change time ISUZU TROOPER 1995 Owner's Manual

6E2-92 DRIVEABILITY AND EMISSIONS
LACK OF POWER, SLUGGISH OR SPONGY
Definition: Engine delivers less than expected power.
Little or no increase in speed when
accelerator
pedal is pushed down part
way.
PRELIMINARY CHECKS
• Perform the careful visual/physical checks as
described at start of "Symptoms," Section "6E2-
B."
•
Compare customer's car to similar unit. Make sure
the
vehicle has an actual problem.
• Remove air filter and check air filter for dirt, or for
being plugged. Replace as necessary.
FUEL SYSTEM
• CHECK: Rescricted fuel filter.
• CHECK: Fuel pressure, use CHART A-7.
• CHECK: Contaminated fuel.
• CHECK: Fuel injectors are correct for the vehicle.
IGNITION SYSTEM
• CHECK: Ignition timing, using "Scan tool".
• CHECK: Knock sensor system for excessive spark
retard activity. Refer to CHART
C-5. Use
"Scan tool".
• CHECK: Secondary voltage using an oscilloscope
or a spark tester J 26792 (ST-125), or
equivalent, to check for a weak coil.
ADDITIONAL CHECKS
• CHECK: Engine control module grounds for being
clean,
tight and in their proper locations.
See engine control module wiring
diagrams.
• CHECK: Exhaust gas recirculation operation for
being open or partly open all the time.
- Refer to CHART
C-7.
• CHECK: Generator output voltage. Repair if less
than 9
or more than 16 volts.
• CHECK: Exhaust system for possible restriction.
Refer
to CHART B-1.
-Inspect exhaust system for damaged
or collapsed pipes.
-
Inspect muffler for heat damage or
possible internal failure.
• CHECK: Torque converter clutch for proper
operation. Refer
to AUTOMATIC
TRANSMISSION
(SECTION 7A).
ENGINE MECHANICAL
• CHECK: Engine valve timing and compression.
• CHECK: Engine for correct or worn camshaft.
Refer
to ENGINE MECHANICAL
DIAGNOSIS
(SECTION 6A).
DETONATION/SPARK KNOCK
Definition: A mild to severe ping, usually worse under
acceleration. The engine makes sharp
metallic knocks that change with throttle
opening.
Sounds like popcorn popping.
PRELIMINARY CHECKS
• Perform the careful visual/physical checks as
Low engine coolant.
Restricted air
flow to radiator, or restricted
water flow through radiator.
Correct engine
coolant solution should be a 50/
50 mix of anti-freeze engine coolant (or
equivalent) and water.
described at start
of "Symptoms," Section "6E2-FUEL SYSTEM
B."
•
Park/Neutral position switch. Be sure "Scan tool"
indicates drive with gear selector in drive or
overdrive. Use
CHART C-1A.
• If "Scan tool" readings are normal (see facing page
of on-board diagnostic system check) and there
are no engine mechanical faults,
fill fuel tank with a
gasoline
that has a minimum octane reading of 87
and revaluate vehicle performance.
• CHECK: Exhaust gas recirculation system for not
opening. Use CHART C-7.
COOLING SYSTEM
• Check for obvious overheating problems:
• NOTICE: To determine if the condition is caused by
a rich
or lean system, the car should be
driven at the speed
of the complaint.
Monitoring
LT. Fuel Trim will help
identify problem.
Lean-
LT. Fuel Trim above 142. Refer to
"Diagnostic Aids" on facing page of
diagnostic trouble code 44.
Rich-LT. Fuel Trim below 118. Refer to
"Diagnostic Aids" on facing page of
diagnostic trouble code 45.
• CHECK: Fuel pressure, use CHART A-7.
..

MODES OF OPERATION
The Engine Control Module (ECM) uses voltage inputs
from several sensors to determine how much fuel to
give the engine. The fuel is delivered under one of
several conditions, called "modes". All the modes are
controlled by the ECM and are described below.
Starting Mode
When the ignition is first turned "ON", the ECM turns
"ON" the fuel pump relay for two seconds, and the fuel
pump builds up pressure. The ECM also checks the
Engine
Coolant Temperature (ECT) sensor and the
Throttle Position Sensor, and the determines the
proper
air/fuel ratio for starting. This ranges from 1.5:1
-36·c (-33.F) to 14.7:1, at 94•c (201.F) ECT.
The ECM controls the amount of fuel delivered in the
starting mode by changing
how long the injector is
turned
"ON" and "OFF". The is done by "Pulsing" the
injectors
for very short times.
Clear Flood Mode
If the engine floods, it may be cleared by pushing the
accelerator pedal down all the way. The ECM then will
fixed air/fuel ratio 16.5:1. The ECM holds this injector
rate
as long as the throttle stays wide open. If the
throttle position becomes less than approximately
70%, the ECM returns to the starting mode.
Run Mode
The run mode has two conditions called "Open Loop"
and "Closed Loop"
"Open Loop"
When the engine is first started, and it is above 500
Rovolution Per Minute (rpm), the system goes into
"Open Loop" operation. IN "Open Loop," the ECM
ignores the signal from the heated oxygen sensor
(H02S), and calculates the air/fuel ratio based on
inputs
from the ECT sensor and manifold absolute
pressure sensors.
The system stays in
"Open Loop" until the following
conditions are met:
1. The H02S has varying voltage output, showing
that
it is hot enough to operate properly. (This
depends on temperature.)
2. The ECT sensor is above a specified temperature.
3. A specific amount of time has elapsed after
starting the engine.
"Closed Loop"
The specific values for the above conditions vary with
different engines, and are stored in the ECM. When
these conditions are met, the system goes into
"Closed
Loop"
operation. In "Closed Loop", the ECM calculates
the air/fuel ratio (injector on-time) based on the signal
from the H02S. This allows the air/fuel ratio to stay
very close to 14.7:1.
DRIVEABILITV AND EMISSIONS 6E2-117
Acceleration Mode
The ECM responds to rapid changes in throttle position
and air
flow, and provides extra fuel.
Deceleration Mode
The ECM responds to changes in throttle position and
air
flow, and reduces the amount of fuel. When
deceleration is very fast, the ECM can cut off fuel
completely
for short periods.
Battery Positive Voltage Correction Mode
When battery positive voltage is low, the ECM can
compensate
for a weak spark delivered by the ignition
control module by:
• Increasing injector pulse width.
• Increasing the idle rpm.
• Increasing ignition dwell time.
Fuel Cutoff Mode
The fuel injectors are shut "OFF" if engine speed
"exceed" 6880 rpm (DOHC) or6800 rpm (SOHC). This is
to prevent damage to engine. When engine speed is
below 6880 rpm (DOHC) or 6800 rpm (SOHC), the fuel
injectors are again pulsed at a normal mode.

6E2-138 DRIVEABILITY AND EMISSIONS
SECTION C4
ELECTRONIC IGNITION (EI) SYSTEM/IGNITION CONTROL (IC)
CONTENTS
General Description . . . . . . . . . . . . . . . . . . . . . 6E2-138
Purpose
............................ 6E2-138
Operation
........................... 6E2-138
Results of Incorrect Operation . . . . . . . . . . . 6E2-139
How diagnostic trouble code (DTC) 42 is
Determined ........................ 6E2-139
Diagnosis. . . . . . . . . . . . . . . ............. 6E2-139
Diagnostic
trouble code (DTC) 12 . . . . . . . . . 6E2-139
On-Vechicle Service . .

. . . . . . . . . . . . . . . . . . . 6E2-139
Electronic Ignition (EI) Assembly .......... 6E2-139
Crankshaft Position (CKP) Sensor ......... 6E2-140
Ignition Coil
.......................... 6E2-140
Ignition Control
Module (ICM) ............ 6E2-140
Ignition
Timing ....................... 6E2-140
Chart
C-4D-1 Electronic Ignition (EI) misfire
at
Idle .............................. 6E2-142
Chart C-4D-2 Electronic Ignition (EI) misfire
Under Load .......................... 6E2-144
GENERAL DESCRIPTION
PURPOSE
The Electronic Ignition (EI) system controls fuel
combustion by providing a spark to ignite the
compressed
air/fuel mixture at the correct time. To
provide improved engine performance,
fuel economy,
and
control of exhaust emissions, the Engine Control
Module
(ECM) controls spark advance timing with the
Ignition Control (IC) system.
OPERATION
The "EI" is a "waste spark" system in which 2 plugs are
fired
simultaneously from one coil. The spark plugs are
paired
to a coil, so that when both fire, one cylinder is
on the compression stroke and the other is on exhaust.
There is
Iitie resistance across the plug gap on the
exhaust stroke, so the
plug requires very little voltage
to fire, thereby providing the other plug (compression)
with maximum available voltage.
The system uses a magnetic Crankshaft Position (CKP)
sensor which protrudes into the block, within
approximately .050" of the crankshaft reluctor. The
reluctor is a special wheel cast on the crankshaft that
has seven machined
slots, six of which are equally
spaced 60° apart). The seventh slot is spaced 1 oo from
one
of the other slots. As the reluctor rotates with the
crankshaft, the
slots change the magnetic field of the
sensor, causing
an induced voltage pulse.
By counting the time between pulses, the Ignition
Control Module (ICM)
can recognize the pulse of the
seventh
slot (sync pulse). Based on this sync pulse, the
module sends the reference signal to the ECM to
calculate CKP (used to fire coils in correct sequence)
and engine speed.
To
properly control timing, the ECM relies on the
following information:
• Engine load (manifold absolute pressure or
vacuum).
• Atmospheric (barometric) pressure.
• Engine temperature.
• Intake air temperature.
• CKP
• Engine speed (revolution per minute).
The ignition
control system consisits of the "EI"
assembly (coils, module,
and CKP sensor), ECM and
connecting wires. These circuits
perform the following
functions:
• "EI" reference
The CKP sensor sends a signal to the ICM which
generates a reference
pulse which is sent to the
ECM. The ECM uses this signal to calculate CKP
and engine speed (also used to trigger the
injector).
• Reference ground (GND)
This wire is GNd through the module and makes
sure the GNd circuit has no
voltage drop between
the
ICM and the ECM, which if open, could affect
performance.
• Bypass
At about 400 revolution per minute, the ECM
applies 5 volts to this circuit to switch spark timing
control from the ICM to the ECM. An open or
grounded bypass circuit
will set a diagnostic
trouble code 42 and the engine will run at base
timing,
plus a small amount of advance built into
the
ICM.
• IGNITION CONTROL (IC)
The ECM uses this circuit (when bypass voltage is
applied) to trigger the "EI" module. The ECM uses
the
CKP to base its calculation of the amount of
spark advance needed under present engine
conditions.
•

7A-2 AUTOMATIC TRANSMISSION (4L30-E)
Valve Body Assembly (Adapter Case) ....... 7A-168 Third Clutch and Sprag Unit ....................... 7A-195
Transmission Control
Module (TCM) ......... 7A-169 Third Clutch .................................................. 7A-196
Speed Sensor (Extension Housing) ............ 7A-169 Sprag
Unit ....................................................
7A-198
Transmission
Oil Temperature Sensor Second
Clutch .............................................. 7A-199
(Adapter Case) ..........................................
7A-170 3-4 Accumulator Piston ............................... 7A-200
Front Oil Seal (Converter Housing) ............ 7A-170 Reverse Clutch Piston and Center
Rear
Oil Seal (Extension Housing) ............. 7A-171 Support ..................................................... 7 A-202
Unit Repair ........................................................ 7A-173 Overrun Clutch and Turbine Shaft ............. 7A-204
Transmission (4L30-E) ................................. 7A-173 Main Data and Specifications ......................... 7 A-207
Converter Housing and Oil Pump General
Specifications ................................. 7 A-207
Assembly .................................................. 7 A-189 Torque
Specifications .................................. 7A-208
Oil
Pump ....................................................... 7A-190 Special Tools .................................................... 7A-211
Main Case Valve Body ................................. 7A-191 4L30-E Parts List.. ............................................. 7A-213
Adapter Case Valve Body ............................ 7A-193 Hydraulic
Circuit Diagram .......... End of This Manual
GENERAL DESCRIPTION
The 4L30-E is a 4-speed fully-automatic transmission.
It uses a microcomputer as a control unit to judge
running conditions
including throttle opening rate
and vehicle speed, then
it sets the shifting point in
the
optimum timing so that best driving performance
can be achieved.
In addition, the built-in shift mode select function can
select three shift modes according to the driver's
preference.
• Normal mode-Normal shift pattern.
• Winter mode-Starts in 3rd gear to reduce
slippage on ice
or snow.
• Power mode has a delayed upshift for when
more powerful acceleration is required.
Also, the built-in fail-safe
function ("backup mode")
assures driving performance even if the vehicle
speed sensor,
throttle signal or any solenoid fails.
Further, the self-diagnostic
function conducts diag­
nosis in a short time when the control system fails,
thus improving serviceability.
The major features of 4L30-E are as follows:
• A compact structure consisting of 2 sets of
planetary gears and flat torque converter.
• Electronic control selects the optimum shift
mode according
to the driving conditions.
• Electronic control maintains the optimum hy­
draulic pressure for clutch, band brake as well as
transmission so that shift feeling is improved.
• Two sets of planetary gears reduce friction of
power train.
Also, a lock-up mechanism in the torque con­
verter reduces fuel consumption.
• Wide gear ratio and high torque rate of torque
converter provide
excellent starting perform­
ance.
MODEL YEAR 1994-95 CHANGES
The Transmission Control Module (TCM) for ISUZU
TROOPER
models equipped with 4L30-E is changed
from "BOSCH" to "DELCO ELECTRONICS"
manufacture.
The main differences
which will be encountered
while servicing concerned vehicles are as follows:
Diagnostic Trouble Codes (DTC):
DTC's are changed: For example, DTC for
transmission gear error will be as follows depending
on the TCM unit:
-
On the "DELCO" unit (1994-95) ......... DTC 61
-On the "BOSCH" unit (1993-prior) ..... DTC 41
TCM Pin Connector:
The pin connector is changed. Therefore the
connections
to be made for troubleshooting also
change.
Shift Alteration when TECH 1 Tool is connected
toTCM:
SHIFTS WILL BE HARSH WHEN TECH 1 IS
CONNECTED.
Connection of TECH 1 automatically forces maximum
line pressure during shifts only.
Normal line pressure checks at idle and stall spe
can be carried out.
/
/
I J I
/
l
•

7 A-84 AUTOMATIC TRANSMISSION (4L30-E)
DIAGNOSTIC TROUBLE CODE (DTC) 21
THROTTLE POSITION SENSOR SHORT TO PLUS OR OPEN
This DTC flashes the CHECK TRANS indicator and
sets
the BACKUP MODE.
Circuit Description:
• The Throttle Position Sensor (TPS) provides a
voltage signal that changes relative to the throttle
plate position. Signal voltage between connector
C-91 terminals C5 and C6 will vary from about 0.4
at idle to about 4.6 volts at wide open throttle.
• The Engine Control Module (ECM) also receives
this signal. This TPS is a variable resistance with
one side (connector E-5 terminal 2) connected
only to the ECM connector to have the 5 volts
supply voltage. The other side (connector E-5
terminal 1) is connected to the Transmission
Control Module (TCM) (floating ground) and the
ECM (ground). The "middle" (the wiper) (con­
nector E-5 terminal 3) is connected to the TCM
and
the ECM.
• The ECM monitors output voltage from the TPS
and determines fuel delivery based on throttle
valve angle (driver demand).
r---...,
I
I
I
I
I
I
TPS INPUT
I GROUND I L ___ _j
C-91
T C5
I
I
C6
BLU/ORN
BLU/RED
BLU/RED
BLK/WHT
• This TPS is an electrical component and must not
be soaked in any liquid cleaner or solvent, as
damage may result.
Diagnostic Aids:
• This Diagnostic is an electrical test done by the
TCM.
• Detection conditions:
CD Voltage between connector C-91 terminals C5
and C6 > 4.9 volts. This detection occurs
when: The wiper is short to voltage (engine
can
stall) or open.
@ The condition needs to be present for at least
0.5
seconds. Note: during the detection time
the TCM reads "100% (wide open throttle)".
• Action after the detection time: BACKUP MODE.
•
Recovery conditions: To recover when voltage <
or= to 4.9 volts and do an IGNITION CYCLE.
H-5 BLU/ORN
9
BLU/
H-5
RED E-5
-10 3 TO COOLANT TEMPERATURE
1 SENSOR H-5 BLK/WHT
BLK/WHT
11
2 E-5
E-5
THROTTLE POSITION
SENSOR
(TPS)
TRANSMISSION CONTROL MODULE
(TCM)
A1 S.-1_ 06 .,&_2 _ _!>2 C-2
lsvoLT-rps -aRouNDl ENGINE
I REFERENCE INPUT I CONTROL MODULE
I (ECM)
L--------J

7A-86 AUTOMATIC TRANSMISSION (4L30-E)
DIAGNOSTIC TROUBLE CODE (DTC) 22
THROTTLE POSITION SENSOR SHORT TO GROUND
This DTC flashes the CHECK TRANS indicator and
sets
the BACKUP MODE.
Circuit Description:
• The Throttle Position Sensor (TPS) provides a
voltage signal that changes relative to the throttle
plate position. Signal voltage between connector
C-91 terminals C5 and C6 will vary from about 0.4
at idle to about 4.6 volts at wide open throttle.
• The Engine Control Module (ECM) also receives
this signal. This TPS is a variable resistance with
one side (connector E-5 terminal 2) connected
only to the ECM connector to have the 5 volts
supply voltage. The other side (connector E-5
terminal 1) is connected to the Transmission
Control Module (TCM) (floating ground) and the
ECM (ground). The "middle" (the wiper) (con­
nector E-5 terminal 3) is connected to the TCM
and the ECM.
• The TCM monitors output voltage from the TPS
and determines fuel delivery based on throttle
r---.,
I
I
I
I
I
I
TPS INPUT
I GROUND I L ___ .J
C-91
T C5
I
I
C6
BLU/ORN
BLU/RED
BLU/RED
BLK!WHT
valve angle (driver demand)
• This TPS is an electrical component and must not
be soaked in any liquid cleaner or solvent, as
damage may result.
Diagnostic Aids:
• This Diagnostic is an electrical test done by the
TCM.
• Detection conditions:
G) This detects a TPS wiper short to TCM ground
(except certain conditions) and wiper short to
TPS low. This also detects a TPS low open.
® Voltage between connector C-91 terminals C5
and C6 < 0.2 volts.
@ The condition needs to be present for at least
0.5
seconds. Note: during the detection time
the TCM reads "0% (idle)".
• Action after the detection time: BACKUP MODE.
•
Recovery conditions: To recover when voltage >
or= to 0.2 volts and do an IGNITION CYCLE.
H-5 BLU/ORN
9
BLU/
H- 5 RED E-5 _. 10 3 TO
COOLANT TEMPERATURE
1 SENSOR, H-5 BLK!WHT
BLK!WHT
11
2
:
E-5
E-5
THROTTLE POSITION
SENSOR
(TPS)
TRANSMISSION CONTROL MODULE
(TCM)
A1 S-1_ D6 ._£2-~2_, C-2
lsvo"Lr -"TP5 -"GRouNDl !REFERENCE INPUT 1
I I t_ ________ J
ENGINE
CONTROL MODULE
(ECM)

7A-88 AUTOMATIC TRANSMISSION (4l30-E)
DIAGNOSTIC TROUBLE CODE (DTC) 23
THROTTLE POSITION SENSOR CONNECTOR OPEN
This DTC flashes the CHECK TRANS indicator and
sets
the BACKUP MODE.
Circuit Description:
• The Throttle Position Sensor (TPS) provides a
voltage signal that changes relative to the throttle
plate position. Signal voltage between connector
C-91 terminals C5 and C6 will vary from about 0.4
at
idle to about 4.6 volts at wide open throttle.
• The Engine Control Module (ECM) also receives
this signal. This TPS is a variable resistance with
one side (connector E-5 terminal 2) connected
only to the ECM connector to have the 5 volts
supply voltage. The other side (connector E-5
terminal 1) is connected to the Transmission
Control Module (TCM) (floating ground) and the
ECM (ground). The "middle" (the wiper) (con­
nector E-5 terminal 3) is connected to the TCM
and
the ECM.
• The TCM monitors output voltage from the TPS
and
determines fuel delivery based on throttle
valve angle (driver demand).
• This TPS is an electrical component and must not
be soaked in any liquid cleaner or solvent, as
damage may result.
r--...... ..,
I
I
I
TPS INPUT
I GROUND I l ___ _J
C-91
l C5
I
I
C6
BLU/ORN
BLU/RED
BLU/RED
BLKJWHT
A1 ,S.-1_ 06
Diagnostic Aids:
• This Diagnostic is not an electrical test done by
the TCM but a test between different information
("logic test").
• Detection conditions:
G) This detects the terminals C5 and C6 open or
the connector E-5 open.
® Throttle value opening > 42%.
® Engine Speed < 2200 RPM.
@ Vehicle Speed <3 Km/h.
@ No DTC: Engine Speed DTC13, Output Speed
DTC11.
Downshift Protection DTC62.
® Only with Selector Lever in Park or Neutral.
(]) The detection is authorized only during 6
seconds
after the engine is cranked.
® The conditions need to be present for at least
3 seconds.
• Action after the detection time: BACKUP MODE.
• Recovery conditions: To recover do an IGNITION
CYCLE.
TO COOLANT TEMPERATURE SENSOR
BLKJWHT
.,£2_ ~2 C-2
H-5 BLUIORN
9
2
BLU/
H- 5
RED E-5
10 3 .... ,'
1
H-5 BLKJWHT
11
E-5
E-5
THROTILE
POSITION
SENSOR
(TPSI
TRANSMISSION CONTROL MODULE (TCM)
15 VOLT -TPS -GROuNOl ENGINE
I REFERENCE INPUT 1 CONTROL l MODULE I (ECM)
L--------J

7A-102 AUTOMATIC TRANSMISSION (4L30-E)
DIAGNOSTIC TROUBLE CODE
(DTC) 34
BAND APPLY SOLENOID SHORT TO GROUND OR OPEN
This DTC flashes the CHECK TRANS indicator and
sets the BACKUP
MODE.
Circuit Description:
• The band apply solenoid is a normally open
solenoid
which controls the flow of fluid for brake
band
application. The Transmission Control
Module (TCM) uses Pulse Width Modulation
(PWM) and changes the duty cycle to control the
solenoid. The
TCM turns the solenoid ON
(energized) and OFF (de-energized) at a constant
frequency. The length
of time the solenoid is
energized
during each ON/OFF cycle is called the
pulse
width. By varying or "modulating" the
pulse
width, the solenoid output pressure is
changed.
Since the solenoid is normally closed,
increasing the pulse width increases the duty
cycle and decreases the output pressure. PWM
control provides smooth band application
without an accumulator. The band is only
applied in first and second gears.
• In the event of an electrical failure (open), the
solenoid regulates at the
maximum oil flow (0%
duty cycle).
• The solenoid is activated by a current. This
current is produced
by applying a voltage to one
side (the High side) and a
ground to the other
side (low side).
• The High Side Driver (HSD) is a circuit of the TCM
that acts as a switch between the solenoids and
the
supply voltage. The High side of the solenoid
is
permanently supplied with voltage, except in
BACKUP
MODE or when Ignition is OFF the HSD
2{8)\l, M-7
r----C-90 BRN/YEL H-10 ( 12
is turned OFF.
• The TCM continually monitors the splenoid
connection
to its low Side Driver (LSD) for either
low or high voltage. The LSD is a circuit of the
TCM that acts as a switch between the solenoid
and
ground. When the solenoid is commanded
ON the TCM is switching the solenoid to ground.
• There are two tests of the LSD: when the engine
is cranked (DTC82) and
when the ignition is
turned ON (DTC34).
• When the ignition is turned ON, and before the
engine is cranked, the TCM activates the shift
solenoids (1-2/3-4, 2-3 and Band) to check for
short circuits or open circuits. To do so the gear
is set
to 4th, 3rd, 1st, 1st with band apply, 4th
with no HSD. Each one of the 5 tests requires
0.15 second. If the engine is cranked before the
end
of all tests, the remaining tests are not done.
Diagnostic Aids:
• This diagnostic is an electrical test done by the
TCM.
• Detection conditions:
CD The solenoid low side connected to TCM
terminal A9 is shorted to ground or open.
@ The test is only done when ignition is ON.
@ Engine Speed <480 RPM (not cranked) and
Output Speed= 0 RPM.
® The condition needs to be present for 0.15 to
0.75 second after ignition switch ON.
•
Action after the detection time: BACKUP MODE.
•
Recovery conditions: To recover, do an IGNITION
CYCLE.
: --r ----r ----
1-
- -: ~Z[;'~,~~ION
I 1'•1 ~~ If ~!FT . i '· !: J GROUND A9
I
I
I
1 ·. SOI:!Noto· R sOLI!lQI,~, . ~ , ~. sOt.ENOiti•J
I ,Ji'Ji ·
· I
I •• ) . I
--~~---------~---~ >--------< I
I
I I
BAND APPLY C-91 BRNtWHT H-10
I SOLENOID ( CONTROL : C12 10
I .
: GROUND {
. BLK/ORN . ; C1 BLK/BLU :> 01 ..... ---J
H-11
TRANSMISSION
CONTROL
MODULE (TCM)
•

7A-108 AUTOMATIC TRANSMISSION (4l30·E)
DIAGNOSTIC TROUBLE CODE (DTC) 37
TORQUE MANAGEMENT SERIAL LINE FAULTY
This DTC flashes the CHECK TRANS indicator and
sets the
BACKUP MODE.
Circuit Description:
• Torque Management is a function that decreases
the engine
torque during transmission shifts. To
do so the Transmission Control Module (TCM)
exchanges
information on a wire with the Engine
Control Module (ECM) that governs the Engine.
This
wire is the Data Link Connector which is also
used by the Scan tool to communicate with the
TCM and the ECM.
r----
I I
I I
I I
I ,_
I C-91
I SERIAL DATA I RED
ca
I I '-._....;
Diagnostic .Aids:
• This
Diagnostic is not an electrical test done by
the TCM but a test between different information
("logic test").
•
Detection conditions:
CD Torque~ control failure detected
® Each time a shift occurs with the Torque
Management active, the TCM sends a
message
to the ECM. If the ECM does not
acknowledge this message, the DTC is stored.
• Action after the detection time: BACKUP MODE
• Recovery Gonditions: To recover, do an IGNITION
CYCLE.
NOTE:
CD When connecting the TECH1 to the data link
connector, be sure to turn off the ignition
switch.
® Since the torque management exchanges
information between the TCM and the ECM at
all times, the DTC37 is sometimes detects in the
following condition.
However,
this is not an abnormal condition.
• When the engine stops while driving and then
it is restarted.
• When the battery voltage goes down
excessively and the engine does not start
again.
When DTC37 is detected in the above
conditions,
turn off the ignition switch, correct
the
abnormal condition and erase the trouble
code.
II L
C-2 ~--I
r I ---- ----<+tC2 I
I I I '-" t
I I II' BLK/BLU
LT GRN/BLU (~ C
4 I
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r I I
I
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I 3 I 2 I 1 I
---I ENGINE
... ---J CONTROL
MODULE
TRANSMISSION
DATA LINK CONNECTOR (C:-9) (ECM) CONTROL
MODULE (TCM)
•

7A-116 AUTOMATIC TRANSMISSION (4L30-E)
DIAGNOSTIC TROUBLE CODE (DTC) 44
BAND APPLY SOLENOID SHORT TO PLUS
This DTC flashes the CHECK TRANS indicator and
sets the BACKUP
MODE.
Circuit Description:
• The band apply solenoid is a normally open
solenoid which controls the flow of fluid for brake
band
application. The Transmission Control
Module (TCM) uses Pulse Width Modulation
(PWM) and changes the duty cycle to control the
solenoid. The TCM turns the solenoid ON
(energized) and OFF (de-energized) at a constant
frequency. The
length of time the solenoid is
energized
during each ON/OFF cycle is called the
pulse width. By varying or "modulating" the
pulse width, the solenoid output pressure is
changed.
Since the solenoid is normally closed,
increasing the pulse width increases the duty
cycle and decreases the output pressure. PWM
control provides smooth band application
without an accumulator. The band is only applied
in first and second gears.
• In the event of an electrical failure (open), the
solenoid regulates at the maximum oil flow (0%
duty cycle).
•
The solenoid is activated by a current. This
current is produced by
applying a voltage to one
side (the High side) and a
ground to the other
side (low side).
• The High Side Driver (HSD) is a circuit of the TCM
that acts as a switch between the solenoids and
the
supply voltage. The High side of the solenoid
is permanently supplied with voltage, except in
BACKUP
MODE or when ignition is OFF the HSD
H-7
is turned OFF.
• The TCM continually monitors the solenoid
connection to its Low Side Driver (LSD) for either
low or high voltage. The LSD is a circuit of the
TCM
that acts as a switch between the solenoid
and ground. When the solenoid is commanded
ON the TCM is switching the solenoid to ground.
• There are two tests of the LSD: when the engine
is cranked (DTC82) and
when the ignition is
turned
ON (DTC44).
• When the ignition is turned ON, and before the
engine is cranked, the TCM activates the
shift
solenoids (1-2/3-4, 2-3 and Band) to check for
short circuits or open circuits. To do so the gear
is set
to 4th, 3rd, 1st, 1st with band apply, 4th
with no HSD. Each one of the 5 tests requires
0.15 second. If the engine is cranked before the
end
of all tests, the remaining tests are not done.
Diagnostic Aids:
• This diagnostic is an electrical test done by the
TCM.
• Detection conditions:
CD The solenoid Low side connected to TCM
termin.al A9 is shorted to voltage.
@ The test is only done when ignition is ON.
@ Engine Speed < 480 RPM (not cranked) and
Output
Speed = 0 RPM.
@ The condition needs to be present for 0.15 to
1.18 second after ignition switch ON.
•
Action after the detection time: BACKUP MODE.
•
Recovery conditions: To recover, do an IGNITION
CYCLE.
,... BATTERY-, C-90
I INPUT I? A4 GRN/WHT ·~-----BATTERY
( 4
I IGNITION I ? I INPUT A7 II
I { I? AS I GROUND I ? A3
I
)
I A2
I I
I
I
I I
I I
I
I
I I
I SHIFT& I
I BANDAPPLY C-91 SOLENOID I 1 _:oNTROL _ 1
TRANSMISSION
CONTROL MODULE (TCMI
C12
RED/GRN
BRN/YEL
BRN/BLK
BRN/RED
BRN/WHT
H-42 •--::------ECM MAIN RELAY )) 8 H-10
«--------3-(D--,I'l----- --'~L -,,,l M-7
( 12
2:j
16 r-- -r ----r ----
1-- --
AUTOMATIC I
I TRANSMISSION
: H::Q]:;& : I OLE SOlENOID I
I I
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1-213-4 2-:
-II
SHIFT
II
s SOLE NOlO s
-"--------_______ .J
H-10 ( 10
•