ignition CHRYSLER VOYAGER 2001 Service Manual

Transmission Effects and possible causes:
Scenario 1)- All PRNDL lights stay illuminated
indefinitely in Park following a Key start.
> Wrong Part Number TCM for application
> TRS connector not plugged in
> C1 through C4 (T1, T3, T41, or T42) circuits are
either open, shorted to ground, or shorted to 12
volts.
> PCI bus failure (Open or shorted resulting in no
communication to BCM or Cluster)
> TRS
> TCM
> BCM
Scenario 2)-9P9is indicated following a key start
but all PRNDL lights illuminate in9N9following a
shift from9R9to9N9. If PRNDL lights illuminate in
9N9and shifter is moved directly into939or9L9
position without pausing in9OD9, then the9OD9
position shift schedule and electronic display will
indicate9OD9until the shifter is shifted into the
9OD9position and held for at least 3 seconds.
> Worn Manual Lever (Rooster Comb). Check for
heavy wearing by TRS switch contacts
> Intermittent C1 through C4 (T1, T3, T41 or T42)
circuits. Check for corrosion, terminal push-outs
or spread terminals at 60-way and/or TRS switch
10-way connector
> TRS
> TCM
> BCM
Scenario 3)- If the invalid code happened while
operating in the939or9L9position, then the939or
9L9shift schedule and electronic display will be
frozen (regardless of whether9OD9,939or9L9is
selected) until the shifter is moved to the9N9
position (all PRNDL lights will illuminate) and
then back to the9OD9position and held there for at
least 3 seconds in order to resume the normal9OD9
shift schedule and electronic display.
> Intermittent C1 through C4 (T1, T3, T41 or T42)
circuits. Check for corrosion, terminal push-outs
or spread terminals at 60-way and/or TRS con-
nector
> TRS
> TCM
> BCM
These same symptoms may occur without the
code P0705(28) getting set. It is possible that the
invalid code that was sensed by the TCM only
occurred once or twice during the given ignition key
start and/or did not last for longer than 0.1 second.Name of code:P0120(29) - Throttle Position Sen-
sor Signal
When monitored:Whenever the engine is run-
ning.
Set condition:This code is set if the throttle angle
goes out of range or if throttle angle changes
abruptly (ie: faster than the throttle body motion
could occur)
Theory of operation:The Transmission Control
Module (TCM) receives the throttle position signal
from the Throttle Position Sensor (TPS) through a
wire spliced into the TPS circuit to the PCM. The
TPS has a 5-volt pull up supplied from the Power-
train Control Module (PCM). The signal is checked
for out-of-range as well as an intermittent (exces-
sive signal changes).
Transmission Effects:Extremely erratic trans-
mission shifting with an intermittent TPS signal
just prior to setting the code. If the intermittent
does not last long enough to set the code, the
customer will say that the transmission violently
hunts between gears. The TCM will use a calcu-
lated throttle angle supplied by the PCM over the
PCI bus. If the PCI bus is unavailable, the TCM will
use a default throttle angle of 24 degrees for the key
start in which the code was set. The TCM will try to
use the TPS signal again on the next key start.
Possible causes:
> Open or shorted TPS signal and/or ground cir-
cuits
> TCM connector problems
> TPS or TPS connector (Check PCM DTC's)
> PCM
> TCM
Name of code:P1787(31) - OD Hydraulic Pressure
Test Failure
P1788(32) - 2-4 Hydraulic Pressure Test Failure
P1789(33) - OD/2-4 Hydraulic Pressure Test Failure
When monitored:In 1st, 2nd, or 3rd gear with
engine speed above 1000 RPM shortly after a shift
and every minute thereafter.
Set condition:Immediately after a shift into 1st,
2nd, or 3rd gear, with engine speed above 1000
RPM, the TCM momentarily turns on element
pressure to the 2-4 and/or OD clutch circuits to
identify that the appropriate pressure switch
closes. If the pressure switch does not close it is
tested again. If the switch does not close the second
time, the appropriate code is set.
Theory of operation:The Transmission Control
Module (TCM) tests the OD and 2-4 pressure
switches when they are off (OD and 2-4 are tested in
1st gear, OD in 2nd gear, and 2-4 in 3rd gear). The
test verifies that the switches are operational. The
TCM verifies that the switch closes when the cor-
9
GENERAL INFORMATION

Name of code:P0740(38) - Torque Converter
Clutch Control Circuit
When monitored:During Electronically Modu-
lated Converter Clutch (EMCC)
Set condition:
a) The transmission must be in EMCC, with the
input speed greater than 1750 RPM. The TCC/L-R
solenoid must achieve it's maximum duty cycle and
still not be able to pull the engine speed within 60
RPM of input speed.
b) If the transmission is in FEMCC and the engine
can slip the TCC by more than 100 RPM (Engine
speed - Input speed) for 10 seconds.
The code will be set if one of these event happens
three times at a throttle angle less than 30 degrees.
Theory of operation:When in 2nd, 3rd, or 4th
gear, the torque converter clutch (TCC) can be
locked when certain conditions are met. The TCC
piston is electronically modulated by increasing the
duty cycle of the L-R/TCC solenoid until the torque
converter slip difference (difference between engine
and turbine speed) is within 60 RPM. Then the
L-R/TCC solenoid is fully energized (FEMCC / 100%
duty cycle). Torque converter slip is monitored in
FEMCC to ensure adequate clutch capacity.
Transmission Effects:EMCC will still be avail-
able after code is set. MIL will illuminate after 5
minutes of accumulated slip in FEMCC. The trans-
mission will attempt normal operation (no limp-in)
even after the MIL is illuminated.
Possible causes:
> Worn pump bushing and/or failed torque con-
verter - both should be replaced during a rebuild
with code P0740(38) present
> Solenoid pack.
Name of code:P0750(41) - L-R Solenoid Circuit
P0755(42) - 2-4 Solenoid Circuit
P0760(43) - OD Solenoid Circuit
P0765(44) - UD Solenoid Circuit
When monitored:Ignition key is turned from off
position to run position and/or ignition key is
turned from crank position to run position, then
every 10 seconds thereafter, or when a speed ratio
or pressure switch error DTC is detected.
Set condition:All four solenoids are tested for
continuity continuously immediately upon start up
and during vehicle operation. For solenoids that are
currently energized, power is momentarily inter-
rupted, then reenergized. For solenoids that are not
currently energized, the solenoid is momentarily
energized, then deenergized. Under both situations,
if an inductive spike is not sensed by the Transmis-
sion Control Module (TCM) during the continuity
check, it is retested twice. If it fails the test the
third time, the appropriate code is set.
Gear UD OD Rev 2-4 L-R
Park X
Reverse X X
Neutral X
1st X X
2nd X X
3rd X X
4th X X
Theory of operation:Four solenoids are used to
control the friction elements (clutches). The conti-
nuity of the solenoids circuits are periodically
tested. Each solenoid is turned on or off depending
on it's 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. In this case, one
failure will result in the appropriate code being set.
Transmission Effects:The MIL will illuminate
and the transmission goes into neutral if code is set
above 35 Km/h (22 MPH), limp-in mode when
vehicle speed is below 35 Km/h (22 MPH).
Possible causes:
> Open or shorted solenoid circuit(s) between TCM
and solenoid pack.
> Open ground circuit.
> TCM connector problems.
> Solenoid pack connector problem.
> Solenoid Pack.
> TCM
Name of code:P1776(47) - Solenoid Switch Valve
(SSV) Latched in L-R Position
When monitored:Continuously when doing par-
tial or full EMCC (PEMCC or FEMCC)
Set condition:If the transmission senses the L-R
pressure switch closing while performing PEMCC
or FEMCC. This code will be set after two unsuc-
cessful attempts to perform PEMCC or FEMCC.
Theory of operation:The solenoid switch valve
(SSV) controls the direction of the transmission
fluid when the L-R/TCC solenoid is energized. SSV
will be in the downshifted position in 1st gear, thus
directing the fluid to the L-R clutch circuits. In 2nd,
3rd, and 4th, the SSV will be in the upshifted
position and directs the fluid into the torque con-
verter clutch (TCC). When doing PEMCC or
FEMCC, the L-R pressure switch should indicate no
pressure if the SSV is in the TCC position. If the
L-R pressure switch indicates pressure while in
PEMCC or FEMCC, EMCC operation is aborted
and inhibited to avoid inadvertent application of
the L-R clutch. Partial EMCC will be attempted if
11
GENERAL INFORMATION

the L-R pressure switch does not indicate pressure.
A second detection of L-R pressure results in setting
the code.
Transmission Effects:At speeds above 72 Km/h
(45 MPH), EMCC is inhibited. Once speed falls
below 72 Km/h (45 MPH), the transmission will go
into relay open limp-in mode and the MIL will
illuminate.
Possible causes:
> Valve body - Solenoid valve stuck in L-R position
> Intermittent short to ground or open circuit in
L-R Pressure Switch Sense circuit (with code 24
only)
> Solenoid pack (with code P1784(24) only)
> TCM (with code P1784(24) only)
Name of Code:P1793(48) - Torque Reduction
(TRD) Link Communication Error
Note: The MIL may set on some engines (3.3L, 3.8L,
3.5L)
When Monitored:Whenever the engine is run-
ning
Set condition:This code is set when the TCM
sends multiple torque reduction messages to the
PCM and the TCM does not receive a response from
the PCM.
Theory of Operation:During high torque shifts
the TCM will send a message requesting that the
PCM reduce engine power until the shift is com-
pleted. This message is sent from the TCM to the
Powertrain Control Module across the Torque Man-
agement Request Sense Circuit. The PCM will
acknowledge the TCM request by sending a mes-
sage across the PCI bus within a specific amount of
time. The TRD Link communication is also tested
periodically for operation whenever the engine is
running and the vehicle is not moving with zero
degrees throttle.
Transmission Effects:Maximum throttle angle
used by TCM will be 54 degrees. As a result a
customer my complain about loss of performance or
of short shifting when driving aggressively.
Possible Causes:
> Sticky Throttle Position Sensor (TPS)
> Wiring or Connector problems in the Torque
Management Request Sense Circuit
> PCM
> TCM
Name of code:P0736(50) - Gear Ratio Error in
Reverse
P0731(51) - Gear Ratio Error in 1st
P0732(52) - Gear Ratio Error in 2nd
P0733(53) - Gear Ratio Error in 3rd
P0734(54) - Gear Ratio Error in 4th
P0715(56) - Input Speed Sensor Error
P0720(57) - Output Speed Sensor Error
P1794(58) - Speed Sensor Ground Error
When monitored:The transmission gear ratio is
monitored continuously while the transmission is in
gear.
Set condition:This code is set if the gear ratio is
not correct for a period of time.
± Codes 50 through 54 sets if the ratio of the
input RPM (Nt) to the output RPM (No) does
not match the given gear ratio.
± Code 56 sets if there is an excessive change in
input RPM in any gear
± Code 57 sets if there is an excessive change in
output RPM in any gear
± Code 58 sets after a TCM reset in neutral and
Nt/No equals a ratio of input to output of 2.50
A hard code sets within 3 seconds, an intermit-
tent code sets within 15 seconds.
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. There-
fore, 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 (codes 50 through 54).
2. An excessive change in input or output speeds
indicating signal intermittent will result in
codes 56 and/or 57 being set.
3. After a TCM reset in neutral, observing erratic
output and input speed sensor signals indicates
a loss of the common speed sensors ground. This
sets a code 58.
Transmission Effects:The transmission will not
go into relay open limp-in mode until three gear
ratio error events occur in a given key start. This
allows for intermittent problems to correct them-
selves without opening the relay. However, if a gear
ratio error develops, a code is always set, but if the
condition corrects itself the transmission will con-
tinue without requiring the ignition key to be cycled
on and off. Many different events could occur given
the range of failures possible for codes 50 through
58. The following are a few examples:
± Codes 51, 52, 53, 54, 56, and 57 at speeds
above 72 Km/h (45 MPH) - The appropriate
code is set, EMCC is aborted and current gear
is maintained. If while still traveling above 72
Km/h (45 MPH), the gear ratio becomes valid
again, EMCC will reengage and normal oper-
ation will resume. If the gear ratio becomes
intermittent and recovers three times in a
given key start, the current gear will be main-
tained and EMCC inhibited, then the trans-
mission will go into relay open limp-in mode if
12
GENERAL INFORMATION

since there is no power available to control the
transmission solenoids. However if power is re-
stored, the TCM will power-up and normal opera-
tion will be restored. This DTC identifies that
power to the TCM was restored when the gear
selector was in a9Drive9position while the vehicle
was moving at speeds above 32 Km/h (20 MPH). If
a person shifts to Neutral and cycles the ignition
key and quickly shifts to9Drive9while moving
before the TCM comes out of its START ROUTINE,
the DTC can be set. Therefore it is critical that this
DTC diagnosis repair procedure should only be used
if the vehicle is experiencing intermittent 2nd gear
operation and subsequently a return to normal
operation during normal driving.
Transmission Effects:No limp-in condition. The
DTC is for information only when trying to diagno-
sis intermittent 2nd gear operation and subse-
quently a return to normal operation.
Possible Causes:
± No Problem if vehicle is started in9neutral9at
speeds above 32 Km/h (20 MPH) and shifted
quickly to9Drive9before TCM comes out of the
START ROUTINE.
FOR INTERMITTENT 2ND GEAR OPER-
ATION AND THEN A SUBSEQUENT RE-
TURN TO NORMAL OPERATION WITH-
OUT CYCLING THE IGNITION KEY
± Intermittent Direct Battery connection be-
tween TCM (60-way pin 56) and battery.
± Intermittent Fused Ignition Switch Output
between TCM (60-way pin 11) and ignition
switch.
± Intermittent Ground to TCM (60 way pins 53
and 57).
Name of code:P1717(77) - No Communication
with Mechanical Instrument Cluster (MIC)
When monitored:Continuously with key on.
Set condition:If no PCI bus messages are received
from the Mechanical Instrument Cluster (MIC) for
25 seconds.
Theory of operation:The TCM communicates
with the MIC using the PCI bus. It relies on certain
information to function properly. The TCM contin-
uously monitors the PCI bus to check for messages
broadcast from the PCM.
Transmission Effects:Possible improper TCM
AutoStick configuration.
Possible causes:
> Open or shorted PCI bus circuit from MIC
> MIC
> TCM (If other communications codes are stored
in the TCM only)
Name of code:P0600(78) - Serial Communication
Link Malfunction
When monitored:Continuously with key on.
Set condition:If no PCI bus messages are received
by the Transmission Control Module (TCM) for 10
seconds.
Theory of operation:The TCM communicates
with the other modules in the vehicle using the PCI
bus. It relies on certain information to function
properly. The TCM continuously monitors the PCI
bus to check for messages broadcast from the cer-
tain modules.
Transmission Effects:Possible improper TCM
AutoStick configuration and delayed 3-4 shifts. No
EMCC and early 3-4 shifts for a few minutes after
engine is started.
Possible causes:
> Open or shorted PCI bus circuit from BCM
> TCM
Name of code:P1714(79) Low Battery Voltage
When monitored:Continuously with engine run-
ning and Transmission Relay energized.
Set condition:If the voltage sensed at the Trans-
mission Control Relay Output circuit (pins 16 and
17 at TCM) for 15 seconds.
Theory of operation:The Transmission system
requires sufficient battery voltage in order to ener-
gize the transmission solenoids. The TCM continu-
ously monitors the voltage available to the sole-
noids.
Transmission Effects:At speeds above 72 Km/h
(45 MPH) the transmission system will default to
neutral. Below 72 Km/h (45 MPH) the transmission
system will default to relay open limp-in mode.
Park, Reverse, and Neutral are still available.
Possible causes:
> Charging system problem
> Poor/High resistance connection between TCM
and Battery/Alternator
> TCM pin 16 and 17 high resistance or poor
connection
> TCM ground pins 53 and 57 high resistance or
poor connection
> High resistance in Transmission Control Relay
contacts
> TCM
3.3.8 QUICK LEARN
The Quick Learn function customizes adaptive
parameters of the TCM to the transmission charac-
teristics of a vehicle. This gives the customer im-
proved9as received9shift quality compared to the
initial parameters stored in the TCM.
Notes about Quick Learn Features
The nature of the Quick Learn function requires
that certain features must be taken into consider-
ation.
16
GENERAL INFORMATION

3.4 USING THE DRBIIIT
Refer to the DRBIIItusers guide for instructions
and assistance with reading trouble codes, erasing
trouble codes, and other DRBIIItfunctions.
3.5 DRBIIITERROR MESSAGES
Under normal operation, the DRBIIItwill dis-
play one of only two error messages:
± User-Requested WARM Boot
± User-Requested COLD Boot
If the DRBIIItshould display any other error
message, record the entire display and call the
S.T.A.R.. Center. This is a sample of such an error
message display:
ver: 2.14
date: 26 Jul93
file: key_itf.cc
date: Jul 26 1993
line: 548
err: 0x1
User-Requested COLD Boot
Press MORE to switch between this
display and the application screen.
Press F4 when done noting information.
3.5.1 DRBIIITDOES NOT POWER UP
(BLANK SCREEN)
If the LED's do not light or no sound is emitted at
start up, check for loose cable connections or a bad
cable. Check the vehicle battery voltage. A mini-
mum of 11 volts is required to adequately power the
DRBIIIt.
If all connections are proper between the DRBIIIt
and the vehicle or other devices, and the vehicle
battery is fully charged, an inoperative DRBIIIt
may be the result of faulty cable or vehicle wiring.
For a blank screen, refer to the appropriate Body
Diagnostic manual.
3.5.2 DISPLAY IS NOT VISIBLE
Low temperatures will affect the visibility of the
display. Adjust the contrast to compensate for this
condition.
3.6 TRANSMISSION SIMULATOR
(MILLER TOOL # 8333) AND FWD
ADAPTER (MILLER TOOL #8333-1)
The transmission simulator, simply put, is an
electronic device that simulates the electronic func-
tions of any EATX controlled transmission (41TE,
42LE, 45RFE, and 545RFE). It's basic function is toaid the technician in determining if an internal
transmission problem exists or if the problem re-
sides in the vehicle wiring or Transmission Control
Module (TCM). It is only useful for electrical prob-
lems. It will not aid in the diagnosis of a failed
mechanical component, but it can tell you that the
TCM and wiring are working properly and that the
problem is internal.
The ignition switch should be in the lock position
before attempting to install the simulator. Follow
all instructions included with the simulator. If the
feedback from the simulator is in doubt, you can
verify it's operation by installing it on a known good
vehicle. A9known good vehicle9would be defined as
a vehicle that does not set any DTC's and drives and
shifts as expected.
One important point to remember is that the
Simulator receives it's power from the Trans Relay
Output circuit. If the transmission system is in
Limp-in (Relay open), the simulator will not oper-
ate. This is not really an indication of a problem,
but an additional symptom. If the simulator does
not power up (9P9led lit), this is an indication that
the problem is still present with the simulator
hooked up. This indicates that the problem is in the
wiring or TCM and not the transmission.
Miller Tool # 8333-1 consists of the adapter cables
and overlay necessary to adapt the simulator to
41TE and 42LE transmissions.
4.0 DISCLAIMERS, SAFETY,
AND WARNINGS
4.1 DISCLAIMERS
All information, illustrations and specifications
contained in this manual are based on the latest
18
GENERAL INFORMATION

4.3 WARNINGS
4.3.1 VEHICLE DAMAGE WARNINGS
Before disconnecting any control module, make
sure the ignition is ªoffº. Failure to do so could
damage the module.
When testing voltage or continuity at any control
module, use the terminal side (not the wire end) of
the connector. Do not probe a wire through the
insulation; this will damage it and eventually cause
it to fail because of corrosion.
Be careful when performing electrical tests so as
to prevent accidental shorting of terminals. Such
mistakes can damage fuses or components. Also, a
second code could be set, making diagnosis of the
original problem more difficult.
4.3.2 ROAD TEST COMPLAINT VEHICLE
Some complaints will require a test drive as part
of the repair verification procedure. The purpose of
the test drive is to try to duplicate the diagnostic
code or symptom condition.
CAUTION: BEFORE ROAD TESTING A
VEHICLE, BE SURE THAT ALL
COMPONENTS ARE REASSEMBLED.
DURING THE TEST DRIVE, DO NOT TRY TO
READ THE DRBIIITSCREEN WHILE IN
MOTION. DO NOT HANG THE DRBIIITFROM
THE REAR VIEW MIRROR OR OPERATE IT
YOURSELF. HAVE AN ASSISTANT
AVAILABLE TO OPERATE THE DRBIIIT.
Road testing is an essential step in the diagnostic
process that must not be overlooked. Along with
diagnostic information obtained from the DRBIIIt
Scan Tool and the original customer concern, the
road test helps to verify the problem and observe
operation under actual vehicle driving conditions.
Just as important as the road test is, there are
preliminary inspections that should be carried out
prior to the road test. Always check the fluid level
and condition before going on a road test or per-
forming other tests. Also try to determine the type
of fluid being used. Improper fluid can result in
problems. Additionally, a variety of complaints can
be caused by incorrect fluid level. Some of the
conditions caused by incorrect fluid level are as
follows:
²Delayed engagement
²Poor shifting or erratic shifts
²Excessive noise
²Overheating
The next step is to verify that the shift linkage is
correctly adjusted. If the gearshift linkage is incor-rectly adjusted because of wear or incorrect adjust-
ment, a number of complaints can result.
The TCM monitors the Shift Lever Position (SLP)
Sensor at all times. If the linkage is incorrectly
adjusted, the TCM may sense a shift lever position
that is not correct for the gear range chosen by the
driver. This may cause diagnostic trouble codes to
be set and a possible limp-in situation.
The following complaints may also be the result
of an incorrectly adjusted or worn linkage.
²Delayed clutch engagement or erratic shifts
²Vehicle able to drive in Neutral
²Engine not able to crank in Park or Neutral
²Gearshift linkage able to be shifted without the
key in the ignition
²Not able to remove the ignition key in Reverse
²Parking pawl not engaging
The shift linkage should also be adjusted when
replacing the transaxle, repairing the valve body or
repairing any component between the shift lever
and the transaxle.
Some questions to ask yourself when considering
the road test are listed below:
²Is the complaint or concern what you think it is,
based the driver 's description of the problem?
²Is the transaxle operating normally, or is there a
real problem?
²When does the malfunction occur?
²Is the problem in only one gear range?
²What temperature does the complaint occur?
²Is the transaxle in limp-in mode?
4.3.3 ELECTRONIC PINION FACTOR
WARNINGS
The pinion factor must be set for all new trans-
mission control modules. If the pinion factor is not
set or if it is set incorrectly, any speedometer, speed
control, rolling door locks, and other devices that
are operated by the powertrain and body controllers
will not function properly.
4.3.4 BULLETINS AND RECALLS
The service procedures contained in this manual
are correct. provided that all applicable Safety
Recalls and Technical Service Bulletins have been
performed.
5.0 REQUIRED TOOLS AND
EQUIPMENT
> DRBIIIt(diagnostic read-out box) - Must be at
latest release level.
20
GENERAL INFORMATION

> Transmission Simulator (Miller # 8333)
> Transmission Simulator (Miller # 8333-1)
Adapter harness kit and panel overlay for FWD
vehicles.
> Jumper wires
> Test Light (minimum of 25 ohms of resistance)
> Ohmmeter
> Voltmeter
> Pressure gauge (0-300 PSI)
6.0 GLOSSARY OF TERMS
6.1 ACRONYMS
BCMBody Control Module
CKTCircuit
CVIClutch Volume Index
DLCData Link Connector
DRBIIItDiagnostic Readout Box
DTCDiagnostic Trouble Code
EATXElectronic Automatic Transaxle
EMCCElectronically Modulated Converter
Clutch
FCMFront Control Module (part of the
IPM system)
IODIgnition off-draw
IPMIntelligent Power Module
IRTIntelligent Recovery Timer
ISSInput Speed Sensor
LEDLight Emitting Diode
LRLow/reverse Clutch or Pressure
Switch
LULockupMICMechanical Instrument Cluster
MILMalfunction Indicator Lamp
OBDIIOn Board Diagnostics
ODOverdrive Clutch or Pressure
Switch
OSSOutput Speed Sensor
PCMPowertrain Control Module
PEMCCPartial Electronically Modulated
Converter Clutch
PLUPartial Lockup
REVReverse Clutch
SLPKSolenoid Pack
SSVSolenoid Switch Valve
SWSwitch
TCCTorque Converter Clutch
TCMTransmission Control Module
TPThrottle Position
TRDTorque Reduction
TRSTransmission Range Sensor
UDUnderdrive Clutch
2-42nd and 4th gear Clutch or Pres-
sure Switch
6.2 DEFINITIONS
OBDII (EURO STAGE III OBD) Trip - A vehicle
start and drive cycle such that all once per trip
diagnostic monitors have run.
Key Start - A vehicle start and run cycle of at least
20 seconds.
Warm-up Cycle - A vehicle start and run cycle
such that the engine coolant must rise to at least
71C (160ÉF) and must rise by at least 4.4C (40ÉF)
from initial start up. To count as a warm-up cycle,
no DTC may occur during the cycle.
21
GENERAL INFORMATION

TEST ACTION APPLICABILITY
3 Start the engine. Allow the engine to idle.
With the DRBIIIt, Check the Throttle Position Sensor Voltage under Transmission
Sensors.
Is the Throttle Position Sensor voltage below 0.3 or above 1.0 volts?All
Ye s®Go To 4
No®Go To 7
4 Turn the ignition off.
Disconnect the TPS harness connector.
Disconnect the TCM harness connector.
Note: Check connectors - Clean/repair as necessary.
Measure the resistance of the Sensor Ground circuit between the TPS harness
connector and the Transmission Control Module harness connector.
Is the resistance below 5.0 ohms?All
Ye s®Go To 5
No®Repair the Sensor Ground circuit for an open.
Perform 41TE TRANSMISSION VERIFICATION TEST - VER 1.
5 Turn the ignition off.
Disconnect the Throttle Position Sensor harness connector.
Disconnect the Transmission Control Module harness connector.
Note: Check connectors - Clean/repair as necessary.
Measure the resistance of the TPS Signal Circuit from the TCM harness connector to
the TPS harness connector.
Is the resistance below 5.0 ohms?All
Ye s®Go To 6
No®Repair the TPS signal circuit for an open.
Perform 41TE TRANSMISSION VERIFICATION TEST - VER 1.
6 If there are no possible causes remaining, view repair. All
Repair
Replace the TCM. WITH THE DRBIIItPERFORM QUICK
LEARN AND REPROGRAM PINION FACTOR.
Perform 41TE TRANSMISSION VERIFICATION TEST - VER 1.
7 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.
Pay particular attention to the the point where the TPS signal and sensor ground
circuits splice off from the engine circuits.
Were any problems found?All
Ye s®Repair wiring and/or connector as necessary.
Perform 41TE TRANSMISSION VERIFICATION TEST - VER 1.
No®Go To 8
8 Turn the ignition on.
With the DRBIIIt, read TPS VOLTS.
While monitoring the DRBIIIt, slowly open and close the Throttle.
Is the voltage change smooth?All
Ye s®Test Complete.
No®Replace the Throttle Position Sensor.
Perform 41TE TRANSMISSION VERIFICATION TEST - VER 1.
25
TRANSMISSION
P0120-THROTTLE POSITION SENSOR SIGNAL CIRCUIT ÐContinued

Symptom:
P0600-SERIAL COMMUNICATION LINK MALFUNCTION
When Monitored and Set Condition:
P0600-SERIAL COMMUNICATION LINK MALFUNCTION
When Monitored: Continuously with engine running.
Set Condition: The DTC sets in approximately 20 seconds if no BUS messages are
received by the TCM.
POSSIBLE CAUSES
NO COMMUNICATION WITH MIC
NO COMMUNICATION WITH PCM
INTERMITTENT WIRING AND CONNECTORS
TCM - INTERNAL ERROR
TEST ACTION APPLICABILITY
1 With the DRBIIIt, erase TCM DTC's.
Note: Erase P0700 DTC in the PCM to turn the MIL light off after making
transmission repairs.
Start the engine in park.
Did the DTC reset after the engine was started?All
Ye s®Go To 2
No®Go To 5
2 Ignition on, engine not running.
With the DRBIIIt, attempt communication with the MIC
Can you communicate with the MIC?All
Ye s®Go To 3
No®Refer to the Communication category for the related symptom(s).
Perform 41TE TRANSMISSION VERIFICATION TEST - VER 1.
3 Ignition on, engine not running.
With the DRBIIIt, select the following screens in order:9BODY99MIC99MONITOR
DISPLAY99PCI BUS ENGINE INFO9.
Does the DRBIIIt, read9NO RESPONSE9from any of the listed PCM monitors?All
Ye s®Refer to Communication Category for the related symptom(s).
Perform 41TE TRANSMISSION VERIFICATION TEST - VER 1.
No®Go To 4
4 If there are no possible causes remaining, view repair. All
Repair
Replace the TCM. WITH THE DRBIIItPERFORM QUICK
LEARN AND REPROGRAM PINION FACTOR.
Perform 41TE TRANSMISSION VERIFICATION TEST - VER 1.
26
TRANSMISSION

Symptom:
P0705-CHECK SHIFTER SIGNAL
When Monitored and Set Condition:
P0705-CHECK SHIFTER SIGNAL
When Monitored: Continuously with the ignition key on.
Set Condition: 3 occurrences in one key start of an invalid PRNDL code which lasts for
more than 0.1 second.
POSSIBLE CAUSES
CONDITION P0705 PRESENT
INTERMITTENT WIRING AND CONNECTORS
TRS T1 SENSE CIRCUIT OPEN
TRS T3 SENSE CIRCUIT OPEN
TRS T41 SENSE CIRCUIT OPEN
TRS T42 SENSE CIRCUIT OPEN
TRS T1 SENSE CIRCUIT SHORTED TO GROUND
TRS T3 SENSE CIRCUIT SHORTED TO GROUND
TRS T41 SENSE CIRCUIT SHORTED TO GROUND
TRS T42 SENSE CIRCUIT SHORTED TO GROUND
TRS T1 SENSE CIRCUIT SHORTED TO VOLTAGE
TRS T3 SENSE CIRCUIT SHORTED TO VOLTAGE
TRS T41 SENSE CIRCUIT SHORTED TO VOLTAGE
TRS T42 SENSE CIRCUIT SHORTED TO VOLTAGE
TRANSMISSION RANGE SENSOR
TCM - TRS T1 SENSE CIRCUIT
TCM - TRS T3 SENSE CIRCUIT
TCM - TRS T41 SENSE CIRCUIT
TCM - TRS T42 SENSE CIRCUIT
31
TRANSMISSION