEN
(T13) SENSOR GROUND CIRCUIT SHORT TO ANOTHER CIRCUIT
(T71) SPEED SENSOR 2 (N3) SIGNAL CIRCUIT SHORT TO GROUND
(T13) SENSOR GROUND CIRCUIT SHORT TO GROUND
INPUT SPEED SENSOR 2 (N3)
Diagnostic Test

NOTE: The Transmission Control Module stores under Environmental Data the transmission operating con-
ditions when the DTC was set. Before erasure of any DTC, record all information pertaining to the DTC,
even if there is more than one DTC stored.
With the scan tool, erase transmission DTCs.
Using the Environmental Data previously recorded, drive the vehicle and try to duplicate the conditions in which the
DTC originally set.

Yes >> Go To 2
No >> Go To 10
2. CHECK THE (T72) SENSOR SUPPLY VOLTAGE CIRCUIT FOR AN OPEN
nector.
Measure the resistance of the (T72) Sensor Supply Voltage circuit
from the TCM C2 harness connector to the Electrohydraulic Control

Yes >> Repair the (T72) Sensor Supply Voltage circuit for an
open.
VER 1.
No >> Go To 3
3. CHECK THE (T71) INPUT SPEED SENSOR 2 (N3) SIGNAL

CIRCUIT FOR AN OPEN
circuit from the TCM C2 harness connector to the Electrohydraulic

for an open.
VER 1.
No >> Go To 4
4. CHECK THE (T13) SENSOR GROUND CIRCUIT FOR AN OPEN
Measure the resistance of the (T13) Sensor Ground circuit from the
TCM C2 harness connector to the Electrohydraulic Control Unit

Yes >> Repair the (T13) Sensor Ground circuit for an open.
VER 1.
No >> Go To 5
5. CHECK THE (T71) INPUT SPEED SENSOR 2 (N3) SIGNAL CIRCUIT FOR A SHORT TO ANOTHER
CIRCUIT(S)
circuit to all the other circuits in the Electrohydraulic Control Unit
Is the resistance below 5.0 ohms between the (T71) Input Speed
Sensor 2 (N3) Signal circuit and any other circuit(s) in the Elec-
trohydraulic Control Unit Assembly harness connector?
for a short to another circuit(s).
VER 1.
No >> Go To 6
6. CHECK THE (T71) INPUT SPEED SENSOR 2 (N3) SIGNAL CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T71) Input Speed
Sensor 2 (N3) Signal circuit.

VER 1.
No >> Go To 7
7. CHECK THE (T13) SENSOR GROUND CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT(S)
Measure the resistance between the (T13) Sensor Ground circuit to all
the other circuits in the Electrohydraulic Control Unit Assembly har-
ness connector.
Is the resistance below 5.0 ohms between the (T13) Sensor

Ground circuit and any other circuit(s) in the Electrohydraulic
another circuit(s)
VER 1.
No >> Go To 8
8. CHECK THE (T13) SENSOR GROUND CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T13) Sensor Ground
circuit.

ground.
VER 1.
No >> Go To 9
9. CHECK THE INPUT SPEED SENSOR 2 (N3) SIGNAL
nector.
Using a Lab Scope, backprobe the (T71) Input Speed Sensor 2 (N3)
Signal circuit at the TCM C2 harness connector.
WARNING: Properly support the vehicle.
Raise all drive wheels off the ground.
Start the engine.
WARNING: To avoid personal injury or death, keep hands and
feet clear of rotating wheels.
Place gear selector in drive and increase vehicle speed to engage 2nd
gear.
Compare the scope pattern on the Lab
Scope with a typical 5-volt square wave pat-
tern.
Is the scope pattern comparable to the

typical 5-volt square wave signal
scope pattern?
Yes >> Using the schematics as a
guide, check the Transmission
Control Module (TCM) pins, ter-
minals, and connectors for cor-
rosion, damage, or terminal
push out. Pay particular atten-
tion to all power and ground cir-
cuits. If no problems are found,
replace the TCM per the Ser-
vice Information. Refer to 8 -
ELECTRICAL/ELECTRONIC
CONTROL MODULES/TRANS-
MISSION CONTROL MODULE
for the appropriate service pro-
cedure.
No >> Replace the Input Speed Sensor 2 (N3). Refer to 21- AUTOMATIC TRANSMISSION-AUTOMATIC


P2783-TORQUE CONVERTER TEMPERATURE TOO HIGH

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

This DTC is an informational DTC.
This is usually a sign of Torque Converter Clutch failure or an internal transmission problem.
Check the Engine and Transmission Cooling Systems for proper operation.
View repair.
Repair
Repair internal Transmission, Torque Converter, and/or Transmission and Engine Cooling systems as
necessary. Refer to 21- AUTOMATIC TRANSMISSION-AUTOMATIC TRANSMISSION NAG1/SERVICE
INFORMATION and/or 7 - COOLING for the appropriate service procedure.
P2784-INPUT SPEED SENSOR 1/2 CORRELATION

P2784-INPUT SPEED SENSOR 1/2 CORRELATION (CONTINUED)
Theory of Operation
The Input Speed Sensors 1 and 2 (N2 - N3) will report the same speed in 2nd, 3rd and 4th gears. If the Input
Speed Sensor 1 and 2 signals are not the same in these gears, the DTC will set.
• When Monitored:
Engine speed greater than 450 RPM, no engine speed DTCs, no TCM undervoltage system operation, no
output speed sensor DTCs (CAN signal from the ABS system), all wheel speeds above 250 RPM (CAN signal
from the ABS system), no rear wheel speed DTCs (signal from the ABS system), and no wheel slip detected
(CAN signal from the ABS system), no shifting operation, Input Speed Sensor 2 (N3) greater than 800 RPM
and Input Speed Sensor 1 (N2) greater than 0 RPM and the TCM not in reset.
• Set Condition:
If the speed difference between the Input Speed Sensors 1 and 2 (N2 - N3) is greater than 150 RPM.
Possible Causes
Diagnostic Test
1. CHECK FOR SPEED SENSOR OR SENSOR SUPPLY VOLTAGE DTCS

Are any Input Speed Sensor and/or Sensor Supply Voltage DTCs present?
No >> Go To 2
2. CHECK TO SEE IF INPUT SENSOR MISMATCH IS CURRENT

set.
Did the DTC P2784-INPUT SPEED SENSOR 1/2 CORRELATION reset?

Yes >> Go To 3
No >> Go To 4
P2784-INPUT SPEED SENSOR 1/2 CORRELATION (CONTINUED)
Remove the Transmission Oil Pan and inspect for debris, a plugged Transmission Oil Filter, or any sign of an inter-
nal transmission problem.
Is there any debris, plugged Transmission Oil Filter, or any sign of an internal transmission problem?
Yes >> Repair as necessary. Refer to 21- AUTOMATIC TRANSMISSION-AUTOMATIC TRANSMISSION NAG1/
SERVICE INFORMATION for the appropriate service procedures.
service procedure.


U0002-CAN C BUS OFF PERFORMANCE

U0002-CAN C BUS OFF PERFORMANCE (CONTINUED)
Theory of Operation
The Transmission Control Module (TCM) receives information from the Engine, Anti-lock Brake System, and the
Electronic Gear Shift control modules over the CAN C bus. The CAN C bus is a high speed communication bus that
allows real time control capability between various controllers. Most messages are sent every 20 mSec, this means
critical information can be shared between controllers. The CAN C bus is a two wire bus with a CAN (+) and a CAN
(-) circuit. To reduce the potential of radio and other electrical noise interference, the CAN Bus circuit wiring is man-
ufactured in a twisted pair within the electrical harness.
• When Monitored:
• Set Condition:
The TCM detects an: open, short to ground, short to voltage of the CAN C (+) or CAN C (-) circuits, short
between the CAN C (+) or CAN C (-) circuits.
Possible Causes
Diagnostic Test
1. CHECK FCM FOR AN OVERALL CAN COMMUNICATION BUS FAILURE

With the scan tool, check for FCM DTCs.
Does the FCM report a CAN C Bus failure, or one or more CAN C Bus DTCs?
Yes >> Refer to 8-ELECTRICAL - ELECTRONIC CONTROL MODULES - ELECTRICAL DIAGNOSTICS cate-
gory and perform the appropriate symptom. Perform the diagnostic procedure for U0001-CAN C BUS
DTC first if it is present.
No >> Go To 2
U0002-CAN C BUS OFF PERFORMANCE (CONTINUED)
Did the DTC U0002-CAN C BUS OFF PERFORMANCE reset?

service procedure.
No >> Go To 3


U0100-LOST COMMUNICATION WITH ECM/PCM

U0100-LOST COMMUNICATION WITH ECM/PCM (CONTINUED)
Theory of Operation
critical information can be shared between multiple controllers almost instantaneously. The CAN C bus is a two wire
bus with a CAN (+) and a CAN (-) circuit. To reduce the potential of radio and other electrical noise interference, the
CAN Bus circuit wiring is manufactured using a twisted pair configuration within the electrical wiring harness.
• When Monitored:
U0002-CAN C BUS OFF PERFORMANCE not present. One second after ignition on and not in Park or Neu-
tral, no System Overvoltage or System Undervoltage condition present, or the transmission in Park or Neutral
and engine RPM greater than 850 RPM.
• Set Condition:
The DTC will set if a CAN ID was not received in the required time from the ECM or PCM.
Possible Causes
Diagnostic Test
1. CHECK THE FCM FOR CAN C BUS COMMUNICATION DTCS

Does the FCM report the DTC U0001-CAN C BUS or U0100-LOST COMMUNICATION WITH ECM/PCM?
first if it is present.
No >> Go To 2
U0100-LOST COMMUNICATION WITH ECM/PCM (CONTINUED)
Did the DTC U0100-LOST COMMUNICATION WITH ECM/PCM reset?

service procedure.
No >> Go To 3


U0103-LOST COMMUNICATION WITH ELECTRIC GEAR SHIFT MODULE

U0103-LOST COMMUNICATION WITH ELECTRIC GEAR SHIFT MODULE (CONTINUED)
Theory of Operation
• When Monitored:
• Set Condition:
The DTC will set if a valid CAN ID was not received in the required time from the Electronic Gear Shift Mod-
ule.
Possible Causes
Diagnostic Test

Does the FCM report the DTC U0001-CAN C BUS DTC or U0100-LOST COMMUNICATION WITH ECM/PCM?
No >> Go To 2
U0103-LOST COMMUNICATION WITH ELECTRIC GEAR SHIFT MODULE (CONTINUED)
Did the DTC U0100-LOST COMMUNICATION WITH ECM/PCM reset?

service procedure.
No >> Go To 3


U0114-LOST COMMUNICATION WITH FINAL DRIVE CONTROL MODULE

U0114-LOST COMMUNICATION WITH FINAL DRIVE CONTROL MODULE (CONTINUED)
Theory of Operation
• When Monitored:
• Set Condition:
The DTC will set if a valid CAN ID was not received in the required time from the Final Drive control module.
Possible Causes
Diagnostic Test

Does the FCM report the DTC U0001-CAN C BUS DTC or U0114-LOST COMMUNICATION WITH FINAL
DRIVE CONTROL MODULE?
No >> Go To 2
U0114-LOST COMMUNICATION WITH FINAL DRIVE CONTROL MODULE (CONTINUED)
Did the DTC U0114-LOST COMMUNICATION WITH FINAL DRIVE CONTROL MODULE reset?
service procedure.
No >> Go To 3


U0121-LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE

U0121-LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE (CONTINUED)
Theory of Operation
• When Monitored:
• Set Condition:
The DTC will set if a valid CAN ID was not received in the required time from the ABS.
Possible Causes
Diagnostic Test

Does the FCM report the DTC U0001-CAN C BUS DTC or U0121-LOST COMMUNICATION WITH ANTI-LOCK
BRAKE MODULE?
No >> Go To 2
U0121-LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE (CONTINUED)
Did the DTC U0121-LOST COMMUNICATION WITH ANTILOCK BRAKE MODULE reset?
service procedure.
No >> Go To 3


U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE

U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE (CONTINUED)
Theory of Operation
• When Monitored:
• Set Condition:
The DTC will set if a valid CAN ID was not received in the required time from the Front Control Module (FCM).
Possible Causes
Diagnostic Test

Does the FCM report the DTC U0001-CAN C BUS DTC or U0101-LOST COMMUNICATION WITH TCM?
No >> Go To 2
U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE (CONTINUED)
Did the DTC U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE reset?
service procedure.
No >> Go To 3


U0155-LOST COMMUNICATION WITH CLUSTER/CCN

U0155-LOST COMMUNICATION WITH CLUSTER/CCN (CONTINUED)
Theory of Operation
• When Monitored:
• Set Condition:
The DTC will set if a valid CAN ID was not received in the required time from the Cluster/CCN.
Possible Causes
Diagnostic Test

Does the FCM report the DTC U0001-CAN C BUS DTC or U0155-LOST COMMUNICATION WITH CLUSTER/
CCN?
No >> Go To 2
U0155-LOST COMMUNICATION WITH CLUSTER/CCN (CONTINUED)
Did the DTC U0155-LOST COMMUNICATION WITH CLUSTER/CCN reset?

service procedure.
No >> Go To 3


U0164-LOST COMMUNICATION WITH HVAC CONTROL MODULE

U0164-LOST COMMUNICATION WITH HVAC CONTROL MODULE (CONTINUED)
Theory of Operation
• When Monitored:
• Set Condition:
The DTC will set if a valid CAN ID was not received in the required time from the HVAC Control Module.
Possible Causes
Diagnostic Test

Does the FCM report the DTC U0001-CAN C BUS DTC or U0164-LOST COMMUNICATION WITH HVAC
CONTROL MODULE?
No >> Go To 2
U0164-LOST COMMUNICATION WITH HVAC CONTROL MODULE (CONTINUED)
Did the DTC U0164-LOST COMMUNICATION WITH HVAC CONTROL MODULE reset?
service procedure.
No >> Go To 3


U0401-IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM

U0401-IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM (CONTINUED)
Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a
certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of
bytes for each ID.
• When Monitored:
Continuously with the ignition on, one valid CAN message received at least once, and no U0002-CAN C Bus
Off Performance DTC present.
• Set Condition:
When the TCM detects an incorrect CAN message from the Engine Control Module (ECM).
Possible Causes
FCM CAN BUS DTCS

ENGINE DTCS
Diagnostic Test
1. CHECK IF FCM CAN BUS DTC’S ARE PRESENT

With the scan tool, read FCM DTCs.
Are there any FCM CAN BUS DTC’s present?

Yes >> Refer to 8-ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING and diag-
nose the appropriate symptom.
No >> Go To 2
2. CHECK IF ENGINE DTC’S ARE PRESENT

Are there any Engine DTC’s present?

service procedure.
U0404-IMPLAUSIBLE DATA RECEIVED FROM ESM

U0404-IMPLAUSIBLE DATA RECEIVED FROM ESM (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Per-
formance DTC present.
• Set Condition:
When the TCM detects an incorrect CAN ID from the Electronic Shift Module (ESM).
Possible Causes
FCM CAN BUS DTC’S PRESENT

ELECTRONIC SHIFT MODULE DTC’S PRESENT
Diagnostic Test
1. CHECK FOR FCM CAN BUS DTCS


gory and perform the appropriate symptom.
No >> Go To 2
2. ELECTRONIC SHIFT MODULE DTC’S PRESENT

With the scan tool, read Electronic Shift Module (ESM) DTCs.
Are there any ESM DTC’s present?

Yes >> Refer to Section 21 – AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS and perform the
appropriate diagnostic procedure.
service procedure.
U0415-IMPLAUSIBLE DATA RECEIVED FROM ABS

U0415-IMPLAUSIBLE DATA RECEIVED FROM ABS (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
When the TCM detects an incorrect CAN ID from the ABS control module.
Possible Causes

ABS DTC’S PRESENT
Diagnostic Test


No >> Go To 2
2. CHECK IF ABS DTC’S ARE PRESENT

With the scan tool, read ABS DTCs.

Yes >> Refer to Section 5 - BRAKES - ABS ELECTRICAL DIAGNOSTICS category and perform the appropri-
ate symptom.
service procedure.
U0423-IMPLAUSIBLE DATA RECEIVED FROM CLUSTER/CCN

U0423-IMPLAUSIBLE DATA RECEIVED FROM CLUSTER/CCN (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
When the TCM detects an incorrect CAN ID from the CLUSTER/CCN.
Possible Causes
CAN BUS DTC’S PRESENT

CLUSTER/CCN MODULE DTC’S PRESENT
Diagnostic Test


No >> Go To 2
2. CHECK IF CLUSTER/CCN DTC’S ARE PRESENT

With the scan tool, read CLUSTER/CCN DTCs.
Are there any CLUSTER/CCN DTC’s present?

Yes >> Refer to Section Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/INSTRUMENT CLUS-
TER - ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom.
service procedure.
U0424-IMPLAUSIBLE DATA RECEIVED FROM HVAC CONTROL MODULE

U0424-IMPLAUSIBLE DATA RECEIVED FROM HVAC CONTROL MODULE (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
When the TCM detects an incorrect CAN ID from the HVAC control module.
Possible Causes
CAN BUS DTC’S PRESENT

HVAC DTC’S PRESENT
Diagnostic Test


No >> Go To 2
2. CHECK IF HVAC DTC’S ARE PRESENT

With the scan tool, read HVAC DTCs.
Are there any HVAC DTC’s present?

Yes >> Refer to Section 24 - HVAC - ELECTRICAL DIAGNOSTICS category and perform the appropriate symp-
tom.
service procedure.
U0431-IMPLAUSIBLE DATA FROM FCM

U0431-IMPLAUSIBLE DATA FROM FCM (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
When the TCM detects an incorrect CAN ID from the FCM.
Possible Causes
Diagnostic Test


service procedure.
U110B-LOST ENGINE COOLANT MESSAGE

U110B-LOST ENGINE COOLANT MESSAGE (CONTINUED)
Theory of Operation
• When Monitored:
• Set Condition:
The DTC will set if a valid CAN ID was not received in the required time from the ECM/PCM.
Possible Causes
Diagnostic Test

Does the FCM report the DTC U0001-CAN C BUS DTC or U0100-LOST COMMUNICATION WITH ECM/PCM?
No >> Go To 2
U110B-LOST ENGINE COOLANT MESSAGE (CONTINUED)
Did the DTC U110B-LOST ENGINE COOLANT MESSAGE reset?

service procedure.
No >> Go To 3


U1118-LOST ENGINE MESSAGE

U1118-LOST ENGINE MESSAGE (CONTINUED)
Theory of Operation
• When Monitored:
• Set Condition:
The DTC will set if a valid CAN ID was not received in the required time from the ECM/PCM.
Possible Causes
Diagnostic Test

Does the FCM report the DTC U0001-CAN C BUS or U0100-LOST COMMUNICATION WITH ECM/PCM?
No >> Go To 2
U1118-LOST ENGINE MESSAGE (CONTINUED)
Did the DTC U1118-LOST ENGINE MESSAGE reset?

service procedure.
No >> Go To 3


U1119-LOST FCM MESSAGE

U1119-LOST FCM MESSAGE (CONTINUED)
Theory of Operation
• When Monitored:
• Set Condition:
The DTC will set if a valid CAN ID was not received in the required time from the FCM.
Possible Causes
Diagnostic Test

Does the FCM report the DTC U0001-CAN C BUS or U0101-LOST COMMUNICATION WITH TCM?
No >> Go To 2
U1119-LOST FCM MESSAGE (CONTINUED)
Did the DTC U1119-LOST FCM MESSAGE reset?

service procedure.
No >> Go To 3


U1400-IMPLAUSIBLE TPS SIGNAL RECEIVED

U1400-IMPLAUSIBLE TPS SIGNAL RECEIVED (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
When the TCM detects an incorrect CAN ID from the ECM/PCM.
Possible Causes

ECM/PCM DTC’S PRESENT
Diagnostic Test


No >> Go To 2
2. CHECK IF ECM/PCM DTC’S ARE PRESENT

With the scan tool, read engine DTCs.
Are there any engine DTC’s present?

service procedure.
U1401-IMPLAUSIBLE ENGINE SPEED SIGNAL RECEIVED

U1401-IMPLAUSIBLE ENGINE SPEED SIGNAL RECEIVED (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

ENGINE MODULE DTC’S PRESENT
Diagnostic Test


No >> Go To 2


service procedure.
U1402-IMPLAUSIBLE ENGINE TEMPERATURE SIGNAL RECEIVED

U1402-IMPLAUSIBLE ENGINE TEMPERATURE SIGNAL RECEIVED (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test


No >> Go To 2


service procedure.
U1404-IMPLAUSIBLE STATIC ENGINE TORQUE SIGNAL RECEIVED

U1404-IMPLAUSIBLE STATIC ENGINE TORQUE SIGNAL RECEIVED (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test


No >> Go To 2


service procedure.
U1405-IMPLAUSIBLE MINIMUM ENGINE TORQUE SIGNAL RECEIVED

U1405-IMPLAUSIBLE MINIMUM ENGINE TORQUE SIGNAL RECEIVED (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test


No >> Go To 2


Yes >> Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS and diagnose the appropriate symptom.</
service procedure.
U1406-IMPLAUSIBLE MAXIMUM ENGINE TORQUE SIGNAL RECEIVED

U1406-IMPLAUSIBLE MAXIMUM ENGINE TORQUE SIGNAL RECEIVED (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test


No >> Go To 2


service procedure.
U1407-IMPLAUSIBLE ENGINE TORQUE REQUEST SIGNAL RECEIVED

U1407-IMPLAUSIBLE ENGINE TORQUE REQUEST SIGNAL RECEIVED (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test


No >> Go To 2


service procedure.
U1408-IMPLAUSIBLE BRAKE SIGNAL RECEIVED

U1408-IMPLAUSIBLE BRAKE SIGNAL RECEIVED (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

ABS DTC’S PRESENT
Diagnostic Test


No >> Go To 2


tom.
service procedure.
U1409-IMPLAUSIBLE LEFT FRONT WHEEL SPEED SIGNAL RECEIVED

U1409-IMPLAUSIBLE LEFT FRONT WHEEL SPEED SIGNAL RECEIVED (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

ABS CONTROL MODULE DTC’S PRESENT
Diagnostic Test


No >> Go To 2


tom.
service procedure.
U140A-IMPLAUSIBLE RIGHT FRONT WHEEL SPEED SIGNAL RECEIVED

U140A-IMPLAUSIBLE RIGHT FRONT WHEEL SPEED SIGNAL RECEIVED (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test


No >> Go To 2


tom.
service procedure.
U140B-IMPLAUSIBLE LEFT REAR WHEEL SPEED SIGNAL RECEIVED

U140B-IMPLAUSIBLE LEFT REAR WHEEL SPEED SIGNAL RECEIVED (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test


No >> Go To 2


tom.
service procedure.
U140C-IMPLAUSIBLE RIGHT REAR WHEEL SPEED SIGNAL RECEIVED

U140C-IMPLAUSIBLE RIGHT REAR WHEEL SPEED SIGNAL RECEIVED (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test


No >> Go To 2


tom.
service procedure.
U140D-IMPLAUSIBLE WHEEL SPEED SIGNALS RECEIVED

U140D-IMPLAUSIBLE WHEEL SPEED SIGNALS RECEIVED (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test


No >> Go To 2


tom.
service procedure.
U140F-IMPLAUSIBLE ENGINE VARIANT DATA

U140F-IMPLAUSIBLE ENGINE VARIANT DATA (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test


No >> Go To 2

With the scan tool, read ECM/PCM DTCs.
Are there any ECM/PCM DTC’s present?

Yes >> Refer to 9 - ENGINE ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom.
service procedure.
U1410-IMPLAUSIBLE/MISSING FCM VARIANT DATA

U1410-IMPLAUSIBLE/MISSING FCM VARIANT DATA (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes
Diagnostic Test


service procedure.
U1507-IMPLAUSIBLE ENGINE TEMPERATURE MESSAGE DATA LENGTH

RECEIVED
U1507-IMPLAUSIBLE ENGINE TEMPERATURE MESSAGE DATA LENGTH RECEIVED (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test


No >> Go To 2


service procedure.
U1509-IMPLAUSIBLE ENGINE VARIANT MESSAGE DATA LENGTH RECEIVED

U1509-IMPLAUSIBLE ENGINE VARIANT MESSAGE DATA LENGTH RECEIVED (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test


No >> Go To 2


service procedure.
U150A-IMPLAUSIBLE FCM VARIANT MESSAGE DATA LENGTH RECEIVED

U150A-IMPLAUSIBLE FCM VARIANT MESSAGE DATA LENGTH RECEIVED (CONTINUED)
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes
Diagnostic Test


service procedure.
STANDARD PROCEDURE
NAG1 PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE
1.
Low fluid level can be the cause of many transmission problems. If the fluid level is low, locate and repair
the leak then check and adjust the fluid level in accordance with the Service Information.
Always perform diagnostics with a fully charged battery to avoid false symptoms.
With the scan tool, read the engine DTCs. Check and repair all engine DTCs prior to performing transmission symp-
tom diagnostic procedures.
With the scan tool, read and record all Transmission DTCs.
set.
Using the wiring diagram/schematic as a guide, inspect the wiring and connectors.Check connectors - Clean/re-
pair as necessary.
Most DTCs set on start up but some must be set by driving the vehicle such that all diagnostic monitors have run.
Verify flash level of transmission controller. Some problems are corrected by software upgrades to the transmission
controller. Verify no variant DTCs are present. If variant DTCs are present, perform their respective test first.
If the TCM (EGS) is flashed, perform a EGS initialization with the scan tool to relearn variant coding.
Check for any Service Information Tune-ups or Service Bulletins that may apply.
NOTE:
Were there any repairs that fixed the customer’s complaint?

Yes >> Testing complete.
No >> Refer to 21 - AUTOMATIC TRANSMISSION - AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL
NAG1 TRANSMISSION VERIFICATION TEST - VER 1
1.
Reconnect any disconnected components.
Connect the scan tool to the Data Link Connector.
With the scan tool, erase ABS DTCs.
With the scan tool, erase PCM DTCs.
With the scan tool, erase TCM DTCs.
With the scan tool, display the Transmission temperature. Start and run the engine until the Transmission temper-
ature is above 43° C (110° F).
Check the Transmission fluid and adjust if necessary. Refer to the Service Information for the proper Fluid Fill pro-
cedure.
NOTE: If internal repairs were performed and the shift quality is still poor, it may be necessary to check the
internal repair.
If the TCM (EGS) is flashed or replaced, with the scan tool, perform a EGS initialization to relearn variant coding.
If internal transmission repairs are performed or replacement of the Transmission Control Module, perform a TCM
ADAPTATION procedure. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CON-
TROL MODULE - STANDARD PROCEDURE)
ROAD TEST PROCEDURE
Road test the vehicle. Make fifteen to twenty 1–2, 2–3, 3–4, and 4–5 upshifts.
Perform these shifts from a standing start to 72 km/h (45 MPH) with a constant throttle opening of 20 to 25 degrees.
With speeds below 40 km/h (25 MPH), make five to eight wide open throttle kickdowns to 1st gear. Allow at least
5 seconds each in 2nd and 3rd gear between each kickdown.
Were any Diagnostic Trouble Codes set?

Yes >> Repair is not complete, refer to appropriate symptom.
NAG1 TRANSMISSION CIRCUIT DIAGRAM

21 - 690 AUTOMATIC TRANSMISSION - NAG1 - SERVICE INFORMATION WK
AUTOMATIC TRANSMISSION - NAG1 - SERVICE

INFORMATION
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION - NAG1 - OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 821

SERVICE INFORMATION DIAGNOSIS AND TESTING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 691 EFFECTS OF INCORRECT FLUID LEVEL . . 822
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 693 CAUSES OF BURNT FLUID . . . . . . . . . . . . . 822
DIAGNOSIS AND TESTING FLUID CONTAMINATION . . . . . . . . . . . . . . . 822
AUTOMATIC TRANSMISSION . . . . . . . . . . . 719 STANDARD PROCEDURE
PRELIMINARY . . . . . . . . . . . . . . . . . . . . . . . 719 CHECK OIL LEVEL . . . . . . . . . . . . . . . . . . . 822
ROAD TESTING . . . . . . . . . . . . . . . . . . . . . 719 TRANSMISSION FILL .............. . . . 823
AUTOMATIC TRANSMISSION . . . . . . . . . . . 720 CLUTCH-FREEWHEELING
AIR CHECKING TRANSMISSION CLUTCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 824
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 728 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 824
STANDARD PROCEDURE - ALUMINUM DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 825
THREAD REPAIR . . . . . . . . . . . . . . . . . . . . . 728 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 827
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 728 CABLE-GEARSHIFT
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 732 DIAGNOSIS AND TESTING
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 738 GEARSHIFT CABLE . . . . . . . . . . . . . . . . . . . 828
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 746 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 828
SCHEMATICS AND DIAGRAMS . . . . . . . . . . . 750 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 829
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . 771 ADJUSTMENTS - GEARSHIFT CABLE . . . . . . 830
SPECIAL TOOLS - AUTOMATIC CLUTCHES-HOLDING
TRANSMISSION - NAG1 . . . . . . . . . . . . . . . 773 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 832
MECHANISM-BRAKE TRANSMISSION SHIFT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 833
INTERLOCK B1-HOLDING CLUTCH
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 775 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 835
DIAGNOSIS AND TESTING - BRAKE B2-HOLDING CLUTCH
TRANSMISSION SHIFT INTERLOCK . . . . . . 776 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 839
ADJUSTMENTS - BRAKE TRANSMISSION ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 841
SHIFT INTERLOCK . . . . . . . . . . . . . . . . . . . 777 INPUT SPEED SENSORS
CLUTCHES-INPUT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 844
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 780 PUMP-OIL
K1-INPUT CLUTCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 845
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 781 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 846
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 783 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 846
K2-INPUT CLUTCH INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 847
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 786 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 847
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 788 BEARING-OUTPUT SHAFT
K3-INPUT CLUTCH REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 848
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 791 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 850
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 792 SEAL-OUTPUT SHAFT
UNIT-ELECTROHYDRAULIC REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 852
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 795 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 852
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 803 CABLE-PARK LOCK
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 810 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 854
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 811 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 855
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 815 GEARTRAIN-PLANETARY
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 819 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 857
FLUID AND FILTER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 857
WK AUTOMATIC TRANSMISSION - NAG1 - SERVICE INFORMATION 21 - 691
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 859 TRANSMISSION TEMPERATURE SENSOR . 870

MECHANISM-SHIFT OPERATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 860 PARK/NEUTRAL CONTACT . . . . . . . . . . . . . 871
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 861 TRANSMISSION TEMPERATURE SENSOR . 871
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 862 CONVERTER-TORQUE
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 863 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 873
SOLENOID OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 877
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 864 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 880
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 867 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 880
CONTACT-TEMPERATURE SENSOR/PARK- SEAL-TORQUE CONVERTER HUB
NEUTRAL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 880
DESCRIPTION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 881
PARK/NEUTRAL CONTACT . . . . . . . . . . . . . 870
AUTOMATIC TRANSMISSION - NAG1 - SERVICE INFORMATION

DESCRIPTION
NAG1 Automatic Transmission
1 - TORQUE CONVERTER 11 - PARKING LOCK GEAR

2 - OIL PUMP 12 - INTERMEDIATE SHAFT
3 - DRIVESHAFT 13 - FREEWHEEL F2
4 - MULTI-DISC HOLDING CLUTCH B1 14 - REAR PLANETARY GEAR SET
5 - DRIVING CLUTCH K1 15 - CENTER PLANETARY GEAR SET
6 - DRIVING CLUTCH K2 16 - ELECTROHYDRAULIC CONTROL UNIT
7 - MULTI-DISC HOLDING CLUTCH B3 17 - FRONT PLANETARY GEAR SET
8 - DRIVING CLUTCH K3 18 - FREEWHEEL F1
9 - MULTI-DISC HOLDING CLUTCH B2 19 - STATOR SHAFT
10 - OUTPUT SHAFT 20 - TORQUE CONVERTER LOCK-UP CLUTCH
The NAG1 automatic transmission is an electronically controlled 5-speed transmission with a lock-up clutch in the
torque converter. The ratios for the gear stages are obtained by 3 planetary gear sets. Fifth gear is designed as an
overdrive with a high-speed ratio.
NAG1 identifies a family of transmissions and means “N”ew “A”utomatic “G”earbox, generation 1. Various marketing
names are associated with the NAG1 family of transmissions, depending on the transmisson variation being used in
a specific vehicle. Some examples of the marketing names are: W5A300, W5A380, and W5A580. The marketing
name can be interpreted as follows:
• W = A transmission using a hydraulic torque converter.
• 5 = 5 forward gears.
• A = Automatic Transmission.
• 580 = Maximum input torque capacity in Newton meters.
The gears are actuated electronically/hydraulically. The gears are shifted by means of an appropriate combination of
three multi-disc holding clutches, three multi-disc driving clutches, and two freewheeling clutches.
Electronic transmission control enables precise adaptation of pressures to the respective operating conditions and to
the engine output during the shift phase which results in a significant improvement in shift quality.
Furthermore, it offers the advantage of a flexible adaptation to various vehicle and engines.
Basically, the automatic transmission with electronic control offers the following advantages:
• Reduces fuel consumption.
• Improved shift comfort.
• More favourable step-up through the five gears.
• Increased service life and reliability.
• Lower maintenance costs.
TRANSMISSION IDENTIFICATION
The transmission can be generically identified visually by the presence of a round 13-way connector located near
the front corner of the transmission oil pan, on the right side. Specific transmission information can be found
stamped into a pad on the left side of the transmission, above the oil pan rail.
TRANSMISSION GEAR RATIOS

The gear ratios for the NAG1 automatic transmission are as follows:
1st Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.59:1

2nd Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.19:1
3rd Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.41:1
4th Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00:1
5th Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.83:1
Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16:1
Reverse (In 4WD low Range) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.93:1
TRANSMISSION HOUSING
The converter housing and transmission are made from a light alloy. These are bolted together and centered via the
outer multi-disc carrier of multi-disc holding clutch, B1. A coated intermediate plate provides the sealing. The oil
pump and the outer multi-disc carrier of the multi-disc holding clutch, B1, are bolted to the converter housing. The
stator shaft is pressed into it and prevented from rotating by splines. The electrohydraulic unit is bolted to the trans-
mission housing from underneath. A sheet metal steel oil pan forms the closure.
MECHANICAL SECTION
The mechanical section consists of a input shaft, output shaft, a sun gear shaft, and three planetary gear sets which
are coupled to each other. The planetary gear sets each have four planetary pinion gears. The oil pressure for the
torque converter lock-up clutch and clutch K2 is supplied through bores in the input shaft. The oil pressure to clutch
K3 is transmitted through the output shaft. The lubricating oil is distributed through additional bores in both shafts.
All the bearing points of the gear sets, as well as the freewheeling clutches and actuators, are supplied with lubri-
cating oil. The parking lock gear is connected to the output shaft via splines.
Freewheeling clutches F1 and F2 are used to optimize the shifts. The front freewheel, F1, is supported on the
extension of the stator shaft on the transmission side and, in the locking direction, connects the sun gear of the front
planetary gear set to the transmission housing. In the locking direction, the rear freewheeling clutch, F2, connects
the sun gear of the center planetary gear set to the sun gear of the rear planetary gear set.
ELECTROHYDRAULIC CONTROL UNIT

The electrohydraulic control unit comprises the shift plate made from light alloy for the hydraulic control and an
electrical control unit. The electrical control unit comprises of a supporting body made of plastic, into which the
electrical components are assembled. The supporting body is mounted on the shift plate and screwed to it.
Strip conductors inserted into the supporting body make the connection between the electrical components and a
plug connector. The connection to the wiring harness on the vehicle and the transmission control module (TCM) is
produced via this 13-pin plug connector with a bayonet lock.
SHIFT GROUPS
The hydraulic control components (including actuators) which are responsible for the pressure distribution before,
during, and after a gear change are described as a shift group. Each shift group contains a command valve, a
holding pressure shift valve, a shift pressure shift valve, overlap regulating valve, and a solenoid.
The hydraulic system contains three shift groups: 1-2/4-5, 2-3, and 3-4. Each shift group can also be described as
being in one of two possible states. The active shift group is described as being in the shift phase when it is actively
engaging/disengaging a clutch combination. The 1-2/4-5 shift group control the B1 and K1 clutches. The 2-3 shift
group controls the K2 and K3 clutches. The 3-4 shift group controls the K3 and B2 clutches.
OPERATION
The transmission control is divided into the electronic and hydraulic transmission control functions. While the elec-
tronic transmission control is responsible for gear selection and for matching the pressures to the torque to be trans-
mitted, the transmission’s power supply control occurs via hydraulic elements in the electrohydraulic control module.
The oil supply to the hydraulic elements, such as the hydrodynamic torque converter, the shift elements and the
hydraulic transmission control, is provided by way of an oil pump connected with the torque converter.
The Transmission Control Module (TCM) allows for the precise adaptation of pressures to the corresponding oper-
ating conditions and to the engine output during the gearshift phase, resulting in a noticeable improvement in shift
quality. The engine speed limit can be reached in the individual gears at full throttle and kickdown. The shift range
can be changed in the forward gears while driving, but the TCM employs a downshift safeguard to prevent over-
revving the engine. The system offers the additional advantage of flexible adaptation to different vehicle and engine
variants.
EMERGENCY RUNNING FUNCTION

In order to ensure a safe driving state and to prevent damage to the automatic transmission, the TCM control mod-
ule switches to limp-home mode in the event of critical faults. A DTC assigned to the fault is stored in memory. All
solenoid and regulating valves are thus de-energized.
The net effect is:
• The last engaged gear remains engaged.
• The modulating pressure and shift pressures rise to the maximum levels.
• The torque converter lockup clutch is deactivated.
In order to preserve the operability of the vehicle to some extent, the hydraulic control can be used to engage 2nd
gear or reverse using the following procedure:
• Stop the vehicle.
• Move selector lever to 9P9.
• Switch off engine.
• Wait at least 10 seconds.
• Start engine.
• Move selector lever to D: 2nd gear.
• Move selector lever to R: Reverse gear.
The limp-home function remains active until the DTC is rectified or the stored DTC is erased with the DRBT tool.
Sporadic faults can be reset via ignition OFF/ON.
CLUTCH APPLICATION
Refer to CLUTCH APPLICATION for which shift elements are applied in each gear position.
CLUTCH APPLICATION
GEAR RATIO B1 B2 B3 K1 K2 K3 F1 F2
1 3.59 X* X X* X X
2 2.19 X X X* X
3 1.41 X X X
4 1.00 X X X
5 0.83 X X X X*
N X X
R 3.16 X* X X X
R (4WD 1.93 X X X
Low or
Limp-in)
* = The shift components required during coast.
FIRST GEAR POWERFLOW
1 - TORQUE CONVERTER LOCK-UP CLUTCH 14 - CENTER PLANETARY CARRIER

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

Torque from the torque converter is increased via the input shaft (25) and all three planetary gearsets and trans-
ferred to the output shaft (26).
Front Planetary Gear Set
The annulus gear (8) is driven by the input shaft (25). The sun gear (21) is held against the housing by the locked
freewheel F1 (20) during acceleration and via the engaged multiple-disc holding clutch B1 (4) during deceleration.
The planetary pinion gears (17) turn on the fixed sun gear (21) and increase the torque from the annulus gear (8)
to the planetary carrier (13). The planetary carrier (13) moves at a reduced speed in the running direction of the
engine.
Rear Planetary Gear Set
The annulus gear (11) turns at a reduced speed due to the mechanical connection to the front planetary carrier (15).
The sun gear (23) is held against the housing by the engaged multiple-disc holding clutch B2 (6), by the locked
freewheel F2 (24) during acceleration and by the engaged multiple-disc clutch K3 (12) during deceleration. The
planetary gears (19) turn on the fixed sun gear (23) and increase the torque from the annulus gear (11) to the
planetary carrier (15). The planetary carrier (15) moves at a reduced speed in the running direction of the engine.
Center Planetary Gear Set
The annulus gear (10) is driven at the same speed as the rear planetary carrier (15) as a result of a mechanical
connection. The sun gear (22) is held against the housing by the multiple-disc holding clutch B2 (6). The planetary
pinion gears (18) turn on the fixed sun gear (22) and increase the torque from the annulus gear (10) to the plan-
etary carrier (14). The output shaft (26) connected to the planetary carrier (14) turns at a reduced speed in the
running direction of the engine.
SECOND GEAR POWERFLOW

B - TRANSMISSION INPUT SPEED E - FIXED PARTS
C - FIRST GEAR RATIO

Torque from the torque converter is increased via the input shaft (25) and the center and rear planetary gearset and
transferred to the output shaft (26).
The planetary carrier (13) and sun gear (21) are connected via the engaged multiple-disc clutch K1 (7). The plan-
etary gearset is therefore blocked and turns as a closed unit at the input speed due to the mechanical connection
of the annulus gear (8) and input shaft.
The annulus gear (11) turns at the input speed as a result of the mechanical connection to the front planetary carrier
(13). The sun gear (23) is held against the housing by the engaged multiple-disc holding clutch B2 (6), by the
locked freewheel F2 (24) during acceleration and by the engaged multiple-disc clutch K3 (12) during deceleration.
engine.
The annulus gear (10) is driven at the same speed as the rear planetary carrier (15) as a result of a mechanical
connection. The sun gear (22) is held against the housing by the multiple-disc holding clutch B2 (6). The planetary
pinion gears (18) turn on the fixed sun gear (22) and increase the torque from the annulus gear (10) to the plan-
etary carrier (14). The output shaft (5) connected to the planetary carrier (14) turns at a reduced speed in the run-
ning direction of the engine.
THIRD GEAR POWERFLOW

A - ENGINE SPEED C - FIRST GEAR RATIO
B - TRANSMISSION INPUT SPEED D - FIXED PARTS

A - ENGINE SPEED C - FIRST GEAR RATIO
B - TRANSMISSION INPUT SPEED D - FIXED PARTS
Torque from the torque converter is increased via the input shaft (25) and the center planetary gearset and trans-
etary gearset is therefore locked and turns as a closed unit at the input speed due to the mechanical connection of
the annulus gear (8) and input shaft (25).
The multiple-disc clutch K2 (9) is engaged and transfers the input speed of the input shaft (25) to the planetary
carrier (15) via the annulus gear (10). The annulus gear (11) turns in the same way as the planetary carrier (15) due
to the mechanical connection with the locked front planetary gearset. This planetary gearset is therefore locked and
turns as a closed unit.
The annulus gear (10) turns at the input speed as a result of the engaged multiple-disc clutch K2 (9). The sun gear
(22) is held against the housing by the multiple-disc holding clutch B2 (6). The planetary pinion gears (18) turn on
the fixed sun gear (22) and increase the torque from the annulus gear (10) to the planetary carrier (14). The output
shaft (26) connected to the planetary carrier (14) turns at a reduced speed in the running direction of the engine.
FOURTH GEAR POWERFLOW

A - ENGINE SPEED B - TRANSMISSION INPUT SPEED

A - ENGINE SPEED B - TRANSMISSION INPUT SPEED
Speed and torque are not converted by the direct gear ratio of the 4th gear. Power is transferred from the input
shaft (25) to the output shaft (26) via three locked planetary gearsets.
etary gearset is therefore locked and turns as a closed unit at the input speed due to the mechanical connection of
the annulus gear (8) and the input shaft (25).
carrier (15) via the annulus gear (10). The annulus gear (11) turns in the same way as the planetary carrier (15) due
to the mechanical connection with the locked front planetary gearset. The planetary gearset is therefore locked and
turns as a closed unit.
The annulus gear (10) turns at the input speed as a result of the engaged multiple-disc clutch K2 (9). The multiple-
disc clutch K3 (12) connects the sun gears (22) and (23) of the rear and center planetary gearset. The planetary
gearset is locked by the same speeds of the annulus gear (10) and the sun gear (22) and it turns as a closed unit.
FIFTH GEAR POWERFLOW


engine.
carrier (15) via the annulus gear (10). The annulus gear (11) turns at a reduced speed due to the mechanical con-
nection with the front planetary carrier (13). The planetary pinion gears (19) turn between the annulus gear (11) and
the sun gear (23). The sun gear (23) moves at an increased speed in the running direction of the engine.
The annulus gear (10) turns at the input speed as a result of the engaged multiple-disc clutch K2 (9). The multiple-
disc clutch K3 (12) transfers an increased speed to the sun gear (22) due to the connection with the sun gear (23).
The planetary pinion gears (18) turn between the annulus gear (10) and the sun gear (22). The speed of the plan-
etary carrier (14) and the output shaft connected to the planetary carrier (5) lies between that of the annulus gear
(10) and the sun gear (22). This provides a step-up ratio.
REVERSE GEAR POWERFLOW


ferred with reversed direction of rotation to the output shaft (26).
engine.
The planetary carrier (15) is held against the housing by the engaged multiple-disc holding clutch B3 (5). The annu-
lus gear (11) turns at a reduced speed due to the mechanical connection to the front planetary carrier (13). The
planetary gears (19) turn between the annulus gear (11) and the sun gear (23). The direction is reversed by the held
planetary carrier (15) so that the sun gear (23) turns in the opposite direction to the running direction of the engine.
The annulus gear (10) is held against the housing by the multiple-disc holding clutch B3 (5) via the mechanical
connection to the planetary carrier (15). The sun gear (22) turns backwards due to the engaged multiple-disc clutch
K3 (12). The planetary gears (18) turn on the fixed annulus gear (10) and increase the torque from the sun gear
(22) to the planetary carrier (14). The output shaft (26) connected to the planetary carrier (14) turns at a reduced
speed in the opposite direction to the running direction of the engine.
REVERSE GEAR POWERFLOW - LIMP IN or 4WD LOW RANGE


ferred with reversed direction of rotation to the output shaft (26) and.
The clutch K1 (7) is shifted. The planetary carrier (13) and sun gear (21) are connected to each other as a result.
The annulus gear (8) is driven via the input shaft (25). The planetary gear set is locked and turns as a unit.
The planetary carrier (15) is held against the housing by the engaged multiple-disc holding clutch B3 (5). The annu-
lus gear (11) turns at a reduced speed due to the mechanical connection to the front planetary carrier (13). The
planetary pinion gears (19) turn between the annulus gear (11) and the sun gear (23). The direction is reversed by
the held planetary carrier (15) so that the sun gear (23) turns in the opposite direction to the running direction of the
engine.
The annulus gear (10) is held against the housing by the multiple-disc holding clutch B3 (5) via the mechanical
connection to the planetary carrier (15). The sun gear (22) turns backwards due to the engaged multiple-disc clutch
K3 (12). The planetary gears (18) turn on the fixed annulus gear (10) and increase the torque from the sun gear
(22) to the planetary carrier (14). The output shaft (26) connected to the planetary carrier (14) turns at a reduced
speed in the opposite direction to the running direction of the engine.
SHIFT GROUPS/ SHIFT SEQUENCE

1-2 Shift - First Gear Engaged
1 - 1-2/4-5 SHIFT SOLENOID 5 - 1-2/4-5 COMMAND VALVE

2 - 1-2/4-5 OVERLAP VALVE 6 - DRIVING CLUTCH K1
3 - 1-2/4-5 SHIFT PRESSURE SHIFT VALVE 7 - HOLDING CLUTCH B1
4 - 1-2/4-5 HOLDING PRESSURE SHIFT VALVE
The end face of the command valve (5) is kept unpressurized via the solenoid valve for 1-2 and 4-5 shift (1).
Because of the holding pressure shift valve (4), the working pressure (p-A) is present at the multiple-disc holding
clutch B1 (7). Clutch K1 (6) is unpressurized.
Shift Phase - 1-2 Shift Phase 1

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

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

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

The 1-2/4-5 shift solenoid (1) is turned ON to apply shift pressure (p-S) to the end face of the 1-2/4-5 command
valve (5). This allows the command valve to up-shift and the shift pressure coming from the 1-2/4-5 shift valve (3)
is routed to the holding clutch B1 (7) via the command valve.
Simultaneously, the pressure in the releasing clutch, K1 (6), is regulated at the 1-2/4-5 overlap valve (2). The pres-
sure in the K1 clutch as it disengages is controlled during the shift phase depending on engine load, via the mod-
ulating pressure (p-MOD), and the shift pressure in clutch B1 (7). The increasing shift pressure in clutch B1, which
also acts on the end face of the overlap valve, reduces the overlap pressure.

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

After the gear change is complete, the 1-2/4-5 shift solenoid (1) is turned off. This reduces the pressure on the end
face of the 1-2/4-5 command valve (5) to 0 psi and the spring pressure downshifts the valve to its initial position.
The line pressure (p-A) is switched to the holding clutch B1 (7) and the end face of the holding valve by the down-
shifted command valve. The upshifted holding valve also allows the remaining pressure in clutch K1 (6) to be
vented.
Gear Shift N to D (1st gear) - Engine Started
1 - HOLDING CLUTCH B1 11 - PRESSURE HOLDING VALVE

2 - DRIVING CLUTCH K1 12 - 3-4 HOLDING PRESSURE SHIFT VALVE
3 - HOLDING CLUTCH B3 13 - 3-4 COMMAND VALVE
4 - DRIVING CLUTCH K3 14 - 3-4 SHIFT PRESSURE SHIFT VALVE
5 - HOLDING CLUTCH B2 PISTON 15 - 3-4 OVERLAP REGULATING VALVE
6 - HOLDING CLUTCH B2 PISTON OPPOSING FACE 16 - BALL VALVE
7 - SHIFT PRESSURE REGULATING SOLENOID 17 - 1-2/4-5 COMMAND VALVE
8 - SHIFT PRESSURE REGULATING VALVE 18 - 1-2/4-5 COMMAND VALVE
9 - SHIFT VALVE B2 19 - BALL VALVE
10 - 3-4 SHIFT SOLENOID
With the engine started and the gearshift lever in the NEUTRAL or PARK positions, holding clutch B1 (1) and driving
clutch K3 (4) are applied and the various valves in the 1-2/4-5 shift group are positioned to apply pressure to the
holding clutch B2.
Activation Sequence

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

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

CAUTION: Before attempting any repair on a NAG1 automatic transmission, check for Diagnostic Trouble
Codes with the appropriate scan tool.
Transmission malfunctions may be caused by these general conditions:

• Poor engine performance.
• Improper adjustments.
• Hydraulic malfunctions.
• Mechanical malfunctions.
• Electronic malfunctions.
• Transfer case performance (if equipped).
Diagnosis of these problems should always begin by checking the easily accessible variables: fluid level and con-
dition, gearshift cable adjustment. Then perform a road test to determine if the problem has been corrected or if
more diagnosis is necessary.
PRELIMINARY
Two basic procedures are required. One procedure for vehicles that are drivable and an alternate procedure for
disabled vehicles (will not back up or move forward).
VEHICLE IS DRIVABLE
1. Check for transmission fault codes using the appropriate scan tool.
3. Adjust gearshift cable if complaint was based on delayed, erratic, or harsh shifts.
4. Road test and note how transmission upshifts, downshifts, and engages.
VEHICLE IS DISABLED
2. Check for broken or disconnected gearshift cable.
3. Check for cracked, leaking cooler lines, or loose or missing pressure-port plugs.
4. Raise and support vehicle on safety stands, start engine, shift transmission into gear, and note following:
a. If propeller shaft turns but wheels do not, problem is with differential or axle shafts.
b. If propeller shaft does not turn and transmission is noisy, stop engine. Remove oil pan, and check for debris.
If pan is clear, remove transmission and check for damaged driveplate, converter, oil pump, or input shaft.
c. If propeller shaft does not turn and transmission is not noisy, perform hydraulic-pressure test to determine if
problem is hydraulic or mechanical.
ROAD TESTING
Before road testing, be sure the fluid level and control cable adjustments have been checked and adjusted if nec-
essary. Verify that all diagnostic trouble codes have been resolved.
Observe engine performance during the road test. A poorly tuned engine will not allow accurate analysis of trans-
mission operation.
Operate the transmission in all gear ranges. Check for shift variations and engine flare which indicates slippage.
Note if shifts are harsh, spongy, delayed, early, or if part throttle downshifts are sensitive.
Slippage indicated by engine flare, usually means clutch, overrunning clutch, or line pressure problems.
A slipping clutch can often be determined by comparing which internal units are applied in the various gear ranges.
The Clutch Application chart CLUTCH APPLICATION provides a basis for analyzing road test results.
CLUTCH APPLICATION
GEAR RATIO B1 B2 B3 K1 K2 K3 F1 F2
1 3.59 X* X X* X X
2 2.19 X X X* X
3 1.41 X X X
4 1.00 X X X
5 0.83 X X X X*
N N/A X X
R 3.16 X* X X X
R - Limp 1.93 X X X
In or
4WD
Low
Range
* = The shift components required during coast.
CONDITION POSSIBLE CAUSES CORRECTION

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

Delayed N-D or N-R 1. Transmission adaptation/ 1. Check for latest level TCM
Engagement calibration. software. Perform the TCM
CONTROL MODULES/
MODULE - STANDARD
PROCEDURE)
2. Torque converter fluid drain back, 2. If vehicle moves normally
delayed soft engagement. after 3 seconds of shifting into
gear, no repair is necessary. If
longer, inspect pump for worn
bushing.
3. Fluid Level Low. 3. Check and adjust fluid level.
(Refer to 21 - TRANSMISSION/
AUTOMATIC - NAG1/FILTER -
STANDARD PROCEDURE)
4. Filter plugged. 4. Check TC out pressure, if <
10psi, check for plugged filter.
Replace if needed.
5. Filter damaged or missing, 5. Check for damaged/missing
missing o-ring. filter or cut/missing o-ring.
6. Valve Body Malfunction. 6. Inspect valve body for stuck/
sticky regulator valve or shift
group valves.
7. Oil pump gears worn/damaged. 7. Inspect pump for damage or
excessive clearances. Replace
if needed.
No Drive or Reverse 1. Fluid level low. 1. Check and adjust fluid level.
Engagement (vehicle will (Refer to 21 - TRANSMISSION/
not move) AUTOMATIC - NAG1/FILTER -
STANDARD PROCEDURE)
2. Misadjusted/damaged shift cable. 2. Inspect shift system. Adjust
and/or replace worn/damaged
parts.
Replace if needed.
4. Filter damaged or missing, 4. Check for damaged/missing
missing filter o-ring. filter or cut/missing o-ring.
5 Hydraulic system-Low/no line 5. Remove valve body. Inspect
pressure. or sticky/stuck regulator valve.
If valve motion is free, replace
line pressure solenoid and
retest. If condition still exists
check for worn/damaged pump.
Replace pump assembly if
needed.

Shudder garage shift R-D 1. Transmission adaptation/ 1. Check for latest level TCM
or D-R calibration. software. Perform the TCM
CONTROL MODULES/
MODULE - STANDARD
PROCEDURE)
2. Customer applying throttle while 2. Instruct customer to wait until
shift is in progress. shift is complete prior to
applying throttle.
Harsh rolling garage shift 1. Transmission adaptation/ 1. Check for latest level TCM
R-D or D-R calibration. software. Perform the TCM
CONTROL MODULES/
MODULE - STANDARD
PROCEDURE)
2. Customer shifting into desired 2. Instruct customer to only shift
range with vehicle motion. into the desired range with the
vehicle stopped and the service
brake applied.
as needed.
Engine stalls when 1. Converter clutch or lock up control 1. Perform converter clutch
transmission is shifted into valve malfunction. diagnostics test. Inspect valve
R or D. body for stuck or sticky lock up
control valve. If valve motion is
free, replace lock up solenoid
and retest.
2. Defective torque converter. 2. Replace torque converter.
Clunk/click noise during 1. Stick-slip condition between output 1. Replace output flange and
garage shift from R-D or flange and output shaft nut upon nut.
D-R torque reversal from R to D or D to
R. Click on first launch.
Harsh Upshift or downshift 1. Transmission adaptation/ 1. Check for latest level TCM
calibration. software. Perform the TCM
CONTROL MODULES/
MODULE - STANDARD
PROCEDURE)
2. Valve body malfunction. 2. Inspect valve body for
sticky/stuck valves. Repair as
needed. If valve motion is free,
replace shift pressure solenoid
and line pressure solenoid and
retest.
3. Damaged or misbuilt clutch. 3. Remove, disassemble and
repair transmission as needed.

EMCC Shudder 1. Transmission adaptation/ 1. Check for latest level TCM
CONTROL MODULES/
MODULE - STANDARD
PROCEDURE)
2. Fluid condition, contamination or 2. Change fluid per service
wrong type. manual procedures. (Refer to
21 - TRANSMISSION/
STANDARD PROCEDURE)
3. Valve body malfunction. 3. Remove valve body. Inspect
for sticky/stuck lock up control
valve. If valve motion is free,
replace the lock up solenoid
and retest.
4. Defective torque converter. 4. Replace torque converter.
Grating or Scraping Noise 1. Torque converter bolts contacting 1. Dust shield bent. Replace if
proportional to engine dust shield. needed. Torque converter bolt
speed backed out. Replace with new
bolt and torque to proper level.
2. Damaged/broken drive plate. 2. Inspect driveplate. Replace if
needed.
Grating or Scraping Noise 1. Driveshaft or rear axle noise. 1. Check driveshaft, center
proportional to transmission bearing and axle for noise or
output speed contact with other components.
2. Transmission output bearing 2. Replace output bearing and
noise. retest.
3. Internal transmission damage. 3. Remove, disassemble and
repair transmission as needed.
High pitched whine/noise 1. Fluid level low. 1. Check and adjust fluid level.
related to engine speed (Refer to 21 - TRANSMISSION/
STANDARD PROCEDURE)
as needed.
Replace if needed.
4. Filter damaged or missing. 4. Check for damaged/missing
filter or cut/missing o-ring.
5. Oil pump bushing worn/ damaged. 5. Visually inspect for worn or
damaged pump bushing.
Replace pump assembly if
needed.
6. Oil pump gears worn/ damaged. 6. Inspect for worn or damaged
pump gears. Replace pump
assembly if needed.

Slips on 1-2 upshift 1. Transmission adaptation/ 1. Check for latest level TCM
CONTROL MODULES/
MODULE - STANDARD
PROCEDURE)
2. Fluid level low. 2. Check and adjust fluid level.
STANDARD PROCEDURE)
4. Valve body malfunction. 4. Check for sticky/stuck 2-3
shift pressure valve or regulator
valve.
5. F1 or K1 clutch damaged. 5. Disassemble transmission
inspect for damaged F1 or K1
clutch. Repair as needed.
CONTROL MODULES/
MODULE - STANDARD
PROCEDURE)
STANDARD PROCEDURE)
valve.
5. F2 or B2 clutch damaged. 5. Disassemble transmission,
inspect for damaged F2 or B2

CONTROL MODULES/
MODULE - STANDARD
PROCEDURE)
STANDARD PROCEDURE)
valve.
5. K3 or B2 clutch damaged. 5. Disassemble transmission,
inspect for damaged K3 or B2
CONTROL MODULES/
MODULE - STANDARD
PROCEDURE)
STANDARD PROCEDURE)
valve.
5. B1 or K1 clutch damaged. 5. Disassemble transmission,
inspect for damaged B1 or K1
In-gear shudder on heavy 1. Fluid level low. 1. Check and adjust fluid level.
acceleration (Refer to 21 - TRANSMISSION/
STANDARD PROCEDURE)
No Drive engagement 1. Customer shifting into N at vehicle 1. Instruct the customer that
following a shift to N speeds greater than 25mph and they should not shift into N at
tipping in on the throttle. vehicle speeds greater 25mph.
2. Shift system malfunction. 2. Inspect shift system for
proper adjustment or damage.
Check shifter for DTCs. Repair
as needed.

Reverse gear position 1. Customer shifting into R at vehicle 1. Instruct customer that R
blocked engagement when speeds greater than 7mph. shifter position is blocked at
moving shift lever from D vehicle speeds greater than
position 7mph.
2. Shift system malfunction. 2. Inspect shift system for
proper adjustment or damage.
Check shifter for DTCs. Repair
as needed.
No Engine Cranking in P or 1. Gearshift cable adjustment. 1. Adjust shift cable and retest.
N 2. Shift system malfunction. 2. Check shifter DTCs. Inspect
shift cable and lever assembly.
Adjust and/or replace worn/
damaged parts.
3. Valve body malfunction. 3. Starter lockout contact
malfunction. Remove valve
body, replace lead frame
assembly.

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

sion clutch operation. The test can be conducted with
the transmission either in the vehicle or on the work
bench, as a final check.
Air-pressure testing requires that the oil pan and valve
body be removed from the transmission. The clutch
apply passages are shown in the NAG1 Clutch Appli-
cation Ports graphic.
NOTE: The air supply which is used must be free

of moisture and dirt. Use a pressure of 30 psi to
test clutch operation.
Apply air pressure at each port. If the clutch is func-

tioning, a soft thump will be heard as the clutch is
applied. The clutch application can also be felt by
touching the appropriate element while applying air
pressure. As the air pressure is released, the clutch
should also release.
NAG1 Clutch Application Ports
1 - K1 CLUTCH APPLY PORT

2 - B1 CLUTCH APPLY PORT
4 - TORQUE CONVERTER CLUTCH APPLY PORT
6 - B2 CLUTCH COUNTER-PRESSURE PORT
STANDARD PROCEDURE - ALUMINUM THREAD REPAIR

Damaged or worn threads in the aluminum transmission case and valve body can be repaired by the use of Heli-
Coils™, or equivalent. This repair consists of drilling out the worn-out damaged threads. Then tap the hole with a
special Heli-Coil™ tap, or equivalent, and installing a Heli-Coil™ insert, or equivalent, into the hole. This brings the
hole back to its original thread size.
Heli-Coil™, or equivalent, tools and inserts are readily available from most automotive parts suppliers.
REMOVAL
NOTE: If the transmission is being reconditioned (clutch/seal replacement) or replaced, it is necessary to
perform the TCM Adaptation Procedure using the scan tool (Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE).
1. Disconnect the negative battery cable.

2. Raise and support the vehicle.
3. Remove the propeller shafts. (Refer to 3 - DIFFER-
ENTIAL & DRIVELINE/PROPELLER SHAFT/PRO-
PELLER SHAFT - REMOVAL)
4. Remove the bolts holding the starter motor to the
transmission. (Refer to 8 - ELECTRICAL/START-
ING/STARTER MOTOR - REMOVAL)
5. Remove the starter from the transmission starter
pocket and safely relocate.
6. Remove the bolts (1, 2, 3) holding the structural
cover to the transmission and engine.
7. Remove the structural cover from the vehicle.
8. Rotate crankshaft in clockwise direction until con-

verter bolts (3) are accessible. Then remove bolts
(3) one at a time. Rotate crankshaft with socket
wrench on dampener bolt.
9. Disconnect the gearshift cable (3) from the trans-

mission manual valve lever.
10. Remove the shift cable (3) from the gearshift
cable bracket (2).
11. Disconnect 13-pin plug connector (1). Turn bayo-

net lock of guide bushing (2) anti-clockwise.
12. Remove the 13-pin connector (1) from the
transmission.
13. Disconnect transmission fluid cooler lines (2) at

transmission (1).
14. Disconnect the transmission vent hose from the
transmission.
15. Remove the bolts (4) holding the transmission fill

tube (2) to the transmission (1).
16. Support rear of engine with safety stand or jack.
17. Raise transmission slightly with service jack to
relieve load on crossmember and supports.
18. Remove bolts securing rear support and cushion
to transmission crossmember.
19. Remove bolts attaching crossmember to frame
and remove crossmember.
20. Remove all remaining bolts (2) holding the engine

(1) to the transmission (3). Note the location of
any wiring harness clips (4).
21. Carefully work transmission and torque converter
assembly rearward off engine block dowels.
22. Hold torque converter in place during transmission
removal.
23. Lower transmission and remove assembly from
under the vehicle.
24. To remove torque converter, carefully slide torque
converter out of the transmission.
DISASSEMBLY
NOTE: Tag all clutch pack assemblies, as they are removed, for reassembly identification.
1. Remove the torque converter (1).

2. Place transmission in a vertical position.

3. Measure input shaft end play as follows:
a. Attach Adapter 8266-18 (2) to Handle 8266-8
(1).
b. Attach dial indicator C-3339 (3) to Handle
8266-8 (1).
c. Install the assembled tool onto the input shaft
of the transmission and tighten the retaining
screw on Adapter 8266-18 (2) to secure it to
the input shaft.
d. Position the dial indicator plunger against a flat
spot on the oil pump and zero the dial indica-
tor.
e. Move the input shaft in and out. Record the
maximum travel for assembly reference.
4. Loosen guide bushing (12) and remove from trans-

mission housing.
5. Detach oil pan (5).
6. Remove oil filter (4).
7. Unscrew Torx socket bolts (3) and remove electro-
hydraulic unit (2).
8. Place the transmission in PARK to prepare for the

removal of the output shaft nut.
9. Remove the nut holding the propeller shaft flange
to the output shaft and remove the flange.
10. Remove the transmission rear oil seal with a suit-
able slide hammer and screw.
11. Remove the transmission output shaft washer. Be
sure to tag the washer since it is very similar to
the geartrain end-play shim and they must not be
interchanged.
12. Remove the transmission rear output shaft bear-
ing retaining ring (1).
13. Position Bearing Remover 9082 (1) over the inner

race of the output shaft bearing (3).
14. Slide the collar (3) on the Bearing Remover 9082

(1) downward over the fingers (4) of the tool.
15. Remove the output shaft bearing (3).

16. Remove the geartrain end-play shim from the out-
put shaft. Be sure to tag the shim since it is very
similar to the output shaft washer and they must
not be interchanged.
17. Remove the bolts holding the transmission housing to the converter housing from inside the converter housing.
18. Stand the transmission upright on the converter housing. Be sure to use suitable spacers between the bench
surface and the converter housing since the input shaft protrudes past the front surface of the housing.
19. Remove the remaining bolts holding the transmission housing to the converter housing.
20. Remove the transmission housing from the converter housing.
21. Remove output shaft with center and rear gear set and clutch K3 (3).
22. Remove thrust needle bearing (4) and thrust washer (5).
23. Remove input shaft with clutch K2 and front gear set (6).
24. Remove clutch K1 (1).
25. Unscrew Torx socket bolts (4) and remove oil pump (6). Screw two opposed bolts into the oil pump housing and
press the oil pump out of the converter housing by applying light blows with a plastic hammer.
26. Remove and discard the torque converter hub seal and the oil pump outer o-ring seal from the oil pump.
27. Unscrew Torx socket bolts (1) and remove multiple-disc holding clutch B1 (5) from converter housing. Screw
two opposed bolts into the multiple-disc holding clutch B1 (5) and separate from the converter housing by
applying light blows with a plastic hammer.
28. Detach intermediate plate (3) from converter housing (2).
29. Remove multiple-disc pack B3 (2) and spring washer (3) by removing snap-ring (1) in transmission housing. To
facilitate removal of the snap-ring (1), compress the multiple-disc pack B3 (2). Note which clutch disc is
removed just prior to the spring washer (3) for re-assembly. If the clutch discs are re-used, this disc must be
returned to its original position on top of the spring washer.
30. Unscrew Torx socket bolts (7).
31. Remove multiple-disc holding clutch B2 (4) from transmission housing. The externally toothed disc carrier for
multiple-disc holding clutch B2 is also the piston for multiple-disc holding clutch B3.
32. Remove parking lock gear (5).
ASSEMBLY
1. Insert parking lock gear (5).

2. Install multiple-disc holding clutch B2 (4) in transmission housing (6).
3. Screw in both Torx socket bolts (7). Tighten the bolts to 16 N·m (141 in.lbs.).
NOTE: During the measurement the snap ring (7)

must contact the upper bearing surface of the
groove in the outer multiple-disc carrier (8).
NOTE: Pay attention to sequence of discs. If the

original clutch discs are reused, be sure to return
the disc identified on disassembly as belonging
on top of the spring washer (4) to its original loca-
tion. Place new friction multiple-discs in ATF fluid
for one hour before installing.
4. Insert and measure spring washer (4) and multiple-

disc pack B3 (2, 6).
a. Put multiple-discs for multiple-disc holding
clutch B3 together in the sequence shown in
the illustration and insert individually.
b.
CAUTION: Apply only light pressure (less than 10 N (3 lbs.) of force) to the clutch pack when measuring the
clutch clearance with the feeler gauge. Applying excessive force to the clutch will give an incorrect reading
and lead to a transmission failure.Using a feeler gauge, determine the play (L( at three points between the
snap ring (7) and outer multiple-disc (1). B3 clutch clearance should be 1.0-1.4 mm (0.039-0.055 in.). Adjust
the clearance as necessary.
c. Adjust with snap-ring (7), if necessary. Snap-rings are available in thicknesses of 3.2 mm (0.126 in.), 3.5 mm
(0.138 in.), 3.8 mm (0.150 in.), 4.1 mm (0.162 in.), 4.4 mm (0.173 in.), and 4.7 mm (0.185 in.).
5. Check that the K1 clutch feed hole (1) in the inner

hub of clutch B1 is free before installing clutch B1.
6. Place intermediate plate (3) on converter housing (2) and align.
NOTE: The intermediate plate can generally be used several times. The plate must not be coated with addi-
tional sealant
7. Install the holding clutch B1 (5) onto the converter housing and intermediate plate. Installed position of clutch B1
in relation to converter housing is specified by a plain dowel pin in clutch B1 (arrow).
8. Install the bolts to hold clutch B1 (5) to the converter housing.
9. Securely tighten multiple-disc holding clutch B1 (5) on converter housing (2) to 10 N·m (88.5 in.lbs.).
10. Install new torque converter hub seal (1) into the
oil pump using Seal Installer 8902A.
11. Install new oil pump outer o-ring seal onto oil
pump.
12. Install oil pump (6) and securely tighten. Tighten
the oil pump bolts to 20 N·m (177 in.lbs.).
13. Using grease, insert sealing rings (7) in the groove so that the joint remains together.
14. Install the K1 (1) clutch onto the B1 clutch.
15. Install input shaft with clutch K2 (6) and front gear set (1).
16. Install front washer (5) and thrust needle bearing (4).
17. Install output shaft with center and rear gear set and clutch K3 (3).
18. Using grease, install both Teflon rings in the

groove at the rear of the output shaft so that the
joint stays together.
19. Mount transmission housing on converter housing.
20. Screw in Torx socket bolts through the transmis-
sion housing into the converter housing. Tighten
the bolts to 20 N·m (177 in.lbs.).
NOTE: Verify that there are no nicks or other irreg-

ularities in the surface of the transmission case
that will cause an inaccurate measurement.
21. Measure end-play between park pawl gear and

grooved ball bearing in order to select the proper
geartrain end-play shim.
22. Place Gauge Bar 6311 (1) on transmission hous-
ing. Using a depth gauge, measure from the gauge bar (1) to the parking lock gear (2).
23. Using a depth gauge, measure from the Gauge

Bar 6311 (1) to the contact surface of the output
shaft bearing (2) in the transmission housing.
24. Subtract the first figure from the second figure to
determine the current end-play of the transmis-
sion. Select a shim such that the end-play will be
0.3-0.5 mm (0.012-0.020 in.). Shims are available
in thicknesses of 0.2 mm (0.008 in.), 0.3 mm
(0.012 in.), 0.4 mm (0.016 in.), and 0.5 mm (0.020
in.).
25. Install the selected end-play shim.
26. Screw in Torx socket bolts through the converter

housing into the transmission housing. Tighten the
bolts to 20 N·m (177 in.lbs.).
27. Install output shaft bearing (2) in rear transmission
housing. Using Bearing Installer 9287 (1), install
the output shaft bearing (2) into the transmission
housing. The closed side of the plastic cage
must point towards the parking lock gear.
28. Install the retaining ring (1). Ensure that the

retaining ring is seated correctly in the groove.
29. Check that there is no play between the bearing
and the retaining ring using feeler gauge.
30. There must be no play between the retaining ring
and the bearing. If the ring cannot be installed, a
thinner ring must be used. If there is play between
the ring and the bearing, a thicker ring must be
installed. Retaining rings are available in thick-
nesses of 2.0 mm (0.079 in.), 2.1 mm (0.083 in.),
and 2.2 mm (0.087 in.).
31. Rotate the transmission so that the bellhousing is

pointed upward and ensuring that the output shaft
is allowed to move freely.
32. Measure input shaft end-play.
NOTE: If end-play is incorrect, transmission is

incorrectly assembled, or the geartrain end-play
shim is incorrect. The geartrain end-play shim is
selective.
a. Attach Adapter 8266-18 (2) to Handle 8266-8

(1).
b. Attach dial indicator C-3339 (3) to Handle
8266-8 (1).
c. Install the assembled tool onto the input shaft
of the transmission and tighten the retaining
screw on Adapter 8266-18 to secure it to the
input shaft.
d. Position the dial indicator plunger against a flat
spot on the oil pump and zero the dial indica-
tor.
e. Move input shaft in and out and record reading. End play should be 0.3-0.5 mm (0.012-0.020 in.). Adjust as
necessary.
33. Install the output shaft washer onto the output

shaft.
34. Install a new transmission rear seal into the trans-
mission case with Seal Installer 8902A (1).
35. Place the transmission in PARK to prepare for the

installation of the output shaft nut.
36. Inspect the seal protector on the rear of the out-
put shaft flange. Replace the seal protector if
damaged. the seal protector can be removed
using a suitable pry tool and installed with a suit-
able tube style tool.
37. Install the propeller shaft flange onto the output
shaft and install an new flange nut. Tighten the
flange nut to 200 N·m (147.5 ft.lbs.).
38. Place the Staking Tool 9078 (2) and Driver Handle
C-4171 onto the output shaft.
39. Rotate the Staking Tool 9078 (2) until the align-
ment pin (3) engages the output shaft notch (4).
40. Press downward on the staking tool (1) until the

staking pin (3) contacts the output shaft nut flange
(2).
41. Strike the Driver handle C-4171 with a suitable
hammer until the output shaft nut is securely
staked to the output shaft.
42. Install electrohydraulic unit (2). Tighten the bolts

to 8 N·m (71 in.lbs.).
43. Install oil filter (4).
44. Install oil pan (5). Tighten the bolts to 8 N·m (71
in.lbs.).
45. Install guide bushing (12).
46. Install the torque converter.

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

verter hub while inserting torque converter into

6. Insert torque converter (1) hub into oil pump.
7. While pushing torque converter inward, rotate converter until converter is fully seated in the oil pump gears.
8. Check converter seating with a scale and straightedge. Surface of converter lugs should be at least 19 mm (3/4
in.) to rear of straightedge when converter is fully seated.
9. If necessary, temporarily secure converter with C-clamp attached to the converter housing.
10. Check condition of converter driveplate. Replace

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

crossmember to frame bolts to 68 N·m (50 ft.lbs.).
18. Install rear support to transmission. Tighten bolts
to 47 N·m (35 ft.lbs.).
19. Lower transmission onto crossmember and install
bolts attaching transmission mount to crossmem-
ber. Tighten clevis bracket to crossmember bolts
to 47 N·m (39 ft.lbs.). Tighten the clevis bracket to
rear support bolt to 68 N·m (50 ft.lbs.).
20. Remove engine support fixture.
21. Install the engine to transmission structutral cover.
(Refer to 9 - ENGINE/ENGINE BLOCK/STRUC-
TURAL COVER - INSTALLATION)
22. Connect gearshift cable (3) to the gearshift cable

bracket (2) and transmission (1).
23. Check O-ring on plug connector (1) , and replace

if necessary.
24. Install the plug connector (1) into the guide bush-
ing (2). Turn bayonet lock of guide bushing (2)
clockwise to connect plug connector (1).
CAUTION: It is essential that correct length bolts

be used to attach the converter to the driveplate.
Bolts that are too long will damage the clutch sur-
face inside the converter.
25. Install all torque converter-to-driveplate bolts (3)

by hand.
26. Verify that the torque converter is pulled flush to
the driveplate. Tighten bolts to 42 N·m (30.5 ft.
lbs.).
27. Install starter motor. (Refer to 8 - ELECTRICAL/

STARTING/STARTER MOTOR - INSTALLATION)
28. Install transmission fill tube (2).
29. Connect cooler lines (2) to transmission (1).

30. Install exhaust components.
31. Install transfer case, if necessary. (Refer to 21 -
TRANSMISSION/TRANSAXLE/TRANSFER CASE
- REMOVAL) Tighten transfer case nuts to 35 N·m
(26 ft.lbs.).
32. Align and connect propeller shafts. (Refer to 3 -
DIFFERENTIAL & DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - INSTALLATION)
33. Adjust gearshift cable if necessary. (Refer to 21 -
TRANSMISSION/AUTOMATIC - NAG1/GEAR
SHIFT CABLE - ADJUSTMENTS)
34. Lower vehicle.
35. Connect negative battery cable.
36. Fill transmission with the appropriate fluid (Refer
to 21 - TRANSMISSION/AUTOMATIC - NAG1/
FILTER - STANDARD PROCEDURE).
37. Verify proper operation.
HYDRAULIC FLOW IN PARK

HYDRAULIC FLOW IN REVERSE - FAILSAFE

HYDRAULIC FLOW IN REVERSE

HYDRAULIC FLOW IN NEUTRAL - DEFAULT

HYDRAULIC FLOW IN NEUTRAL

HYDRAULIC FLOW IN NEUTRAL TO DRIVE TRANSITION

HYDRAULIC FLOW IN DRIVE - FAILSAFE

HYDRAULIC FLOW IN DRIVE - FIRST GEAR

HYDRAULIC FLOW IN DRIVE - FIRST TO SECOND GEAR TRANSITION

HYDRAULIC FLOW IN DRIVE - SECOND GEAR

HYDRAULIC FLOW IN DRIVE - SECOND TO THIRD GEAR TRANSITION

HYDRAULIC FLOW IN DRIVE - THIRD GEAR

HYDRAULIC FLOW IN DRIVE - THIRD TO FOURTH GEAR TRANSITION

HYDRAULIC FLOW IN DRIVE - FOURTH GEAR

HYDRAULIC FLOW IN DRIVE - FOURTH TO FIFTH GEAR TRANSITION

HYDRAULIC FLOW IN DRIVE - FIFTH GEAR

HYDRAULIC FLOW IN DRIVE - FIFTH GEAR - EMCC

HYDRAULIC FLOW IN DRIVE - FIFTH TO FOURTH GEAR TRANSITION

HYDRAULIC FLOW IN DRIVE - FOURTH TO THIRD GEAR TRANSITION

HYDRAULIC FLOW IN DRIVE - THIRD TO SECOND GEAR TRANSITION

HYDRAULIC FLOW IN DRIVE - SECOND TO FIRST GEAR TRANSITION

SPECIFICATIONS
GEAR RATIOS
1ST 3.59:1
2ND 2.19:1
3RD 1.41:1
4TH 1.00:1
5TH 0.83:1
REVERSE 3.16:1
SPECIFICATIONS
COMPONENT METRIC (mm) INCH (in.)

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

3.8 0.138, 0.150
Discs
5 Disc 2.5-2.9 0.099-0.114
10 Disc 2.5-2.9 0.099-0.114
3.5 0.126, 0.138

Bolt, B2 Clutch Carrier 16 - 141
Bolt, B1 Carrier to 10 - 88.5
Converter Housing
Bolt, Oil Pump 20 - 177
Nut, Propeller Flange 200 147.5 -
Nut, 4X4 Adapter Shaft 200 147.5 -
Bolt, Electrohydraulic Unit 8 - 71
Bolt, Transmission 20 - 177
Housing to Converter
Housing
Bolts, 4X4 Adapter 20 - 177
Housing
Bolts, Oil Pan 8 - 71
Screws, Valve Body/ 4 - 35
Housing Side Cover
Bolt, Shift Plate 8 - 71
Bolt, Solenoid Leaf Spring 8 - 71
Nut, Shifter Mechanism to 12 - 105
Floor Pan
SPECIAL TOOLS - AUTOMATIC

TRANSMISSION - NAG1
Dial Indicator - C-3339 End Play Set - 8266
Adapter, Geartrain End-play - 8266-18

Handle, Universal - C-4171
Bar, Gauge - 6311
Compressor, Multi-use Spring - 8900

Remover, Bearing - 9082
Tool, Pressing - 8901
Installer, Bearing - 9287
Installer, Seal - 8902A
Dipstick - 9336
Tool, Staking - 9078

MECHANISM-BRAKE TRANSMISSION SHIFT INTERLOCK

DESCRIPTION

(BTSI) is a cable operated system that prevents the
transmission gear shifter from being moved out of
PARK without the proper driver inputs. The system
also contains a solenoid that is integral to the shifter
assembly. The solenoid works in conjunction with the
park lock cable (5) to permit shifter movement out of
PARK when the brake is depressed and prevents
shifter movement into REVERSE unless a shift into
REVERSE is permitted.
OPERATION

(BTSI) is engaged whenever the ignition switch is in
the LOCK (1) position. An additional electrically acti-
vated feature will prevent shifting out of the PARK
position unless the brake pedal is depressed at least
one-half inch. A solenoid in the shifter assembly is de-
energized when the ignition is in the ON position and
the brake pedal is depressed. When the key is in the
ON position and the brake pedal is depressed, the
shifter is unlocked and will move into any position. The
interlock system also prevents the ignition switch from
being turned to the LOCK position, unless the shifter
is in the gated PARK position.
The following chart describes the normal operation of the Brake Transmission Shift Interlock (BTSI) system. If the
“expected response” differs from the vehicle’s response, then system repair and/or adjustment is necessary.

1. Turn key to the 9ACC9 position and depress brake 1. Shifter CAN be shifted out of park.
pedal.
2. Turn key to the 9ON9 position, with foot off of brake 2. Shifter CANNOT be shifted out of park.
pedal.
3. Turn key to the 9ON9 position and depress the brake 3. Shifter CAN be shifted out of park.
pedal.
4. Leave shifter in any gear, except 9PARK9, and try to 4. Key cannot be returned to the 9LOCK9 position.
return key to the 9LOCK9 position.
5. Return shifter to 9PARK9 and try to remove the key. 5. Key can be removed (after returning to 9LOCK9
position).
6. With the key removed, and the brake depressed, try 6. Shifter cannot be shifted out of 9PARK9.
to shift out of 9PARK9.
NOTE: Any failure to meet these expected responses requires system adjustment or repair.
DIAGNOSIS AND TESTING - BRAKE TRANSMISSION SHIFT INTERLOCK

SYSTEM VERIFICATION
1. Verify that the key can only be removed in the PARK position
2. When the shift lever is in PARK, the ignition key cylinder should rotate freely from ACC to LOCK. When the
shifter is in any other gear or neutral position, the ignition key cylinder should not rotate to the LOCK position.
(12mm).
DIAGNOSTIC CHART

KEY WILL NOT ROTATE TO THE 1. Misadjusted Park Lock cable. 1. Adjust Park Lock cable. (Refer to
LOCK POSITION. 21 - TRANSMISSION AND
TRANSMISSION/BRAKE
TRANSMISSION SHIFT
INTERLOCK SYSTEM -
ADJUSTMENTS)
2. Misadjusted gearshift cable. 2. Adjust gearshift cable. (Refer to
21 - TRANSMISSION AND
TRANSMISSION/GEAR SHIFT
3. Burrs on ignition key. 3. Remove burrs and cycle key
several times to verify operation.
4. Binding or broken components. 4. Inspect system components and
repair/replace components as
necessary.
VEHICLE WILL NOT START 1. Misadjusted gearshift cable. 1. Adjsut gearshift cable. (Refer to
UNLESS SHIFTER IS HELD 21 - TRANSMISSION AND
FORWARD, OR REARWARD, OF TRANSFER CASE/AUTOMATIC
THE PARK POSITION. TRANSMISSION/GEAR SHIFT
ADJUSTMENTS - BRAKE TRANSMISSION SHIFT INTERLOCK

The park interlock cable is part of the brake/shift lever interlock system. Correct cable adjustment is important to
proper interlock operation. The gear shift and park lock cables must both be correctly adjusted in order to shift out
of PARK.
ADJUSTMENT PROCEDURE
1. Remove floor console as necessary for access to the park lock cable. (Refer to 23 - BODY/INTERIOR/FLOOR
CONSOLE - REMOVAL)
2. Shift the transmission into the PARK position.
3. Turn ignition switch to LOCK position. Be sure ignition key cylinder is in the LOCK position. Cable will not
adjust correctly in any other position.
NOTE: If the key will not turn to the LOCK position, pull up on the cable lock button and manually move the
cable in and out until the key can be turned to the LOCK position.
4. Pull cable lock button up to release cable, if necessary.

5. Ensure that the cable is free to self-adjust by pushing cable rearward and releasing.
6. Push lock button down until it snaps in place. The lock should be flush to the surface of the cylinderical portion
of the cable adjustment housing.
BTSI FUNCTION CHECK

1. Verify removal of ignition key allowed in PARK position only.
2. When the shift lever is in PARK, the ignition key cylinder should rotate freely LOCK position. When the shifter is
in any other position, the ignition key should not rotate to the LOCK position.
(12mm).
7. The floor shifter lever and gate positions should be in alignment with all transmission detent positions.
8. Engine starts must be possible with shifter lever in PARK or NEUTRAL gate positions only. Engine starts must
not be possible in any other gate positions other than PARK or NEUTRAL.
9. With the shifter lever handle in the:
• PARK position- apply forward force on center of handle and remove pressure. Engine start must be possible.
• PARK position- apply rearward force on center of handle and remove pressure. Engine start must be possible.
• NEUTRAL position- engine start must be possible.
• NEUTRAL position, engine running and brakes applied- Apply forward force on center of shift handle. Trans-
mission should not be able to shift into REVERSE detent.
CLUTCHES-INPUT
DESCRIPTION
Input Clutches
1 - K1 CLUTCH 12 - CENTER PLANETARY GEARSET SUN GEAR

2 - K2 CLUTCH 13 - K2 CLUTCH EXTERNALLY TOOTHED DISC CARRIER
3 - EXTERNALLY TOOTHED DISC 14 - K2 CLUTCH PISTON
4 - INTERNALLY TOOTHED DISC 15 - FRONT PLANETARY GEARSET PLANETARY CARRIER
5 - K3 CLUTCH 16 - FRONT PLANETARY GEARSET ANNULUS GEAR
6 - K3 CLUTCH EXTERNALLY TOOTHED DISC CARRIER 17 - FRONT PLANETARY GEARSET SUN GEAR
7 - K3 CLUTCH PISTON 18 - K1 CLUTCH INTERNALLY TOOTHED DISC CARRIER
8 - K3 CLUTCH INTERNALLY TOOTHED DISC CARRIER 19 - K1 CLUTCH EXTERNALLY TOOTHED DISC CARRIER
9 - REAR PLANETARY GEARSET SUN GEAR 20 - K1 CLUTCH PISTON
10 - CENTER PLANETARY GEARSET PLANETARY CARRIER 21 - DRIVE SHAFT
11 - CENTER PLANETARY GEARSET ANNULUS GEAR
Three multi-plate input clutches (1, 2, 5), the front, middle and rear multi-plate clutches K1 (1), K2 (2), and K3 (5),
are located in the planetary gear sets in the transmission housing.
A multi-plate input clutch consists of a number of internally toothed discs (4) on an internally toothed disc carrier and
externally toothed discs (3) on an externally toothed disc carrier.
OPERATION
Input Clutches
1 - K1 CLUTCH 12 - CENTER PLANETARY GEARSET SUN GEAR

2 - K2 CLUTCH 13 - K2 CLUTCH EXTERNALLY TOOTHED DISC CARRIER
3 - EXTERNALLY TOOTHED DISC 14 - K2 CLUTCH PISTON
4 - INTERNALLY TOOTHED DISC 15 - FRONT PLANETARY GEARSET PLANETARY CARRIER
5 - K3 CLUTCH 16 - FRONT PLANETARY GEARSET ANNULUS GEAR
6 - K3 CLUTCH EXTERNALLY TOOTHED DISC CARRIER 17 - FRONT PLANETARY GEARSET SUN GEAR
7 - K3 CLUTCH PISTON 18 - K1 CLUTCH INTERNALLY TOOTHED DISC CARRIER
8 - K3 CLUTCH INTERNALLY TOOTHED DISC CARRIER 19 - K1 CLUTCH EXTERNALLY TOOTHED DISC CARRIER
9 - REAR PLANETARY GEARSET SUN GEAR 20 - K1 CLUTCH PISTON
10 - CENTER PLANETARY GEARSET PLANETARY CARRIER 21 - DRIVE SHAFT
11 - CENTER PLANETARY GEARSET ANNULUS GEAR
The input clutches produce a non-positive locking connection between two elements of a planetary gear set or
between one element from each of two planetary gear sets in order to transmit the drive torque.
If the piston (20) on multi-plate clutch K1 (1) is subjected to oil pressure, it presses the internal and external discs
of the disc set together. The sun gear (17) is locked with the planetary carrier (15) via the externally toothed disc
carrier (19) and the internally toothed disc carrier (18). The front planetary gear set is thus locked and turns as a
closed unit.
If the multi-plate clutch K2 (2) is actuated via the piston (14), the piston compresses the disc set. The annulus gear
(16) of the front planetary gear set is locked with the annulus gear (11) of the center planetary gear set via the
externally toothed disc carrier (13) and the center planetary carrier (10) on which the internally toothed discs are
seated. Annulus gear (16) and annulus gear (11) turn at the same speed as the input shaft (21)
If the multi-plate clutch K3 (5) is actuated via the piston (7), the piston compresses the disc set. The sun gear (12)
of the center planetary gear set is locked with the sun gear (9) of the rear planetary gear set via the externally
toothed disc carrier (6) and the internally toothed disc carrier (8). Sun gear (12) and sun gear (9) turn at the same
speed.
K1-INPUT CLUTCH
DISASSEMBLY
Input Clutch K1 Components
1 - K1 OUTER DISC CARRIER 7 - DISC SPRING

2 - FREEWHEELING CLUTCH F1 8 - SPRING PLATE
3 - SNAP-RING 9 - SPRING PLATE SEALING RING
4 - OUTER DISC CARRIER SEALING RING 10 - SNAP-RING
5 - PISTON SEALING RING 11 - SNAP-RING
6 - PISTON 12 - MULTIPLE DISC PACK - REFER TO TEXT FOR CORRECT
ASSEMBLY ORDER
1. Remove snap-ring (11) from outer multiple-disc carrier (6).

2. Take multiple-disc pack (12) out of outer multiple-disc carrier (6). Note which clutch disc is removed just prior to
the spring plate (8) for re-assembly. If the clutch discs are re-used, this disc must be returned to its original
position on top of the spring plate.
3. Place Multi-use Spring Compressor 8900 (2) on the

spring plate and compress the spring until the
snap-ring (1) is exposed.
4. Remove snap-ring (1).
5. Take out disc spring (7) and remove piston (6) by
carefully blowing compressed air into the drilled oil
feed passage.
6. Remove snap-ring (3) and take out front freewheel-
ing clutch F1 (2). Take care when removing the F1
clutch to prevent the clutch sprags from falling out.
If this occurs, the clutch must be replaced.
ASSEMBLY
1 - K1 OUTER DISC CARRIER 7 - DISC SPRING

2 - FREEWHEELING CLUTCH F1 8 - SPRING PLATE
3 - SNAP-RING 9 - SPRING PLATE SEALING RING
4 - OUTER DISC CARRIER SEALING RING 10 - SNAP-RING
5 - PISTON SEALING RING 11 - SNAP-RING
6 - PISTON 12 - MULTIPLE DISC PACK - REFER TO TEXT FOR CORRECT
ASSEMBLY ORDER
1. Install piston (6) in the outer multiple-disc carrier (1). Check sealing rings (4 and 5), replace if necessary. The
rounded off edges of the sealing rings must point outwards.
2. Insert disc spring (7). Insert disc spring with the curvature towards the piston.
3. Insert spring plate (8). Insert spring plate with the curvature towards the sun gear. Check sealing ring (9), replace
if necessary.
4. Place Multi-use Spring Compressor 8900 (2) on

spring plate and compress the spring until the
groove of the snap-ring (1) is exposed.
5. Insert snap-ring (1). After installing, check snap-ring
for correct seat.
CAUTION: When working with double sided fric-

tion discs, an externally lugged steel plate is
installed first, followed by a friction disc, and con-
tinuing on until all the required discs are installed.
When working with single sided friction discs, an
externally lugged disc is installed first, followed by
an internally lugged disc, and continuing on until
all the required discs are installed. All single sided
discs are installed with the friction side up.
NOTE: Pay attention to the sequence of discs. If

the original clutch discs are reused, be sure to
return the disc identified on disassembly as
belonging on top of the spring plate (8) to its orig-
inal location.
NOTE: Place new friction multiple-discs in ATF

fluid for one hour before installing.
6. Insert multiple-disc pack (12) in the outer multiple-

disc carrier.
7. Insert snap-ring (11).
8. Measure the K1 clutch pack clearance by mounting Pressing Tool 8901 (1) on outer multiple disc.
9. Using a lever press, compress pressing tool as far as the stop (then the marking ring is still visible, see small
arrow).
10. For transmissions using double sided friction

discs, use a feeler gauge to determine the play
9L9 at three points between the snap-ring (5) and
outer multiple-disc (3).
11. During the measurement the snap-ring (5) must
contact the upper bearing surface of the groove in
the outer multiple-disc carrier (4).
12. The correct clutch clearance for transmissions
with double sided friction discs is 2.7-3.1 mm
(0.106-0.122 in.) for three friction disc versions,
3.0-3.4 mm (0.118-0.134 in.) for four disc ver-
sions, 3.3-3.7 mm (0.130-0.146 in.) for five disc
versions, and 3.6-4.0 mm (0.142-0.158 in.) for six
disc versions.
13. Adjust with snap-ring (5), if necessary. Snap-rings
are available in thicknesses of 2.6 mm (0.102 in.), 1 - OUTER MULTIPLE DISC - 1.8MM (0.071 IN.)
2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm 2 - OUTER MULTIPLE DISC - 2.8MM (0.110 IN.)
3 - OUTER MULTIPLE DISC - 4.0MM (0.158 IN.)
(0.138 in.), 3.8 mm (0.150 in.), and 4.1 mm (0.162 4 - K1 OUTER DISC CARRIER
in.). 5 - SNAP-RING
6 - FRICTION DISCS
14. Insert front freewheeling clutch F1 (2) and fit 7 - DISC SPRING
snap-ring (3). The freewheeling clutch F1 (2) must 8 - PISTON
be installed in the direction of the arrow.
15. For transmissions using single sided friction discs,

use a feeler gauge to determine the play 9L9 at
three points between the snap-ring (4) and outer
multiple-disc (2).
the outer multiple-disc carrier (3).
with single sided friction discs is 2.4-2.8 mm
(0.095-0.110 in.) for six friction disc versions, 2.6-
3.0 mm (0.102-0.118 in.) for eight disc versions,
2.8-3.2 mm (0.110-0.126 in.) for ten disc versions,
and 2.9-3.3 mm (0.114-0.130 in.) for twelve disc
versions.
are available in thicknesses of 2.6 mm (0.102 in.),
2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm 1 - OUTER MULTIPLE DISCS
(0.138 in.), 3.8 mm (0.150 in.), and 4.1 mm (0.162 2 - OUTER MULTIPLE DISC - 4.0MM (0.158 IN.)
3 - K1 OUTER DISC CARRIER
in.). 4 - SNAP-RING
19. Insert front freewheeling clutch F1 (2) and fit 5 - INNER MULTIPLE DISCS
6 - DISC SPRING
snap-ring (3). The freewheeling clutch F1 (2) must 7 - PISTON
be installed in the direction of the arrow.
K2-INPUT CLUTCH
DISASSEMBLY
1 - NEEDLE ROLLER BEARING 11 - SPRING RETAINER SEALING - O-RING

2 - K1 INNER DISC CARRIER WITH INTEGRATED FRONT GEAR 12 - SPRING RETAINER
SET
3 - THRUST BEARING 13 - SNAP-RING
4 - TORLON SEAL RINGS 14 - DISC SPRING
5 - INPUT SHAFT AND K2 CLUTCH 15 - EXTERNALLY TOOTHED PLATE - 1.8 MM (0.071 IN.)
6 - PISTON OUTER SEAL RING - O-RING 16 - MULTIPLE DISC PACK
7 - PISTON INNER SEAL RING 17 - SNAP-RING
8 - THRUST WASHER 18 - HOLLOW GEAR
9 - PISTON 19 - SNAP-RING
10 - DISC SPRING
1. Remove snap-ring (19) from the K1 inner multiple-disc carrier with integrated front gear set (2) and take off hol-
low gear (18).
2. Remove input shaft with clutch K2 (5).
3. Remove needle thrust bearing (3).
4. Remove snap-ring (17) from K2 outer multiple-disc carrier.
5. Take out multiple-disc pack (16). Note which clutch disc is removed just prior to the disc spring (14) for re-as-
sembly. If the clutch discs are re-used, this disc must be returned to its original position on top of the disc spring.
6. Take out disc spring (14).
7. Fit Multi-use Spring Compressor 8900 (1) onto

spring retainer (12) and press until snap-ring (2) is
released.
9. Take out disc spring (10) and pull piston (9) out of
outer multiple-disc carrier.
ASSEMBLY
1 - NEEDLE ROLLER BEARING 11 - SPRING RETAINER SEALING - O-RING

2 - K1 INNER DISC CARRIER WITH INTEGRATED FRONT GEAR 12 - SPRING RETAINER
SET
3 - THRUST BEARING 13 - SNAP-RING
4 - TORLON SEAL RINGS 14 - DISC SPRING
5 - INPUT SHAFT AND K2 CLUTCH 15 - EXTERNALLY TOOTHED PLATE - 1.8 MM (0.071 IN.)
6 - PISTON OUTER SEAL RING - O-RING 16 - MULTIPLE DISC PACK
7 - PISTON INNER SEAL RING 17 - SNAP-RING
8 - THRUST WASHER 18 - HOLLOW GEAR
9 - PISTON 19 - SNAP-RING
10 - DISC SPRING
1. Install piston (9) in outer multiple-disc carrier. Inspect seals (6 and 7), replace if necessary. The rounded edges
of the inner piston seal (7) must point to the outside.
2. Insert disk spring (10) and spring retainer (12). Insert disk spring (10) with curved side pointing toward spring
retainer (12). Inspect seal (11), replace if necessary.
3. Place Multi-use Spring Compressor 8900 (1) on

spring plate and press until the groove (2) of the
snap-ring is exposed.
4. Insert snap-ring.
5. Insert disk spring (14).
NOTE: Pay attention to the sequence of discs. If the original clutch discs are reused, be sure to return the
disc identified on disassembly as belonging on top of the disc spring (14) to its original location.
6. Insert multiple-disk set (16) into outer multiple-disk carrier.

7. Fit snap-ring (17).
8. Measure K2 clutch clearance by mounting Pressing

Tool 8901 (1) on outer multiple disc.
9. Using a lever press, compress pressing tool as far
as the stop (then the marking ring is still visible,
see small arrow).
10. Using a feeler gauge, determine the play 9L9 at

multiple-disc (4).
the outer multiple-disc carrier.
12. The correct clutch clearance is 2.3-2.7 mm
sions, 2.5-2.9 mm (0.099-0.114 in.) for five disc
versions, and 2.7-3.1 mm (0.106-0.122 in.) for six
disc versions.
2.6 mm (0.102 in.), 2.9 mm (0.114 in.), 3.2 mm
(0.126 in.), 3.5 mm (0.138 in.), and 3.8 mm (0.150 1 - DISC SPRING
in.). 2 - OUTER MULTIPLE DISC - 1.8 MM (0.071 IN.)
3 - OUTER MULTIPLE DISC - 3.5 MM (0.138 IN.)
5 - K2 OUTER DISC CARRIER
6 - SNAP-RING
7 - FRICTION DISCS
8 - PISTON
14. Insert axial needle bearing (3) into K1 inner multiple-disk carrier. Insert axial needle bearing (3) with a little
grease to prevent it slipping.
15. Install input shaft in K1 inner multiple-disc carrier with integrated front gear set (2).
16. Fit internally-geared wheel (18) and install snap-ring (19). Pay attention to installation position.
K3-INPUT CLUTCH
DISASSEMBLY
1 - SNAP-RING 6 - PISTON
2 - MULTIPLE DISC PACK 7 - SEALING RING
3 - DISC SPRING 8 - OUTER DISC CARRIER
4 - SNAP-RING 9 - MULTI-USE SPRING COMPRESSOR 8900
5 - SPRING PLATE
1. Remove snap-ring (1) from outer multiple-disc carrier.

2. Remove multiple-disc pack (2) and disk spring (3) from outer multiple-disc carrier. Note which clutch disc is
removed just prior to the spring plate (3) for re-assembly. If the clutch discs are re-used, this disc must be
returned to its original position on top of the spring plate.
3. Place Multi-use Spring Compressor 8900 (9) on disc spring (5) and compress the spring until the snap-ring (4)
is exposed.
5. Remove spring plate (5) and piston (6) from outer multiple-disc carrier.
ASSEMBLY
1 - SNAP-RING 6 - PISTON
2 - MULTIPLE DISC PACK 7 - SEALING RING
3 - DISC SPRING 8 - OUTER DISC CARRIER
5 - SPRING PLATE
1. Install piston (6) in the outer multiple-disc carrier (8). Check sealing ring (7), replace if necessary. The rounded
off edges of the sealing ring must point outwards.
2. Insert disc spring (5). Insert disc spring with the curvature towards the piston.
3. Mount the Multi-use Spring Compressor 8900 (9) on the spring plate and clamp until the snap-ring groove is
exposed.
4. Insert snap-ring (4). The collar of the snap-ring must point towards the multiple-disc pack.
CAUTION: When working with double sided friction discs, an externally lugged steel plate is installed first,
followed by a friction disc, and continuing on until all the required discs are installed. When working with
single sided friction discs, an externally lugged disc is installed first, followed by an internally lugged disc,
and continuing on until all the required discs are installed. All single sided discs are installed with the fric-
tion side up.
NOTE: Pay attention to the sequence of discs. If the original clutch discs are reused, be sure to return the
disc identified on disassembly as belonging on top of the spring plate (3) to its original location.
NOTE: Place new friction multiple-discs in ATF fluid for one hour before installing.
5. Install disk spring (3) and multiple-disc pack (2) in outer multiple-disc carrier (8).
7. Measure the K3 clutch clearance by mounting

Pressing Tool 8901 (1) on outer multiple disc.
8. Using a lever press, compress pressing tool as far
as the stop (then the marking ring is still visible,
see small arrow).
9. For transmissions using double sided friction discs,

multiple-disc (2).
with double sided friction discs is 2.3-2.7 mm
sions, and 2.5-2.9 mm (0.099-0.114 in.) for five
disc versions.
2.3 mm (0.091 in.), 2.6 mm (0.102 in.), 2.9 mm
(0.114 in.), 3.2 mm (0.126 in.), and 3.5 mm (0.138 1 - OUTER DISC CARRIER
in.). 2 - OUTER MULTIPLE DISC - 4.0 MM (0.158 IN.)
5 - DISC SPRING
6 - PISTON
7 - FRICTION DISCS - 2.1 MM (0.083 IN.)
8 - SNAP-RING

multiple-disc (2).
with single sided friction discs is 2.3-2.7 mm
(0.091-0.106 in.) for six friction disc versions, 2.4-
2.8 mm (0.095-0.110 in.) for eight disc versions,
and 2.5-2.9 mm (0.099-0.114 in.) for ten disc ver-
sions.
2.3 mm (0.091 in.), 2.6 mm (0.102 in.), 2.9 mm
(0.114 in.), 3.2 mm (0.126 in.), and 3.5 mm (0.138
in.).
1 - OUTER DISC CARRIER
3 - OUTER MULTIPLE DISCS
4 - DISC SPRING
5 - PISTON
6 - INNER MULTIPLE DISCS
7 - SNAP-RING
UNIT-ELECTROHYDRAULIC
DESCRIPTION
The electrohydraulic control unit comprises the shift

plate (13) made from light alloy for the hydraulic con-
trol and an electrical control unit (12). The electrical
control unit (12) comprises of a supporting body made
of plastic, into which the electrical components (1 - 11)
are assembled. The supporting body is mounted on
the shift plate (13) and screwed to it.
Strip conductors inserted into the supporting body
make the connection between the electrical compo-
nents and a plug connector. The connection to the wir-
ing harness on the vehicle and the transmission
control module (TCM) is produced via this 13-pin plug
connector with a bayonet lock.
1 - SOLENOID CAP
2 - SOLENOID CAP
3 - BOLT - M6X32
4 - BOLT - M6X30
5 - LEAF SPRING
6 - MODULATING PRESSURE REGULATING SOLENOID VALVE
7 - SHIFT PRESSURE REGULATING SOLENOID
9 - TORQUE CONVERTER LOCK-UP SOLENOID
10 - 1-2/4-5 SHIFT SOLENOID
12 - ELECTRICHYDRAULIC CONTROL MODULE
13 - SHIFT PLATE
ELECTRICAL CONTROL UNIT
The electric valve control unit (7) consists of a plastic

shell which houses the RPM sensors (1,12), regulating
solenoid valves (3, 4), solenoid valves (5, 6, 10), the
TCC solenoid valve (11), the park/neutral contact (9),
and the transmission oil temperature sensor (8). Con-
ductor tracks integrated into the shell connect the
electric components to a plug connection (2). This
13-pin plug connection (2) establishes the connection
to the vehicle-side cable harness and to the transmis-
sion control module (TCM). With the exception of the
solenoid valves, all other electric components are
fixed to the conductor tracks.
1 - N3 SPEED SENSOR
2 - PLUG CONNECTOR
3 - MODULATING PRESSURE REGULATING SOLENOID
7 - ELECTRICAL CONTROL UNIT
8 - TRANSMISSION TEMPERATURE SENSOR
9 - STARTER INTERLOCK CONTACT
12 - N2 SPEED SENSOR
HYDRAULIC CONTROL UNIT

Working Pressure (Line Pressure or Operating Pressure) (p-A)
The working pressure provides the pressure supply to the hydraulic control and the transmission shift elements. It is
the highest hydraulic pressure in the entire hydraulic system. The working pressure is regulated at the working pres-
sure regulating valve in relation to the load and gear. All other pressures required for the transmission control are
derived from the working pressure.
Lubrication Pressure (p-Sm)
At the working pressure regulating valve surplus oil is diverted to the lubrication pressure regulating valve, from
where it is used in regulated amounts to lubricate and cool the mechanical transmission components and the torque
converter. Furthermore, the lubrication pressure (p-Sm) is also used to limit the pressure in the torque converter.
Shift Pressure (p-S)
The shift pressure is determined by the shift pressure regulating solenoid valve and the shift pressure regulating
valve. The shift pressure:
• Regulates the pressure in the activating shift element during the shift phase.
• Determines together with the modulating pressure the pressure reduction at the deactivating shift element as
regulated by the overlap regulating valve.
• Initializes 2nd gear in limp-home mode.
Modulating Pressure (p-Mod)
The modulating pressure influences the size of the working pressure and determines together with the shift pressure
the pressure regulated at the overlap regulating valve. The modulating pressure is regulated at the modulating pres-
sure regulating solenoid valve, which is under regulating valve pressure. The modulating pressure is variable and
relative to the engine load.
Regulating Valve/Control Valve Pressure (p-RV)
The regulating valve pressure is regulated at the regulating valve pressure regulating valve in relation to the working
pressure (p-A) up to a maximum pressure of 8 bar (116 psi). It supplies the modulating pressure regulating solenoid
valve, the shift pressure regulating solenoid valve and the shift valve pressure regulating valve.
Shift Valve Pressure (p-SV)
The shift valve pressure (p-SV) is derived from the regulating valve pressure (p-RV), is regulated at the shift valve
pressure regulating valve and is then present at the:
• 1-2 and 4-5 shift solenoid valve.
• 3-4 shift solenoid valve.
• 2-3 shift solenoid valve.
• Torque converter lockup solenoid valve.
• 3-4 and 2-3 shift pressure shift valve.
The shift valve pressure (p-SV) controls the command valves via the upshift/downshift solenoid valves.
Overlap Pressure (p-Ü)
The overlap pressure controls the shift component pressure reduction during a shift phase. The pressure in a shift
element as it disengages is controlled during the shift phase depending on engine load (modulating pressure) and
the pressure in the shift element as it engages. The adjusted pressure is inversely proportional to the transmission
capability of the shift element being engaged (controlled overlap).
Working Pressure Regulating Valve (Operating Pressure)
The working pressure regulating valve (4) is located in

the valve housing of the shift plate. It regulates the pri-
mary pressure of the hydraulic system.
1 - PRESSURE FROM K1/K2

2 - END FACE
3 - TO TORQUE CONVERTER REGULATING VALVE
4 - WORKING PRESSURE REGULATING VALVE
Torque Converter Lockup Clutch Regulating Valve
1 - TORQUE CONVERTER LOCK-UP CLUTCH

2 - TORQUE CONVERTER OUTPUT
3 - TORQUE CONVERTER INPUT
4 - LUBRICATION
6 - TORQUE CONVERTER LOCK-UP CLUTCH REGULATING VALVE
7 - OIL COOLER
8 - LINE PRESSURE REGULATING VALVE
9 - OIL PUMP
The torque converter lock-up clutch regulating valve (6) is located in the valve housing of the electrohydraulic con-
trol module. The valve is responsible for the hydraulic control of the torque converter lockup clutch and distribution
of the lubricating oil.
Overlap Regulating Valve
Each shift group is assigned one overlap regulating

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

2 - ANNULAR SURFACE ON OVERLAP REGULATING VALVE
Command Valve
1 - HOLDING CLUTCH B1
2 - DRIVING CLUTCH K1
3 - 1-2/4-5 COMMAND VALVE
Each shift group possesses one command valve (3). The 1-2 / 4-5 and 2-3 command valves are installed in the shift
valve housing, the 3-4 command valve is installed in the valve housing. The command valve switches the shift
group from the stationary phase to the shift phase and back again.
Holding Pressure Shift Valve
1 - HOLDING PRESSURE SHIFT VALVE
Each shift group possesses one holding pressure shift valve (1). The 1-2 / 4-5 and 2-3 holding pressure shift valves
are installed in the shift valve housing; the 3-4 holding pressure shift valve is installed in the valve housing. The
holding pressure shift valve allocates the working pressure to one actuator of a shift group.
Shift Pressure Shift Valve

4 - 1-2/4-5 SHIFT PRESSURE SHIFT VALVE
Each shift group possesses one shift pressure shift valve (4). The 1-2 / 4-5 and 2-3 shift pressure shift valves are
installed in the shift valve housing; the 3-4 shift pressure shift valve is installed in the valve housing. It assigns the
shift pressure (p-S) to the activating actuator and the overlap pressure (p-Ü) regulated by the overlap regulating
valve to the deactivating actuator.
Lubrication Pressure Regulating Valve
The lubrication pressure regulating valve (1) is located

in the valve housing of the electrohydraulic control
module. The valve controls the fluid to lubricate and
cool the mechanical part of the transmission, and lim-
its the pressure in the torque converter.
Shift Pressure Regulating Valve
The shift pressure regulating valve (1) is located in the

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

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

in the valve housing of the electrohydraulic control
module. It regulates the shift valve pressure (p-SV).
OPERATION
ELECTRICAL CONTROL UNIT
Signals from the transmission control module (TCM)

are converted into hydraulic functions in the electric
valve control unit (7). The RPM sensors (1, 12), starter
interlock contact (9), and transmission oil temperature
sensor (8) of the electric valve control unit (7) supply
the TCM with input signals. The solenoid valves are
controlled by the TCM and trigger the hydraulic
functions.
1 - N3 SPEED SENSOR
2 - PLUG CONNECTOR
3 - MODULATING PRESSURE REGULATING SOLENOID
7 - ELECTRICAL CONTROL UNIT
8 - TRANSMISSION TEMPERATURE SENSOR
9 - STARTER INTERLOCK CONTACT
12 - N2 SPEED SENSOR
HYDRAULIC CONTROL UNIT

Working Pressure Regulating Valve (Line Pressure or Operating Pressure)
The working pressure (p-A) is regulated at the working

pressure regulating valve (4) in relation to load (mod-
ulating pressure, p-Mod) and gear (K1 or K2 pressure)
(1). The spring in the working pressure regulating
valve sets a minimum pressure level (basic pressure).
1 - PRESSURE FROM K1/K2

2 - END FACE
3 - ANNULAR SURFACE
4 - WORKING PRESSURE REGULATING VALVE
Torque Converter Lockup Clutch Regulating Valve
1 - TORQUE CONVERTER LOCK-UP CLUTCH

2 - TORQUE CONVERTER OUTPUT
3 - TORQUE CONVERTER INPUT
4 - LUBRICATION
6 - TORQUE CONVERTER LOCK-UP CLUTCH REGULATING VALVE
7 - OIL COOLER
8 - LINE PRESSURE REGULATING VALVE
9 - OIL PUMP
The torque converter lockup clutch regulating valve (6) regulates the torque converter lock-up clutch working pres-
sure (p-TCC) in relation to the torque converter clutch control pressure (p-S/TCC). According to the size of the work-
ing pressure (p-A), the torque converter lockup clutch is either Engaged, Disengaged, or Slipping. When the
regulating valve (6) is in the lower position, lubricating oil flows through the torque converter and oil cooler (8) into
the transmission (torque converter lockup clutch unpressurized). In its regulating position (slipping, torque converter
lockup clutch pressurized), a reduced volume of lubricating oil flows through the annular passage (7) bypassing the
torque converter and passing direct through the oil cooler into the transmission. The rest of the lubricating oil is
directed via the throttle 9a9 into the torque converter in order to cool the torque converter lockup clutch.
Overlap Regulating Valve
During the shift phase the pressure in the deactivating

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

2 - ANNULAR SURFACE ON OVERLAP REGULATING VALVE
Command Valve
When the end face is unpressurized (stationary phase), the working pressure (p-A) is directed to the actuated shift
element. If the end face of the command valve is subjected to the shift valve pressure (p-SV) (shift phase), then the
shift pressure (p-S) is switched to the activating element and the overlap pressure (p-Ü) is switched to the deacti-
vating element.
Shift Valve Holding Pressure
1 - HOLDING PRESSURE SHIFT VALVE
The holding pressure shift valve (1) is actuated by the pressures present at the end face in the actuators and a
spring. It assigns the working pressure (p-A) to the actuator with the higher pressure (taking into account the spring
force and the effective surface area). The other element of the shift group is then unpressurized. The valve switches
over only during the shift phase and only at a certain pressure ratio between the overlap pressure (p-Ü) and the
shift pressure (p-S).
Shift Pressure Shift Valve

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

diverted to the lubrication pressure regulating valve
(1), from where the lubrication pressure (p-Sm) is
used in regulated amounts to supply the transmission
lubrication system including the torque converter.
Shift Pressure Regulating Valve
The shift pressure is determined by the shift pressure

regulating solenoid valve and the shift pressure regu-
lating valve (3). In addition, pressure from the clutch
K2 (1) is also present at the annular surface (2) of the
shift pressure regulating valve (3). This reduces the
shift pressure in 2nd gear.
Regulating Valve Pressure Regulating Valve
The regulating valve pressure (p-RV) is set at the reg-

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

regulated to a constant shift valve pressure (p-SV) at
the shift valve pressure regulating valve (1) and is
used to supply the 1-2 and 4-5 / 3-4 / 2-3 solenoid
valves and the torque converter lockup clutch PWM
solenoid valve.
REMOVAL
1. Move selector lever to position 9P9.
2. Raise vehicle.
3. Remove bolt (3) and screw (1) holding the heat
shield (2) to the transmission.
4. Disconnect 13-pin plug connector (1). Turn bayonet

lock of guide bushing (2) anti-clockwise.
5. Loosen guide bushing (2) and remove from trans-
mission housing.
6. Detach oil pan (5).

7. Remove oil filter (4).
8. Unscrew Torx socket bolts (3) and remove electro-
hydraulic control module (2).
DISASSEMBLY
1. Remove electrohydraulic unit from the vehicle.
(Refer to 21 - TRANSMISSION/AUTOMATIC
TRANSMISSION - NAG1/ELECTROHYDRAULIC
UNIT - REMOVAL)
2. Remove solenoid caps (1, 2).
3. Unscrew TorxT socket bolts (3, 4).
NOTE: Pay attention to the different lengths of the

TorxT socket bolts.
4. Remove leaf springs (5).

5. Withdraw solenoid valves (6 - 11) from shift plate
(13).
NOTE: Check O-rings on solenoid valves for dam-

age and replace if necessary.
6. Bend away retaining lug on stiffening rib on trans-

mission oil temperature sensor.
1 - SOLENOID CAP
2 - SOLENOID CAP
3 - BOLT - M6X32
4 - BOLT - M6X30
5 - LEAF SPRING
13 - SHIFT PLATE
7. Remove electrohydraulic control module (12) from the shift plate (13).
8. Note the locations of the major shift valve group

components for assembly reference.
A - Operating and Lubricating Pressure Regulating
valves and 2-3 Overlap valve
B - 1-2/4-5 Shift Group and Shift, Shift Valve, and
Regulating Valve Pressure Regulating Valves
C - 3-4 Shift Group
D - 2-3 Shift Group, TCC Lock-up, and B2 Regulat-
ing Valves
NOTE: Pay great attention to cleanliness for all

work on the shift plate. Fluffy cloths must not be
used. Leather cloths are particularly good. After
dismantling, all parts must be washed and blown
out with compressed-air, noting that parts may be
blown away.
9. Unbolt leaf spring (5).

10. Unscrew TorxT bolts (1).
11. Remove valve housing (2) from valve body (4).
12. Remove sealing plate (3).
13. Remove the strainers (1, 2) for the modulating

pressure and shift pressure control solenoid
valves from the valve housing.
14. Remove the strainer (1) in the inlet to torque con-

verter lock-up control solenoid valve.
NOTE: A total of 12 valve balls are located in the

valve body, four made from plastic (4) and eight
from steel (1, 3).
15. Note the location of all check balls (1, 3, 4) and

the central strainer (2) for re-installation. Remove
all check balls (1, 3, 4) and the central strainer
(2).
16. Remove the screws holding the side covers to the valve body and valve housing.
17. Remove all valves and springs from the valve body (1). Check all valves for ease of movement and shavings.
NOTE: The sleeves and pistons of the overlap regulating valves must not be mixed up.
18. Remove all valves and springs from the valve housing (2). Check all valves for ease of movement and
shavings.
19. Remove the pressure supply valve (1) from the

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

body.
NOTE: The sleeves and pistons of the overlap regulating valves must not be mixed up.
2. Install all valves and springs from the valve body (1). Check all valves for ease of movement and shavings.
3. Install the screws to hold the side covers to the valve body. Tighten the screws to 4 N·m (35 in.lbs.).
4. Install all valves and springs into the valve housing (2). Check all valves for ease of movement and shavings.
5. Install the screws to hold the side covers to the valve housing. Tighten the screws to 4 N·m (35 in.lbs.).
NOTE: A total of 12 valve balls are located in the

valve body, four made from plastic (4) and eight
from steel (1, 3).
6. Install all check balls (1, 3, 4) and the central

strainer (2).
7. Install the strainer (1) in the inlet to torque con-

verter lock-up control solenoid valve.
8. Position the sealing plate (3) onto the valve body

(4).
9. Install the valve housing (2) onto the valve body (4)
and sealing plate (3).
10. Install the shift plate TorxT bolts (1). Tighten the
11. Install leaf spring (5).
12. Install the strainers (1, 2) for the modulating pres-

sure and shift pressure control solenoid valves
into the valve housing.
13. Install the electrohydraulic control module (12)

onto the shift plate (13).
14. Bend the retaining lug on stiffening rib on trans-
mission oil temperature sensor to retain the elec-
trohydraulic control module.
15. Install the solenoid valves (6 - 11) into shift plate
(13).
NOTE: Check O-rings on solenoid valves for dam-

age and replace if necessary.
16. Install the leaf springs (5).

17. Install the TorxT socket bolts (3, 4). Tighten the
NOTE: Pay attention to the different lengths of the

TorxT socket bolts.
18. Install the solenoid caps (1, 2).

19. Install the electrohydraulic unit into the vehicle.
1 - SOLENOID CAP
2 - SOLENOID CAP
3 - BOLT - M6X32
4 - BOLT - M6X30
5 - LEAF SPRING
13 - SHIFT PLATE
INSTALLATION
1. Position the electrohydraulic unit in the transmis-
sion housing.
2. Insert selector valve (1) in driver of detent plate (2).
When installing the electrohydraulic control module
in the transmission housing, the plastic part of the
selector valve (1) must engage in the driver of the
detent plate (2).
3. Install the TorxT socket bolts (3) and torque to 8

N·m (71 in.lbs.).
4. Install a new oil filter (4).
5. Install oil pan (5) and torque the oil pan bolts to 8
N·m (71 in.lbs.).
6. Install the oil drain plug (8) with a new drain plug
gasket (9). Torque the drain plug to 20 N·m (177
in.lbs.).
7. Install the guide bushing (2) into the transmission
housing and install the bolt (11) to hold the guide
bushing in place.
8. Check O-ring on plug connector (1), and replace if

necessary.
9. Install the plug connector (1) into the guide bushing
(2). Turn bayonet lock of guide bushing (2) clock-
wise to connect plug connector (1).
10. Position the heat shield (2) onto the transmission

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

DESCRIPTION
The oil level control is located on the electrohydraulic

unit (4) and consists of the float (5) which is integrated
into the electrohydraulic unit. The float is positioned to
plug the opening (6) between the oil gallery (2) and
gearset chamber (1) so that the rotating gearsets do
not splash about in oil as the oil level rises. The oil
level control reduces power loss and prevents oil from
being thrown out of the transmission housing at high
oil temperatures.
OPERATION
With low oil levels, the lubricating oil which flows con-
stantly out of the gearset, flows back to oil gallery (2)
though the opening (6). If the oil level rises, the oil
presses the float (5) against the housing opening (6).
The float (5) therefore separates the oil gallery (2)
from the gearset chamber (1). The lubricating oil which
continues to flow out of the gearsets is thrown against
the housing wall, incorporated by the rotating parts
and flows back into the oil gallery (2) through the
upper opening (arrow).

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

Burnt, discolored fluid is a result of overheating which has three primary causes.
1. Internal clutch slippage, usually caused by low line pressure, inadequate clutch apply pressure, or clutch seal
failure.
2. A result of restricted fluid flow through the main and/or auxiliary cooler. This condition is usually the result of
a faulty or improperly installed drainback valve, a damaged oil cooler, or severe restrictions in the coolers and
lines caused by debris or kinked lines.
3. Heavy duty operation with a vehicle not properly equipped for this type of operation. Trailer towing or similar
high load operation will overheat the transmission fluid if the vehicle is improperly equipped. Such vehicles should
have an auxiliary transmission fluid cooler, a heavy duty cooling system, and the engine/axle ratio combination
needed to handle heavy loads.
FLUID CONTAMINATION
Transmission fluid contamination is generally a result of:
• adding incorrect fluid
• failure to clean dipstick and fill tube when checking level
• engine coolant entering the fluid
• internal failure that generates debris
• overheat that generates sludge (fluid breakdown)
• failure to replace contaminated converter after repair
The use of non-recommended fluids can result in transmission failure. The usual results are erratic shifts, slippage,
abnormal wear and eventual failure due to fluid breakdown and sludge formation. Avoid this condition by using rec-
ommended fluids only.
The dipstick cap and fill tube should be wiped clean before checking fluid level. Dirt, grease and other foreign mate-
rial on the cap and tube could fall into the tube if not removed beforehand. Take the time to wipe the cap and tube
clean before withdrawing the dipstick.
Engine coolant in the transmission fluid is generally caused by a cooler malfunction. The only remedy is to replace
the radiator as the cooler in the radiator is not a serviceable part. If coolant has circulated through the transmission,
an overhaul is necessary.
The torque converter should be replaced whenever a failure generates sludge and debris. This is necessary
because normal converter flushing procedures will not remove all contaminants.
STANDARD PROCEDURE
CHECK OIL LEVEL
1. Verify that the vehicle is parked on a level surface.
2. Remove the dipstick tube cap.
WARNING: Risk of accident from vehicle starting off by itself when engine running. Risk of injury from con-
tusions and burns if you insert your hands into the engine when it is started or when it is running. Secure
vehicle to prevent it from moving off by itself. Wear properly fastened and close-fitting work clothes. Do not
touch hot or rotating parts.
3. Actuate the service brake. Start engine and let it run at idle speed in selector lever position 9P9.
4. Shift through the transmission modes several times with the vehicle stationary and the engine idling
5. Warm up the transmission, wait at least 2 minutes and check the oil level with the engine running. Push the oil
dipstick into the transmission fill tube and pull out again, read off oil level, repeat if necessary.
NAG1 Transmission Fill Graph

6. Check transmission oil temperature using the appropriate scan tool.
NOTE: The true transmission oil temperature can only be read by a scan tool in REVERSE or any forward
gear position. (Refer to 21 - AUTOMATIC TRANSMISSION- NAG1/TRANSMISSION TEMPERATURE SENSOR/
PARK-NEUTRAL SWITCH - OPERATION)
7. Determine the height of the oil level on the dipstick and using the height, the transmission temperature, and the
Transmission Fluid Graph, determine if the transmission oil level is correct.
8. Add or remove oil as necessary and recheck the oil level.
9. Once the oil level is correct, install the dipstick tube cap.
TRANSMISSION FILL
To avoid overfilling transmission after a fluid change or overhaul, perform the following procedure:
1. Verify that the vehicle is parked on a level surface.
2. Remove the dipstick tube cap.
3. Add following initial quantity of MoparT ATF +4, Automatic Transmission Fluid, to the transmission:
a. If only fluid and filter were changed, add 7.4 L (14.8 pts.) of transmission fluid to transmission.
b. If the transmission was completely overhauled or the torque converter was replaced or drained, add 8.1 L
(17.1 pts.) of transmission fluid to transmission.
4. Check the transmission fluid (Refer to 21 - TRANSMISSION/AUTOMATIC - NAG1/FLUID AND FLUID - STAN-
DARD PROCEDURE - CHECK OIL LEVEL) and adjust as required.
CLUTCH-FREEWHEELING
DESCRIPTION
Freewheeling clutches are installed in the front plane-

tary gear set between the sun gear and the stator
shaft, and in the rear planetary gear set between the
sun gear and the intermediate shaft.
The freewheel consists of an outer race (4), an inner
race (7), a number of locking elements (3) and a cage
(6) for these locking elements.
OPERATION
The freewheeling clutch optimizes individual gear-

shifts. They lock individual elements of a planetary
gear set together or against the transmission housing
in one direction of rotation to allow the torque to be
transmitted.
If the inner race (7) of the freewheeling clutch is
locked and the outer race (4) turns counter-clockwise
(1), the locking elements (3) adopt a diagonal position
on account of their special contours, allowing the free-
wheel function. The inner race (4) slides under the
locking elements (3) with minimal friction. If the rota-
tion of the outer race (4) changes to clockwise (2), the
locking elements (3) stand up and lock the outer and
inner races (4, 7) together.
DISASSEMBLY
Freewheeling Clutch F2
1 - HOLLOW SHAFT 4 - K3 INNER DISC CARRIER AND REAR PLANETARY SUN GEAR
2 - F2 CLUTCH SNAP-RING 5 - RETAINING RING
3 - FREEWHEELING CLUTCH F2 6 - O-RINGS
1. Remove retaining ring (5) from hollow shaft (1).

2. Remove rear sun gear (4) with the K3 internally toothed disk carrier and rear freewheeling clutch F2 (3).
3. Remove snap-ring (2) for freewheel.
4. Press freewheeling clutch (3) out of sun gear.
5. Check O-rings (6), replace if necessary.
6. Check the anti-friction bearing (2) in the rear plan-

etary sun gear for damage. Replace as necessary.
ASSEMBLY
Freewheeling Clutch F2
1 - HOLLOW SHAFT 4 - K3 INNER DISC CARRIER AND REAR PLANETARY SUN GEAR
2 - F2 CLUTCH SNAP-RING 5 - RETAINING RING
3 - FREEWHEELING CLUTCH F2 6 - O-RINGS
NOTE: The side of the freewheeling clutch F2 (3) with the markings (directional arrow, part number, etc.)
must be up when the clutch is installed in the sun gear (4).
1. Press freewheeling clutch F2 (3) into sun gear (4).

2. Install snap-ring (2) for freewheeling clutch.
3. Check O-rings (6) on hollow shaft, replace if necessary.
4. Install rear sun gear (4) with K3 internally toothed disc carrier and rear freewheeling clutch (3) onto the hollow
shaft.
5. Verify proper operation of the freewheeling clutch F2. When the assembly is held with the F2 clutch snap-ring
upward, it should be possible to rotate the hollow shaft counter-clockwise.
6. Install retaining ring (5) onto hollow shaft (1).
CABLE-GEARSHIFT
GEARSHIFT CABLE
1. The floor shifter lever and gate positions should be in alignment with all transmission PARK, NEUTRAL, and gear
detent positions.
2. Engine starts must be possible with floor shift lever in PARK or NEUTRAL gate positions only. Engine starts must
not be possible in any other gear position.
3. With floor shift lever handle push-button not depressed and lever in:
a. PARK position - Apply forward force on center of handle and remove pressure. Engine starts must be pos-
sible.
b. PARK position - Apply rearward force on center of handle and remove pressure. Engine starts must be pos-
sible.
c. NEUTRAL position - Normal position. Engine starts must be possible.
d. NEUTRAL position - Engine running and brakes applied, apply forward force on center of shift handle. Trans-
mission shall not be able to shift from NEUTRAL to REVERSE.
REMOVAL
2. Raise vehicle.
3. Disengage the gearshift cable (3) eyelet at trans-
mission manual shift lever and pull cable out of the
mounting bracket (2).
4. Lower the vehicle.

5. Remove the floor console (Refer to 23 - BODY/IN-
TERIOR/FLOOR CONSOLE - REMOVAL) as nec-
essary to access the shift mechanism and cables.
7. Remove the gearshift cable (3) from the shift lever
pin.
8. Remove the gearshift cable retainer (4) from the
9. From under the hood, remove the shift cable grom-
met from the dash panel.
10. Remove gearshift cable from vehicle.
INSTALLATION
1. From under the hood, route the gearshift cable (3)
through the dash panel and toward the shifter
assembly.
2. From under the hood, install the grommet to the
dash panel.
3. Engage the gearshift cable retainer (4) into the
4. Install the gearshift cable (3) onto the shift lever
pin.
5. Loosen the cable adjustment nut (2), if necessary.
6. Raise vehicle.
7. Verify that the transmission is in the PARK position
by trying to rotate the propeller shaft. If the propel-
ler shaft rotates, move the transmission manual
shift lever to the full rearward position and turn the
propeller shaft until the PARK system is engaged.
8. Route the gearshift cable (3) through the mounting
bracket (2).
9. Engage the gearshift cable (3) eyelet onto the
transmission manual shift lever.
10. Lower vehicle.

11. Verify that the shifter is in the PARK position.
12. Tighten the adjustment nut (2) to 30 N·m (265
in.lbs.).
13. Verify correct shifter operation.
shifter assembly.
15. Install the floor console (Refer to 23 - BODY/IN-
TERIOR/FLOOR CONSOLE - INSTALLATION),
lower instrument panel components (Refer to 23 -
BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL CENTER BEZEL - INSTALLATION) and
dash panel insulation pad as necessary.
ADJUSTMENTS - GEARSHIFT CABLE

Check adjustment by starting the engine in PARK and NEUTRAL. Adjustment is CORRECT if the engine starts only
in these positions. Adjustment is INCORRECT if the engine starts in one but not both positions. If the engine starts
in any position other than PARK or NEUTRAL, or if the engine will not start at all, the park/neutral position contact
may be faulty.

2. Remove floor console as necessary for access to
the shift cable adjustment. (Refer to 23 - BODY/IN-
TERIOR/FLOOR CONSOLE - REMOVAL)
3. Loosen the shift cable adjustment nut (2).
4. Raise vehicle.
5. Unsnap cable eyelet from transmission shift lever.
6. Verify transmission shift lever is in PARK detent by moving lever fully rearward. Last rearward detent is PARK
position.
7. Verify positive engagement of transmission park lock by attempting to rotate propeller shaft. Shaft will not rotate
when park lock is engaged.
8. Snap cable eyelet onto transmission shift lever.
9. Lower vehicle
10. Tighten the shift cable adjustment nut (2) to 30
N·m (265 in.lbs.).
11. Verify correct operation.
12. Install any floor console components removed for
access. (Refer to 23 - BODY/INTERIOR/FLOOR
CONSOLE - INSTALLATION)
CLUTCHES-HOLDING
DESCRIPTION
Holding Clutches
1 - B1 CLUTCH 10 - CENTER PLANETARY GEARSET ANNULUS GEAR

2 - EXTERNALLY TOOTHED DISC 11 - CENTER PLANETARY GEARSET PINION GEARS
3 - INTERNALLY TOOTHED DISC 12 - CENTER PLANETARY GEARSET SUN GEAR
4 - B3 CLUTCH 13 - FRONT PLANETARY GEARSET PINION GEARS
5 - B2 CLUTCH 14 - FRONT PLANETARY GEARSET SUN GEAR
6 - B3 CLUTCH PISTON 15 - B1 CLUTCH INTERNALLY TOOTHED DISC CARRIER
7 - B2 CLUTCH PISTON 16 - B1 CLUTCH PISTON
8 - B2 CLUTCH INTERNALLY TOOTHED DISC CARRIER 17 - B1 CLUTCH EXTERNALLY TOOTHED DISC CARRIER
9 - REAR PLANETARY GEARSET PLANETARY CARRIER
Three multiple-disc holding clutches, the front, B1 (1), middle, B3 (4), and rear multiple disc clutches, B2 (5), are
located in the planetary gear sets in the transmission housing.
A multiple-disc holding clutch consists of a number of internally toothed discs (10) on an internally toothed disc
carrier and externally toothed discs (9) on an externally toothed disc carrier, which is rigidly connected to the trans-
mission housing.
OPERATION
Holding Clutches
1 - B1 CLUTCH 10 - CENTER PLANETARY GEARSET ANNULUS GEAR

2 - EXTERNALLY TOOTHED DISC 11 - CENTER PLANETARY GEARSET PINION GEARS
3 - INTERNALLY TOOTHED DISC 12 - CENTER PLANETARY GEARSET SUN GEAR
4 - B3 CLUTCH 13 - FRONT PLANETARY GEARSET PINION GEARS
5 - B2 CLUTCH 14 - FRONT PLANETARY GEARSET SUN GEAR
6 - B3 CLUTCH PISTON 15 - B1 CLUTCH INTERNALLY TOOTHED DISC CARRIER
7 - B2 CLUTCH PISTON 16 - B1 CLUTCH PISTON
8 - B2 CLUTCH INTERNALLY TOOTHED DISC CARRIER 17 - B1 CLUTCH EXTERNALLY TOOTHED DISC CARRIER
9 - REAR PLANETARY GEARSET PLANETARY CARRIER
The holding clutches connect the annulus gear, sun gear, or planetary carrier of a planetary gear set against the
transmission housing in order to transmit the drive torque.
If the piston (16) on multiple-disc holding clutch B1 (1) is subjected to oil pressure, it presses the internal (3) and
external discs (2) of the disc set together. The internally toothed disc carrier (15) locks the sun gear (14) against the
housing. The planetary pinion gears (13) turn on the sun gear (14).
If the multiple-disc holding clutch B2 (5) is actuated via the piston (7), the piston compresses the disc set. The
internally toothed disc carrier (8) locks the sun gear (12) against the housing. The planetary pinion gears (11) turn
on the sun gear (12).
If the multiple-disc holding clutch B3 (4) is actuated via the piston (6), the planetary carrier (9) and the annulus gear
(10) are locked. When the multiple-disc brake B3 (4) is actuated, the direction of rotation is reversed.
B1-HOLDING CLUTCH
DISASSEMBLY
1. Remove the teflon rings (1) from the B1 plate car-
rier hub (2).
Holding Clutch B1
1 - HOLDING CLUTCH B1 OUTER CARRIER 5 - DISC SPRING

2 - PISTON 6 - MULTIPLE DISC PACK
3 - DISC SPRING 7 - SNAP-RING

3. Remove multiple-disc pack (6) and disc spring (5) from outer multiple-disc carrier. Note which clutch disc is
removed just prior to the disc spring (5) for re-assembly. If the clutch discs are re-used, this disc must be
returned to its original position on top of the disc spring.
4. Place the Multi-use Spring Compressor 8900 (8) on disc spring (3) and compress the spring until the snap-ring
(4) is exposed.
6. Remove piston (2) from the outer multiple-disc carrier by carefully blowing compressed air into the bore (A).
ASSEMBLY
Holding Clutch B1
1 - HOLDING CLUTCH B1 OUTER CARRIER 5 - DISC SPRING

2 - PISTON 6 - MULTIPLE DISC PACK
3 - DISC SPRING 7 - SNAP-RING
NOTE: Check vulcanized gasket, replace if necessary.
1. Install piston (2) in outer multiple-disc carrier (1).

2. Place compressor (8) on disc spring (3) and compress until the groove of the snap-ring is exposed.
NOTE: The collar of the snap-ring must point towards the multiple-disc pack. After installing, check snap-
ring for correct seat.

4. Insert disc spring (2) in the outer multiple-disc car-

rier. Observe the disc spring (2) installation posi-
tion. The lugs of the disc spring (2) washer must
align with the 3 raised pads (arrow) of the B1 mul-
tiple-disc carrier (1). The cone of the spring washer
must point downwards.
5. Insert the multiple-disc pack (6) in the outer multi-

ple-disc carrier and measure the clutch clearance.
NOTE: Pay attention to the sequence of discs. If

the original clutch discs are reused, be sure to
return the disc identified on disassembly as
belonging on top of the disc spring (5) to its orig-
inal location.
CAUTION: When working with double sided fric-

tion discs, an externally lugged steel plate is
installed first, followed by a friction disc, and con-
tinuing on until all the required discs are installed.
When working with single sided friction discs, an
externally lugged disc is installed first, followed by
an internally lugged disc, and continuing on until
all the required discs are installed. All single sided
discs are installed with the friction side up.
NOTE: Place new friction multiple-discs in ATF

fluid for one hour before installing.
6. Measure B1 clutch clearance by mounting Pressing Tool 8901 (1) on outer multiple disc.
7. Using a lever press , compress pressing tool as far as the stop (then the marking ring is still visible, see small
arrow).
8. For transmissions using double sided friction discs,

multiple-disc (4). During the measurement, the
snap-ring (6) must contact the upper bearing sur-
face of the groove in the outer multiple-disc carrier
(5). The correct clearance for transmissions using
double sided friction discs is 2.3-2.7 mm
(0.091-0.106 in.) for two friction disc versions, 2.7-
3.1 mm (0.106-0.122 in.) for three disc versions,
and 3.0-3.4 mm (0.118-0.134 in.) for four disc ver-
sions.
2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm
(0.138 in.), 3.8 mm (0.150 in.), and 4.1 mm (0.162
1 - DISC SPRING
in.). 2 - OUTER MULTIPLE DISC - 1.8 mm (0.071 IN.)
3 - OUTER MULTIPLE DISC - 2.8 mm (0.110 IN.)
5 - B1 OUTER CARRIER
6 - SNAP-RING
8 - PISTON

multiple-disc (3). During the measurement, the
snap-ring (5) must contact the upper bearing sur-
face of the groove in the outer multiple-disc car-
rier (4). The correct clearance is 2.2-2.6 mm
(0.087-0.102 in.) for four friction disc versions,
2.4-2.8 mm (0.095-0.110 in.) for six disc versions,
and 2.6-3.0 mm (0.102-0.118 in.) for eight disc
versions.
2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm
(0.138 in.), 3.8 mm (0.150 in.), and 4.1 mm (0.162
in.).
1 - DISC SPRING
2 - OUTER MULTIPLE DISC
4 - B1 OUTER CARRIER
5 - SNAP-RING
7 - PISTON
12. Install the teflon rings (1) onto the B1 plate carrier
hub (2).
13. Coat Teflon rings (1) lightly with grease and insert
in the groove so that the joint remains together.
B2-HOLDING CLUTCH
DISASSEMBLY
Holding Clutch B2
1 - SNAP-RING 9 - B2 PISTON SEALING RING

2 - MULTIPLE DISC PACK 10 - B2 PISTON
3 - DISC SPRING 11 - PISTON GUIDE SEALING RING
4 - B2 AND B3 PISTON GUIDE 12 - PISTON GUIDE SEALING RING
5 - O-RING 13 - PISTON GUIDE RING
6 - B3 PISTON SEALING RING 14 - PISTON BACK PRESSURE DISC SPRING
7 - B3 PISTON SEALING RING 15 - SPRING PLATE
8 - B3 PISTON/B2 OUTER DISC CARRIER 16 - SNAP-RING
1. Remove snap ring (1).

2. Take multiple-disc pack B2 (2) and disc spring (3) out of the outer multiple-disc carrier B2 (8). The outer multiple-
disc carrier for the multi-disc holding clutch B2 is the piston for the multiple-disc holding clutch B3 at the same
time. Note which clutch disc is removed just prior to the disc spring (3) for re-assembly. If the clutch discs are
re-used, this disc must be returned to its original position on top of the disc spring.
3. Place the Multi-use Spring Compressor 8900 on the spring disc (14) and compress the spring until the groove for
the snap-ring is exposed.
5. Remove spring plate (15) and disc spring (14).
6. Separate piston guide ring (13) and the B2 piston

(10) from the B3 piston (8) by blowing compressed
air into the bore (D).
7. Press piston guide ring (13) out of the B2 piston
(10).
8. Separate piston guide (4) from the B3 piston (8) by
blowing compressed air into the bore (A).
ASSEMBLY
Holding Clutch B2/B3 Seals
1 - PISTON GUIDE RING 4 - B2 PISTON SEALING RING

2 - PISTON GUIDE RING SEALING RING 5 - B3 PISTON/B2 OUTER DISC CARRIER
3 - PISTON GUIDE RING SEALING RING 6 - B3 PISTON SEALING RING
1. Check all sealing rings (2-4, 6), replace if necessary. The rounded off edges on the sealing rings (2, 4, 6) must
point outwards.
Holding Clutch B2
1 - SNAP-RING 9 - B2 PISTON SEALING RING

2 - MULTIPLE DISC PACK 10 - B2 PISTON
3 - DISC SPRING 11 - PISTON GUIDE SEALING RING
4 - B2 AND B3 PISTON GUIDE 12 - PISTON GUIDE SEALING RING
5 - O-RING 13 - PISTON GUIDE RING
6 - B3 PISTON SEALING RING 14 - PISTON BACK PRESSURE DISC SPRING
7 - B3 PISTON SEALING RING 15 - SPRING PLATE
8 - B3 PISTON/B2 OUTER DISC CARRIER 16 - SNAP-RING
2. Assemble piston guide (4) and B3 piston (8) in the correct position. Verify that the missing tooth in the B3 pis-
ton/B2 outer disc carrier (8) is aligned with the centerline of the two threaded holes in the B2 and B3 piston
guide (4).
3. Insert B2 piston (10) in B3 piston (8).
4. Insert piston guide ring (2). The valve (1) in the pis-
ton guide ring must be on top.
5. Insert disc spring (14) and spring plate (15). Insert disc spring with the curvature towards the spring plate
6. Place Multi-use Spring Compressor 8900 on the disc spring (14) and compress the spring until the groove for the
snap-ring is exposed.
NOTE: Pay attention to sequence of discs. If the original clutch discs are reused, be sure to return the disc
identified on disassembly as belonging on top of the disc spring (3) to its original location. Place new fric-
tion multiple-discs in ATF fluid for one hour before installing.
8. Insert disc spring (3) and multiple-disc pack (2) in the B2 outer multiple-disc carrier.
NOTE: During the measurement the snap-ring (8)

must contact the upper bearing surface of the
groove in the outer multiple-disc carrier.
10. Measure the B2 clutch pack clearance by mount-

ing the Pressing Tool 8901 (1) on outer multiple
disc.
11. Using a lever press, compress the pressing tool
as far as the stop (then the marking ring is still
visible, see small arrow).
12. Using a feeler gauge, determine the play 9L9 at

multiple-disc (7).
13. The correct clutch clearance is 1.9-2.3 mm
(0.075-0.091 in.) for the four friction disc versions
and 2.0-2.4 mm (0.079-0.095 in.) for the five disc
versions.
3.2 mm (0.126 in.), 3.5 mm (0.138 in.), 3.8 mm
(0.150 in.), and 4.1 mm (0.162 in.).
1 - B2 OUTER DISC CARRIER

2 - FRICTION DISCS
3 - DISC SPRING
4 - B2 PISTON
8 - SNAP-RING
INPUT SPEED SENSORS

DESCRIPTION
The input speed sensors (6, 8) are fixed to the shell of

the control unit via contact blades. The speed sensors
are pressed against the transmission housing (2) by a
spring (7) which is held against the valve housing of
the shift plate (5). This ensures a defined distance
between the speed sensors and the exciter ring (4).
OPERATION
Signals from the input speed sensors (6, 8) are

recorded in the transmission control module (TCM)
together with the wheel and engine speeds and other
information and are processed into an input signal for
electronic control.
Input speed sensor N2 (6) records the speed of the
front sun gear via the externally toothed disc carrier of
the multiple-disc clutch K1 (10) and input speed sen-
sor N3 (8) records the speed of the front planet carrier
via the internally toothed disc carrier of multiple-disc
clutch K1 (3).
PUMP-OIL
DESCRIPTION
The oil pump (2) (crescent-type pump) is installed in

the bellhousing behind the torque converter and is
driven by the drive flange of the torque converter. The
pump creates the oil pressure required for the hydrau-
lic procedures.
OPERATION
When the engine is running, the oil is pumped through

the inlet chamber (5) along the upper and lower side
of the crescent (1) to the pressure chamber (6) of the
housing. The meshing of the teeth prevents oil flowing
from the delivery side to the intake side. An external
gear (3) is eccentrically mounted in the pump housing.
The external gear is driven by the internal gear (4)
which is connected to the torque converter hub.
DISASSEMBLY
1. Remove pump gears (1 and 2) from pump housing.
2. Remove the inner oil pump seal (1).

3. Replace the outer oil pump O-ring (2).
INSPECTION
Before measuring any oil pump components, perform a thorough visual inspection of all the components. If any sign
of scoring, scratches, or other damage is seen, replace the oil pump as an assembly.
SIDE CLEARANCE
Side clearance is the difference between the thickness of the pump gears and the depth of the pocket in the pump
housing. Side clearance can be measured by laying a flat plate across the mounting face of the pump housing, and
measuring the distance between the plate and the gears.
Acceptable side clearance:

• Inner gear: 0.064 mm (0.0025 in) max
• Outer gear: 0.069 mm (0.0027 in) max
TIP CLEARANCE
Tip clearance is the difference between the tip diame-

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

• 0.85 mm (0.033 in) max
ASSEMBLY
1. Install new inner oil pump seal (1) with Seal
Installer 8902-A.
2. Replace O-ring (2).
3. Lubricate pump gears and place in the pump hous-

ing. Insert pump gear (1) so that the chamfer
(arrow) points towards the pump housing.
BEARING-OUTPUT SHAFT
REMOVAL
1. Raise and support vehicle.
2. For 2WD transmissions:
a. Remove the propeller shaft (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/PROPELLER
SHAFT - REMOVAL).
b. Remove the nut holding the propeller shaft flange to the output shaft and remove the flange.
a. Remove the transfer case (Refer to 21 - TRANSMISSION/TRANSFER CASE - REMOVAL).
b. Remove the bolts holding the transfer case adapter housing onto the transmission case.
c. Remove the transfer case adapter housing from the transmission case.
d. Remove the bolt holding the output shaft extension to the output shaft.
e. Remove the output shaft extension from the output shaft.
4. Remove the transmission rear oil seal with a suit-

able slide hammer and screw.
5. Remove the transmission output shaft washer. Be
sure to tag the washer since it is very similar to the
geartrain end-play shim and they must not be inter-
changed.
6. Remove the transmission rear output shaft bearing
retaining ring (1).
7. Position Bearing Remover 9082 (1) over the inner

race of the output shaft bearing (3).
8. Slide the collar (3) on the Bearing Remover 9082

(1) downward over the fingers of the tool.
9. Remove the output shaft bearing (3).
CAUTION: Verify that the geartrain end-play shim

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

is properly installed over the output shaft and
against the park gear.
NOTE: The closed side of the bearing must be

installed toward the parking lock gear. If the bear-
ing is installed in the other direction, the transmis-
sion gearcase will need to be removed in order to
remove the bearing.
1. Using Bearing Installer 9287 (1), install the output

shaft bearing (2) into the transmission housing (3).
The closed side of the plastic cage must point
towards the parking lock gear.
2. Install the retaining ring (1). Ensure that the retain-

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

shaft.
6. Install a new transmission rear seal into the trans-
mission case with Seal Installer 8902A (1).
a. Install the output shaft extension onto the out-
put shaft.
b. Install the nut to hold the output shaft exten-
sion to the output shaft. Torque the bolt to 200
N·m (147.5 ft.lbs.).
c. Install the transfer case adapter housing onto
d. Install the bolts to hold the transfer case
adapter housing onto the transmission case.
Torque the bolt to 20 N·m (177 in.lbs.).
e. Install the transfer case (Refer to 21 - TRANSMISSION/TRANSFER CASE - INSTALLATION).
8. For 2WD transmissions, install the propeller shaft flange onto the output shaft and install an new flange nut.
Tighten the flange nut to 200 N·m (147.5 ft.lbs.).
NOTE: The Staking Tool - 9078 has two possible

locations for the beveled staking pin. The pin must
be installed in the hole labeled “Transmission” for
this operation. This hole is located directly across
from the spring loaded alignment pin.
9. Place the Staking Tool 9078 and Driver Handle

10. Rotate the Staking Tool 9078 (2) until the alignment pin (3) engages the output shaft notch (4).
11. Press downward on the staking tool until the stak-

ing pin contacts the output shaft nut flange.
13. For 2WD transmissions, install the propeller shaft
(Refer to 3 - DIFFERENTIAL & DRIVELINE/PRO-
PELLER SHAFT/PROPELLER SHAFT -
INSTALLATION).
SEAL-OUTPUT SHAFT
REMOVAL
1. For 2WD transmissions;
a. Remove the propeller shaft (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/PROPELLER
SHAFT - REMOVAL). Move propeller shaft to the right and tie up.
b. Remove the nut holding the propeller shaft flange to the output shaft and remove the flange.
a. Remove the transfer case (Refer to 21 - TRANSMISSION/TRANSFER CASE - REMOVAL).
b. Remove the bolts holding the transfer case adapter housing onto the transmission case.
c. Remove the transfer case adapter housing from the transmission case.
d. Remove the bolt holding the output shaft extension to the output shaft.
e. Remove the output shaft extension from the output shaft.
3. Remove the output shaft seal with suitable screw and slide hammer.
INSTALLATION
1. Position the new output shaft seal over the output
shaft and against the transmission case.
2. Use Seal Installer 8902A (1) to install the seal.
a. Install the output shaft extension onto the out-
put shaft.
b. Install the bolt to hold the output shaft exten-
sion to the output shaft. Torque the bolt to 200
N·m (147.5 ft.lbs.).
c. Install the transfer case adapter housing onto
d. Install the bolts to hold the transfer case
adapter housing onto the transmission case.
Torque the bolt to 20 N·m (177 in.lbs.).
e. Install the transfer case (Refer to 21 - TRANSMISSION/TRANSFER CASE - INSTALLATION).

4. For 2WD transmissions, install the propeller shaft flange onto the output shaft and install an new flange nut.
Tighten the flange nut to 200 N·m (147.5 ft.lbs.).
5. Place the Staking Tool 9078 and Driver Handle

6. Rotate the Staking Tool 9078 (2) until the alignment
pin (3) engages the output shaft notch (4).
7. Press downward on the staking tool until the stak-

ing pin contacts the output shaft nut flange.
9. For 2WD transmissions, install the propeller shaft
(Refer to 3 - DIFFERENTIAL & DRIVELINE/PRO-
PELLER SHAFT/PROPELLER SHAFT -
INSTALLATION).
CABLE-PARK LOCK
REMOVAL
1. Place ignition key in the ACC (2) position.
2. Remove the lower instrument panel trim as neces-

sary to access the park lock cable.
3. Disconnect park lock cable (4) from ignition cylin-
der (3).
4. Remove the floor console as necessary for access

to the park lock cable. (Refer to 23 - BODY/INTE-
RIOR/FLOOR CONSOLE - REMOVAL)
6. Disconnect the park lock cable (5) from the shift
mechanism. Release retention tab using suitable
screwdriver.
INSTALLATION
1. Verify that ignition key is in ACC (2) position.
2. Install the park lock cable (4) to the ignition cylinder

(3). Secure the cable to instrument panel at
retainer.
3. Install any instrument panel trim that was removed
to access the park lock cable.
4. Route park lock cable towards shift mechanism.

5. Connect the park lock cable (5) core to shift mech-
anism cam, and then secure cable housing to shift
mechanism.
6. Adjust the park lock cable. (Refer to 21 - TRANSMISSION/AUTOMATIC TRANSMISSION/SHIFT INTERLOCK

MECHANISM - ADJUSTMENTS)
7. If necessary, install the shield, covering the gearshift and park lock cables, to the shifter assembly and install the
bolts to hold the shield to the shifter assembly.
8. Install the floor console assembly. (Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - INSTALLATION)
GEARTRAIN-PLANETARY
DESCRIPTION
Three planetary gear sets are used to produce the dif-

ferent gear ratios. These are located in the mechanical
part of the transmission as the front, middle and rear
planetary gear sets.
OPERATION
The annulus gear (1) and sun gear (3) elements of a

planetary gear system are alternately driven and
braked by the actuating elements of the multi-plate
clutch and multiple-disc brake. The planetary pinion
gears (2) can turn on the internal gearing of the annu-
lus gear (1) and on the external gearing of the sun
gear (3). This allows for a variety of gear ratios and
the reversal of the rotation direction without the need
for moving gear wheels or shift collars. When two
components of the planetary gear set are locked
together, the planetary gear set is locked and turns as
a closed unit.
The torque and engine speed are converted according
to the lever ratios and the ratio of the number of teeth
on the driven gears to that on the drive gears, and is
referred to as the gear ratio. The overall ratio of a
number of planetary gear sets connected in series is
obtained by multiplying the partial ratios.
DISASSEMBLY
Output Shaft with Center and Rear Planetary Geartrain
1 - TEFLON RINGS 7 - DRIVING CLUTCH K3

2 - OUTPUT SHAFT WITH CENTER PLANETARY CARRIER 8 - THRUST WASHER
3 - NEEDLE BEARING 9 - AXIAL NEEDLE BEARING
4 - THRUST WASHER 10 - SHIM
5 - REAR PLANETARY GEAR SET 11 - RETAINING RING
6 - REAR HOLLOW SHAFT/FREEWHEELING CLUTCH F2
1. Remove upper two visible Teflon rings (1) from output shaft.
2. Remove retaining ring (11), shim (10), thrust needle bearing (9) and thrust washer (8) from output shaft.
3. Remove clutch K3 (7).
4. Remove rear tubular shaft/freewheeling clutch F2 (6) from output shaft.
5. Remove rear gear set (5) with integrated tubular shaft of center gear set from output shaft.
6. Remove thrust washer (4).
ASSEMBLY
Output Shaft with Center and Rear Planetary Geartrain
1 - TEFLON RINGS 7 - DRIVING CLUTCH K3

2 - OUTPUT SHAFT WITH CENTER PLANETARY CARRIER 8 - THRUST WASHER
3 - NEEDLE BEARING 9 - AXIAL NEEDLE BEARING
4 - THRUST WASHER 10 - SHIM
5 - REAR PLANETARY GEAR SET 11 - RETAINING RING
6 - REAR HOLLOW SHAFT/FREEWHEELING CLUTCH F2
1. Mount thrust washer (4) with the collar pointing towards the planet carrier.
2. Mount the rear gear set (5) on the rear hollow shaft (6).
3. Using grease, install lower three Teflon rings (1) in the groove so that the joint stays together
4. Put rear hollow shaft/freewheeling clutch F2 (6) with rear gear set (5) onto output shaft.
5. Install clutch K3 (7).
6. Mount retaining ring, shim, thrust needle bearing and thrust washer (8 - 11).
7. Using grease, insert the upper two Teflon rings (1) in the groove so that the joint remains together.
NOTE: During the test, apply a contact force by

hand to K3 in the direction of the arrow.
8. Inspect axial play between shim (10) and retaining

ring (11). Check axial play 9S9 between shim (10)
and retaining ring (1) using a feeler gauge. Clear-
ance should be 0.15-0.6 mm (0.006-0.024 in.).
Shims are available in thicknesses of 3.0 mm
(0.118 in.), 3.4 mm (0.134 in.), and 3.7 mm (0.146
in.). Adjust as necessary
MECHANISM-SHIFT
DESCRIPTION
The automatic transmission is operated with the help

of a shift lever assembly (SLA) (1) located in the floor
console. There are four positions to which the selec-
tion lever can be shifted: P, R, N, D. In addition, the
selector lever can be moved sideways (+/-) in position
9D9 to adjust the shift range.
All selector lever positions, as well as selected shift
ranges in position 9D9, are identified by the SLA. The
information is then sent to the transmission control
module (TCM) via a hardwire connection. At the same
time, the selector lever positions 9P9, 9R9, 9N9 and 9D9
are transmitted by a shift cable to the selector shaft in
the transmission.
The SLA is comprised of the following functions:

• Key lock: Depending on the selector lever position, the ignition cylinder is locked/unlocked, i.e., the ignition
key can be removed only if the selector lever is in position 9P9. A park lock cable is used to perform this
function.
• Park lock: The selector lever is not released from postion 9P9 until the brake pedal has been applied and the
ignition key is in ”ACC” or ON” positions. Shift lock is controlled by the brake light switch in conjunction with a
locking solenoid in the SLA. As soon as the brake pedal is applied firmly, the locking solenoid is de-energized
to unlock the selector lever.
• Reverse inhibitor: As soon as the vehicle speed exceeds approximately 4-7 mph, it is no longer possible to
move the selector lever from position 9N9 to position 9R9. The reverse inhibit functionality is controlled by the
TCM and the same solenoid as the park lock. As the vehicle accelerates past the calibrated speed threshold,
the solenoid is energized to block the motion of the shift lever necessary to move from NEUTRAL to
REVERSE. The reverse inhibit is not released until the vehicle speed falls below approximately 4-7 mph and
the shifter is moved out of the “D” shifter position.
OPERATION
With the selector lever in position 9D9, the transmission control module (TCM) automatically shifts the gears that are
best-suited to the current operating situation. This means that shifting of gears is continuously adjusted to current
driving and operating conditions in line with the selected shift range and the accelerator pedal position. Starting off
is always performed in 1st gear.
The selector lever positions are determined by a sensor assembly internal to the shift lever assembly (SLA). The
sensor assembly identifies the various positions of the SLA according to the following table.
Shift Lever Bit 0 Bit 1 Bit 2 Bit 3

Position
Default 0 0 0 0
9D9 1 0 1 0
9N9 0 1 1 0
9R9 1 1 1 0
9P9 0 0 0 1
9+9 1 0 0 1
9-9 0 1 0 1
9ND9 1 1 0 1
9RN9 0 0 1 1
9PR9 1 0 1 1
Implausible 1 1 1 1
The current selector lever position or, if the shift range has been limited, the current shift range is indicated in the
instrument cluster display.
The permissible shifter positions and transmission operating ranges are:
• P = Parking lock and engine starting.
• R = Reverse.
• N = Neutral and engine starting (no power is transmitted to the axles).
• D = The shift range includes all forward gears.
The shift range can be adjusted to the current operating conditions by tipping the selector lever to the left-hand side
(9-9) or the right-hand side (9+9) when in position 9D9. If the shift range is limited, the display in the instrument cluster
indicates the selected shift range and not the currently engaged gear.
• 1= Shift range is limited to the 1st gear.
Tipping the shift lever will have the following results:
• Tipping the selector lever toward (-( one time after another: The shift range is reduced in descending
sequence by one gear each time, i.e., from D - 4 - 3 - 2 - 1. If the selected limitation of the shift range would
result in a downshift causing excessive engine speed, the shifting is not executed and the engaged gear as
well as the shift range remain unchanged. This is to prevent the engine from overspeeding. Engine retardation
is low with the selector lever in position 9D9. To make use of the full braking power of the engine, 9manual9
downshifting by tipping the lever towards the left-hand side is recommended. If this has been done, subse-
quent upshifting must be carried out manually as well.
• Tipping the selector lever toward (-( and holding it in this position: The currently engaged gear in range
9D9 is indicated in the instrument cluster display and the shift range is limited to this gear.
• Tipping the selector lever toward (+( one time after another: The shift range is increased by one gear each
time and the increased shift range is displayed in the instrument cluster; possibly, the transmission upshifts to
a faster gear.
• Tipping the selector lever toward (+( several times: The shift range is increased by one gear each time the
lever is tipped until the shift range ends up in 9D9.
• Tipping the selector lever toward (+( and holding it in this position: The shift range is extended immedi-
ately to 9D9, shift ranges are indicated in ascending sequence; possibly, the transmission upshifts to a faster
gear due to the extension of the shift range.
REMOVAL
1. Remove any necessary console parts for access to
shift lever assembly and shifter cables. (Refer to 23
- BODY/INTERIOR/FLOOR CONSOLE -
REMOVAL)
4. Disconnect the transmission shift cable (3) at shift
lever (1).
5. Remove the shift cable retainer (4) from the notch
in the shifter assembly.
6. Verify the key is in the LOCK position and discon-
nect the park lock cable (5) from the shifter
mechansim cam and the notch in the shifter
assembly.
7. Disengage all wiring connectors (2, 3) from the

8. Remove all bolts (2) holding the shifter assembly

(1) to the floor pan.
9. Remove the shifter assembly (1) from the vehicle.
INSTALLATION
1. Install shifter assembly (1) in position on the floor
pan.
2. Install the bolts (2) to hold the shifter assembly (1)
onto the floor pan. Tighten bolts to 12 N·m (105
in.lbs.).
3. Place the floor shifter lever in PARK position.

4. Loosen the adjustment nut (2) on the shifter
assembly (1).
5. Install the gearshift cable (3) to the shift lever pin.
6. Install the park lock cable (5) to the shift mecha-
nism cam and the notch in the shifter assembly.
7. Verify that the key is in the LOCK position and
remains there until the cable is fully adjusted.
8. Verify that the park lock cable adjustment tab is
pulled upward to the unlocked position.
9. Install the wiring harness connectors (2) to the

10. Verify that the shift lever is in the PARK position.
11. Tighten the adjustment screw to 30 N·m (265
in.lbs.).
12. Verify that the key in the LOCK position and the
shifter is in PARK.
13. Push downward on the park lock cable adjust-
ment tab to lock the adjustment.
14. Verify correct shifter, park lock, and BTSI opera-
tion.
shifter assembly.
16. Install any console parts removed for access to
shift lever assembly and shift cables. (Refer to 23
- BODY/INTERIOR/FLOOR CONSOLE - INSTAL-
LATION)
SOLENOID
DESCRIPTION
The typical electrical solenoid used in automotive applications is a linear actuator. It is a device that produces
motion in a straight line. This straight line motion can be either forward or backward in direction, and short or long
distance.
A solenoid is an electromechanical device that uses a magnetic force to perform work. It consists of a coil of wire,
wrapped around a magnetic core made from steel or iron, and a spring loaded, movable plunger, which performs
the work, or straight line motion.
The solenoids used in transmission applications are attached to valves which can be classified as normally open
or normally closed. The normally open solenoid valve is defined as a valve which allows hydraulic flow when no
current or voltage is applied to the solenoid. The normally closed solenoid valve is defined as a valve which does
not allow hydraulic flow when no current or voltage is applied to the solenoid. These valves perform hydraulic con-
trol functions for the transmission and must therefore be durable and tolerant of dirt particles. For these reasons, the
valves have hardened steel poppets and ball valves. The solenoids operate the valves directly, which means that
the solenoids must have very high outputs to close the valves against the sizable flow areas and line pressures
found in current transmissions. Fast response time is also necessary to ensure accurate control of the transmission.
The strength of the magnetic field is the primary force that determines the speed of operation in a particular sole-
noid design. A stronger magnetic field will cause the plunger to move at a greater speed than a weaker one. There
are basically two ways to increase the force of the magnetic field:
1. Increase the amount of current applied to the coil or
2. Increase the number of turns of wire in the coil.
The most common practice is to increase the number of turns by using thin wire that can completely fill the available
space within the solenoid housing. The strength of the spring and the length of the plunger also contribute to the
response speed possible by a particular solenoid design.
A solenoid can also be described by the method by which it is controlled. Some of the possibilities include variable
force, pulse-width modulated, constant ON, or duty cycle. The variable force and pulse-width modulated versions
utilize similar methods to control the current flow through the solenoid to position the solenoid plunger at a desired
position somewhere between full ON and full OFF. The constant ON and duty cycled versions control the voltage
across the solenoid to allow either full flow or no flow through the solenoid’s valve.
UPSHIFT/DOWNSHIFT SOLENOID VALVES
The solenoid valves (1) for upshifts and downshifts

are located in the shell of the electric control unit and
pressed against the shift plate with a spring.
The solenoid valves (1) initiate the upshift and down-
shift procedures in the shift plate.
The solenoid valves (1) are sealed off from the valve
housing of the shift plate (5) by two O-rings (4, 6). The
contact springs (8) at the solenoid valve engage in a
slot in the conductor tracks (7). The force of the con-
tact spring (8) ensures safe contacts.
The modulating pressure control solenoid valve (1) is

located in the shell of the electric valve control unit
and pressed against the shift plate by a spring.
Its purpose is control the modulating pressure depend-
ing on the continuously changing operating conditions,
such as load and gear change.
The modulating pressure regulating solenoid valve (1)
has an interference fit and is sealed off to the valve
body of the shift plate (4) by a seal (arrow). The con-
tact springs (2) at the solenoid valve engage in a slot
in the conductor tracks (3). The force of the contact
springs (2) ensures secure contacts.
TORQUE CONVERTER LOCKUP CLUTCH PWM SOLENOID VALVE
The torque converter lockup clutch PWM solenoid

valve (1) is located in the shell of the electric valve
control unit and pressed against the shift plate by a
spring.
The PWM solenoid valve (1) for the torque converter
lockup controls the pressure for the torque converter
lockup clutch.
The torque converter lockup PWM solenoid valve (1)
is sealed off to the valve body of the shift plate (4) by
an O-ring (5) and a seal (arrow). The contact springs
(2) at the solenoid valve engage in a slot in the con-
ductor tracks (3). The force of the contact springs (2)
ensures secure contacts.
SHIFT PRESSURE CONTROL SOLENOID VALVE
The shift pressure control solenoid valve (1) is located

in the shell of the electric valve control unit and
pressed against the shift plate by a spring.
Its purpose is to control the shift pressure depending
on the continuously changing operating conditions,
such as load and gear change.
The shift pressure regulating solenoid valve (1) has an
interference fit and is sealed off to the valve body of
the shift plate (4) by a seal (arrow). The contact
springs (2) at the solenoid valve engage in a slot in
the conductor tracks (3). The force of the contact
springs (2) ensures secure contacts.
OPERATION
When an electrical current is applied to the solenoid coil, a magnetic field is created which produces an attraction
to the plunger, causing the plunger to move and work against the spring pressure and the load applied by the fluid
the valve is controlling. The plunger is normally directly attached to the valve which it is to operate. When the cur-
rent is removed from the coil, the attraction is removed and the plunger will return to its original position due to
spring pressure.
The plunger is made of a conductive material and accomplishes this movement by providing a path for the magnetic
field to flow. By keeping the air gap between the plunger and the coil to the minimum necessary to allow free move-
ment of the plunger, the magnetic field is maximized.
UPSHIFT/DOWNSHIFT SOLENOID VALVES
If a solenoid valve (1) is actuated by the TCM, it

opens and guides the control pressure (p-SV) to the
assigned command valve. The solenoid valve remains
actuated and therefore open until the shifting process
is complete. The shift pressure (p-SV) to the com-
mand valve is reduced to zero as soon as the power
supply to the solenoid valve is interrupted.
The modulating pressure regulating solenoid valve (1)

assigns a proportional pressure to the current which is
controlled by the TCM according to the load.
TORQUE CONVERTER LOCKUP CLUTCH PWM SOLENOID VALVE
The torque converter lockup PWM solenoid (1) valve

converts pulse-wave-modulated current controlled by
the TCM into the appropriate hydraulic control pres-
sure (p-S/TCC).
SHIFT PRESSURE CONTROL SOLENOID VALVE
The shift pressure regulating solenoid valve (1)

assigns a proportional pressure to the current which is
controlled by the TCM according to the load.
CONTACT-TEMPERATURE SENSOR/PARK-NEUTRAL
DESCRIPTION
PARK/NEUTRAL CONTACT
The park/neutral contact (4) is located in the shell of

the electric control unit and is fixed to the conductor
tracks.
Its purpose is to recognize selector valve and selector
lever positions 9P9 and 9N9. The park/neutral contact
consists of:
• the plunger (2).
• the permanent magnet (3).
• the dry-reed contact (4).
The transmission oil temperature sensor (1) is located

in the shell of the electric valve control unit and is
fixed to the conductor tracks.
Its purpose is to measure the temperature of the
transmission oil and pass the temperature to the TCM
as an input signal. It is a temperature-dependent
resistor (PTC).
OPERATION
PARK/NEUTRAL CONTACT
In selector lever positions 9P9 and 9N9 the park/neutral

contact (4) is actuated by a cam track which is located
on the detent plate. The permanent magnet (3) is
moved away from the dry-reed contact (4). The dry-
reed contact (4) is opened. The TCM receives an
electric signal. The circuit to the starter in the selector
lever positions 9P9 and 9N9 is closed.
The temperature of the transmission oil has a consid-

erable effect on the shifting time and therefore the
shift quality. By measuring the oil temperature, shift
operations can be optimized in all temperature ranges.
The transmission oil temperature sensor (1) is
switched in series with the park/neutral contact. The
temperature signal is transferred to the TCM only
when the dry-reed contact of the park/neutral contact
is closed in REVERSE or a forward gear position.
Refer to the Transmission Temperature Sensor Speci-

fications table for the relationship between transmis-
sion temperature, sensor voltage, and sensor
resistance.
CONVERTER-TORQUE
DESCRIPTION
CAUTION: The torque converter must be replaced

if a transmission failure resulted in large amounts
of metal or fiber contamination in the fluid.
The torque converter is a hydraulic device that cou-

ples the engine crankshaft to the transmission. The
torque converter consists of an outer shell with an
internal turbine (1), a stator (3), an overrunning clutch,
an impeller (2), and an electronically applied converter
clutch. The converter clutch provides reduced engine
speed and greater fuel economy when engaged.
Clutch engagement also provides reduced transmis-
sion fluid temperatures. The converter clutch engages
in third through fifth gears. The torque converter hub
drives the transmission oil (fluid) pump.
A turbine damper (6) has been added for some appli-
cations to help improve vehicle noise, vibration, and
harshness (NVH) characteristics.
The torque converter is a sealed, welded unit that is
not repairable and is serviced as an assembly.
IMPELLER
Impeller
1 - ENGINE FLEXPLATE 4 - ENGINE ROTATION

2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE 5 - ENGINE ROTATION
SECTION
3 - IMPELLER VANES AND COVER ARE INTEGRAL
The impeller (3) is an integral part of the converter housing. The impeller consists of curved blades placed radially
along the inside of the housing on the transmission side of the converter. As the converter housing is rotated by the
engine, so is the impeller, because they are one and the same and are the driving members of the system.
TURBINE
Turbine
1 - TURBINE VANE 4 - PORTION OF TORQUE CONVERTER COVER

2 - ENGINE ROTATION 5 - ENGINE ROTATION
3 - INPUT SHAFT 6 - OIL FLOW WITHIN TURBINE SECTION
The turbine (1) is the output, or driven, member of the converter. The turbine is mounted within the housing opposite
the impeller, but is not attached to the housing. The input shaft is inserted through the center of the impeller and
splined into the turbine. The design of the turbine is similar to the impeller, except the blades of the turbine are
curved in the opposite direction.
STATOR
The stator assembly (1-4) is mounted on a stationary

shaft which is an integral part of the oil pump.
The stator (1) is located between the impeller (2) and

turbine (4) within the torque converter case. The stator
contains a freewheeling clutch, which allows the stator
to rotate only in a clockwise direction. When the stator
is locked against the freewheeling clutch, the torque
multiplication feature of the torque converter is
operational.
The TCC (9) was installed to improve the efficiency of

the torque converter that is lost to the slippage of the
fluid coupling. Although the fluid coupling provides
smooth, shock-free power transfer, it is natural for all
fluid couplings to slip. If the impeller and turbine were
mechanically locked together, a zero slippage condi-
tion could be obtained. A hydraulic piston with friction
material was added to the turbine assembly to provide
this mechanical lock-up.
In order to reduce heat build-up in the transmission
and buffer the powertrain against torsional vibrations,
the TCM can duty cycle the torque converter lock-up
solenoid to achieve a smooth application of the torque
converter clutch. This function, referred to as Electron-
ically Modulated Converter Clutch (EMCC) can occur
at various times depending on the following variables:
• Shift lever position
• Current gear range
• Transmission fluid temperature
• Input speed
• Throttle angle 1 - TURBINE
• Engine speed 2 - IMPELLER
3 - STATOR
4 - INPUT SHAFT
5 - STATOR SHAFT
6 - PISTON
7 - COVER SHELL
8 - INTERNALLY TOOTHED DISC CARRIER
9 - CLUTCH PLATE SET
10 - EXTERNALLY TOOTHED DISC CARRIER
11 - TURBINE DAMPER
OPERATION
The converter impeller (driving member) (2), which is

integral to the converter housing and bolted to the
engine drive plate, rotates at engine speed. The con-
verter turbine (driven member) (1), which reacts from
fluid pressure generated by the impeller, rotates and
turns the transmission input shaft (4).
TURBINE
As the fluid that was put into motion by the impeller blades strikes the blades of the turbine, some of the energy and
rotational force is transferred into the turbine and the input shaft. This causes both of them (turbine and input shaft)
to rotate in a clockwise direction following the impeller. As the fluid is leaving the trailing edges of the turbine’s
blades it continues in a “hindering” direction back toward the impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the sta-

tor’s over-running clutch to its shaft. Under stall condi-
tions (the turbine is stationary), the oil leaving the
turbine blades strikes the face of the stator blades and
tries to rotate them in a counterclockwise direction.
When this happens the over-running clutch of the sta-
tor locks and holds the stator from rotating. With the
stator locked, the oil strikes the stator blades and is
redirected into a “helping” direction before it enters the
impeller. This circulation of oil from impeller to turbine,
turbine to stator, and stator to impeller, can produce a
maximum torque multiplication of about 2.0:1. As the
turbine begins to match the speed of the impeller, the
fluid that was hitting the stator in such as way as to
cause it to lock-up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel and
the converter acts as a fluid coupling.
In a standard torque converter, the impeller (2) and

turbine (1) are rotating at about the same speed and
the stator (3) is freewheeling, providing no torque mul-
tiplication. By applying the turbine’s piston and friction
material (9), a total converter engagement can be
obtained. The result of this engagement is a direct 1:1
mechanical link between the engine and the transmis-
sion.
The clutch can be engaged in second, third, fourth,
and fifth gear ranges.
The TCM controls the torque converter by way of
internal logic software. The programming of the soft-
ware provides the TCM with control over the torque
converter solenoid. There are four output logic states
that can be applied as follows:
• No EMCC
• Partial EMCC
• Full EMCC
• Gradual-to-no EMCC
1 - TURBINE
2 - IMPELLER
3 - STATOR
4 - INPUT SHAFT
5 - STATOR SHAFT
6 - PISTON
7 - COVER SHELL
8 - INTERNALLY TOOTHED DISC CARRIER
9 - CLUTCH PLATE SET
10 - EXTERNALLY TOOTHED DISC CARRIER
11 - TURBINE DAMPER
NO EMCC
Under No EMCC conditions, the TCC Solenoid is OFF. There are several conditions that can result in NO EMCC
operations. No EMCC can be initiated due to a fault in the transmission or because the TCM does not see the need
for EMCC under current driving conditions.
PARTIAL EMCC
Partial EMCC operation modulates the TCC Solenoid (duty cycle) to obtain partial torque converter clutch applica-
tion. Partial EMCC operation is maintained until Full EMCC is called for and actuated. During Partial EMCC some
slip does occur. Partial EMCC will usually occur at low speeds, low load and light throttle situations.
FULL EMCC
During Full EMCC operation, the TCM increases the TCC Solenoid duty cycle to full ON after Partial EMCC control
brings the engine speed within the desired slip range of transmission input speed relative to engine rpm.
GRADUAL-TO-NO EMCC
This operation is to soften the change from Full or Partial EMCC to No EMCC. This is done at mid-throttle by
decreasing the TCC Solenoid duty cycle.
REMOVAL
1. Remove transmission and torque converter from vehicle.
2. Place a suitable drain pan under the converter housing end of the transmission.
CAUTION: Verify that transmission is secure on the lifting device or work surface, the center of gravity of
the transmission will shift when the torque converter is removed creating an unstable condition. The torque
converter is a heavy unit. Use caution when separating the torque converter from the transmission.
3. Pull the torque converter forward until the center hub clears the oil pump seal.
4. Separate the torque converter from the transmission.
INSTALLATION
Check converter hub and drive flats for sharp edges,

burrs, scratches, or nicks. Polish the hub and flats
with 320/400 grit paper or crocus cloth if necessary.
The hub must be smooth to avoid damaging the pump
seal at installation.

verter hub while inserting torque converter into

4. Insert torque converter hub into oil pump.
5. While pushing torque converter inward, rotate con-
verter until converter is fully seated in the oil pump
gears.
6. Check converter seating with a scale and straightedge. Surface of converter lugs should be at least 19 mm (3/4
in.) to rear of straightedge when converter is fully seated.
7. If necessary, temporarily secure converter with C-clamp attached to the converter housing.
8. Install the transmission in the vehicle.
9. Fill the transmission with the recommended fluid.
SEAL-TORQUE CONVERTER HUB

REMOVAL
1. Remove the torque converter (Refer to 21 - TRANSMISSION/AUTOMATIC - NAG1/TORQUE CONVERTER -
REMOVAL).
2. Remove the torque converter hub seal with suitable screw and slide hammer.
INSTALLATION
1. Position the torque converter hub seal (1) over the
input shaft and against the transmission oil pump.
2. Using Seal Installer 8902A (2), install a new torque

converter hub seal.
3. Install the torque converter (Refer to 21 - TRANS-
MISSION/AUTOMATIC - NAG1/TORQUE CON-
VERTER - INSTALLATION).
21 - 882 TRANSFER CASE - ELECTRICAL DIAGNOSTICS WK
TRANSFER CASE - ELECTRICAL DIAGNOSTICS
TABLE OF CONTENTS
page page
TRANSFER CASE - ELECTRICAL C1414–NEUTRAL SELECT SWITCH

DIAGNOSTICS CIRCUIT STUCK . . . . . . . . . . . . . . . . . . . . . 950
DIAGNOSIS AND TESTING C1415- TRANSFER CASE MOTOR
TRANSFER CASE VERIFICATION TEST VER CURRENT PERFORMANCE . . . . . . . . . . . . . 953
1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 883 C1444-TRANSFER CASE MOTOR
C1400-TRANSFER CASE RANGE SELECT OVERUSE . . . . . . . . . . . . . . . . . . . . . . . . . . 955
SWITCH PERFORMANCE . . . . . . . . . . . . . . 884 C2100–BATTERY VOLTAGE LOW (FDCM) . . 957
C1401-TRANSFER CASE RANGE SELECT C2101–BATTERY VOLTAGE HIGH (FDCM) . 960
SWITCH CIRCUIT LOW . . . . . . . . . . . . . . . . 889 C2109–DRIVETRAIN SUPPLY VOLTAGE
C1402-TRANSFER CASE RANGE SELECT CIRCUIT LOW (FDCM) . . . . . . . . . . . . . . . . . 963
SWITCH CIRCUIT HIGH . . . . . . . . . . . . . . . . 894 C2111–DRIVETRAIN SENSOR SUPPLY
C1403-TRANSFER CASE RANGE POSITION CIRCUIT LOW (FDCM) . . . . . . . . . . . . . . . . . 966
SENSOR PERFORMANCE . . . . . . . . . . . . . . 898 C2112–DRIVETRAIN SENSOR SUPPLY
C1404-TRANSFER CASE RANGE POSITION CIRCUIT HIGH (FDCM) . . . . . . . . . . . . . . . . 970
SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . 905 C2113–DRIVETRAIN SENSOR SUPPLY
C1405-TRANSFER CASE RANGE POSITION VOLTAGE CIRCUIT OPEN (FDCM) . . . . . . . . 973
SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . 909 C2201-INTERNAL CONTROLLER (FDCM) . . 976
C1406-TRANSFER CASE BRAKE C2206-CONFIGURATION ERROR (FDCM) . . 977
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 914 C230A-NEUTRAL INDICATOR CONTROL
C1407-TRANSFER CASE BRAKE CONTROL CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . 978
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . 919 C230B- NEUTRAL INDICATOR CONTROL
C1408-TRANSFER CASE BRAKE CONTROL CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . 982
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . 924 U0401–IMPLAUSIBLE DATA RECEIVED
C140A- TRANSFER CASE MOTOR FROM ECM (FDCM) . . . . . . . . . . . . . . . . . . . 986
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 928 U0402–IMPLAUSIBLE DATA RECEIVED
C140D- TRANSFER CASE MOTOR FROM TCM (FDCM) . . . . . . . . . . . . . . . . . . . 987
CONTROL CIRCUIT OPEN . . . . . . . . . . . . . . 933 U0415–IMPLAUSIBLE DATA RECEIVED
C140E-TRANSFER CASE MOTOR FROM ABS (FDCM) . . . . . . . . . . . . . . . . . . . 988
BLOCKED . . . . . . . . . . . . . . . . . . . . . . . . . . 937 U0429–IMPLAUSIBLE DATA RECEIVED
C140F-TRANSFER CASE RANGE POSITION FROM SCM (FDCM) . . . . . . . . . . . . . . . . . . . 989
SENSOR ERRATIC PERFORMANCE . . . . . . 939 U0431–IMPLAUSIBLE DATA RECEIVED
C1413–4 HI/LO SELECT SWITCH CIRCUIT FROM FCM (FDCM) . . . . . . . . . . . . . . . . . . . 990
STUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 947
TRANSFER CASE - ELECTRICAL DIAGNOSTICS

WK TRANSFER CASE - ELECTRICAL DIAGNOSTICS 21 - 883
TRANSFER CASE VERIFICATION TEST VER 1

Diagnostic Test
1. TRANSFER CASE VERIFICATION TEST— VER 1

Disconnect all jumper wires and reconnect all previously disconnected components and connectors.
With the scan tool, select Clear Stored DTCs.
Make sure that all accessories are turned off and that the battery is fully charged.
Test drive the vehicle in each Transfer Case range and verify proper operation in each range.
NOTE: To select or deselect 4LO (if equipped), vehicle speed must be below 3 M.P.H. (5 KM/H) with the
ignition ON and the transmission in neutral (auto trans).
NOTE: To select or deselect Transfer Case Neutral, vehicle speed must be 0 M.P.H. with the ignition ON,
engine OFF, the brake pedal applied, and the transmission in neutral (auto trans). Press the Neutral button
(if equipped) on the Transfer Case Selector Switch until the Neutral Indicator is illuminated solidly and the
cluster displays ’4WD System in Neutral’.
WARNING: Apply the parking brake. The vehicle may roll with the Transfer Case in neutral.
NOTE: To verify that the Transfer Case is in Neutral, shift the automatic transmission into reverse and
release the brake pedal for three seconds. There should be no vehicle movement if the Transfer Case is in
Neutral.
With the scan tool, select View DTCs in the Final Drive Control Module.
Are there any DTCs present in the Final Drive Control Module?
Yes >> Return to the symptom list and perform the appropriate diagnostic test.
C1400-TRANSFER CASE RANGE SELECT SWITCH PERFORMANCE

C1400-TRANSFER CASE RANGE SELECT SWITCH PERFORMANCE (CONTINUED)
• When Monitored:
With the ignition on and no system undervoltage or overvoltage condition present.
• Set Condition:
The Transfer Case Selector Switch is not reporting a valid voltage for any switch position.
Possible Causes
INTERMITTENT TRANSFER CASE RANGE SELECT SWITCH PERFORMANCE

(K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT OPEN
(K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(K977) MODE SELECT CIRCUIT OPEN
(K977) MODE SELECT CIRCUIT SHORT TO GROUND
TRANSFER CASE SELECTOR SWITCH
FINAL DRIVE CONTROL MODULE
Diagnostic Test
1. DTC IS ACTIVE
NOTE: Repair any system undervoltage or overvoltage DTCs that are set in this module before proceeding.
Is the DTC status Active at this time?

Yes >> Go To 2
No >> Go To 9
2. (K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT VOLTAGE

Disconnect the Transfer Case Selector Switch connector.
Measure the voltage of the (K504) Drivetrain 5 Volt Supply circuit.
Is the voltage between 4.7 and 5.2 volts?

Yes >> Go To 5
No >> Go To 3
3. (K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT OPEN
Disconnect the Final Drive Control Module C2 harness connector.
Measure the resistance of the (K504) Drivetrain 5 Volt Supply circuit.
Is the resistance greater than 5.0 ohms?

Yes >> Repair the (K504) Drivetrain 5 Volt Supply circuit for an
open.
Perform the TRANSFER CASE VERIFICATION TEST-
VER 1.
No >> Go To 4
4. (K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND

Measure the resistance between the (K504) Drivetrain 5 Volt Supply
circuit and ground.
Is the resistance less than 5.0 ohms?

Yes >> Repair the (K504) Drivetrain 5 Volt Supply circuit for a
short to ground.
VER 1.
No >> Go To 8
5. TRANSFER CASE SELECTOR SWITCH
With the scan tool in Data Display, read the 4wd Range Switch Volt-
age with the Transfer Case Selector Switch connector disconnected.
The switch voltage should be approximately 0 volts.
Connect a jumper wire between the (K504) Drivetrain 5 Volt Supply
circuit and the (K977) Mode Select circuit in the Transfer Case Selec-
tor Switch connector.
With the scan tool in Data Display, read the 4wd Range Switch Volt-
age.
Does the voltage display as described?

Yes >> Replace the Transfer Case Selector Switch.
VER 1.
No >> Go To 6
6. (K977) MODE SELECT CIRCUIT OPEN

Disconnect the Final Drive Control Module C2 connector.
Measure the resistance of the (K977) Mode Select circuit between the
Transfer Case Selector Switch connector and the Final Drive Control
Module C2 harness connector.

Yes >> Repair the (K977) Mode Select circuit for an open.
VER 1.
No >> Go To 7
7. (K977) MODE SELECT CIRCUIT SHORT TO GROUND
Measure the resistance between the (K977) Mode Select circuit and
ground.

Yes >> Repair the (K977) Mode Select circuit for a short to
ground.
VER 1.
No >> Go To 8
8. FINAL DRIVE CONTROL MODULE
View repair.
Repair
Replace the Final Drive Control Module in accordance with the Service Information.
Perform the VERIFICATION TEST-VER 1.
9. INTERMITTENT TRANSFER CASE RANGE SELECT SWITCH PERFORMANCE

While monitoring the scan tool data relative to this circuit, wiggle test the wiring and connectors.
Look for the data to change or for the DTC to reset during the wiggle test.
While monitoring the scan tool data relative to this circuit, move the selector switch to each position several times.
Look for the data to change other than as expected or for the DTC to reset.

Perform the TRANSFER CASE VERIFICATION TEST-VER 1.
C1401-TRANSFER CASE RANGE SELECT SWITCH CIRCUIT LOW

C1401-TRANSFER CASE RANGE SELECT SWITCH CIRCUIT LOW (CONTINUED)
• When Monitored:
With the ignition on and no system undervoltage or overvoltage or supply voltage low conditions present.
• Set Condition:
The 4WD Range Switch Voltage is below a specified value for a calibrated amount of time.
Possible Causes
INTERMITTENT TRANSFER CASE RANGE SELECT SWITCH CIRCUIT LOW

(K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT SHORTED OPEN
(K977) MODE SELECT CIRCUIT SHORTED TO GROUND
(K977) MODE SELECT CIRCUIT SHORT OPEN
Diagnostic Test
1. 4WD RANGE SWITCH VOLTAGE LESS THAN 0.2 VOLTS

With the scan tool under Data Display, read the 4WD Range Switch Voltage.
Is the voltage less than 0.2 volts?

Yes >> Go To 2
No >> Go To 9

With the scan tool under Data Display, read the 4WD Range Switch
Voltage.
The switch voltage should be approximately 5.0 volts.

VER 1.
No >> Go To 3
The voltage should be approximately 5.0 volts.

Yes >> Go To 6
No >> Go To 4

Measure the resistance between the (K504) Drivetrain 5 Volt Supply
circuit and ground.

short to ground.
VER 1.
No >> Go To 5
Measure the resistance of the (K504) Drivetrain 5 Volt Supply circuit
between the Transfer Case Selector Switch connector and the Final
Drive Control Module C2 harness connector.
Is the resistance greater than 5.0 ohms?

open.
VER 1.
No >> Go To 8
6. (K977) MODE SELECT CIRCUIT SHORT TO GROUND

Measure the resistance between the (K977) Mode Select circuit and
ground.

Yes >> Repair the (K977) Mode Select circuit for a short to
ground.
VER 1.
No >> Go To 7
7. (K977) MODE SELECT CIRCUIT OPEN
Measure the resistance of the (K977) Mode Select circuit between the
Transfer Case Selector Switch connector and the Final Drive Control
Module C2 harness connector.

Yes >> Repair the (K977) Mode Select circuit for an open.
VER 1.
No >> Go To 8
View repair.
Repair


C1402-TRANSFER CASE RANGE SELECT SWITCH CIRCUIT HIGH

C1402-TRANSFER CASE RANGE SELECT SWITCH CIRCUIT HIGH (CONTINUED)
• When Monitored:
• Set Condition:
Transfer Case 4WD Range Switch voltage is greater than a specified voltage for a calibrated amount of time.
Possible Causes
INTERMITTENT TRANSFER CASE RANGE SELECTOR SWITCH CIRCUIT HIGH

(K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K977) MODE SELECT CIRCUIT SHORTED TO VOLTAGE
TRANSFER CASE SELECTOR SWITCH (Z907) GROUND CIRCUIT OPEN
Diagnostic Test
1. 4WD RANGE SWITCH VOLTAGE ABOVE 4.5 VOLTS

With the scan tool under Data Display, read the 4WD Range Switch voltage.

Yes >> Go To 2
No >> Go to 7

Disconnect the Transfer Case Selector Switch harness connector.
With the scan tool under Data Display, read the 4WD Range Switch voltage.
Is the voltage equal to 0 volts?

No >> Go to 3
3. (K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE

short to voltage.
VER 1.
No >> Go to 4
4. (K977) MODE SELECT CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (K977) Mode Select circuit.
Is there any voltage present?

Yes >> Repair the (K977) Mode Select circuit for a short to volt-
age.
VER 1.
No >> Go to 5
5. TRANSFER CASE SELECTOR SWITCH (Z907) GROUND CIRCUIT OPEN
Measure the resistance between ground and the Transfer Case Selec-
tor Switch (Z907) Ground circuit.

Yes >> Repair the Transfer Case Selector Switch (Z907) Ground
circuit for an open.
VER 1.
No >> Go To 6
Repair


C1403-TRANSFER CASE RANGE POSITION SENSOR PERFORMANCE

C1403-TRANSFER CASE RANGE POSITION SENSOR PERFORMANCE (CONTINUED)
• When Monitored:
Ignition on. Battery voltage between 9 and 16 volts. No Range Position Sensor low or high voltage conditions
present.
• Set Condition:
During a blocked shift attempt, motor current indicates motor movement, but the sensor value change is less
than a specified value.
Possible Causes
INTERMITTENT TRANSFER CASE RANGE POSITION SENSOR PEERFORMANCE

(K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT HIGH RESISTANCE
(T313) MODE SENSOR SIGNAL CIRCUIT HIGH RESISTANCE
(T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K594) DRIVETRAIN SENSOR RETURN CIRCUIT HIGH RESISTANCE
TRANSFER CASE MOTOR
Diagnostic Test
1. DTC IS ACTIVE
Is the DTC status Active at this time?

Yes >> Go to 2
No >> Go to 11
Disconnect the Transfer Case Motor harness connector.
Select the displayed voltage reading:

Voltage greater than 5.5 volts.
Repair the (K504) Drivetrain 5 Volt Supply circuit for a
short to voltage.
VER 1.
Voltage between 4.5 and 5.5 volts.
Go to 5
Voltage less than 4.5 volts.
Go to 3
3. (K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT HIGH RESISTANCE


Yes >> Repair the high resistance in the (K504) Drivetrain 5 Volt
Supply circuit.
VER 1.
No >> Go to 4
Measure the resistance between ground and the (K504) Drivetrain 5
Volt Supply circuit.

short to ground.
VER 1.
No >> Go to 10
5. TRANSFER CASE MOTOR

Connect a jumper wire between the (T313) Mode Sensor Signal circuit
and the (K594) Drivetrain Sensor Return circuit.
With the scan tool under Data Display, read the T-Case Position Sen-
sor voltage.
The displayed voltage should be approximately 0 volts with the jumper
wire in place.

Yes >> Replace the Transfer Case Motor.
VER 1.
No >> Go to 6
6. (T313) MODE SENSOR SIGNAL CIRCUIT HIGH RESISTANCE
Measure the resistance of the (T313) Mode Sensor Signal circuit.

Yes >> Repair the high resistance in the (T313) Mode Sensor Sig-
nal circuit.
VER 1.
No >> Go to 7
7. (T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO

GROUND
Measure the resistance between ground and the (T313) Mode Sensor
Signal circuit.

Yes >> Repair the (T313) Mode Sensor Signal circuit for a short to
ground.
VER 1.
No >> Go to 8
8. (T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
Measure the voltage of the (T313) Mode Sensor Signal circuit.

voltage.
VER 1.
No >> Go to 9
9. (K594) DRIVETRAIN SENSOR RETURN CIRCUIT HIGH RESISTANCE

Measure the resistance of the (K594) Drivetrain Sensor Return circuit.

Yes >> Go to 10
No >> Repair the high resistance in the (K594) Drivetrain Sensor
Return circuit.
VER 1.
View repair.
Repair


C1404-TRANSFER CASE RANGE POSITION SENSOR CIRCUIT LOW

C1404-TRANSFER CASE RANGE POSITION SENSOR CIRCUIT LOW (CONTINUED)
• When Monitored:
With the ignition on and no system undervoltage or overvoltage or supply voltage low conditions present.
• Set Condition:
Sensor input voltage is below a specified value for a calibrated amount of time.
Possible Causes
INTERMITTENT TRANSFER CASE RANGE POSITION SENSOR CIRCUIT LOW

(T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
TRANSFER CASE MOTOR
TRANSFER CASE CONTROL MODULE
Diagnostic Test
1. T-CASE POSITION SENSOR VOLTAGE BELOW 0.4 VOLTS

With the scan tool under Data Display, read the T-Case Position Sensor voltage.
Is the voltage below 0.4 volts?

Yes >> Go to 2
No >> Go to 8


Yes >> Go to 3
No >> Go to 5

open.
VER 1.
No >> Go to 4


short to ground.
VER 1.
No >> Go to 7

No >> Go to 6
6. (T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Signal circuit.

ground.
VER 1.
No >> Go to 7

View repair.
Repair


C1405-TRANSFER CASE RANGE POSITION SENSOR CIRCUIT HIGH

C1405-TRANSFER CASE RANGE POSITION SENSOR CIRCUIT HIGH (CONTINUED)
• When Monitored:
• Set Condition:
The sensor voltage is above a specified value for a calibrated amount of time.
Possible Causes
INTERMITTENT TRANSFER CASE RANGE POSITION SENSOR CIRCUIT HIGH

(T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(T313) MODE SENSOR SIGNAL CIRCUIT OPEN
(K594) DRIVETRAIN SENSOR RETURN CIRCUIT OPEN
TRANSFER CASE MOTOR
Diagnostic Test
1. T-CASE POSITION SENSOR VOLTAGE ABOVE 4.8 VOLTS


Yes >> Go To 2
No >> Go to 8


short to voltage.
VER 1.
No >> Go to 3
3. (T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

voltage.
VER 1.
No >> Go to 4

Connect a jumper wire between the (K594) Drivetrain Sensor Return
circuit and the (T313) Mode Sensor Signal circuit in the Transfer Case
Motor harness connector.
With the scan tool under Data Display, read the T-Case Position Sen-
sor voltage.
NOTE: Remove the jumper wire before continuing.

VER 1.
No >> Go to 5
5. (T313) MODE SENSOR SIGNAL CIRCUIT OPEN
Measure the resistance of the (T313) Mode Sensor Signal circuit.

Yes >> Repair the (T313) Mode Sensor Signal circuit for an open.
VER 1.
No >> Go to 6
6. (K594) DRIVETRAIN SENSOR RETURN CIRCUIT OPEN

Yes >> Repair the (K594) Drivetrain Sensor Return circuit for an
open.
VER 1.
No >> Go to 7
View repair.
Repair
Replace the Final Drive Control Module in accordance with the Service information.


C1406-TRANSFER CASE BRAKE PERFORMANCE

C1406-TRANSFER CASE BRAKE PERFORMANCE (CONTINUED)
• When Monitored:
• Set Condition:
1. The Control Module detects an excessive voltage variation on the Mode Sensor Signal circuit.
2. The Control Module performs an error correction procedure too frequently.
Possible Causes
INTERMITTENT TRANSFER CASE BRAKE PERFORMANCE

(T317) TRANSFER CASE MOTOR LOCK SIGNAL CIRCUIT SHORTED TO GROUND
(T317) TRANSFER CASE MOTOR LOCK SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(T301) SWITCHED BATTERY SOLENOID SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
TRANSFER CASE MOTOR ASSEMBLY
Diagnostic Test
1. DTC IS ACTIVE
Start the engine and allow it to idle.
Move the Transfer Case Selector Switch to each position several times.
With the scan tool, select View DTCs in the FDCM.
Is the status Active for this DTC?

Yes >> Go to 2
No >> Go to 8
2. (T317) TRANSFER CASE MOTOR LOCK SIGNAL CIRCUIT SHORTED TO GROUND

Ignition off.
Measure the resistance between ground and the (T317) Transfer Case
Motor Lock Signal circuit.

Yes >> Repair the (T317) Transfer Case Motor Lock Signal circuit
VER 1.
No >> Go to 3
3. ACTUATE T-CASE MOTOR SOLENOID LOCK
Connect the Final Drive Control Module C1 harness connector.
With the scan tool, actuate the T-Case Motor Solenoid Lock.
Using a 12–volt test light connected to 12–volts, check the (T317)
Transfer Case Motor Lock Signal circuit with the circuit actuated.
NOTE: Compare the brightness to that of a direct connection to
the battery.
Is the test light illuminated and bright with the circuit actuated?
Yes >> Go to 5
No >> Go to 4
4. (T317) TRANSFER CASE MOTOR LOCK SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (T317) Transfer Case Motor Lock Signal
circuit between the Final Drive Control Module C1 harness connector
and the Transfer Case Motor harness connector.

for an open circuit or high resistance.
VER 1.
No >> Go to 7
5. (T301) SWITCHED BATTERY SOLENOID SUPPLY CIRCUIT VOLTAGE
Using a 12–volt test light connected to ground, check the (T301)
Switched Battery Solenoid Supply circuit.
the battery.
Is the test light illuminated and bright?

Yes >> Replace the Transfer Case Motor in accordance with the
VER 1.
No >> Go to 6
6. (T301) SWITCHED BATTERY SOLENOID SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (T301) Switched Battery Solenoid Sup-
ply circuit between the Final Drive Control Module C1 harness connec-
tor and the Transfer Case Motor harness connector.

Yes >> Repair the (T301) Switched Battery Solenoid Supply circuit
VER 1.
No >> Go to 7

No >> Replace the Final Drive Control Module in accordance with the Service Information.


C1407-TRANSFER CASE BRAKE CONTROL CIRCUIT LOW

C1407-TRANSFER CASE BRAKE CONTROL CIRCUIT LOW (CONTINUED)
• When Monitored:
• Set Condition:
The Control Module detects that the Transfer Case Motor Lock circuit diagnostic input is low when output is
off.
Possible Causes
INTERMITTENT TRANSFER CASE BRAKE CONTROL CIRCUIT LOW

(T317) TRANSFER CASE MOTOR LOCK SIGNAL CIRCUIT SHORTED TO GROUND
(T317) TRANSFER CASE MOTOR LOCK SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(T301) SWITCHED BATTERY SOLENOID SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine and allow it to idle.
Move the Transfer Case Selector Switch to each position several times.
With the scan tool, select View DTCs in the FDCM.

Yes >> Go to 2
No >> Go to 8
2. (T317) TRANSFER CASE MOTOR LOCK SIGNAL CIRCUIT SHORTED TO GROUND

Ignition off.
Measure the resistance between ground and the (T317) Transfer Case
Motor Lock Signal circuit.

VER 1.
No >> Go to 3
3. ACTUATE T-CASE MOTOR SOLENOID LOCK
With the scan tool, actuate the T-Case Motor Solenoid Lock.
Using a 12–volt test light connected to 12–volts, check the (T317)
Transfer Case Motor Lock Signal circuit with the circuit actuated.
the battery.
Is the test light illuminated and bright with the circuit actuated?
Yes >> Go to 5
No >> Go to 4
4. (T317) TRANSFER CASE MOTOR LOCK SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
circuit between the Final Drive Control Module C1 harness connector
and the Transfer Case Motor harness connector.

VER 1.
No >> Go to 7
5. (T301) SWITCHED BATTERY SOLENOID SUPPLY VOLTAGE
Using a 12–volt test light connected to ground, check the (T301)
Switched Battery Solenoid Supply circuit.
the battery.
Is the test light illuminated and bright?

Yes >> Replace the Transfer Case Motor in accordance with the
VER 1.
No >> Go to 6
6. (T301) SWITCHED BATTERY SOLENOID SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (T301) Switched Battery Solenoid Sup-
ply circuit between the Final Drive Control Module C1 harness connec-
tor and the Transfer Case Motor harness connector.

VER 1.
No >> Go to 7



C1408-TRANSFER CASE BRAKE CONTROL CIRCUIT HIGH

C1408-TRANSFER CASE BRAKE CONTROL CIRCUIT HIGH (CONTINUED)
• When Monitored:
With the ignition on and no undervoltage or overvoltage condition present.
• Set Condition:
The Final Drive Control Module detects that the Transfer Case Motor Lock Circuit diagnostic input is high when
the output is on.
Possible Causes
INTERMITTENT TRANSFER CASE BRAKE CONTROL CIRCUIT HIGH

(T317) TRANSFER CASE MOTOR LOCK SIGNAL CIRCUIT SHORTED TO VOLTAGE
(T317) TRANSFER CASE MOTOR LOCK SIGNAL CIRCUIT SHORTED TO THE (T301) SWITCHED BATTERY
SOLENOID SUPPLY CIRCUIT
Diagnostic Test
1. DTC IS ACTIVE
With the scan tool, Clear DTCs.
Move the Shift control to each position.
With the scan tool, select View DTCs.
Does the DTC reset?

Yes >> Go to 2
No >> Go to 6
2. (T317) TRANSFER CASE MOTOR LOCK SIGNAL CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (T317) Transfer Case Motor Lock Signal
circuit.

for a short to voltage.
No >> Go to 3
3. (T317) TRANSFER CASE MOTOR LOCK SIGNAL CIRCUIT SHORTED TO THE (T301) SWITCHED
BATTERY SOLENOID SUPPLY CIRCUIT
Measure the resistance between the (T317) Transfer Case Motor Lock
Signal circuit and the (T301) Switched Battery Solenoid Supply circuit.

for a short to the (T301) Switched Battery Solenoid Supply
circuit.
VER 1.
No >> Go to 4

With the scan tool, Clear DTCs.
Does the DTC P1407–Transfer Case Brake Control Circuit Low set?
Yes >> Replace the Transfer Case Motor assembly.
No >> Go to 5
View repair.
Repair

C140A- TRANSFER CASE MOTOR PERFORMANCE

C140A- TRANSFER CASE MOTOR PERFORMANCE (CONTINUED)
• When Monitored:
With the ignition on and no undervoltage or overvoltage condition present.
• Set Condition:
A faulted condition is detected in the H-bridge driver.
Possible Causes
INTERMITTENT TRANSFER CASE MOTOR PERFORMANCE DTC

(T315) SHIFT MOTOR CONTROL A CIRCUIT SHORTED TO VOLTAGE
(T316) SHIFT MOTOR CONTROL B CIRCUIT SHORTED TO VOLTAGE
(T315) SHIFT MOTOR CONTROL A CIRCUIT SHORTED TO GROUND
(T316) SHIFT MOTOR CONTROL B CIRCUIT SHORTED TO GROUND
(T315) SHIFT MOTOR CONTROL A CIRCUIT SHORTED TO (T316) SHIFT MOTOR CONTROL B CIRCUIT
TRANSFER CASE MOTOR
Diagnostic Test
1. DTC IS ACTIVE

Yes >> Go to 2
No >> Go to 9
2. (T315) SHIFT MOTOR CONTROL A CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (T315) Shift Motor Control A circuit.

Yes >> Repair the (T315) Shift Motor Control A circuit for a short
to voltage.
VER 1.
No >> Go to 3
3. (T316) SHIFT MOTOR CONTROL B CIRCUIT SHORTED TO VOLTAGE
Measure the voltage of the (T316) Shift Motor Control B circuit.

Yes >> Repair the (T316) Shift Motor Control B circuit for a short
to voltage.
VER 1.
No >> Go to 4
4. (T315) SHIFT MOTOR CONTROL A CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (T315) Shift Motor
Control A circuit.

to ground.
VER 1.
No >> Go to 5
5. (T316) SHIFT MOTOR CONTROL B CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (T316) Shift Motor
Control B circuit.

Yes >> Repair the (T316) Shift Motor Control B circuit for a short
to ground.
VER 1.
No >> Go to 6
6. (T315) SHIFT MOTOR CONTROL A CIRCUIT SHORTED TO (T316) SHIFT MOTOR CONTROL B CIRCUIT
Measure the resistance between the (T315) Shift Motor Control A cir-
cuit and the (T316) Shift Motor Control B circuit.

to the (T316) Shift Motor Control B circuit.
VER 1.
No >> Go To 7
At the Transfer Case Motor, measure the resistance between the (T315) Shift Motor Control A circuit and the (T316)
Shift Motor Control B circuit.

Yes >> Replace the shorted Transfer Case Motor.
No >> Go To 8

Using the wiring diagram/schematic as a guide, inspect all wiring and connectors that pertain to this circuit.

Perform the TRANSFER CASE VERIFICATION TEST-VER 1


C140D- TRANSFER CASE MOTOR CONTROL CIRCUIT OPEN

C140D- TRANSFER CASE MOTOR CONTROL CIRCUIT OPEN (CONTINUED)
• When Monitored:
• Set Condition:
The Final Drive Control Module detects an open circuit on one of the Transfer Case Shift Motor Control cir-
cuits.
Possible Causes
INTERMITTENT TRANSFER CASE MOTOR CONTROL CIRCUIT OPEN

(T315) SHIFT MOTOR CONTROL A CIRCUIT OPEN
(T316) SHIFT MOTOR CONTROL B CIRCUIT OPEN
TRANSFER CASE MOTOR
Diagnostic Test
1. DTC IS ACTIVE

Yes >> Go to 2
No >> Go to 8
2. (T315) SHIFT MOTOR CONTROL A CIRCUIT VOLTAGE

Measure the voltage of the (T315) Shift Motor Control A circuit at the
harness connector.
Is the voltage within 1 volt of battery voltage?

Yes >> Go to 3
No >> Go to 4
3. (T316) SHIFT MOTOR CONTROL B CIRCUIT VOLTAGE
Measure the voltage of the (T316) Shift Motor Control B circuit at the
harness connector.
Is the voltage within 1 volt of battery voltage?

Yes >> Go to 6
No >> Go to 5
4. (T315) SHIFT MOTOR CONTROL A CIRCUIT OPEN

Measure the resistance of the (T315) Shift Motor Control A circuit from the Transfer Case Motor harness connector
to the Final Drive Control Module C1 harness connector.

Yes >> Repair the (T315) Shift Motor Control A circuit for an open.
No >> Go to 7
5. (T316) SHIFT MOTOR CONTROL B CIRCUIT OPEN

Measure the resistance of the (T316) Shift Motor Control B circuit from the Transfer Case Motor harness connector
to the Final Drive Control Module C1 harness connector.

Yes >> Repair the (T316) Shift Motor Control B circuit for an open.
No >> Go to 7

No >> Replace the Transfer Case Motor in accordance with the Service Information.




C140E-TRANSFER CASE MOTOR BLOCKED

• When Monitored:
• Set Condition:
The Final Drive Control Module is unable to engage the requested range.
Possible Causes
INTERMITTENT TRANSFER CASE MOTOR BLOCKED

TRANSFER CASE INTERNAL CONDITION
TRANSFER CASE MOTOR
Diagnostic Test
1. DTC IS ACTIVE

Yes >> Go to 2
No >> Go to 5
2. TRANSFER CASE INTERNAL CONDITION

Inspect the Transfer Case in accordance with the Service Information to determine if there are any mechanical con-
ditions that are preventing the Shift Motor from engaging the requested range.
Are any mechanical conditions preventing the Shift Motor from engaging the requested range?
Yes >> Repair or replace the Transfer Case in accordance with the Service Information.
No >> Go to 3

If any problems are found, repair as necessary and retest.
If no other problems are found, replace the Transfer Case Motor in accordance with the Service Information.
Cycle the Transfer Case Selector Switch to each position several times during a test drive.
Is the DTC status Active?

Yes >> Go to 4
C140E-TRANSFER CASE MOTOR BLOCKED (CONTINUED)



C140F-TRANSFER CASE RANGE POSITION SENSOR ERRATIC PERFORMANCE

C140F-TRANSFER CASE RANGE POSITION SENSOR ERRATIC PERFORMANCE (CONTINUED)
• When Monitored:
• Set Condition:
The Final Drive Control Module detects excessive voltage fluctuation on the Mode Sensor Signal circuit.
Possible Causes
INTERMITTENT TRANSFER CASE RANGE POSITION SENSOR ERRATIC PERFORMANCE DTC

(K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT SHORT TO VOLTAGE
(K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT HIGH RESISTANCE
(K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT SHORT TO GROUND
(T313) MODE SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE
(T313) MODE SENSOR SIGNAL CIRCUIT HIGH RESISTANCE
(T313) MODE SENSOR SIGNAL CIRCUIT SHORT TO GROUND
(K594) DRIVETRAIN SENSOR RETURN CIRCUIT SHORT TO VOLTAGE
(K594) DRIVETRAIN SENSOR RETURN CIRCUIT HIGH RESISTANCE
TRANSFER CASE MOTOR
Diagnostic Test
1. DTC IS ACTIVE
NOTE: This DTC sets when the Final Drive Control Module detects excessive voltage fluctuation on the
Mode Sensor Signal circuit. Perform a thorough inspection of all wiring and connectors between the sensor
and the control module.

Yes >> Go to 2
No >> Go to 14
2. (T504) DRIVETRAIN 5 VOLT SUPPLY VOLTAGE ERRATIC
NOTE: This DTC sets when the Final Drive Control Module
detects excessive voltage fluctuation on the Mode Sensor Signal
circuit. Perform a thorough inspection of all wiring and connec-
tors between the sensor and the control module.
Measure the voltage of the (T504) Drivetrain 5 Volt Supply circuit.
NOTE: Voltage should be approximately 5.0 volts and steady.
Compare any slight fluctuations found to a known good circuit in
order to verify voltmeter functionality.
Is the voltage approximately 5.0 volts and steady?

Yes >> Go to 6
No >> Go to 3
3. (T504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT INTERMITTENT SHORT TO VOLTAGE

Measure the voltage of the (T504) Drivetrain 5 Volt Supply circuit.
Monitor the voltmeter while performing a wiggle test on the wiring har-
ness and connectors.
Is any voltage detected on the circuit during the wiggle test?

Yes >> Repair the (T504) Drivetrain 5 Volt Supply circuit for an
intermittent short to voltage.
VER 1.
No >> Go to 4
4. (T504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT HIGH RESISTANCE
Measure the resistance of the (T504) Drivetrain 5 Volt Supply circuit
between the Transfer Case Motor harness connector and the Final
Monitor the ohmmeter while performing a wiggle test on the wiring har-
Is the resistance ever above 5.0 ohms during the wiggle test?
intermittent open circuit or high resistance.
VER 1.
No >> Go to 5
5. (T504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT INTERMITTENT SHORT TO GROUND

Measure the resistance between ground and the (T504) Drivetrain 5
Is the resistance ever below 5.0 ohms during the wiggle test?
intermittent short to ground.
VER 1.
No >> Go to 13
6. T-CASE POSITION SENSOR VOLTAGE
Connect a jumper wire between the (T313) Mode Sensor Signal circuit
and the (K594) Drivetrain Sensor Return circuit in the Transfer Case
Motor harness connector.
With the Scan Tool select Data Display and monitor the T-Case Posi-
tion Sensor Voltage while performing a wiggle test on the wiring and
connectors between the sensor and control module.
NOTE: Voltage should be approximately 0.0 volts and steady.
Is the T-Case Position Sensor Voltage approximately 0.0 volts

and steady?
Yes >> Go to 12
No >> Go to 7
7. (T313) MODE SENSOR SIGNAL CIRCUIT INTERMITTENT SHORT TO VOLTAGE

NOTE: Remove the previously installed jumper wire.

Yes >> Repair the (T313) Mode Sensor Signal circuit for an inter-
mittent short to voltage.
VER 1.
No >> Go to 8
8. (K594) DRIVETRAIN SENSOR RETURN CIRCUIT INTERMITTENT SHORT TO VOLTAGE
Measure the voltage of the (K594) Drivetrain Sensor Return circuit.

intermittent short to voltage.
VER 1.
No >> Go to 9
9. (T313) MODE SENSOR SIGNAL CIRCUIT HIGH RESISTANCE

Measure the resistance of the (T313) Mode Sensor Signal circuit
mittent open circuit or high resistance.
VER 1.
No >> Go to 10
10. (K594) DRIVETRAIN SENSOR RETURN CIRCUIT HIGH RESISTANCE
Measure the resistance of the (K594) Drivetrain Sensor Return circuit
intermittent open circuit or high resistance.
VER 1.
No >> Go to 11
11. (T313) MODE SENSOR SIGNAL CIRCUIT INTERMITTENT SHORT TO GROUND

Signal circuit.
Is the resistance ever below 5.0 ohms during the wiggle test?
mittent short to ground.
VER 1.
No >> Go to 13
Using the schematic as a guide, inspect the Final Drive Control Module power and ground circuits.

No >> Replace the Transfer Case Motor in accordance with the Service Information.

Using the schematic as a guide, inspect the Final Drive Control Module power and ground circuits.



C1413–4 HI/LO SELECT SWITCH CIRCUIT STUCK

C1413–4 HI/LO SELECT SWITCH CIRCUIT STUCK (CONTINUED)
• When Monitored:
• Set Condition:
Valid voltage for 4HI/4LO switch active present for a calibratable time or when shifter is not in neutral.
Possible Causes
INTERMITTENT 4 HI/LO SELECT SWITCH CIRCUIT STUCK DTC

Diagnostic Test
1. NEUTRAL INDICATOR CONTROL CIRCUIT DTC IS ACTIVE


Yes >> Go to 2
No >> Go to 4

Disconnect the Transfer Case Selector Switch.
With the scan tool, select Data Display and read the 4wd Range
Switch Voltage.
With the scan tool, read the 4wd Range Switch Voltage.

VER 1.
No >> Go To 3
C1413–4 HI/LO SELECT SWITCH CIRCUIT STUCK (CONTINUED)
View repair.
Repair


C1414–NEUTRAL SELECT SWITCH CIRCUIT STUCK

C1414–NEUTRAL SELECT SWITCH CIRCUIT STUCK (CONTINUED)
• When Monitored:
• Set Condition:
Valid voltage for Neutral switch active present for a calibratable time.
Possible Causes
INTERMITTENT NEUTRAL SELECT SWITCH CIRCUIT STUCK DTC

Diagnostic Test
1. DTC IS ACTIVE

Yes >> Go to 2
No >> Go to 4

Disconnect the Transfer Case Selector Switch.
With the scan tool select Data Display and read the 4wd Range
Switch Voltage.
With the scan tool, read the 4wd Range Switch Voltage.

VER 1.
No >> Go To 3
C1414–NEUTRAL SELECT SWITCH CIRCUIT STUCK (CONTINUED)
View repair.
Repair


C1415- TRANSFER CASE MOTOR CURRENT PERFORMANCE

• When Monitored:
• Set Condition:
1. Current reading greater than 1A for 200 msec with no motor activation.
2. Current reading never greater than 1A during a completed range or neutral shift.
Possible Causes
INTERMITTENT TRANSFER CASE MOTOR CURRENT PERFORMANCE

TRANSFER CASE MOTOR
Diagnostic Test
1. DTC IS ACTIVE

Yes >> Go to 2
No >> Go to 4

If any problems are found, repair as necessary and retest.
If no other problems are found, replace the Transfer Case Motor in accordance with the Service Information.
Cycle the Transfer Case Selector Switch to each position several times during a test drive.
Is the DTC status Active?

Yes >> Go to 3


C1415- TRANSFER CASE MOTOR CURRENT PERFORMANCE (CONTINUED)

C1444-TRANSFER CASE MOTOR OVERUSE

• When Monitored:
With the ignition on.
• Set Condition:
A calibrated motor abuse limit has been achieved. The FDCM models the motor use and has determined that
excessive motor activations have occurred.
Possible Causes
INTERMITTENT TRANSFER CASE MOTOR OVERUSE

Diagnostic Test
1. DTC IS ACTIVE
NOTE: Diagnose and repair any system voltage or Transfer Case related DTCs in the FDCM before continu-
ing with this test.
With the scan tool, Clear Stored DTCs.
Test drive the vehicle.
During the test drive, move the Transfer Case Selector Switch to each position several times in accordance with the
Does this DTC reset?

Yes >> Go to 2
No >> Go to 4

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors relative to this circuit.

No >> Go to 3
C1444-TRANSFER CASE MOTOR OVERUSE (CONTINUED)
Ignition off.
Replace the Transfer Case Selector Switch in accordance with the Service Information.
With the scan tool, Clear Stored DTCs.
Test drive the vehicle.
During the test drive, move the Transfer Case Selector Switch to each position several times in accordance with the

Yes >> Replace the Final Drive Control Module in accordance with the Service Information.


C2100–BATTERY VOLTAGE LOW (FDCM)

C2100–BATTERY VOLTAGE LOW (FDCM) (CONTINUED)
• When Monitored:
Continuously.
• Set Condition:
The Final Drive Control Module detects that system voltage is below 8.5 volts for 10 seconds with engine RPM
greater than 1500.
Possible Causes
INTERMITTENT BATTERY VOLTAGE LOW

CHARGING SYSTEM DTCS PRESENT
FINAL DRIVE CONTROL MODULE POWER CIRCUITS OPEN OR HIGH RESISTANCE
Diagnostic Test
1. CHARGING SYSTEM DTCS PRESENT

Ignition on.
With the scan tool, select View DTCs in the Powertrain Control Module.
Are there any Charging System or related voltage DTCs present?

Yes >> Refer to the symptom list and perform any Charging System DTC diagnostic procedures before con-
tinuing with this test.
No >> Go to 2
2. DTC IS ACTIVE

Yes >> Go to 3
No >> Go to 5
C2100–BATTERY VOLTAGE LOW (FDCM) (CONTINUED)
3. FINAL DRIVE CONTROL MODULE POWER CIRCUITS OPEN OR HIGH RESISTANCE
With a 12–volt test light connected to ground, check the Fused B+ cir-
cuits in the Final Drive Control Module C1 harness connector.
Does the test light illuminate brightly for each of the Fused B+
circuits?
Yes >> Go to 4
No >> Repair the Fused B+ circuit(s) for an open circuit or high
resistance.
VER 1.
View repair.
Repair


C2101–BATTERY VOLTAGE HIGH (FDCM)

C2101–BATTERY VOLTAGE HIGH (FDCM) (CONTINUED)
• When Monitored:
Continuously.
• Set Condition:
The Final Drive Control Module detects that system voltage is above 16.0 volts for 10 seconds with engine
RPM greater than 350.
Possible Causes
INTERMITTENT BATTERY VOLTAGE HIGH

CHARGING SYSTEM DTCS PRESENT
FINAL DRIVE CONTROL MODULE GROUND CIRCUITS OPEN OR HIGH RESISTANCE
Diagnostic Test
1. CHARGING SYSTEM DTCS PRESENT

Ignition on.
Are there any Charging System or related voltage DTCs present?

Yes >> Refer to the symptom list and perform any Charging System DTC diagnostic procedures before con-
tinuing with this test.
No >> Go to 2
2. DTC IS ACTIVE

Yes >> Go to 3
No >> Go to 5
3. FINAL DRIVE CONTROL MODULE GROUND CIRCUITS OPEN OR HIGH RESISTANCE

Disconnect the Final Drive Control Module C1 and C2 harness connectors.
With a 12–volt test light connected to B+, check the Ground circuits in the Final Drive Control Module C1 and C2
harness connectors.
NOTE: The test light must illuminate brightly. Compare the brightness to that of a direct connection to the
battery.
Does the test light illuminate brightly for each of the Ground circuits?
Yes >> Go to 4
No >> Repair the Ground circuit(s) for an open circuit or high resistance.
C2101–BATTERY VOLTAGE HIGH (FDCM) (CONTINUED)
View repair.
Repair


C2109–DRIVETRAIN SUPPLY VOLTAGE CIRCUIT LOW (FDCM)

C2109–DRIVETRAIN SUPPLY VOLTAGE CIRCUIT LOW (FDCM) (CONTINUED)
• When Monitored:
• Set Condition:
The Final Drive Control Module detects an open circuit on the Transfer Case Motor Lock Signal circuit, the
Front Differential Solenoid Control circuit and the Rear Differential Solenoid Control circuit.
Possible Causes
INTERMITTENT DRIVETRAIN SUPPLY VOLTAGE CIRCUIT LOW

(T301) SWITCHED BATTERY SOLENOID SUPPLY CIRCUIT SHORT TO GROUND
(T301) SWITCHED BATTERY SOLENOID SUPPLY CIRCUIT OPEN
Diagnostic Test
1. DTC IS ACTIVE
Ignition on.

Yes >> Go to 2
No >> Go to 5
2. (T301) SWITCHED BATTERY SOLENOID SUPPLY CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (T301) Switched Bat-
tery Solenoid Supply circuit.

No >> Go to 3
C2109–DRIVETRAIN SUPPLY VOLTAGE CIRCUIT LOW (FDCM) (CONTINUED)
3. (T317) TRANSFER CASE MOTOR LOCK SIGNAL OPEN
circuit.

VER 1.
No >> Go to 4
View repair.
Repair


C2111–DRIVETRAIN SENSOR SUPPLY CIRCUIT LOW (FDCM)

C2111–DRIVETRAIN SENSOR SUPPLY CIRCUIT LOW (FDCM) (CONTINUED)
• When Monitored:
• Set Condition:
The Final Drive Control Module detects that the Drivetrain Sensor Supply voltage is below 2.5 volts for 300
mS.
Possible Causes
INTERMITTENT DRIVETRAIN SENSOR SUPPLY CIRCUIT LOW

(K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT SHORT TO GROUND
TRANSFER CASE SELECTOR SWIITCH
TRANSFER CASE MOTOR
Diagnostic Test
1. 5 VOLT SUPPLY (REFERENCE) VOLTAGE BELOW 4.8 VOLTS

With the scan tool, select Data Display in the FDCM.
Monitor the 5 Volt Supply (Reference) Voltage.

Yes >> Go to 2
No >> Go to 6

With the scan tool, monitor the 5 Volt Supply (Reference) Voltage.
Is the voltage above 4.75 volts with the Transfer Case Selector Switch harness disconnected?
Yes >> Replace the Transfer Case Selector Switch in accordance with the Service Information.
No >> Go to 3
With the scan tool, monitor the 5 Volt Supply (Reference) Voltage.
Is the voltage above 4.75 volts with the Transfer Case Motor harness disconnected?
Yes >> Replace the Transfer Case Motor in accordance with the Service Information.
No >> Go to 4
4. (K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT SHORT TO GROUND

Disconnect the Final Drive Control Module harness connector.

short to ground.
VER 1.
No >> Go to 5
View repair.
Repair

C2112–DRIVETRAIN SENSOR SUPPLY CIRCUIT HIGH (FDCM)

C2112–DRIVETRAIN SENSOR SUPPLY CIRCUIT HIGH (FDCM) (CONTINUED)
• When Monitored:
• Set Condition:
The Final Drive Control Module detects that the Drivetrain Sensor Supply voltage is above 7.5 volts for 300
mS
Possible Causes
INTERMITTENT DRIVETRAIN SENSOR SUPPLY CIRCUIT HIGH

DRIVETRAIN 5 VOLT SUPPLY CIRCUIT SHORT TO VOLTAGE
Diagnostic Test
1. 5 VOLT SUPPLY (REFERENCE) VOLTAGE IS ABOVE 5.2 VOLTS

Ignition on.
With the scan tool, select Data Display in the FDCM.
Monitor the 5 Volt Supply (Reference) Voltage.

Yes >> Go to 2
No >> Go to 4


short to voltage.
VER 1.
No >> Go to 3
C2112–DRIVETRAIN SENSOR SUPPLY CIRCUIT HIGH (FDCM) (CONTINUED)
View repair.
Repair


C2113–DRIVETRAIN SENSOR SUPPLY VOLTAGE CIRCUIT OPEN (FDCM)

C2113–DRIVETRAIN SENSOR SUPPLY VOLTAGE CIRCUIT OPEN (FDCM) (CONTINUED)
• When Monitored:
• Set Condition:
The Final Drive Control Module detects that the 5V Supply (Reference) Voltage is correct, but the Transfer
Case Selector Switch and Mode Sensor indicate a low voltage condition.
Possible Causes
INTERMITTENT DRIVETRAIN SENSOR SUPPLY VOLTAGE CIRCUIT OPEN

(K594) DRIVETRAIN SENSOR RETURN CIRCUIT OPEN
Diagnostic Test
1. DTC IS ACTIVE
Ignition on.

Yes >> Go to 2
No >> Go to 5


open.
VER 1.
No >> Go to 3
C2113–DRIVETRAIN SENSOR SUPPLY VOLTAGE CIRCUIT OPEN (FDCM) (CONTINUED)
3. (K594) DRIVETRAIN SENSOR RETURN CIRCUIT OPEN

open.
VER 1.
No >> Go to 4
View repair.
Repair


C2201-INTERNAL CONTROLLER (FDCM)

• When Monitored:
• Set Condition:
The Final Drive Control Module has detected a failure internal to the controller.
Possible Causes

NOTE: This DTC may set after updating the controller software. Erase this DTC, cycle the ignition off for 10
seconds and recheck. If this DTC resets, proceed with repair procedure. If it does not reset, repair is com-
plete.
The Final Drive Control Module has detected an internal failure.
View repair
Repair
C2206-CONFIGURATION ERROR (FDCM)

• When Monitored:
• Set Condition:
The Final Drive Control Module hardware check has determined that module configuration does not match
vehicle configuration.
Possible Causes
FINAL DRIVE CONTROL MODULE CONFIGURATION
1. FINAL DRIVE CONTROL MODULE CONFIGURATION

The Final Drive Control Module hardware check has determined that module configuration does not match vehicle
configuration. Verify that the correct module part number is installed in the vehicle.
With the Scan Tool, verify that the VIN stored in the controller matches the vehicle VIN.
With the Scan Tool, select Clear Stored DTCs.
Cycle the ignition off, then on.
With the Scan Tool, select View DTCs.

Yes >> Replace the Final Drive Control Module in accordance with the Service Information.
C230A-NEUTRAL INDICATOR CONTROL CIRCUIT LOW

C230A-NEUTRAL INDICATOR CONTROL CIRCUIT LOW (CONTINUED)
• When Monitored:
• Set Condition:
The Final Drive Control Module detects low voltage on the Neutral Indicator Control Circuit when output is off.
Possible Causes
INTERMITTENT NEUTRAL INDICATOR CONTROL CIRCUIT LOW

(G95) 4WD NEUTRAL INDICATOR CIRCUIT OPEN
(G95) 4WD NEUTRAL INDICATOR CIRCUIT SHORTED TO GROUND
Diagnostic Test
1. DTC IS ACTIVE
Ignition on.

Yes >> Go to 2
No >> Go to 7
2. (G95) 4WD NEUTRAL INDICATOR CIRCUIT RESISTANCE TO GROUND

Measure the resistance between ground and the (G95) 4WD Neutral
Indicator circuit.

Yes >> Go to 3
No >> Go to 4
3. (G95) 4WD NEUTRAL INDICATOR CIRCUIT SHORT TO GROUND
Measure the resistance between ground and the (G95) 4WD Neutral
Indicator circuit.

Yes >> Repair the (G95) 4WD Neutral Indicator circuit for a short
to ground.
VER 1.
No >> Go to 5
4. (G95) 4WD NEUTRAL INDICATOR CIRCUIT OPEN

Measure the resistance of the (G95) 4WD Neutral Indicator circuit.

Yes >> Repair the open (G95) 4WD Neutral Indicator circuit.
VER 1.
No >> Go to 6
View repair.
Repair
Replace the Transfer Case Selector Switch in accordance with the Service information.
View repair.
Repair


C230B- NEUTRAL INDICATOR CONTROL CIRCUIT HIGH

C230B- NEUTRAL INDICATOR CONTROL CIRCUIT HIGH (CONTINUED)
• When Monitored:
• Set Condition:
The Final Drive Control Module detects high voltage on the Neutral Indicator Control Circuit when output is on.
Possible Causes
INTERMITTENT NEUTRAL INDICATOR CONTROL CIRCUIT HIGH

(G95) 4WD NEUTRAL INDICATOR CIRCUIT OPEN
(G95) 4WD NEUTRAL INDICATOR CIRCUIT SHORTED TO VOLTAGE
Diagnostic Test
1. NEUTRAL INDICATOR CONTROL CIRCUIT DTC IS ACTIVE

Ignition on.

Yes >> Go to 2
No >> Go to 7
2. (G95) 4WD NEUTRAL INDICATOR CIRCUIT VOLTAGE

Measure the voltage of the (G95) 4WD Neutral Indicator circuit.

Yes >> Go to 3
No >> Go to 4
3. (G95) 4WD NEUTRAL INDICATOR CIRCUIT SHORT TO VOLTAGE
Measure the voltage of the (G95) 4WD Neutral Indicator circuit.

Yes >> Repair the (G95) 4WD Neutral Indicator circuit for a short
to voltage.
VER 1.
No >> Go to 5
4. (G95) 4WD NEUTRAL INDICATOR CIRCUIT OPEN

Measure the resistance of the (G95) 4WD Neutral Indicator Control cir-
cuit.

Yes >> Repair the open (G95) 4WD Neutral Indicator circuit.
VER 1.
No >> Go to 6
View repair.
Repair
Replace the Transfer Case Selector Switch in accordance with the Service information.
View repair.
Repair


U0401–IMPLAUSIBLE DATA RECEIVED FROM ECM (FDCM)

• When Monitored:
With the ignition on for 4 seconds, no CAN BUS circuit error condition present, no lost communication with
PCM condition present, and no system undervoltage or overvoltage condition present.
• Set Condition:
The Final Drive Control Module is receiving implausible data for pedal position, engine RPM, torque, or engine
coolant temperature from the PCM.
Possible Causes
POWERTRAIN DTCS PRESENT
Diagnostic Test
1. POWERTRAIN DTCS PRESENT

Ignition on.
Are there any DTCs present?

Yes >> Refer to the symptom list and perform the applicable diagnostic procedure.
U0402–IMPLAUSIBLE DATA RECEIVED FROM TCM (FDCM)

• When Monitored:
TCM condition present, and no system undervoltage or overvoltage condition present.
• Set Condition:
The Final Drive Control Module is receiving implausible data for gear or PRNDL position from the TCM.
Possible Causes
TRANSMISSION DTCS PRESENT
Diagnostic Test
1. TRANSMISSION DTCS PRESENT

Ignition on.
With the scan tool, select View DTCs in the Transmission Control Module.

U0415–IMPLAUSIBLE DATA RECEIVED FROM ABS (FDCM)

• When Monitored:
ABS condition present, and no system undervoltage or overvoltage condition present.
• Set Condition:
The Final Drive Control Module is receiving implausible data for vehicle speed, wheel speed, brake switch
status, longitudinal acceleration, yaw rate, or lateral acceleration from the ABS controller.
Possible Causes
ANTILOCK BRAKE SYSTEM DTCS PRESENT
Diagnostic Test
1. ABS DTCS PRESENT

Ignition on.
With the scan tool, select View DTCs in the Antilock Brake Controller.

U0429–IMPLAUSIBLE DATA RECEIVED FROM SCM (FDCM)

• When Monitored:
SCM condition present, and no system undervoltage or overvoltage condition present.
• Set Condition:
The Final Drive Control Module is receiving implausible data for sensor status from the SCM.
Possible Causes
STEERING COLUMN CONTROL MODULE DTCS PRESENT
Diagnostic Test
1. STEERING COLUMN CONTROL MODULE DTCS PRESENT

Ignition on.
With the scan tool, select View DTCs in the Steering Column Control Module.

U0431–IMPLAUSIBLE DATA RECEIVED FROM FCM (FDCM)

• When Monitored:
FCM condition present, and no system undervoltage or overvoltage condition present.
• Set Condition:
The Final Drive Control Module is receiving no message or implausible data for Ambient Temperature from the
FCM.
Possible Causes
FRONT CONTROL MODULE DTCS PRESENT
Diagnostic Test
1. FRONT CONTROL MODULE DTCS PRESENT

Ignition on.
With the scan tool, select View DTCs in the Front Control Module.

WK TRANSFER CASE - NV140 - SERVICE INFORMATION 21 - 991
TRANSFER CASE - NV140 - SERVICE INFORMATION
TABLE OF CONTENTS
page page
TRANSFER CASE - NV140 - SERVICE SPECIAL TOOLS - NV140 . . . . . . . . . . . . . . . 1011

INFORMATION FLUID
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 992 STANDARD PROCEDURE - FLUID DRAIN/
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 993 REFILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1012
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 993 SEAL-FRONT OUTPUT SHAFT
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 994 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1012
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . 1001 SEAL-REAR OUTPUT SHAFT
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1009 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1012
SPECIFICATIONS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1013
TRANSFER CASE - NV140 . . . . . . . . . . . . 1010
21 - 992 TRANSFER CASE - NV140 - SERVICE INFORMATION WK

DESCRIPTION
NV140 Cross Section
1 - MAINSHAFT 4 - INPUT SEAL

2 - REAR OUTPUT SHAFT FLANGE 5 - DIFFERENTIAL
3 - FRONT OUTPUT SHAFT AND FLANGE
The NV140 is a single-speed transfer case and it is used in the Quadra- Trac I Full-Time 4-Wheel Drive System. It
provides full-time 4-wheel drive. The transfer case operates with an open center differential dividing engine torque
nearly evenly with 48 percent of engine torque to the front axle and 52 percent of engine torque to the rear axle.
The Brake Traction Control System, which combines standard ABS and Traction Control, provides resistance to any
wheel that is slipping to allow additional torque transfer to wheels with traction.
The Quadra-Trac I system with NV 140 single-speed transfer case provides the following benefits:
• No shift lever or driver interaction required.
• Full-time four-wheel drive provides smooth operation and vehicle stability under all conditions because torque
is constantly being transferred.
• Even torque distribution provides traction to maintain forward motion under most conditions.
• The Brake Traction Control System (BTCS) works in tandem with full-time four-wheel drive. BTCS provides
resistance to any wheel that is slipping to allow additional torque transfer to wheels with traction.
• Robust design and improved sealing enhance reliability.
• No maintenance required.
OPERATION
Full-time 4-wheel drive distributes even torque to all wheels under all conditions. The transfer case center differential
evenly divides torque to the front and rear axles, while also allowing the driveshafts to rotate at different speeds to
account for front and rear wheels traveling different distances while turning. Given that the drive shafts can rotate at
different speeds, the vehicle can remain in full-time 4-wheel drive mode indefinitely, even on dry pavement, without
threat of damage to the drivetrain. The vehicle uses Brake Traction Control to modulate the torque from one wheel
to another across each axle and the transfer case.
REMOVAL
1. Raise vehicle.
2. Remove transfer case drain plug (3) and drain the
transfer case lubricant.
CAUTION: Do not allow propshafts to hang at

attached end. Damage to joint can result.
3. Remove the front and rear propeller shafts. (Refer

to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - REMOVAL)
4. Support transmission with jack stand.

5. Remove rear crossmember and skid plate, if
equipped.
6. Disconnect transfer case vent hose (4).
7. Support transfer case with transmission jack and
secure with chains.
8. Remove nuts (2) attaching transfer case (1) to
transmission (3).
9. Pull transfer case and jack rearward to disengage
transfer case.
10. Remove transfer case from under vehicle.
DISASSEMBLY
1. Remove the bolts (1) holding the dampner (2) to
the rear housing (3).
2. Remove the dampner (1) from the rear housing (2).
3. Position transfer case on shallow drain pan.

Remove drain plug (3) and drain lubricant remain-
ing in case.
4. Using Holder C-3281 (1), remove the rear compan-

ion flange (2) nut. If flange is difficult to remove by
hand, remove it with bearing splitter, or with stan-
dard two jaw puller. Be sure puller tool is posi-
tioned securely on flange.
5. Remove the rear output shaft flange (1) from the

output shaft (2). If necessary, use a suitable 2 or 3
jaw puller to remove the output shaft flange.
6. Support transfer case so rear case is facing

upward.
7. Remove bolts (2) holding front housing (3) to rear
housing (1).
8. Loosen rear case with flat blade screwdriver to

break sealer bead. Insert screwdriver blade only
into notches provided at each end of case.
9. Remove rear housing (1) from front housing (2).
10. Remove front drive sprocket retaining ring (2)

from the front output shaft (1).
11. Remove mainshaft drive sprocket retaining ring.

12. Remove the mode hub spacer (2) from the mode
hub (3) and output shaft (1).
13. Remove the front drive sprocket (1), mainshaft

drive sprocket (2), and the drive chain as one.
14. Remove the mainshaft and differential assembly

(1) from the front housing (2).
15. Remove the input gear thrust washer (1) from the
input gear (2).
16. Remove the screws (2) holding the chain guide

rails (1) to the front housing.
17. Remove the drive chain guide (1) from the trans-
fer case.
18. Remove the differential snap-ring (1).

19. Remove the differential assembly (1) from the

mainshaft (2).
20. Remove the mode hub (2) and mode hub retainer
from the differential assembly (1).
21. Remove the mode hub retainer (1) from the mode
hub (2).
22. Remove the retaining ring (2) from the front out-
put shaft (1).
23. Remove the front output shaft (2) from the front
housing (1) and the front output shaft front bear-
ing.
24. Remove the front output shaft seal with a suitable
pry tool or a screw mounted in a slide hammer.
25. Remove the input shaft seal with a suitable pry

tool or a screw mounted in a slide hammer.
26. Remove the input gear (2) from the front housing
(1).
ASSEMBLY
1. Remove the input shaft bearing from the front
housing (3) with Handle C-4171 (1) and Installer
8693A (2).
.
2. Install the input gear bearing into the front housing

(3) using Installer 8152 (2), inverted, and Handle
C-4171 (1).
3. Using Installer 7829A (2) and Handle C-4171 (1),

remove front output shaft bearing from the front
housing (3).
4. Start front output shaft bearing in the front housing.

Using Installer 8152 (2), inverted, and Handle
C-4171 (1), seat the bearing in the front housing
(3).
5. Remove the rear output shaft bearing from the rear

case using Installer 5066 and Handle C-4171.
6. Install the rear output shaft bearing into the rear
housing (3) using Installer 8152 (2), inverted, and
Handle C-4171 (1).
7. Install the input gear (2) into the front housing (1).
8. Install the new input shaft seal with Installer 9672
and Handle C-4171.
9. Install a new front output shaft seal with Installer

6560.
10. Install the front output shaft (2) into the front
housing (1) and the front output shaft front
bearing.
11. Install the retaining ring (2) onto the front output
shaft (1).
12. Lubricate mainshaft splines with recommended

transmission fluid.
NOTE: Replace the mode hub retainer if the legs

were distorted during removal.
13. Install the mode hub retainer (1) onto the mode
hub (2).
14. Install the mode hub (2) and mode hub retainer
onto the differential assembly (1). Make sure the
retainer is fully seated onto the differential.
15. Install the differential assembly (1) onto the main-

shaft (2).
16. Install the differential snap-ring (1).

17. Install the drive chain guide (1) onto the transfer
case.
18. Install the screws (2) to hold the chain guide rail
(1) to the front housing. Tighten the screws to 5-8
N·m (44-71 in.lbs.).
19. Install the input gear thrust washer (1) onto the
input gear (2).
20. Install the mainshaft and differential assembly (1)

into the front housing (2) and input gear.
21. Install the front drive sprocket (1), mainshaft drive

sprocket (2), and drive chain (3) as one.
22. Install the front output shaft (1) drive sprocket

retaining ring (2).
23. Install the mode hub spacer (2)onto the output

shaft (1) and the mode hub (3).
24. Install the mainshaft drive sprocket retaining ring
onto the mainshaft.
25. Apply bead of MoparT Gasket Maker, or equiva-

lent, to mating surface of front case. Keep sealer
bead width to maximum of 3/16 inch. Do not use
excessive amount of sealer as excess will be dis-
placed into case interior.
26. Install the rear housing (1) onto the front housing
(2).
27. Install the bolts (2) to hold the rear housing (1) to
the front housing (3). Tighten the bolts to 25-28
N·m (18.5-20.5 ft.lbs.).
28. Install a new rear output shaft seal into the rear
housing with Installer C-3972A.
29. Install the rear output shaft flange (1) onto the
output shaft (2).
30. Using Holder C-3281 (1), install the rear compan-

ion flange (2) nut. Tighten the bolts to 122-176
N·m (90-130 ft.lbs.).
31. Install the transfer case dampner (1) onto the rear
housing (2).
32. Install the bolts (1) to hold the dampner (2) to the
rear housing (3). Tighten the bolts to 25-28 N·m
(18.5-20.5 ft.lbs.).
INSTALLATION
1. Mount transfer case on a transmission jack.
2. Secure transfer case to jack with chains.
3. Position transfer case under vehicle.
4. Align transfer case (1) and transmission (3) shafts
and install transfer case onto the transmission.
5. Install and tighten transfer case attaching nuts (2)
to 35 N·m (26 ft. lbs.) torque.
6. Connect front propeller shaft and install rear pro-
peller shaft. (Refer to 3 - DIFFERENTIAL & DRIV-
ELINE/PROPELLER SHAFT/PROPELLER SHAFT
- INSTALLATION)
7. Fill transfer case with correct fluid. Check transmis-

sion fluid level. Correct as necessary.
8. Install the transfer case fill plug (1). Tighten the
plug to 20-34 N·m (15-25 ft.lbs.).
9. Install rear crossmember and skid plate, if
equipped. Tighten crossmember bolts to 41 N·m
(30 ft. lbs.) torque.
10. Remove transmission jack and support stand.
11. Lower vehicle and verify transfer case shift
operation.
SPECIFICATIONS
TRANSFER CASE - NV140

Bolt, crossmember 41-47 30.2-34.7 -
Plugs, drain/fill 20-34 15-25 -
Bolts, case half 25-28 18.5-20.5 -
Nut, companion flange 122-176 90-130 -
Nuts, T-case mount stud 33-41 24.3-30.2 -
SPECIAL TOOLS - NV140
Installer, Seal - 6560
Holder, Flange - C-3281
Installer - 7829A
Installer, Seal - C-3972A
Installer - 8152
Installer - 8693A
Installer, Bushing - 5066

FLUID
STANDARD PROCEDURE - FLUID DRAIN/REFILL
The fill (2) and drain (3) plugs are both in the rear
case.
1. Raise vehicle.
2. Position drain pan under transfer case.
3. Remove drain and fill plugs and drain lubricant
completely.
4. Install drain plug. Tighten plug to 20-34 N·m (15-25
ft. lbs.).
5. Remove drain pan.
6. Fill transfer case to bottom edge of fill plug opening
with the required fluid. (Refer to LUBRICATION &
MAINTENANCE/FLUID TYPES - DESCRIPTION)
7. Install and tighten fill plug to 20-34 N·m (15-25 ft.
lbs.).
8. Lower vehicle.
SEAL-FRONT OUTPUT SHAFT

REMOVAL
The front output shaft seal cannot be serviced in the vehicle. The transfer case must be disassembled to remove
the front output shaft and seal.
SEAL-REAR OUTPUT SHAFT

REMOVAL
ion flange (2) nut.

4. Remove the rear output shaft seal with a suitable
INSTALLATION
cover with Installer C-3972A.
2. Install the rear output shaft flange (1) onto the out-
put shaft (2).

ion flange (2) nut. Tighten the bolts to 122-176 N·m
(90-130 ft.lbs.).
4. Install the rear propeller shaft. (Refer to 3 - DIF-
5. Check the transfer case fluid level. (Refer to 21 -
TRANSMISSION/TRANSFER CASE/FLUID -
STANDARD PROCEDURE) Correct as necessary.
TABLE OF CONTENTS
page page
TRANSFER CASE - NV245 - SERVICE SEAL-FRONT OUTPUT SHAFT

INFORMATION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1056
DESCRIPTION .................... . . . 1015 SENSOR-MODE
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 1016 DESCRIPTION .................... . . . 1056
DIAGNOSIS AND TESTING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 1057
TRANSFER CASE - NV245 . . . . . . . . . . . . 1017 SWITCH-TRANSFER CASE SELECTOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1018 DESCRIPTION .................... . . . 1057
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . 1019 ASSEMBLY-SHIFT MOTOR/MODE SENSOR
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . 1035 DESCRIPTION .................... . . . 1058
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1053 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 1058
SPECIFICATIONS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1058
TRANSFER CASE - NV245 . . . . . . . . . . . . 1054 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1059
SPECIAL TOOLS - NV245 . . . . . . . . . . . . . . . 1055 SEAL-REAR OUTPUT SHAFT
FLUID REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1060
STANDARD PROCEDURE - FLUID DRAIN/ INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1061
REFILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1056

DESCRIPTION
NV245 Transfer Case
1 - CLUTCH ASSEMBLY 7 - ANTI-ROTATION BRACKET

2 - OIL PUMP 8 - SHIFT MOTOR AND MODE SENSOR
3 - REAR OUTPUT FLANGE 9 - FRONT OUTPUT SHAFT AND FLANGE
4 - DAMPER 10 - LOW RANGE PLANETARY
5 - ROLL PIN 11 - INPUT SEAL
6 - SECTOR ROLLER 12 - DIFFERENTIAL
The NV245 transfer case provides Full-Time Active Four-Wheel Drive for optimum traction in a wide range of con-
ditions and is used in Quadra-TracT II and Quadra-DriveT II systems. The transfer case center differential distributes
torque 48 percent to the front axle and 52 percent to the rear axle along with an electronically controlled clutch pack
that is coupled to the center differential for torque biasing. The NV245 electronics provide an active system because
it can anticipate and prevent slip. The transfer case can redistribute 100 percent of torque to the front or rear axle,
depending on need. For added traction when traversing steep grades, rough terrain or extremely slippery/poor trac-
tion surfaces at low speeds, the transfer case can be switched into 4WD Low, which multiplies engine torque 2.72
times and locks the clutch pack for maximum traction at all times. The Neutral mode allows the vehicle to be flat
towed behind another vehicle.
Electric shifting is accomplished with a T-handle transfer case lever in the shifter assembly to provide simplified
operation and positive engagement of 4 Low. A pushpin button is provided to shifting the transfer case into
NEUTRAL.
OPERATION
ACTIVE TRANSFER CASE CONTROLS
Controls for the NV245 transfer case active clutch (torque biasing device) are located in the Final Drive Control
Module (FDCM) and communicated on the CAN C bus. The FDCM monitors wheel speeds at the front and rear
axles to detect wheel slippage. A complete vehicle dynamics model calculates slip at each tire for given vehicle-
operating conditions. The clutch pack in the transfer case is engaged to minimize the speed difference between the
front and rear axle, resulting in torque transfer to the axle with higher traction. The electronically controlled wet
clutch pack uses an electric motor to actuate a sector plate. The sector plate actuates a clutch lever that applies
normal force to the multi-disc wet clutch pack bridging the differential. The clutch discs are alternately splined to the
front and rear driveshafts. When normal force is applied to this clutch pack, torque is transferred to equalize speed
differences between front and rear axles.
TRANSFER CASE MODES

The transfer case operates in active full-time four-wheel drive (4 High Full-Time) unless the driver chooses 4-wheel
drive Low or Neutral. A chrome T-handle momentary contact lever in the shifter assembly labeled 4WD Low allows
the driver to select 4WD Low when a set of conditions is met. A separate Neutral pushbutton switch located beside
the 4WD Low T-Handle is used by the operator to enter Neutral when a set of conditions is met. An indicator
located in the instrument cluster indicates when 4WD Low is active. There is an indicator next to the Neutral button
to indicate Neutral position as well as a message in the EVIC in the cluster that states “4WD SYSTEM IN NEU-
TRAL.”
ELECTRIC SHIFT MECHANISM

All of the switching functions use resistive multiplexing to tell the Final Drive Control Module (FDCM) which mode to
select. The FDCM operates an electric motor that shifts the transfer case. The FDCM obtains additional data nec-
essary for operation and to provide diagnostic outputs via the CAN network. The electric shift mechanism helps
protect the transfer case against internal damage by preventing a shift to 4WD Low range unless the vehicle speed
is below 3 mph (5 km/hr) and the transmission is in Neutral. To shift the transfer case into Neutral for towing the
vehicle, the pushpin button next to the range shifter must be depressed with a pen and a set of shift conditions must
be met.
Through communication with various modules over the CAN network, the FDCM knows vehicle speed, automatic
transmission position, engine run status, ignition status and brake switch position, some or all of which are required
to determine whether shifts between 4WD Low, 4WD High or Neutral will be allowed. Diagnostic outputs include
fault codes and the ability to “read” switch position and position sensor output. A warning message in the EVIC in
the cluster indicates if a malfunction occurs in the electricshift system. A motor and encoder (position sensor)
replace a lever on the shaft that shifts the transfer case. When a shift is called for, the motor turns the shaft until the
sensor indicates that the correct angular position has been reached. To prevent the transfer case from making unin-
tended shifts, the switch must be in position for 0.25 seconds before a shift will take place. A shift can take up to
1-2 seconds from the time that the switch is moved for full travel. If the shift is not completed in the appropriate
time, the module will repeat the action up to five times. Misalignment of the gears in the transfer case may block a
shift, in which case the sensor will detect this; the motor will then reverse and try again to complete the shift. Block-
age can occur if the vehicle is stationary when the shift is initiated, but if the vehicle is moving as recommended
when the shift is initiated, blockage is unlikely. If the shift is not completed after five attempts, the cluster indicator
will flash and the driver will have to return the switch to its former position and repeat the operation.

DIAGNOSIS CHART

Transfer case difficult to shift or will 1) Transfer case electronically 1) Verify proper operation per the
not shift into desired range. controlled shift system malfunction. appropriate diagnostic manual.
2) Insufficient or incorrect lubricant. 2) Drain and refill transfer case with
the correct quantity of MoparT ATF
+4, Automatic Transmission Fluid.
3) Internal transfer case 3) Repair or replace components as
components binding, worn, or necessary.
damaged.
Transfer case noisy in all drive 1) Insufficient or incorrect lubricant. 1) Drain and refill transfer case with
modes. the correct quantity of MoparT ATF
+4, Automatic Transmission Fluid.
2) Internal transfer case 2) Repair or replace components as
components binding, worn, or necessary.
damaged.
Transfer case noisy while in, or 1) Transfer case not completely 1) While rolling 2-3 MPH and the
jumps out of, 4LO. engaged in 4LO position. transmission in NEUTRAL, or the
clutch depressed on vehicles
equipped with a manual
transmission, shift the transfer case
to the AWD or 4LOCK position, and
then back into the 4LO position.
2) Range fork damaged, inserts 2) Repair or replace components as
worn, or fork is binding on the shift necessary.
rail.
3) Low range gear worn or 3) Repair or replace components as
damaged. necessary.
Lubricant leaking from transfer case 1) Transfer case overfilled. 1) Drain lubricant to the correct
seals or vent. level.
2) Transfer case vent closed or 2) Clean or replace vent as
restricted. necessary.
3) Transfer case seals damaged or 3) Replace suspect seal.
installed incorrectly.
REMOVAL
1. Shift transfer case into NEUTRAL.
2. Raise vehicle.
3. Remove transfer case drain plug (2) and drain
transfer case lubricant.
4. Support transmission (3) with jack stand.

5. Remove rear crossmember and skid plate, if
equipped.
6. Disconnect front propeller shaft from transfer case
at companion flange. Remove rear propeller shaft
from vehicle. (Refer to 3 - DIFFERENTIAL & DRIV-
- REMOVAL)
CAUTION: Do not allow propshafts to hang at

attached end. Damage to joint can result.
7. Disconnect the transfer case shift motor and mode

sensor connector.
8. Disconnect transfer case vent hose (4).
9. Support transfer case (1) with transmission jack.
11. Remove nuts (2) attaching transfer case to transmission.
12. Pull transfer case and jack rearward to disengage transfer case.
13. Remove transfer case from under vehicle.
DISASSEMBLY
1. Place the transfer case in a shallow pan and
remove the fill (1) and drain (2) plugs to drain the
remainder of the fluid.

ion flange (2) nut.

4. Remove the bolts (1) holding the shift motor and

mode sensor assembly (2) to the transfer case.
5. Remove the shift motor and mode sensor assem-

bly (1) from the shift sector (2) and the transfer
case (3).
6. Remove the bolts (3) holding the rear cover (2)

onto the rear housing (1).
7. Remove the rear cover (1) from the rear housing

(2).
8. Using a suitable punch, remove the roll-pin (2)

holding the sector roller (4) to the shift rail (3).
9. Remove the sector roller (1) from the shift rail (2).
10. Remove the anti-rotation bracket (1) from the shift

rail (2).
11. Remove the clutch lever rail plug (1) from the rear
housing.
12. Remove the clutch lever rail (2) from the rear
housing (1).
13. Remove the oil pump inner rotor (2) from the out-
put shaft (1) and rear housing (3).
14. Remove the oil pump outer rotor (2) from the out-
put shaft (1) and rear housing (3).
15. Remove the bolts (2) holding the rear housing (1)
to the front housing (3).
16. Remove the rear output shaft (1) retaining ring

(2).
17. Remove the rear housing (1) from the front hous-
ing (2).
18. Remove the clutch lever assembly (1) from the

mainshaft and shift rail.
19. Remove the thrust bearing support plate retaining

ring (2) from the output shaft (1).
20. Remove the thrust bearing support plate (2) from

the output shaft (1).
21. Remove the thrust bearing (2) from the output

shaft (1).
22. Remove the clutch pressure plate (2) from the

output shaft (1) and clutch assembly.
23. Remove the wave spring (2) from the output shaft
(1).
24. Remove the clutch assembly (2) from the output

shaft (1).
25. Remove the front output shaft (1) drive sprocket

retaining ring (2).
26. Remove the front drive sprocket (1), mainshaft

drive sprocket (2), and drive chain (3) as one.
27. Remove the screws (2) holding the chain guide

rails (1) to the front housing.
28. Remove the drive chain guides (1) from the trans-
fer case.
29. Remove the mainshaft and differential assembly

(1) from the front housing (2).
30. Remove intermediate clutch shaft (2) snap-ring

(1).
31. Remove the intermediate clutch shaft thrust ring

(1).
32. Remove the intermediate clutch shaft (1).

33. Remove the differential snap-ring (1).
34. Remove the differential assembly (1) from the

mainshaft (2).
35. Remove the mode hub (2) and mode hub retainer
from the differential assembly (1).
36. Remove the mode hub retainer (1) from the mode
hub (2).
37. Remove the range fork (1) and range hub (2) as
one.
38. Remove the retaining ring (2) from the front out-
put shaft (1).
39. Remove the front output shaft (2) from the front
bearing.
40. Remove the oil pick-up tube and screen (1) from
the rear housing.
41. Remove the oil pick-up tube o-ring (2) from the
rear housing (1).
42. Remove the retaining ring (2) from the shift sector
shaft (1).
43. Remove the shift sector (2) from the front housing
(1).
44. Remove the input shaft seal with a suitable pry

tool or a screw mounted in a slide hammer.
45. Remove the retaining ring (2) holding the input
gear assembly into the front housing.
46. Remove the input gear and low range planetary

assembly (1) from the front housing.
47. Remove the snap-ring (2) holding the input gear

(1) into the low range planetary (3).
48. Remove the input gear (1) and lock plate (2) from
the low range planetary (3) and remove the lock
plate.
49. Remove the top thrust washer (no tabs) (2) from
the input gear (1).
50. Remove the bottom thrust washer (3 tabs) (1)

from the low range planetary (2).
ASSEMBLY
1. Remove the input shaft bearing (1) from the front
case (2) with suitable snap-ring pliers.
2. Transfer the retaining ring to the new bearing if
necessary and install the bearing into the front
case.
3. Remove the front output shaft bearing retaining

ring from inside the front case half.
4. Using Installer 6436 and Handle C-4171, remove
front output shaft bearing.
5. Start front output shaft bearing in case. Then seat
bearing with Handle C-4171 (3) and Installer
C-4210 (2).
6. Install front output shaft bearing retaining ring.
7. Remove the rear output shaft bearing retaining ring

from inside the rear housing.
8. Remove the rear output shaft bearing from the rear
case using Installer 5066 (2) and Handle C-4171
(3).
9. Install the rear output shaft bearing into the rear
case using Remover/Installer 8281 (2) and Handle
C-4171 (3).
10. Install the rear output shaft bearing retaining ring
into the rear housing, from inside the rear
housing.
11. Install the bottom thrust washer (3 tabs) (1) into

the low range planetary (2).
12. Install the top thrust washer (no tabs) (2) onto the
input gear (1).
13. Install the input gear (1) and lock plate (2) into the
low range planetary (3) and install the lock plate.
14. Install the snap-ring (2) to hold the input gear (1)
into the low range planetary (3).
15. Install the input gear and low range planetary

assembly (1) into the front housing.
16. Install the retaining ring (2) holding the input gear
assembly into the front housing.
17. Install the new input shaft seal with Installer 9672
and Handle C-4171.
18. Install the shift sector (2) into the front housing
(1).
19. Install the retaining ring (2) onto the shift sector
shaft (1).
20. Install the oil pick-up tube o-ring (2) into the rear
housing (1).
21. Prime the oil pickup tube by pouring a little oil into
the tube before installation.
22. Install the oil pick-up tube and screen (1) into the
rear housing.
23. Install a new front output shaft seal with Installer

6560.
24. Install the front output shaft (2) into the front
bearing.
25. Install the retaining ring (2) onto the front output
shaft (1).
26. Install the range fork (1) and range hub (2) as one
into the input gear/low range planetary.
27. Lubricate mainshaft splines with recommended

transmission fluid.
NOTE: Replace the mode hub retainer if the legs

were distorted during removal.
28. Install the mode hub retainer (1) onto the mode
hub (2).
29. Install the mode hub (2) and mode hub retainer
onto the differential assembly (1). Make sure the
retainer is fully seated onto the differential.
30. Install the differential assembly (1) onto the main-

shaft (2).
31. Install the differential snap-ring (1).
32. Install the intermediate clutch shaft (1).
33. Install the clutch shaft thrust ring (1).

34. Install clutch shaft (2) snap-ring (1).
35. Install the mainshaft and differential assembly (1)

into the front housing (2), range hub, and input
gear/low range planetary.
36. Install the drive chain guides (1) onto the transfer
case.
37. Install the screws (2) to hold the chain guide rails
(1) to the front housing. Tighten the screws to 5-8
N·m (44-71 in.lbs.).
38. Install the front drive sprocket (1), mainshaft drive

sprocket (2), and drive chain (3) as one.
39. Install the front output shaft (1) drive sprocket

retaining ring (2).
40. Install the clutch assembly (2) onto the output

shaft (1).
41. Install the wave spring (2) onto the output shaft
(1).
42. Install the clutch pressure plate (2) onto the out-
put shaft (1) and clutch assembly.
43. Install the thrust bearing (2) onto the output shaft
(1).
44. Install the thrust bearing support plate (2) onto the
output shaft (1).
45. Install the thrust bearing support plate retaining

ring (2) onto the output shaft (1).
46. Install the clutch lever assembly (1) onto the

mainshaft and shift rail.

lent, to mating surface of front case. Keep sealer
bead width to maximum of 3/16 inch. Do not use
excessive amount of sealer as excess will be dis-
placed into case interior.
48. Install the rear housing (1) into the front housing
(2).
49. Install the bolts (2) to hold the rear housing (1) to
the front housing (3). Tighten the bolts to 25-28
N·m (18.5-20.5 ft.lbs.).
50. Install the rear output shaft (1) retaining ring (2).
Lubricate the oil pump components with transmission

fluid before installation.
51. Install the oil pump outer rotor (2) onto the output
shaft (1) and into the rear housing (3).
52. Install the oil pump inner rotor (2) onto the output
shaft (1) and into the rear housing (3).
53. Install the clutch lever rail (2) into the rear housing
(1) and clutch lever.
54. Install the clutch lever rail plug (1) into the rear
housing.
55. Install the anti-rotation bracket (1) onto the shift

rail (2).
56. Install the sector roller (1) onto the shift rail (2).
57. Using a suitable punch, align the holes in the sec-
tor roller with the hole in the shift rail and install
the roll-pin to secure the sector roller to the shft
rail.

lent, to mating surface of rear housing as shown
(2). Keep sealer bead width to maximum of 3 mm
(1/8 inch). Do not use excessive amount of sealer
as excess could be displaced into the oil pump.
60. Install the rear cover (1) onto the rear housing (2).
61. Install the bolts (3) holding the rear cover (2) onto
the rear housing (1). Tighten the bolts to 25-28
N·m (18.5-20.5 ft.lbs.).
62. Install the shift motor and mode sensor assembly

(1) onto the shift sector (2) and the transfer case
(3).
63. Install the bolts (1) to hold the shift motor and
mode sensor assembly (2) to the transfer case.
Tighten the bolts to 25-28 N·m (18.5-20.5 ft.lbs.).
64. Install the rear output shaft flange (1) onto the
output shaft (2).

ion flange (2) nut. Tighten the bolts to 122-176
N·m (90-130 ft.lbs.).
INSTALLATION
1. Mount transfer case (1) on a transmission jack.
3. Position transfer case under vehicle.
4. Align transfer case (2) and transmission (3) shafts
and install transfer case onto transmission.
5. Install and tighten transfer case attaching nuts (2)
to 35 N·m (26 ft. lbs.) torque.
6. Connect the transfer case vent hose (4) to the
transfer case.
7. Install rear crossmember and skid plate, if

equipped.
8. Remove transmission jack and support stand.
9. Connect front propeller shaft and install rear pro-
peller shaft. (Refer to 3 - DIFFERENTIAL & DRIV-
- INSTALLATION)
10. Fill transfer case with correct fluid. Check trans-
mission fluid level. Correct as necessary.
11. Install the transfer case fill plug (1). Tighten the
plug to 20-34 N·m (15-25 ft.lbs.).
12. Connect the shift motor and mode sensor wiring
connector.
13. Lower vehicle and verify transfer case shift
operation.
SPECIFICATIONS

Bolt, Crossmember 41-47 30.2-34.7 -
Plug, Clutch Lever Rail 20-34 15-25 -
Plugs, Drain/Fill 20-34 15-25 -
Bolts, Case Half 25-28 18.5-20.5 -
Nut, Companion Flange 122-176 90-130 -
Bolts, Rear Cover 25-28 18.5-20.5 -
Nuts, T-case mount stud 33-41 24.3-30.2 -
Bolts, Shift Motor and 25-28 18.5-20.5 -
Mode Sensor
Screws, Chain Guide 5-8 - 44-71
SPECIAL TOOLS - NV245
Installer, Bushing - 5066
Holder, Flange - C-3281
Installer, Seal - C-3972A

Installer, Seal - C-4210

FLUID
STANDARD PROCEDURE - FLUID DRAIN/REFILL
The fill and drain plugs are both in the rear case.
1. Raise vehicle.
2. Position drain pan under transfer case.
3. Remove drain and fill plugs and drain lubricant
completely.
4. Install drain plug. Tighten plug to 20-34 N·m (15-25
ft. lbs.).
5. Remove drain pan.
6. Fill transfer case to bottom edge of fill plug opening
with the required fluid. (Refer to LUBRICATION &
MAINTENANCE/FLUID TYPES - DESCRIPTION)
7. Install and tighten fill plug to 20-34 N·m (15-25 ft.
lbs.).
8. Lower vehicle.
SEAL-FRONT OUTPUT SHAFT

REMOVAL
The front output shaft seal cannot be serviced in the vehicle. The transfer case must be disassembled to remove
the front output shaft and seal.
SENSOR-MODE
DESCRIPTION
The transfer case mode sensor (3) provides the Final

Drive Control Module (FDCM) feedback about the
position of the transfer case. The sensor consists of a
linear analog position sensor that converts the motor
output shaft position into a DC signal. The sensor may
rotate a full 360 degrees. The operating envelope or
sector rotation is -5 to 180 degrees. The FDCM must
supply 5VDC (+/- 0.5v) to the sensor whenever the
FDCM is not in sleep mode and monitors the shift
motor position. The sensor position is monitored when
the ignition is in the RUN position and for 10 seconds
after the ignition is shifted to the OFF position. The
sensor is mechanically linked to the shaft of the cam
which allows the transfer case to shift. The mode sen-
sor will draw less than 20 mA of current during
operation.
OPERATION
During normal vehicle operation, the Final Drive Control Module (FDCM) monitors the mode sensor outputs at least
every 2 milliseconds when the shift motor is stationary or active.
Refer to SHAFT ANGLE vs. TRANSFER CASE POSITION for the relative angles of the transfer case shift sector
versus the interpreted transfer case gear operating mode.
SHAFT ANGLE vs. TRANSFER CASE POSITION
Shaft Angle (Degrees) Transfer Case Position

0 AWD
-20 4LOW
NOTE: All the parameter voltages referred to in the following information are calibrated items in the con-
troller software and are subject to change.
NOTE: For a further explanation of Phase 1 through 3 shifting, (Refer to 8 - ELECTRICAL/ELECTRONIC

CONTROL MODULES/TRANSFER CASE CONTROL MODULE - OPERATION).
The following information describes the different mode sensor positions:

• 4LOCK TARGET REGION - The position shall be considered 4LOCK if the voltage is greater than or equal to
encoder_4LOCK_min Volts and it is also less than or equal to encoder_4LOCK_max Volts.
• AWD TARGET REGION - The position shall be considered AWD if the voltage is greater than or equal to
encoder_AWD_min Volts and it is also less than or equal to encoder_AWD_max Volts.
• AWD SHIFT LIMIT - During Phase 2 and Phase 3 shifting, shifts may become unidirectional when a voltage is
greater than or equal to encoder_AWD_min Volts has been reached.
The mode sensor position will be considered invalid by the FDCM if the voltage is greater than or equal to encoder-
_High_Range_Limit Volts or if it is less than or equal to encoder_Low_Range_Limit Volts.
If FDCM looses the encoder signal during a shift, the FDCM will respond with a shift back in the opposite direction
of travel to first attempt to find the encoder signal. If the signal is not found, the FDCM will drive motor in AWD
direction for 1 second.
Refer to MODE SENSOR VOLTAGES table for the mode sensor voltages.
MODE SENSOR VOLTAGES
Parameter Name Voltage

encoder_4LOW_Min 4.19
encoder_4LOW_Max 4.35
encoder_AWD_Min 0.45
encoder_AWD_Max 0.55
encoder_High_Range_Limit 4.51
encoder_Low_Range _Limit 0.20
SWITCH-TRANSFER CASE SELECTOR

DESCRIPTION
The selector switch assembly is mounted in the right side of the shifter assembly and consists of a momentary
contact T-handle for shifts to and from 4LOW and a recessed button for shifts into and out of NEUTRAL.
ASSEMBLY-SHIFT MOTOR/MODE SENSOR

DESCRIPTION
The shift motor (3) is an electromechanical device

consisting of a DC permanent magnet motor, a gear
train, and an analog position sensor. The shift motors’
overall function is to move and lock a gear that moves
the range fork and clutch lever found in the transfer
case. This allows the transfer case to be shifted elec-
trically to multiple operating positions (4LOW and
AWD). The operating current of the shift motor under
stall conditions is 30 amps maximum at 72° F with
13.5 volts, at the motor leads.
OPERATION
Shifting in the transfer case occurs when a Pulse Width Modulated (PWM) voltage is supplied to the shift motor by
the Final Drive Control Module (FDCM). A linear analog position sensor located inside the shift motor, provides the
FDCM with the motors’ angular, rotational position. With this information, the FDCM continuously knows the motors’
position, and therefore allows it to accurately control the motors’ operation, including voltage polarity which is used
to control motor direction.
REMOVAL
NOTE: New shift motor assemblies are shipped in the AWD position. If a new shift motor assembly must be
installed, it will be necessary to shift the transfer case to the AWD position prior to motor installation.
1. Raise the vehicle on a suitable hoist.

2. Disengage the wiring connector from the shift
motor and mode sensor assembly.
3. Remove the bolts (1) holding the shift motor and
mode sensor assembly (2) onto the transfer case.
4. Separate the shift motor and mode sensor assem-

bly (1) from the transfer case (3) and shift sector
(2).
INSTALLATION
1. Verify that the shift motor o-ring is clean and prop-
erly positioned inside the machined o-ring groove
of the shift motor.
2. Add high temperature grease between the shift
motor assembly and the transfer case mating sur-
face for sealing purposes.
NOTE: Verify that the missing tooth (2) in the shift

motor drive spline (1)...
NOTE: ...and the transfer case drive spline (1)

missing tooth (2) are aligned. It may be necessary
to manually shift the transfer case if the shift
motor and transfer case shaft are not aligned.
3. Position the shift motor and mode sensor assembly

(1) onto the transfer case (3) and shift sector (2).
4. Install the bolts (1) to hold the assembly (2) onto

the transfer case. Tighten the bolts to 25-28 N·m
(18.5-20.5 ft.lbs.).
CAUTION: If the original shift motor and mode

sensor assembly bolts are reused, be sure to use
MoparT Lock & Seal or Loctite™ 242 to replenish
the lock patch material originally found on the
bolts
5. Engage the wiring connector to the shift motor and

mode sensor assembly.
6. Refill the transfer case as necessary.
7. Lower vehicle and verify transfer case operation.
SEAL-REAR OUTPUT SHAFT

REMOVAL
ion flange (2) nut.

4. Remove the rear output shaft seal with a suitable
INSTALLATION
2. Install the rear output shaft flange (1) onto the out-
put shaft (2).

ion flange (2) nut. Tighten the bolts to 122-176 N·m
(90-130 ft.lbs.).
4. Install the rear propeller shaft. (Refer to 3 - DIF-
5. Check the transfer case fluid level. (Refer to 21 -
TRANSMISSION/TRANSFER CASE/FLUID -
STANDARD PROCEDURE) Correct as necessary.

Transmission and Transfer Case

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Transmission and Transfer Case

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WK TRANSMISSION AND TRANSFER CASE 21 - 1

TRANSMISSION AND TRANSFER CASE

AUTOMATIC TRANSMISSION NAG1 - SHIFTER AUTOMATIC TRANSMISSION - NAG1 -

AUTOMATIC TRANSMISSION NAG1 - SHIFTER

AUTOMATIC TRANSMISSION NAG1 - SHIFTER P2779–AUTOSTICK DOWNSHIFT SWITCH

AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

P0562–BATTERY VOLTAGE LOW

VEHICLE CHARGING SYSTEM

1. CHECK FOR ENGINE CHARGING SYSTEM DTCS

Are there any Engine Charging System DTCs present?

2. CHECK (F1) IGNITION UNLOCK RUN START CIRCUIT

Does the test light illuminate brightly?

Does the test light illuminate brightly?

4. SHIFT LEVER ASSEMBLY

Did the P0562–BATTERY VOLTAGE LOW DTC reset?

P0563–BATTERY VOLTAGE HIGH

CHARGING SYSTEM DTCS

1. CHECK FOR CHARGING SYSTEM DTCS

Are there any Engine Charging System DTCs present?

2. VEHICLE WAS JUMP STARTED INCORRECTLY

Was the vehicle jump started by another vehicle?

Did the P0562–BATTERY VOLTAGE HIGH DTC reset?

P0607–ECU INTERNAL PERFORMANCE

1. SHIFT LEVER ASSEMBLY

P0930–BTSI CONTROL CIRCUIT LOW

ENGINE BRAKE DTC’S PRESENT

1. ENGINE DTC’S PRESENT

Are there any Engine brake DTC’s present?

2. ABS MODULE DTC’S PRESENT

Are there any ABS DTC’s present?

Is the resistance below 5.0 ohms?

4. SHIFT LEVER ASSEMBLY

If there are no possible causes remaining, view repair.

P0931–BTSI CONTROL CIRCUIT HIGH

ENGINE BRAKE DTC’S PRESENT

1. ENGINE DTC’S PRESENT

Are there any Engine brake DTC’s present?

2. ABS MODULE DTC’S PRESENT

Are there any ABS DTC’s present?

Is the resistance above 5.0 ohms?

4. (B29) BRAKE SWITCH SIGNAL SHORT TO VOLTAGE

Is the voltage above 0.5 volts?

5. SHIFT LEVER ASSEMBLY

If there are no possible causes remaining, view repair.

P2775–AUTOSTICK UPSHIFT SWITCH CIRCUIT PERFORMANCE

1. SHIFTER LEVER ASSEMBLY

If there are no possible causes remaining, view repair.

P2779–AUTOSTICK DOWNSHIFT SWITCH CIRCUIT PERFORMANCE

1. SHIFTER LEVER ASSEMBLY

If there are no possible causes remaining, view repair.

U0002–CAN C BUS OFF PERFORMANCE

U0100–LOST COMMUNICATION WITH ECM/PCM

U0121–LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE

U0141–LOST COMMUNICATION WITH FRONT CONTROL MODULE

AUTOMATIC TRANSMISSION 545RFE - ELECTRICAL

AUTOMATIC TRANSMISSION 545RFE - P0868-LINE PRESSURE LOW . . . . . . . . . . . 147

AUTOMATIC TRANSMISSION 545RFE - ELECTRICAL DIAGNOSTICS

45RFE/545RFE TRANSMISSION VERIFICATION TEST - VER 1

1. 45RFE/545RFE TRANSMISSION VERIFICATION TEST - VER 1

PRE-DIAGNOSTIC CHECK OUT

1. PRE-DIAGNOSTIC CHECK OUT

Were there any repairs made that fixed the vehicle?

1. DETERMINING IF RELATED ENGINE TPS/APPS DTC’S ARE PRESENT