At Diagnosis

2003 Chevrolet Silverado 1500
2003 AUTOMATIC TRANSMISSIONS Allison LCT 1000 Diagnosis
2003 AUTOMATIC TRANSMISSIONS

Allison LCT 1000 Diagnosis
APPLICATION
WARNING: Vehicle is equipped with Supplemental Inflatable Restraint (SIR) system.
When servicing vehicle, use care to avoid accidental air bag deployment.
SIR system-related components are located in various locations
throughout interior and exterior of vehicle, depending on application. Do
not use electrical test equipment on or near these circuits. If necessary,
deactivate SIR system before servicing components. See AIR BAG
DEACTIVATION PROCEDURES article in GENERAL INFORMATION.
TRANSMISSION APPLICATION
Application
Chevrolet Cab & Chassis Silverado 3500, Silverado 2500 HD & Silverado
3500 (6.6L & 8.1L)
GMC Cab & Chassis Sierra 3500, Sierra 2500 HD & Sierra 3500 (6.6L &
8.1L)
Transmission Model
(RPO)
LCT 1000 (M74)
LCT 1000 (M74)
IDENTIFICATION
TRANSMISSION
Transmission is identified by metal identification plate attached to right side of transmission case. See Fig. 1 .
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2005 Mitchell Repair Information Company, LLC.

Fig. 1: Locating Transmission Identification Plate

Courtesy of GENERAL MOTORS CORP.
DESCRIPTION & OPERATION

INTRODUCTION
Allison 1000 series transmissions are torque converter driven, fully automatic, transmission systems. The 1000
series transmissions have up to five forward speeds, Neutral, and Reverse. The 5th gear is an overdrive gear
ratio. The 1000 series incorporates a variety of standard and optional design features. These design features are:
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Direct mount to engine block.

Flexplate drive.
Torque Converter with a Torque Converter Clutch (TCC) and integral vibration damper.
Three constant-mesh, planetary gear sets with helical gears.
Five multiple disk clutches, two rotating and three stationary.
Common hydraulic system for all transmission functions.
Two transmission fluid filtration systems.
Electro-hydraulic control valve assembly.
Electronically controlled automatic gear selection and clutch apply.
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Provision for remote transmission fluid cooler.

Fill tube/dipstick provision on both sides of transmission.
Parking pawl.
Power Take Off (PTO) provision on both sides of transmission.
Variety of available output yokes or flanges.
TRANSMISSION COMPONENTS & SYSTEMS

Torque Converter
Several torque converters are available to match the transmissions to a wide variety of diesel and gasoline
engines. The torque converter is a single-stage, polyphase, and three-element unit, consisting of a pump, stator,
and turbine. At lower output speeds, the torque converter multiplies torque and provides a fluid coupling to the
engine. At higher speeds, the Torque Converter Clutch (TCC) is automatically engaged to provide direct drive
from the engine to the transmission. Hydraulic fluid for converter charging pressure comes from the sump and
is supplied by the input pump. The torque converter clutch is applied or released by changing direction of fluid
in the torque converter. An integral converter damper minimizes the need for additional engine vibration
control.
Gear Sets
The planetary gear train includes three constant-mesh planetary gear sets containing helical gears. By the
engagement of the clutches in various combinations, the planetary sets act independently or together to provide
five forward gear ranges, Neutral, and Reverse.
Clutches
Five clutches (two rotating and three stationary) direct the flow of torque through the transmission. All range
clutches are hydraulically actuated and spring-released, with automatic wear compensation. The transmission
fluid cools the clutches. The Transmission Control Module (TCM) signals solenoid valves to apply and release
clutches based on speed and power combinations and the gear range selected by the operator.
Hydraulic System
A common hydraulic system serves the torque converter and the transmission. Transmission fluid for all
hydraulic operations, lubrication, and cooling comes from the sump and is supplied by the charging pump.
Transmission Fluid Filtration
Fluid filtration is provided by two filter systems. A suction filter, located in the sump, provides general
protection to the entire hydraulic system by filtering large particulates. A spin-on filter provides full-time
protection for the control solenoids and multipass protection for the entire system. The spin-on filter is
externally located on the converter housing at the lower left front of the transmission.
Electro-Hydraulic Control Valve Assembly
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The control valve assembly consists of two components. The main valve body contains the trim valves, the
TCC valve, the exhaust backfill valve, and the control main relief valve. The shift valve body contains the shift
valves, the control main pressure valve, and the manual selector valve. The control valve assembly attaches to
the bottom of the transmission and is enclosed by the oil pan.
Remote Oil Cooler Provision
Ports for remote-mount oil cooler lines are located on the right side of the converter housing near the converter
housing/main housing splitline. Remote oil-to-water coolers require plumbing for transmission fluid and
engine-cooling water. Remote oil-to-air coolers may also be used, and only transmission fluid lines need to be
provided. Heat is transferred from the transmission fluid to either water or air depending upon the cooler type
used.
Fill Tube/Dipstick Provision
All 1000 series transmissions have a fill tube/dipstick provision on both sides of the transmission. The fill tube
and dipstick are installed and adapted as specified by the vehicle manufacturer. A plug is installed in the unused
location.
Park Pawl
All 1000 series transmissions have a parking pawl. The internal parking pawl is engaged by selection of Park on
the gearshift lever.
PTO Provision
The 1000 series transmissions have a provision to mount and drive a PTO unit on the left and/or right side of
the transmission housing. The torque converter turbine drives the optional PTO drive gear. The PTO reflects
engine and torque converter characteristics. The vehicle manufacturer and/or body builder provides PTO units
and associated controls.
Output Yoke/Flange
A variety of output yokes or flanges are available to meet vehicle driveline requirements. Yokes or flanges are
installed and are adapted as specified by the vehicle manufacturer.
ADAPT FUNCTION
NOTE:
When replacing a failed transmission with a replacement unit, it is important to

reset the TCM to base calibration and fast adaptive for all shifts. This can be
done in one step with the scan tool. If this is not done, the TCM's adaptive
values will still be at the settings that it learned for the old transmission, and
will be in slow adaptive mode. Under these conditions, it would take an
unacceptably long time for the adaptive values to converge to levels suitable for
the new transmission.
The Transmission Control Module (TCM) produces excellent shift quality by applying closed loop control that
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constantly adjusts shift characteristics for changes in operating conditions. These adjustments are based on
vehicle conditions such as grade, load, and engine power.
The learning process of comparing and adjusting shift parameters is referred to as adaptive control. Adaptive
control establishes initial conditions for shifts and makes adjustments during shifts. The TCM constantly
monitors operating conditions, such as battery voltage and transmission sump temperature, and adjusts shift
parameters accordingly. After a shift is completed, the TCM compares the shift to a target shift profile in the
TCM calibration and makes adjustments before the next shift of the same kind is made.
The Allison 1000 series transmission consists of five clutches labeled C1 to C5. A combination to two clutches
is required to be engaged to attain a torque path from the input to the output of the transmission. See CLUTCH
COMBINATIONS table to indicate the clutch combinations for each gear range.
CLUTCH COMBINATIONS
Application
Park/Neutral
Reverse
1st
2nd
3rd
4th
5th
C1
.....
.....
X
X
X
X
.....
C2
.....
.....
.....
.....
.....
X
X
C3
.....
X
.....
.....
X
.....
X
C4
.....
.....
.....
X
.....
.....
.....
C5
X
X
X
.....
.....
.....
.....
TCC
.....
.....
.....
X
X
X
X
This transmission utilizes clutch-to-clutch shift control to achieve gear range changes. In every case, except
shifts to or from Neutral, one clutch is exhausted and another applied to make a range shift. The handoff
between exhausting and applying clutches is very precisely controlled by use of two Pressure Proportional to
Current (PPC) solenoids. These solenoids are labeled "A" and "B" in the transmission, and are referred to as
trim solenoids. For example, to make a 1-2 shift, solenoid "A" is used to trim pressure off C5 clutch, and
solenoid "B" is used to trim pressure on C4 clutch. The TCM modulates the current to both "A" and "B"
solenoids, which translates to a proportional level of pressure to the clutch. To make a shift, the TCM uses
software and calibration settings of several program parameters to determine the level of current sent to the
respective trim solenoids. These parameters are referred to as adaptive values. With a new transmission and
TCM calibration, the adaptive values are set to base calibration level. The transmission uses the base calibration
to perform the first of each type of shift. However, once it has performed a shift, the TCM evaluates the actual
shift and compares it to an ideal shift in the TCM's memory. Based on that comparison, the TCM changes the
settings of the adaptive values to a level that it believes will result in a shift closer to the ideal shift the next time
it makes that type of shift. This is referred to as adaptive shifting. When the TCM calibration is new, the TCM
is in fast adaptive mode. In other words, the TCM is allowed to make relatively large changes in the adaptive
values after each shift. Once the TCM determines that a given shift is close to its ideal level, it switches to slow
adaptive mode. In slow adaptive, the TCM is still evaluating shifts and changing adaptive values, but is only
allowed to do so in smaller increments. When a shift switches from fast to slow adaptive mode, it is described
as converged. The TCM is programmed to try to switch from fast to slow adaptive mode in as many as 15 to 20
shifts. It is important to understand that there are many different distinct shifts recognized by the TCM, and
each of these shifts has its own adaptive values. For example, there are upshifts and downshifts to and from
each range, as well as unique adaptive values for several different throttle regions for each upshift and
downshift. The point is, it may take a significant amount of time before most of the shifts converge from fast to
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slow adaptive, and thus it is not unusual to experience somewhat harsh or unpleasant shift quality until these
shifts are adapted.
TCC engagement is accomplished by a separate Pulse Width Modulated (PWM) solenoid labeled "F" in the
transmission. There are adaptive values for this as well, and thus it will also require some driving for TCC
engagement to converge.
If you are experiencing harsh shifts, it is important to verify whether the particular shift is converged. Use the
scan tool to determine if the problem shift is converged.
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If it is not, the TCM is still learning how to adapt that shift, and simply needs to be driven a bit more with
the intention of performing more of the particular type of shift.
If a particular shift is converged, but still objectionable, it's good trouble shooting practice to reset the
adaptive values for that shift back to base calibration level. This will automatically reset the TCM to fast
adaptive mode. The vehicle should then be driven to allow the TCM to re-learn the shift. Many times this
will correct the problem. It is possible to reset individual shifts without affecting the other shifts.
TRANSMISSION INDICATORS & MESSAGES

Normal Inhibits Which Result In Blinking PRNDL
Inhibits which result in a blinking PRNDL are as follows:

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High engine speed Neutral to gear range shifts when a Neutral to Drive or Neutral to Reverse shift is
made when engine RPM is too high, the shift will be inhibited to Neutral. The TCM has torque
management capability and will attempt to slow the engine to a point where it will make the requested
shift.
High throttle or torque direction change shifts from Reverse to Drive, Drive to Reverse, Neutral to Drive,
and Neutral to Reverse shifts where throttle position is greater then 25 percent transmission will be
inhibited to Neutral. The TCM has torque management capability, and will attempt to slow the engine to
a point where it will make the requested shift.
If the 4-wheel drive transfer case is shifted into Neutral while the transmission is in Drive or Reverse, the
transmission will continue to command the gear range until output speed is low, at which point Neutral is
commanded. If the driver attempts to shift the transmission from Neutral to Drive or Neutral to Reverse
with the transfer case in Neutral, the PRNDL display will blink immediately.
High output speed direction change shifts Reverse to Drive, Drive to Reverse, and Neutral to Reverse
shifts initiated above 300 RPM output speed will be inhibited to Neutral.
Insufficient transmission fluid and lack of initial pump prime caused by refilling the transmission.
Extremely low transmission fluid temperature. A shift out of Neutral when ATF temperature is below 49F (-45C) may be inhibited.
Blinking PRNDL
Malfunctions which may cause a blinking PRNDL are as follows:

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Failure to detect turbine speed pull-down during a shift. This may occur, for example, when a clutch is
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failed and the transmission cannot attain the requested range.

Invalid gear ratio.
Misadjusted PNP switch or gearshift lever linkage.
Solenoid "A" or "B" failure.
Turbine or output speed sensor failure.
Lack of pressure at start-up.
Blank PRNDL
Conditions which may cause a blank PRNDL are as follows:

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The PRNDL display may be blank due to failure of PNP switch circuits "A", "B", "C", or "P", or when
the PNP switch is out-of-adjustment or damaged.
The transmission will command the most appropriate gear range based on Reverse pressure switch and
the remaining PNP switch inputs.
ELECTRONIC COMPONENT DESCRIPTION

Transmission Control Module
A microcomputer controls the transmission by receiving and processing signals from various switches and
sensors. The microcomputer determines shift sequences, shift timing, and clutch apply and release
characteristics. The microcomputer is an independent controller and is referred to as the Transmission Control
Module (TCM). See Fig. 2 . TCMs are available in 12-volt configurations to match the configuration of the
vehicle electrical system. The pressure switch manifold and Park/Neutral Position (PNP) switch provide
operator input to the TCM. Other data sent to the TCM include throttle position; engine, turbine, and output
speeds; and sump temperature. Any active special function, such as anti-lock brakes or power takeoff, is also an
input to the TCM. The TCM processes this data to determine proper shift points, to monitor the current gear
range, to perform ratio tests, and to compile diagnostic data. The TCM is programmed to protect the
transmission and other vehicle driveline components by inhibiting actions such as full-throttle shifts from
Neutral and high-speed direction changes. The TCM determines if a system malfunction exists and stores
Diagnostic Trouble Codes (DTC) related to the malfunction. The codes, accessed by the service technician, are
used in diagnosing persistent or intermittent trouble in the system.
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Fig. 2: Identifying Transmission Control Module

Throttle Position/Torque Management
The TCM receives input on throttle position/torque management from a signal transmitted by the engine
electronic controls.
The engine electronic controls communicate directly to the transmission electronic controls over an SAE J1850
or J1939 Serial Communication Interface (SCI) data link. The transmission TCM must be calibrated to receive
these signals.
Speed Sensors
CAUTION: Do not rotate the sensor in its retaining bracket. Changing the
sensor/bracket orientation may cause improper operation.
There are three speed sensors typically required for use: the engine speed sensor, the turbine speed sensor, and
the output speed sensor. The speed sensors provide RPM information to the TCM. The speed ratios between the
various sensors allow the TCM to determine the transmission operating range. Speed sensor information is also
used to control the timing of clutch apply pressures, resulting in the best possible shift quality. Hydraulic
problems are detected by comparing the speed sensor information for the current gear range to that range's
speed sensor information stored in the TCM memory. The speed sensors are variable reluctance devices that
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convert mechanical motion to an AC voltage. Each sensor consists of a wire coil wrapped around a pole piece
that is adjacent to a permanent magnet. These elements are contained in a housing that is mounted adjacent to a
rotating ferrous member. See Fig. 3 .
Fig. 3: Identifying Speed Sensor

Gear Selection
The vehicle is equipped with a column-type gearshift lever. In addition to the column gearshift lever provided
for the operator, another component associated with shift selection is the Park/Neutral Position (PNP) switch
mounted on the selector shaft. See Fig. 4 . The PNP switch transmits selector position information to the TCM.
The PNP switch mounts directly onto the transmission housing from the outside, and detects the angular
position of the shift selector shaft. This position is communicated to the TCM so that certain vehicle control
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functions can be coordinated with the position of the shift controls. The PNP switch has redundant circuitry to
alert the TCM in the event of a single wire or switch failure. The Neutral signal output of the PNP switch is
typically used as confirmation that the transmission is in Neutral before the engine starter is engaged. The PNP
switch is interfaced to the starter circuit with weatherproof electrical connectors. The Reverse signal provision
may be used to activate vehicle back-up lights and/or Reverse warning devices.
The operator chooses the transmission gear range by moving the gearshift lever to the appropriate gate position.
When properly adjusted, the shifter gates prevent inadvertent shifting between gear ranges, and correspond to
the internal transmission detent positions. A positive detent is provided in the transmission to maintain the
selector shaft in the selected position.
The TCM shift calibration determines the available forward gear ranges for each gearshift lever position.
Although specific installations vary, typical gearshift lever positions for the 1000 series are:
Park (P) - The parking pawl is engaged. The transmission is in Neutral. This position is not available on
all shift selectors. When available, may be used when starting the engine and for stationary operations.
Reverse (R) - Selected to move vehicle backward.
Neutral (N) - May be used when starting the engine and for stationary operations. The TCM disables the
starter switch if a range other than Neutral or Park is selected before starting the vehicle.
Drive (D) - The highest forward range, and is used for normal driving. The transmission shifts to 1st gear
for starting, and then automatically upshifts through the gear ranges (as operating conditions permit) until
the highest gear range is attained.
Forward Range 4, (3), 2, 1 - There are four forward gear range selector positions. The first position after
N (Neutral) is D (Drive), where all five forward gear ranges are available. Another position is first range
hold. There are three choices for the next two positions. These choices are 1-4, 1-3, and 1-2, which
describe the gear ranges available in that position. The vehicle manufacturer chooses the two positions
that best fit the vocation for which the vehicle is intended.
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Fig. 4: Identifying PNP Switch

Solenoids
The control valve body contains both normally closed and normally open solenoids. A normally closed solenoid
remains closed until a signal from the TCM energizes the solenoid. A normally open solenoid remains open
until the TCM energizes the solenoid. When a solenoid valve is in the closed position, the valve blocks the
flow. When a solenoid valve is in the open position, flow is permitted through the valve. The pulse width
modulated solenoid "F" (1) and the ON/OFF shift valve solenoids "C", "D", and "E" (4), (2) and (3)
respectively, are normally closed. Both solenoid types have an orifice, electrical windings, an iron core, and a
steel check ball. See Fig. 5 .
The solenoids used differ in their ability to control flow or fluid pressure. The solenoids may operate in the
open or closed state with no modulation capability (solenoids "C", "D", and "E"), an intermediate flow and
resultant pressure based on duty cycle (solenoid "F") or produce pressure proportional to current (solenoids "A"
and "B").
Shift solenoids "C", "D", and "E" provide the necessary logic to distribute fluid to the correct clutches. The shift
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solenoids provide either full control main pressure or exhaust to the head of each of the corresponding shift
valves "C", "D", and "E". Since the valve states (stroked or unstroked) are critical to providing the correct
transmission gear range, each shift valve has a pressure switch (located in the pressure switch manifold) which
provides feedback to the computer as to the valve's position.
Trim solenoids "A" and "B" (6) and (5) respectively, are used to control oncoming, off-going, and holding
pressure to the five clutches. These solenoids are referred to as Pressure Proportional to Current (PPC)
solenoids, since the output hydraulic pressure supplied by these solenoids is proportional to the controlled
current command.
Fig. 5: Identifying Shift Solenoids

Pressure Switch Manifold
The pressure switch manifold is a multiple-switch assembly made up of three normally open pressure switches
and one normally closed switch. See Fig. 6 . Normally open switches (4), (3) and (2) correspond to shift valves
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"C", "D" and "E". Fluid pressures are fed from shift valves "C", "D", and "E" and the manual selector valve to
the switches based on the positions of the valves and shift selector. The shift valve fluid pressures reflect the
logic condition at the corresponding solenoids. This logic indicates the current transmission operating range to
the TCM.
The three fluid pressure switches corresponding to the shift valves are normally open (contacts not touching)
when no fluid pressure is present, so that electrical current is stopped at the switch. When fluid pressure is
routed to the switch, it moves the diaphragm and upper contact so that the contact element touches both the
positive and ground contacts. This closes the circuit and allows current to flow from the positive contact and
through the switch.
The pressure switch (1) corresponding to Reverse is normally closed, since fluid pressure is always present
unless the selector valve is moved to Reverse. The pressure switch manifold also contains a temperature sensor
thermistor (5) for sump temperature. Changes in sump fluid temperature are indicated by changes in sensor
resistance (for example, increasing temperature causes decreased sensor resistance). The resistance value is then
relayed to the TCM as an input for shift control.
Fig. 6: Identifying Pressure Switch Manifold

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Internal Wiring Harness
The internal wiring harness has connectors (7), (3) and (4) for the shift solenoids "C", "D" and "E". Connectors
(6) and (5) go to clutch trim solenoids "A" and "B". Connector (2) goes to the torque converter clutch solenoid
"F". There is also a connector (1) for the pressure switch manifold. All of these connectors go to the
transmission in-line 20-way connector (8). See Fig. 7 . The transmission in-line 20-way connector transports
signals from these connectors to the TCM via the external harness.
Fig. 7: Identifying Transmission Internal Wiring Harness

ELECTRONIC CONTROL SYSTEM
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NOTE:
The 6.6L diesel models use an Electronic Control Module (ECM), and 8.1L
gasoline models use a Powertrain Control Module (PCM). For the purpose of
this article, PCM will be used throughout to indicate all engine control modules.
A separate Transmission Control Module (TCM) is also used on models using
the Allison transmission.
The PCM constantly monitors the information from various sensors, and controls the systems that affect vehicle
performance and emissions. The PCM also performs the diagnostic functions for those systems. The PCM can
recognize operational problems and alert the driver through the Malfunction Indicator Lamp (MIL) when a
malfunction has occurred. When a malfunction is detected, the PCM stores a Diagnostic Trouble Code (DTC)
which helps to identify problem areas. This is done to aid the technician in making repairs.
SHIFT INTERLOCK SYSTEM
NOTE:
For system description and repair information, see appropriate SHIFT

INTERLOCK SYSTEMS article.
PROGRAMMING
FAST LEARN PROCEDURE
Overview
In general, Fast Learn is a procedure for Allison 1000 Series transmissions in which a series of tests are run to
allow the Transmission Control Module (TCM) to "learn" individual clutch characteristics. Once the clutch data
is learned, Fast Learn translates it to the adaptive data cells, which the TCM uses for clutch control during range
shifts. Fast Learn is used at GM assembly plants and allows the vehicle to be driven out of the assembly plant in
a near-fully-adapted state so as to minimize any customer shift complaints. The scan tool version of Fast Learn
is intended to provide the same benefit following transmission repair or replacement at GM Dealerships.
Fast Learn must be used when one of the following repairs have been made to the vehicle:
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Transmission replacement or internal service/overhaul.

Valve body repair or replacement, including replacement of "A" or "B" solenoids.
Transmission control module replacement.
TCM software/calibration update.
Any service in response to a shift quality complaint.
The scan tool is used to initiate Fast Learn by selecting the following commands:
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F3: Special Functions.

F1: Transmission Output Controls.
Fast Learn.
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When performing Fast Learn, the following conditions must be met:

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Block drive wheels.

Apply parking brake.
Apply service brake during Drive and Reverse mode.
0% throttle, engine at idle RPM.
Transmission sump temperature at 40-100C (Reference temperature bar graph on scan tool screen).
If equipped, 4WD transfer case in 2WD.
If at any time during the procedure, required conditions are not met, Fast Learn may abort and the process will
need to be re-started from the beginning.
Description
Four steps are required to successfully complete the Fast Learn procedure:
1.
2.
3.
4.
Park Mode
Drive Mode
Reverse Mode
C2 Learn Mode
Park Mode
While the transmission is in Park with the engine idling, Fast Learn will cycle through a series of tests where C3
and C4 clutches are repeatedly applied to learn their clutch characteristics. During the C3 and C4 clutch
apply/release procedure, Fast Learn is able to characterize the "A" and "B" solenoid pressures corresponding to
clutch return springs, and also is able to learn the volumes for C3 and C4 clutch packs. In addition, C5 clutch is
repeatedly applied and released in Park to purge out air for later learning of its clutch volume.
Drive Mode
CAUTION: While in Drive, if the scan tool loses communication, or becomes

disconnected, the vehicle may remain in Drive and could move forward if
the wheels have not been securely blocked.
Once all of the Park test data have converged, the scan tool instructs the driver to select Drive. Once Drive is
selected, the TCM engages C1 clutch to obtain Drive and learn C1 clutch volume. The TCM repeats this test
until the volume learned for C1 clutch has converged.
Reverse Mode
CAUTION: While in Reverse, if the scan tool loses communication, or becomes

disconnected, the vehicle may remain in Reverse and could move
backward if the wheels have not been securely blocked.
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Next the scan tool instructs the driver to select Reverse. Once Reverse is selected, the TCM engages C5 clutch
to obtain Reverse and learn C5 clutch volume. The TCM repeats this test until the volume learned for C5 clutch
has converged.
After learning C1 and C5 clutch volume, Fast Learn updates the adaptive volume data for all shifts with either
C1 or C5 on-coming clutch. This completes the "stationary modes" of Fast learn.
NOTE:
All shifts will be left in "fast" adaptive mode at this point.
C2 Learn Mode
Following the Reverse Mode step, the scan tool exits Fast Learn and the only adaptive cells that remain to be
learned are the adaptive volume data for C2 clutch. The vehicle must be driven in order to make at least three 34 upshifts on the same ignition cycle and at steady throttle position. This data is learned by the TCM
intentionally overfilling C2 clutch. Once this overfill is corrected, C2 clutch volume is learned and all special
Fast Learn actions are completely disabled.
NOTE:
The technician should verify that transmission shift quality for all types of shifts
is acceptable prior to releasing the vehicle to the customer.
Trouble Shooting
If Fast Learn will not run and the above-stated conditions have been met, ensure the following:
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Transmission fluid temperature at 40-100C.

Closed throttle and engine at warm-idle RPM.
No active DTCs.
All speed sensors are connected and functioning properly.
NSBU switch properly adjusted and functioning.
Main pressure within specification.
TCC slip speed less than 100 RPM at idle in park/neutral.
TROUBLE SHOOTING
NOTE:
Any diagnosis should begin with confirming the customer's complaint. If

possible, road test vehicle first, and note transmission performance for future
reference during diagnosis.
PRELIMINARY INSPECTION
Transmission malfunctions may be caused by poor engine performance, improper adjustments or failure of
hydraulic, mechanical or electronic components. Prior to diagnosing transmission concerns, always begin by
checking fluid level, fluid condition and shift cable adjustment. Ensure engine starts with gearshift lever in Park
and Neutral to ensure proper adjustment of park/neutral position switch. Ensure all system-related fuses are
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okay. Check wire harnesses for proper routing. Verify all harness and component connections are clean and
tight. See WIRING DIAGRAMS . If area of fault cannot be located or repaired during preliminary inspection,
check self-diagnostic system. See SELF-DIAGNOSTIC SYSTEM . Repair as necessary.
Perform road test to determine if problem has been corrected. See ROAD TEST under PERFORMANCE
TESTS. If problem still exists, diagnose by symptom. See SYMPTOM DIAGNOSIS .
SYMPTOM DIAGNOSIS
NOTE:
Perform PRELIMINARY INSPECTION prior to diagnosing by symptom.
NOTE:
Use the following symptoms to aid in preliminary diagnosis. See Fig. 8 -Fig. 27 .
If a listed symptom matches the customer's concern, check the applicable
items for possible cause.
Fig. 8: Excessive Slippage & Clutch Chatter

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Fig. 9: Fluid Leaks From Fluid Fill Tube & Vent

Fig. 10: Fluid Leaks From Transmission Input

Fig. 11: Fluid Leaks From Transmission Output

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Fig. 12: Intermittent Buzzing Noise

Fig. 13: Low Main Line Pressure In All Gear Ranges (1 Of 2)

Fig. 14: Low Main Line Pressure In All Gear Ranges (2 Of 2)

Fig. 15: Low Main Line Pressure In Specific Gear Ranges, Normal In All Other Gear Ranges
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Fig. 16: Low Lubrication Pressure

Fig. 17: Contaminated Transmission Fluid

Fig. 18: Excessive Flare - Engine Overspeed On Wide-Open Throttle (1 Of 2)

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Fig. 19: Excessive Flare - Engine Overspeed On Wide-Open Throttle (2 Of 2)

Fig. 20: High Stall Speeds (Stall In Ranges 1-5)

Fig. 21: Low Stall Speeds (Stall In Ranges 1-5)

Fig. 22: Transmission Will Not Make A Specific Shift

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Fig. 23: Transmission Will Not Stay In Forward Or Reverse

Fig. 24: Transmission Will Not Shift To Forward Or Reverse

Fig. 25: Transmission Overheats

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Fig. 26: Transmission Does Not Shift Properly

Fig. 27: Abnormal Activities Or Responses

CLUTCH APPLICATIONS
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Fig. 28: Clutch & Solenoid Chart (1 Of 2)

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Fig. 29: Clutch & Solenoid Chart (2 Of 2)

PERFORMANCE TESTS
ROAD TEST
CAUTION: Complete the test in the sequence given. Incomplete testing cannot
guarantee an accurate evaluation.
The following test provides a method of evaluating the condition of the automatic transmission. The test is
structured so that most driving conditions would be achieved. The test is divided into the following parts:
z
z
z
Electrical Function Check

Upshift Control and TCC Apply
Part Throttle Detent Downshifts
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z
z
z
z
Full Throttle Detent Downshifts

Manual Downshifts
Coasting Downshifts
Manual Gear Range Selection
Before the road test, ensure the following:

z
z
z
The engine is performing properly.

Transmission fluid level is correct.
Tire pressure is correct.
During the road test:

z
z
z
z
Perform the test only when traffic conditions permit.

Operate the vehicle in a controlled, safe manner.
Observe all traffic regulations.
View the scan tool data while conducting this test. Take along qualified help in order to operate the
vehicle safely.
Observe any unusual sounds or smells.
After the road test, check the following:

z
z
z
Transmission fluid level.

DTCs that may have set during the testing. Refer to the applicable DTC.
Scan tool data for any abnormal readings or data.
Perform this check first, to ensure the electronic transmission components are connected and functioning
properly. If these components are not checked, a simple electrical condition could be mis-diagnosed.
1.
2.
3.
4.
Connect the scan tool.

Ensure the gearshift lever is in Park and set the parking brake.
Start the engine.
Verify that the following scan tool data can be obtained and is functioning properly. Data that is
questionable may indicate a concern.
z Engine Speed
z Transmission Input Speed
z Transmission Output Speed
z Vehicle Speed
z "C", "D", "E" & Reverse Pressure Switch States
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Transmission Range
z 4WD Low
z Commanded Gear
z "A" & "B" Solenoid Reference Current
z "A" & "B" Solenoid Actual Current
z "A" & "B" Solenoid Duty Cycle
z Brake Switch
z Engine Coolant Temperature
z Transmission Fluid Temperature
z Throttle Angle
z Ignition Voltage
z Shift Solenoid "C" On/Off
z Shift Solenoid "D" On/Off
z Shift Solenoid "E" On/Off
z TCC Solenoid Duty Cycle
z TCC Slip Speed
5. Monitor the brake switch signal while depressing and releasing the brake pedal. The scan tool should
display:
z CLOSED when the brake pedal is released.
z OPEN when the brake pedal is depressed.
z
NOTE:
Harsh engagement may be caused by high idle speed, commanded low PC

solenoid current or a default condition caused by certain DTCs that result
in maximum line pressure to prevent slippage.
NOTE:
Soft or delayed engagement may be caused by low idle speed, low fluid
level, commanded high PC solenoid current or cold transmission fluid.
6. Check the garage shifts in the following order:

A. Apply the brake pedal and ensure the parking brake is set.
B. Move the gearshift lever through the following ranges: Park to Reverse, Reverse to Neutral and
Neutral to Drive.
C. Pause 2-3 seconds in each gear position.
D. Verify the gear engagements are immediate and not harsh.
7. Monitor transmission gear range on the scan tool engine list while performing the following:
B. Move the gearshift lever through all gear ranges.
C. Pause 2-3 seconds in each gear range.
D. Return gearshift lever to Park.
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E. Verify that all gearshift lever positions match the scan tool display.
8. Check throttle angle input in the following order:
B. Ensure the gearshift lever is in Park.
C. Monitor throttle angle while increasing and decreasing engine speed with the throttle pedal. The
scan tool throttle angle should increase and decrease with engine speed.
If any of the above checks do not perform properly, record the result for reference after completion of the road
test.
Upshift Control & Torque Converter Clutch Apply
The TCM calculates the upshift points based on throttle angle and the engine, turbine and output speed. When
the TCM determines that conditions are met for a shift to occur, the TCM commands the shift and controls
solenoid "A" and "B" current to properly control clutch pressures during the shift.
1. Choose a throttle angle of 10, 25 or 50 percent. All throttle angles shown should be tested to cover the
normal driving range.
2. Monitor the following scan tool parameters:
z Throttle Angle
z Vehicle Speed
z Engine Speed
z Output Shaft Speed
z Commanded Gear
z Slip Speed
z Solenoid States
3. Place the gearshift lever in the Drive position.
4. Accelerate the vehicle using the chosen throttle angle. Hold the throttle steady.
5. As the transmission upshifts, note the vehicle speed when the shift occurs for each gear change. There
should be a noticeable shift feel or engine speed change within 1-2 seconds of the commanded gear
change.
6. Compare the shift speeds to the shift speed chart. Shift speeds may vary slightly due to transmission fluid
temperature or hydraulic delays in responding to electronic controls. Note any harsh, soft or delayed
shifts or slipping. Note any noise or vibration.
7. Repeat steps 1 -6 to complete all throttle angles.
8. Check for TCC apply in 2nd, 3rd, 4th and 5th gear. Note the TCC apply point. When the TCC applies,
there should be a noticeable drop in engine speed and a drop in slip speed to below 100 RPM. If the TCC
apply can not be detected, check for DTCs. Lightly tap and release the brake pedal. The TCC will release.
Part Throttle Detent Downshift

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2. Accelerate the vehicle to a speed just above the 4th to 5th gear shift point using less than 50 percent
throttle.
3. Quickly increase throttle angle to greater than 63 percent.
4. Verify the TCC releases and transmission downshifts immediately to 4th gear.
Manual Downshifts
The shift solenoid valves do not control manual downshifts. All manual downshifts are hydraulic. The solenoid
states will change during, or shortly after, a manual downshift is selected.
Manual 5-3 Downshift
1.
2.
3.
4.
Place the gearshift lever in the Drive position.

Accelerate the vehicle to obtain 5th gear.
Release the throttle while moving the gearshift lever to 3rd.
Verify the transmission downshifts immediately to 3rd gear and the engine slows the vehicle.
1.
2.
3.
4.

Accelerate the vehicle to obtain 5th gear.
Release the throttle while moving the gearshift lever to 2nd.
Verify the TCC releases, the transmission downshifts immediately to 2nd gear and the engine slows the
vehicle.
1.
2.
3.
4.
5.

Accelerate the vehicle until the 1-2 shift occurs.
Go to 5 MPH above the 1-2 shift point.
Release the throttle while moving the gearshift lever to 1st.
Verify the TCC releases, the transmission immediately downshifts to 1st gear and the engine slows the
vehicle.
Coasting Downshifts
1.
2.
3.
4.

Accelerate the vehicle to 5th gear with the TCC applied.
Release the throttle and lightly apply the brakes.
Verify the TCC releases, and downshifts occur in normal sequence and the transmission returns to 1st
gear before the vehicle comes to a stop.

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The shift solenoids control the upshifts in the manual gear ranges.
NOTE:
Perform the following tests using 10 percent to 15 percent throttle angle.
Reverse
1. With the vehicle stopped, move the gearshift lever to Reverse.

2. Slowly accelerate the vehicle.
3. Verify that there is no noticeable slip, noise or vibration.
Manual First
1. With the vehicle stopped, move the gearshift lever to 1st.

2. Accelerate the vehicle to 20 MPH.
3. Verify no upshifts occur, the TCC does not apply and there is no noticeable slip, noise, or vibration.
Manual Second
1. With the vehicle stopped, move the gearshift lever to 2nd.

3. Verify the 1-2 shift occurs, the 2-3 shift does not occur and there is no noticeable slip, noise or vibration.
Manual Third
1. With the vehicle stopped, move the gearshift lever to 3rd.

3. Verify the 1-2 shift occurs, the 2-3 shift occurs and there is no noticeable slip, noise or vibration.
SHIFT SPEED SPECIFICATIONS
Fig. 30: 1-2 & 2-3 Shift Speed Specifications

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Fig. 31: 3-4 & 4-5 Shift Speed Specifications

TORQUE CONVERTER DIAGNOSIS
The Torque Converter Clutch (TCC) is applied by fluid pressure, which is controlled by a PWM solenoid valve.
This solenoid valve is located inside of the automatic transmission assembly. The solenoid valve is controlled
through a combination of computer controlled switches and sensors.
Torque Converter Stator
The torque converter stator roller clutch can have two different malfunctions.
z
z
The stator assembly freewheels in both directions.

The stator assembly remains locked up at all times.
Poor Acceleration At Low Speed
If the stator is freewheeling at all times, the vehicle tends to have poor acceleration from a standstill. At speeds
above 30-35 MPH, the vehicle may act normally. For poor acceleration, you should first determine that the
exhaust system is not blocked, and the transmission is in 1st gear when starting out.
If the engine freely accelerates to high RPM in Neutral, you can assume that the engine and the exhaust system
are normal. Check for poor performance in Drive and Reverse to help determine if the stator is freewheeling at
all times.
Poor Acceleration At High Speed
If the stator is locked up at all times, performance is normal when accelerating from a standstill. Engine RPM
and vehicle speed are limited or restricted at high speeds. Visual examination of the converter may reveal a blue
color from overheating.
If the converter has been removed, you can inspect the stator roller clutch by inserting a finger into the splined
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inner race of the roller clutch and trying to turn the race in both directions. You should be able to freely turn the
inner race clockwise, but you should have difficulty in moving the inner race counterclockwise or you may be
unable to move the race at all.
Whine Noise
NOTE:
Do not confuse this noise with pump whine noise, which is usually noticeable in
Park, Neutral and all other gear ranges. Pump whine will vary with line pressure.
You may notice a torque converter whine when the vehicle is stopped and the transmission is in Drive or
Reverse. This noise will increase as you increase the engine RPM. The noise will stop when the vehicle is
moving or when you apply the torque converter clutch, because both halves of the converter are turning at the
same speed.
Perform a stall test to make sure the noise is actually coming from the converter:
1. Place your foot on the brake.
CAUTION: You may damage the transmission if you depress the accelerator for
more than 6 seconds.
3. Depress the accelerator to approximately 1200 RPM for no more than 6 seconds. Listen for torque
converter noise. A torque converter noise will increase under this load.
Torque Converter Clutch Shudder
The key to diagnosing Torque Converter Clutch (TCC) shudder is to note when it happens and under what
conditions.
TCC shudder which is caused by the transmission should only occur during the apply or the release of the
converter clutch. Shudder should never occur after the TCC plate is fully applied.
If the shudder occurs while the TCC is applying, the problem can be within the transmission or the torque
converter. Something is causing one of the following conditions to occur:
z
z
z
Something is not allowing the clutch to become fully engaged.

Something is not allowing the clutch to release.
The clutch is releasing and applying at the same time.
One of the following conditions may be causing the condition to occur:

z
z
Leaking turbine shaft seals.

A restricted release orifice.
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Defective friction material on the TCC piston.
If Shudder Occurs After TCC Has Applied
If shudder occurs after the TCC has applied, most of the time there is nothing wrong with the transmission.
As mentioned above, the TCC is not likely to slip after the TCC has been applied. Engine problems may go
unnoticed under light throttle and load, but they become noticeable after the TCC apply when going up a hill or
accelerating. This is due to the mechanical coupling between the engine and the transmission.
Once TCC is applied, there is no torque converter, fluid coupling, assistance. Engine or driveline vibrations
could be unnoticeable before TCC engagement.
Inspect the following components to avoid misdiagnosis of TCC shudder. An inspection will also avoid the
unnecessary disassembly of a transmission or the unnecessary replacement of a torque converter.
Spark Plugs - Inspect for cracks, high resistance or a broken insulator.
Plug Wires - Look in each end. If there is red dust (ozone) or a black substance (carbon) present, the
wires are bad. Also look for a white discoloration of the wire. This indicates arcing during hard
acceleration.
Coil - Look for a black discoloration on the bottom of the coil. This indicates arcing while the engine is
misfiring.
Fuel Injector - The filter may be plugged.
Vacuum Leak - The engine will not get a correct amount of fuel. The mixture may run rich or lean
depending on where the leak occurs.
EGR Valve - The valve may let in too much or too little unburnable exhaust gas, and could cause the
engine to run rich or lean.
MAP/MAF Sensor - Like a vacuum leak, the engine will not get the correct amount of fuel for proper
engine operation.
Carbon On Intake Valves - Carbon restricts the proper flow of air/fuel mixture into the cylinders.
Flat Cam - Valves do not open enough to let the proper fuel/air mixture into the cylinders.
Oxygen Sensor - This sensor may command the engine too rich or too lean for too long.
Fuel Pressure - This may be too low.
Engine Mounts - Vibration of the mounts can be multiplied by TCC engagement.
Axle Joints - Check for vibration.
TP Sensor - The TCC apply and release depends on the TP sensor in many engines. If the TP sensor is
out of specification, TCC may remain applied during initial engine loading.
Cylinder Balance - Bad piston rings or poorly sealing valves can cause low power in a cylinder.
Fuel Contamination - This causes poor engine performance.
HYDRAULIC PRESSURE TESTS
Line Pressure
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WARNING: Keep the brakes applied at all times to prevent unexpected vehicle
motion. Personal injury may result if the vehicle moves unexpectedly.
Checking main line pressure helps to determine if a transmission malfunction is due to a mechanical or an
electrical problem. Properly making these pressure checks requires transmission and vehicle preparation,
recording of data, and comparing recorded data against specifications provided.
1. Remove the oil pressure tap plug. Install Pressure Test Adapter Fitting (J-45056) prior to connecting the
oil pressure gauge. See Fig. 32 .
2. Check the transmission fluid level. See SERVICING - "C" & "K" SERIES (ALLISON) article. All
transmission fluid level and pressure checks must be made at normal operating temperatures of 160-200
F (71-93C).
3. Connect a 0-300 psi (0-21.1 kg/cm2 ) oil pressure gauge to the pressure test adapter fitting. Use the scan
tool to check the engine RPM. See Fig. 33 .
4. With the brakes applied, record the line pressure values at 600 RPM in Neutral and Reverse. The
transmission will be in converter mode (torque converter clutch not applied).
5. With the brakes applied, record the line pressure values with the engine running at 2100 RPM in Neutral.
The transmission will be in converter mode (torque converter clutch not applied).
6. With the brakes applied, use the following scan tool settings to check pressures in 1st through 5th gear
ranges at 600 RPM. The transmission will be in converter mode (torque converter clutch not applied) at
600 RPM.
A. Select - F0: Diagnostics and press ENTER.
B. Select - Model Year.
C. Select - LDTrk, MPV, Incomplete.
D. Select - F0: Powertrain, press ENTER.
E. Select - Engine size, press ENTER.
F. Select - 5 Speed Automatic, press ENTER.
G. Select - F2: Special Functions, press ENTER.
H. Select - F1: Transmission Output Controls.
I. Select - Shift transmission. This will allow the technician to shift the transmission and check line
pressure in each forward gear range.
7. Compare the data recorded to the line pressure specifications. See Fig. 33 .
8. Disconnect the oil pressure gauge and remove the pressure test adapter fitting.
9. Reinstall the oil pressure tap plug using NEW "O" ring. Tighten the plug to 106 INCH lbs. (12 N.m).
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Fig. 32: Checking Line Pressure

Fig. 33: Line Pressure Specifications

CLUTCH TEST
Introduction
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Clutch test allows the technician to manually select each of the five forward gear ranges with the vehicle
stopped. The intent of this procedure is to verify the ability of all five clutches to transmit torque without
slipping. See CLUTCH & SOLENOID APPLICATIONS under TROUBLE SHOOTING.
Test Procedure
Use the scan tool to perform the clutch test. Select the following information when setting up the scan tool for
running the test. Use the shift transmission feature on the scan tool to complete the clutch test.
1.
2.
3.
4.
5.
6.
7.
8.
9.
Select - F0: Diagnostics and press ENTER.

Select - Model Year (i.e., 1 = 2001).
Select - LDTrk, MPV, Incomplete.
Select - F0: Powertrain, press ENTER.
Select - Engine size, press ENTER.
Select - 5 Speed Automatic, press ENTER.
Select - F2: Special Functions, press ENTER.
Select - F1: Transmission Output Controls.
Select - Shift transmission. This will allow the technician to shift the transmission and check the integrity
of each clutch in the transmission.
Attach the transmission pressure gauge as described in line pressure check procedure. See HYDRAULIC
PRESSURE TESTS . Apply parking brake and hold service brakes and increase engine speed to 1400 RPM.
Using scan tool, select UPSHIFT and shift transmission from 1st gear range sequentially to 5th gear range,
while observing turbine speed. Turbine speed should increase momentarily and then drop to zero RPM when
each gear range is attained. Line pressure should drop momentarily then regain pressure when each gear range
is attained.
Maintain 1400 RPM, select the DOWNSHIFT soft key and downshift transmission from 5th gear range
sequentially to 1st gear range while observing turbine speed. Turbine speed should increase momentarily and
then drop to zero RPM when each gear range is attained.
To further investigate a suspected leak in a clutch circuit, the clutch test should be repeated keeping engine at
idle speed. While performing clutch test at 600 RPM, main pressure should drop momentarily, then regain
pressure when each gear range is attained. If main pressure remains low, suspect damaged seal in that gear
range. If low pressure is in 1st gear range only, suspect C5 piston seal damage.
SELF-DIAGNOSTIC SYSTEM
DIAGNOSTIC SYSTEM CHECK
Circuit Description
The diagnostic system check is an organized approach to identify a condition created by the automatic
transmission. The diagnostic system check is the diagnostic starting point for a automatic transmission
complaint. The diagnostic system check directs you to the next logical step for diagnosing a transmission
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concern. Perform this check only if there is a driveability complaint or if you have been directed here from
another service information section.
Test Description
The numbers listed below refer to step numbers in the diagnostic procedure:
1 - This step determines if the scan tool is receiving power through the DLC connector.
2 - The MIL should illuminate whenever the ignition is on and the engine is not running.
3 - This step determines if the TCM is transmitting class 2 serial data to the DLC and that the class 2 data
circuit is not open or shorted.
4 - This step determines if a DTC is current or stored in history.
Diagnostic Procedure
NOTE:
Check for applicable service bulletins before proceeding with this test. Perform
this test only if there is a driveability complaint or if you have been directed to
this table from another section in the service information.
NOTE:
Do not turn the ignition off when performing this diagnostic procedure. Do not
clear the DTCs unless instructed by this diagnostic procedure.
1. Turn ignition on, engine off. Does the scan tool turn on? If so, go to next step. If not, diagnose scan tool
concern. See appropriate BODY CONTROL MODULES article in ACCESSORIES & EQUIPMENT.
2. Is the MIL on? If so, go to next step. If not, diagnose MIL concern. See appropriate SELFDIAGNOSTICS article in ENGINE PERFORMANCE.
3. Attempt to establish communication with the TCM. Does the scan tool communicate with the TCM? If
so, go to next step. If not, diagnose scan tool concern. See appropriate BODY CONTROL MODULES
article in ACCESSORIES & EQUIPMENT.
NOTE:
Diagnostic Trouble Codes (DTC), engine performance, and transmission

default actions can greatly affect the transmission performance. Ensure
that these items are not the cause of a transmission concern.
4. Use the scan tool CAPTURE INFO function to save or capture (store information) any DTC information.
Are there any DTCs present? If so, see DIAGNOSTIC TROUBLE CODE DEFINITIONS . If not, see
SYMPTOM DIAGNOSIS under TROUBLE SHOOTING.
Diagnostic Aids
NOTE:
DO NOT clear the DTC unless directed by a diagnostic procedure. Clearing the
DTCs will erase all freeze frame and failure records stored in PCM memory.
NOTE:
Poor engine performance can sometimes be diagnosed as a transmission
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driveability condition. To avoid mis-diagnosis of the automatic transmission,

always perform powertrain diagnostic system check. See appropriate SELFDIAGNOSTICS article in ENGINE PERFORMANCE.
z
z
z
Use a scan tool that is known to function correctly. If necessary, test the scan tool on another vehicle.
Ensure the scan tool contains the most current file available.
The scan tool will display a loss of communication error message under the following conditions:
TCM power is interrupted.
The ignition is turned off.
The battery voltage level is very low.
A poor connection at the Diagnostic Link Connector (DLC).
DIAGNOSTIC TROUBLE CODE DEFINITIONS

NOTE:
Only transmission-related DTCs are listed. For engine-related DTC definitions,

see appropriate SELF-DIAGNOSTICS article in ENGINE PERFORMANCE. These
DTCs pertain to engine performance and must be repaired first, as engine
performance and related component signals will affect transaxle operation and
diagnosis.
DIAGNOSTIC TROUBLE CODE DEFINITIONS (1)

DTC (2)
P0218
P0500
P0561
P0562
P0563
P0700
P0701
P0703
P0708
P0711
P0712
P0713
P0716
P0717
P0721
P0722
P0726
P0727
P0731
Description
Transmission Fluid Over Temperature
Vehicle Speed Sensor Circuit
Unrealistic Variations In Vehicle System Voltage
System Voltage Low
System Voltage High
MIL Illumination Requested
Transmission Control System Performance
Brake Switch Circuit
Transmission Range Sensor Circuit High Input
Transmission Fluid Temperature Sensor Circuit - Performance
Transmission Fluid Temperature Sensor Circuit - Low Input (High Temperature)
Transmission Fluid Temperature Sensor Circuit - High Input (Low Temperature)
Turbine Speed Sensor Circuit - Performance
Turbine Speed Sensor Circuit - No Signal
Output Speed Sensor Circuit - Performance
Output Speed Sensor Circuit - No Signal
Engine Speed Sensor Circuit - Performance
Engine Speed Sensor Circuit - No Signal
Incorrect 1st Gear Ratio
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P0732
P0733
P0734
P0735
P0736
P0741
P0742
P0743
P0746
P0747
P0748
P0763
P0768
P0773
P0776
P0777
P0778
P0836
P0840
P0841
P0842
P0843
P0845
P0846
P0847
P0848
P0870
P0871
P0872
P0873
P0875
P0876
P0880
P1571
P1688
P1779
U2105
(1) Some DTCs are model specific.
(2)
Incorrect 2nd Gear Ratio

Incorrect 3rd Gear Ratio
Incorrect 4th Gear Ratio
Incorrect 5th Gear Ratio
Incorrect Reverse Ratio
Torque Converter Clutch System Stuck Off
Torque Converter Clutch System Stuck On
Torque Converter Clutch - Electrical
Solenoid "A" Controlled Clutch Stuck Off
Solenoid "A" Controlled Clutch Stuck On
Pressure Control Solenoid "A" Electrical
Shift Solenoid "C" Electrical
Shift Solenoid "D" Electrical
Shift Solenoid "E" Electrical
Solenoid "B" Controlled Clutch Stuck Off
Solenoid "B" Controlled Clutch Stuck On
Pressure Control Solenoid "B" Electrical
4-Wheel Drive Low Switch Circuit Malfunction
Pressure Switch Solenoid "C" Circuit Malfunction
Pressure Switch Solenoid "C" Circuit Stuck Open
Pressure Switch Solenoid "C" Circuit Stuck Closed
Pressure Switch Solenoid "C" Circuit High
Pressure Switch Solenoid "D" Circuit Malfunction
Pressure Switch Solenoid "D" Circuit Stuck Open
Pressure Switch Solenoid "D" Circuit Stuck Closed
Pressure Switch Solenoid "D" Circuit High
Pressure Switch "E" Circuit Malfunction
Pressure Switch Solenoid "E" Circuit Stuck Open
Pressure Switch Solenoid "E" Circuit Stuck Closed
Pressure Switch Solenoid "E" Circuit High
Reverse Pressure Switch Circuit Malfunction
Reverse Pressure Switch Circuit Stuck Open
TCM Power Input Signal
TCS PWM Circuit No Frequency
Unmanaged Engine Torque Delivered To TCM
Engine Torque Delivered To TCM
CAN Bus PCM Error
For DTC diagnostic procedures, see DIAGNOSTIC TESTS .
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CLEARING DIAGNOSTIC TROUBLE CODES

Using scan tool, clear DTCs following scan tool manufacturer's instructions. Do not clear DTCs unless
instructed to do so.
SUMMARY
NOTE:
Always clear DTCs once repairs are complete. See CLEARING DIAGNOSTIC
TROUBLE CODES . Road test vehicle and retrieve DTCs to determine if
complaint or DTC is repaired.
If no hard DTCs are present, and driveability symptoms or intermittent DTCs exist, attempt diagnosis by
symptom, or by testing individual components related to system fault. See TROUBLE SHOOTING . If no
problem is found, verify proper electronic control system circuit operation.
DIAGNOSTIC TESTS
DTC P0218: TRANSMISSION FLUID OVER TEMPERATURE
NOTE:
For circuit identification, see CONNECTOR IDENTIFICATION and WIRING

DIAGRAMS .
Circuit Description
The Transmission Fluid Temperature (TFT) sensor is a part of the transmission pressure switch manifold
assembly. The TFT sensor is a thermistor which changes its value based on temperature. The Transmission
Control Module (TCM) supplies a 5-volt reference signal to the TFT sensor. When the transmission fluid is
cold, the sensor resistance is high and the TCM detects a high signal voltage. As transmission fluid temperature
increases, the resistance becomes less, and the signal voltage decreases.
This is a type "C" DTC.
Conditions For Running The DTC
DTC will run under the following condition:

z
z
The components are powered, and ignition voltage is greater than 9 volts and less than 18 volts.
Engine speed is greater than 200 RPM and less than 7500 RPM for 5 seconds.
Conditions For Setting The DTC
DTC will set under the following condition:

z
DTC sets when the TCM detects a transmission fluid temperature greater than 259F (126C) for 10
seconds.
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Action Taken When The DTC Sets
TCM performs the following actions if DTC is set:

z
z
z
DTC is stored in the TCM history.

The TCM freezes shift adapts.
The TCM inhibits TCC engagement.
Conditions For Clearing The DTC
DTC will clear under the following conditions:

z
z
A scan tool can clear the DTC from the TCM history.
The TCM automatically clears the DTC from the TCM history if the vehicle completes 40 warm-up
cycles without failure.
Test Description
4 - This step tests for ignition voltage.
5 - This step tests for unrealistic changes in transmission fluid temperature.
6 - This step tests the internal wiring harness.
7 - This step checks the wiring harness for opens or shorts.
9 - This step tests the resistance of the TFT sensor.
1. Did you perform the diagnostic system check? If so, go to next step. If not, see DIAGNOSTIC
SYSTEM CHECK under SELF-DIAGNOSTIC SYSTEM.
2. Inspect the engine cooling system for air flow restrictions, air flow blockage or debris. Inspect the
transmission cooling system for air flow restrictions, air flow blockage, damaged cooler lines or hoses,
and low transmission fluid cooler flow. Did you perform the inspection and correct the conditions if
necessary? If so, go to next step. If not, see SERVICING - "C" & "K" SERIES (ALLISON) article.
3. Check the transmission fluid level. Is the transmission fluid level correct? If so, go to next step. If not, see
SERVICING - "C" & "K" SERIES (ALLISON) article.
4. Install the scan tool. Turn ignition on, engine off. Record DTC and failure records. Start the engine.
Using the scan tool, check ignition voltage. Is the voltage 9-18 volts? If so, go to next step. If not, see
DTC P0562: SYSTEM VOLTAGE LOW or DTC P0563: SYSTEM VOLTAGE HIGH .
5. Turn the ignition on, engine off. Using scan tool, monitor transmission fluid temperature. Start the engine
and drive the vehicle under normal operating conditions or in the specific operating mode when the
overtemperature condition occurred if known. Do the transmission fluid temperature readings appear
inconsistent or exceed 250F (121C)? If so, go to next step. If not, see DIAGNOSTIC AIDS .
6. Disconnect transmission in-line 20-way connector. Using a DVOM, measure the resistance of the TFT
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7.
8.
9.
10.
11.
12.
sensor between transmission in-line 20-way connector terminals "G" and "H". Is the resistance within the
specified range? See COMPONENT RESISTANCE under ELECTRONIC COMPONENT
SPECIFICATIONS. If so, go to next step. If not, go to step 9 .
Reconnect the transmission in-line 20-way connector. Disconnect the TCM C2 connector. Measure the
resistance between TCM connector C2 terminals No. 10 and 20. Is the resistance within the specified
range? See COMPONENT RESISTANCE under ELECTRONIC COMPONENT SPECIFICATIONS.
If so, go to step 12 . If not, go to next step.
Inspect and repair the transmission wiring harness assembly. Is the repair complete? If so, go to step 13 .
Remove the pressure switch manifold. See PRESSURE SWITCH MANIFOLD under REMOVAL &
INSTALLATION. Measure the resistance between pressure manifold switch terminals "E" and "F". Is the
resistance within the specified range? See COMPONENT RESISTANCE under ELECTRONIC
COMPONENT SPECIFICATIONS. If so, go to next step. If not, go to step 11 .
Replace the internal wiring harness. See TRANSMISSION INTERNAL WIRING HARNESS under
REMOVAL & INSTALLATION. Is the replacement complete? If so, go to step 13 .
Replace the pressure switch manifold. See PRESSURE SWITCH MANIFOLD under REMOVAL &
INSTALLATION. Is the replacement complete? If so, go to step 13 .
Replace the TCM. See TRANSMISSION CONTROL MODULE under REMOVAL &
INSTALLATION. Is the replacement complete? If so, go to next step.
CAUTION: In most cases, the TCM is not at fault. Investigate thoroughly before
replacing the TCM.
13. Perform the following procedure to verify the repair:

z Clear the DTC.
z Using the scan tool, monitor the transmission fluid temperature.
z Drive the vehicle under normal operating conditions or in the specific operating mode where the
overtemperature condition occurred if known.
Did the DTC return? If so, go to step 1 . If not, system is okay.
Diagnostic Aids
Inspect the wiring for poor electrical connections at the TCM. Look for a bent, backed-out or damaged terminal,
poor terminal tension, a chafed wire or a broken wire inside the insulation. When diagnosing for an intermittent
short or open, massage the wiring harness while watching the test equipment for a change. Drive the vehicle if
necessary to experience a fault.
DTC P0500: VEHICLE SPEED SENSOR CIRCUIT
NOTE:

DIAGRAMS .
Circuit Description
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The Vehicle Speed Sensor (VSS) monitors the rotation speed of the transmission output shaft. The VSS
assembly is a permanent magnet generator. It produces an AC voltage as the rotor teeth on the output shaft of
the transmission (2WD) or transfer case (4WD) pass through the sensor's magnetic field. The AC voltage
frequency and amplitude increase as the vehicle speed increases. The TCM will send a controlled duty cycle
voltage to the PCM that operates in a range of -4.5 volts or 5.0 volts. The PCM converts this signal into vehicle
speed. As vehicle speed increases, the frequency of the duty cycle will increase.
This is a type "B" DTC.

z
Engine running.

z
If the PCM detects a difference in vehicle speed with the VSS of more than 5 MPH, then DTC P0500 is
set.
PCM performs the following actions if DTC is set:

z
z
z
The PCM illuminates the MIL on the second consecutive drive trip that the diagnostic runs.
The PCM disables cruise control.
The PCM records the operating conditions when the conditions for setting the DTC are met. The PCM
stores this information as freeze frame and failure records.
The PCM stores DTC P0500 in PCM history.

z
z
z
The PCM turns off the MIL during the third consecutive trip in which the diagnostic test runs and passes.
A scan tool can clear the DTC.
The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without an
emission-related diagnostic fault occurring.
The PCM cancels the DTC default actions when the ignition is off long enough to power down the PCM.
Test Description
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4 - This step tests the TCM and circuit 400 for voltage at the PCM connector.
5 - This step tests for continuity and a short to ground in the wiring system between the TCM and PCM.
2. Install a scan tool. Turn ignition on, engine off. Record the DTC freeze frame and failure records. Clear
the DTC. Is there a DTC P0721 or P0722 present? If so, see DTC P0721: OUTPUT SPEED SENSOR
CIRCUIT - PERFORMANCE or DTC P0722: OUTPUT SPEED SENSOR CIRCUIT - NO
SIGNAL . If not, go to next step.
3. Raise and support the vehicle. Start and idle the engine. Turn off the traction control system, if equipped.
Select and monitor VSS on the scan tool. Place the gearshift lever in Drive position. With the drive
wheels rotating, slowly increase the engine speed. Does vehicle speed on the scan tool increase with
wheel speed? If so, see DIAGNOSTIC AIDS . If not, go to next step.
4. Turn engine off. Disconnect connector C2 at the PCM. Turn ignition on. Using a DVOM and Terminal
Test Kit (J-35616-A), test the signal circuit (400) for voltage between PCM connector C2 terminal No. 21
and ground. Is the circuit voltage 4-5 volts? If so, go to step 7 . If not, go to next step.
5. Turn ignition off. Test the signal circuit (400) between the TCM and PCM for an open or a short to
ground. Did you find and correct a condition? If so, go to step 8 . If not, go to next step.
6. Replace the TCM. See TRANSMISSION CONTROL MODULE under REMOVAL &
INSTALLATION. Did you complete the replacement? If so, go to step 8 .
7. Replace the PCM. See POWERTRAIN CONTROL MODULE under REMOVAL &
INSTALLATION. Did you complete the replacement? If so, go to next step.
z Select the DTC.
z Select CLEAR INFO.
z Operate the vehicle within the conditions for running the DTC.
z Select TRANSMISSION SPECIFIC DTC.
z Enter DTC P0500.
Has the test run and passed? If so, system is okay. If not, go to step 1 .
Diagnostic Aids
Inspect wiring for poor connections. Check for bent, backed out or damaged terminals, or poor terminal tension.
Check for chafed wire or broken wire inside insulation. When diagnosing intermittent condition, wiggle wiring
harness while watching scan tool for change in value.
DTC P0561: UNREALISTIC VARIATIONS IN VEHICLE SYSTEM VOLTAGE
NOTE:

DIAGRAMS .
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Circuit Description
The Transmission Control Module (TCM) requires ignition voltage to operate. Ignition voltage is provided by
pins No. 102 and 104 of the ignition switch.

z
z
The test becomes enabled when the engine has been running above 400 RPM for at least 0.5 second.
The components are powered, and ignition voltage is greater than 9.0 volts and less than 18 volts.

z
This test detects unrealistic variations in ignition voltage over the entire range of voltage. DTC will set
when voltage drops below 6.5 volts at either Force Motor (TCM Driver) or ignition input for 1.5 seconds,
or when the voltage variation limit of 4.0 volts or over is detected at either the Force Motor (TCM Driver)
or ignition input.
When DTC is active, the following conditions will occur:

z
z
Transmission will fail to Neutral.


z
z
Test Description
2 - This step uses a substitute TCM to identify whether the original TCM was causing a voltage spike.
3 - This step is done to identify the source of excessive voltage variation.
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2. This DTC indicates an unacceptable variation in ignition voltage or TCM driver voltage. If available,
replace the TCM with a known-good substitute TCM. Clear the DTC and drive the vehicle. Did the DTC
return? If so, go to next step. If not, go to step 4 .
3. Find and repair the source of the voltage variation. Is the repair complete? If so, go to step 5 .
replacing the TCM.
5. Drive the vehicle to verify repair. Did the DTC return? If so, go to step 1 . If not, system is okay.
Diagnostic Aids
DTC P0562: SYSTEM VOLTAGE LOW
NOTE:

DIAGRAMS .
Circuit Description
The Transmission Control Module (TCM) requires ignition voltage to operate correctly. The voltage signal
should be direct from the ignition switch to avoid any interference.

z
z
The engine speed is greater than 400 RPM for one second.

z
DTC sets when the TCM detects a voltage less than 8 volts for 5 seconds.
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z
z
z
z
z
While diagnostic response is active, if the gearshift lever is moved to a forward gear range, the
transmission will shift to Neutral, 3rd, or 5th gear; if the gearshift lever is moved to Neutral, transmission
will shift to Neutral; and if the gearshift lever is moved to Reverse, transmission will shift to Neutral or
Reverse (fail to range/hydraulic defaults).
DTC will be stored in the TCM history.
Illuminates MIL when active.

z
z
Test Description
2 - This step tests for battery voltage.
4 - This step tests the status of the charging system.
6 - This step tests charging system voltage.
7 - This step tests voltage available at the TCM.
2. Install the scan tool. Turn ignition on, engine off. Record the DTC failure records. Using a DVOM,
measure and record the voltage across the battery terminals. Is the voltage greater than 10.5 volts? If so,
go to step 4 . If not, go to next step.
3. Replace the battery or resolve the battery condition. Is the condition resolved or replacement complete? If
so, go to step 10 .
4. Start the engine and warm to normal operating temperature. Is the alternator lamp on? If so, go to next
step. If not, go to step 6 .
5. Repair the charging system. See appropriate GENERATORS & REGULATORS article in STARTING &
CHARGING SYSTEMS. Is the repair complete? If so, go to step 10 .
6. Increase the engine speed to 1000-1500 RPM. Observe the system voltage on the scan tool. Is the voltage
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13-15 volts? If so, go to next step. If not, go to step 5 .

7. Turn ignition off. Disconnect TCM C1 connector. Additional DTCs may set. Turn ignition on, engine off.
Install Breakout Box (J-39700) and Breakout Box Adapter (J-43799). Using a DVOM, measure the
voltage between TCM connector C1 terminals No. 2 and 1, 3 and 1, and 4 and 1. Then measure voltage at
TCM connector C1 terminals No. 2 and 5, 3 and 5, and 4 and 5. Compare the battery voltage to the wire
voltage. Is the voltage difference greater than 0.5 volt? If so, go to next step. If not, go to step 9 .
8. Inspect the transmission wiring harness assembly. Repair as necessary. Is the repair complete? If so, go to
step 10 .
replacing the TCM.
z Clear the DTC.
z Start the engine and warm to normal operating temperature.
z The system voltage should be 10-16 volts.
Diagnostic Aids
DTC P0563: SYSTEM VOLTAGE HIGH
NOTE:

DIAGRAMS .
Circuit Description
The Transmission Control Module (TCM) requires ignition voltage to operate correctly. The voltage signal
should be direct from the ignition switch to avoid any interference.

z
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The engine speed is greater than 450 RPM for one second.

z
DTC sets when the TCM detects a voltage greater than 16 volts for 6 seconds.

z
z
z
z
z
While diagnostic response is active, if the gearshift lever is moved to a forward gear range, transmission
will shift to Neutral, 3rd, or 5th gear; if the gearshift lever is moved to Neutral, transmission will shift to
Neutral; and if the gearshift lever is moved to Reverse, transmission will shift to Neutral or Reverse (fail
to range/hydraulic defaults).

z
z
Test Description
2 - This step tests battery voltage.
4 - This step tests the status of the charging system.
6 - This step tests charging system voltage.
7 - This step tests voltage available at the TCM.
2. Install the scan tool. Turn ignition on, engine off. Record the DTC failure records. If other DTCs are
present, refer to the applicable diagnostic test before continuing. Using a DVOM, measure and record the
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3.
4.
5.
6.
7.
8.
9.
voltage across the battery terminals. Is the voltage 10.5-14 volts? If so, go to step 4 . If not, go to next
step.
Replace the battery or resolve the battery condition. Is the replacement complete or condition resolved? If
so, go to step 10 .
Start the engine and warm to normal operating temperature. Is the alternator lamp on? If so, go to next
Repair the charging system. See appropriate GENERATORS & REGULATORS article in STARTING &
CHARGING SYSTEMS. Is the repair complete? If so, go to step 10 .
Increase the engine speed to 1000-1500 RPM. Observe the system voltage on the scan tool. Is the voltage
13-15 volts? If so, go to next step. If not, go to step 5 .
Turn ignition off. Disconnect the TCM connector C1 from the TCM (additional DTCs may set). Turn
ignition on, engine off. Install a Breakout Box (J-39700) and Breakout Box Adapter (J-43799). Using a
DVOM, measure the voltage between TCM connector C1 terminals No. 2 and 1, 3 and 1, and 4 and 1.
Then measure voltage between connector C1 terminals No. 2 and 5, 3 and 5, and 4 and 5. Compare the
battery voltage (recorded in step 2 to the wire voltage. Is the voltage difference greater than 0.5 volt? If
so, go to next step. If not, go to step 9 .
Inspect the wiring for the source of the high resistance condition. Manipulate the harness to check for
intermittent short or open. Repair or replace the faulty wiring. Is the repair complete? If so, go to step 10 .
replacing the TCM.

z Clear the DTC.
z The system voltage, as indicated by the scan tool, should be 10-16 volts.
z Check for the DTC.
Diagnostic Aids
DTC P0700: MIL ILLUMINATION REQUESTED
NOTE:
To locate components, see COMPONENT LOCATIONS in appropriate SELFDIAGNOSTICS article in ENGINE PERFORMANCE. For circuit reference, see
appropriate WIRING DIAGRAMS article. For connector terminal identification,
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see CONNECTOR IDENTIFICATION in appropriate SELF-DIAGNOSTICS article in

ENGINE PERFORMANCE.
Description
The Malfunction Indicator Lamp (MIL) request circuit signals the Powertrain Control Module (PCM) that the
transmission control module (TCM) is requesting MIL illumination.
Conditions For Running DTC
The engine is running.

Conditions For Setting DTC
The TCM is requesting MIL illumination, or that the MIL request circuit is shorted to ground.
Action Taken When DTC Sets
z
The control module illuminates the Malfunction Indicator Lamp (MIL) when the diagnostic runs and
fails.
The control module records the operating conditions at the time the diagnostic fails. The control module
stores this information in the Freeze Frame/Failure Records.
Conditions For Clearing MIL/DTC

z
z
z
The control module turns OFF the Malfunction Indicator Lamp (MIL) after 3 consecutive ignition cycles
that the diagnostic runs and does not fail.
A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other
emission related diagnostic.
Clear the MIL and the DTC with a scan tool.
Test Description
The number below refers to the step number in the diagnostic procedures.
2 - If the TCM has DTCs set that are requesting MIL illumination, those DTCs must be diagnosed first.
Diagnostic Procedures
1. Did you perform the Diagnostic System Check-Engine Controls? If yes, go to next step. If no, go to
DIAGNOSTIC SYSTEM CHECK in appropriate SELF-DIAGNOSTICS article in ENGINE
PERFORMANCE.
2. Connect a scan tool. Are there any transmission DTCs set? If yes, go to next step. If no, go to step 5 .
3. Diagnose and repair any transmission DTCs. After repairs, go to next step.
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4. Observe the Freeze Frame/Failure Records data for this DTC. Turn OFF the ignition for 30 seconds. Start
the engine. Operate the vehicle within the Conditions for Running in the DTC or as close to the Freeze
Frame/Failure Records data that you observed. Does the DTC fail this ignition cycle? If yes, go to next
step. If no, go to INTERMITTENTS in appropriate FAULT ISOLATION article in ENGINE
PERFORMANCE.
5. Disconnect the TCM. Connect a Digital Multimeter (DMM) from the MIL request circuit in the TCM
harness connector to a good ground. Turn ON the ignition, with the engine OFF. Does the voltage
measure near battery voltage? If yes, go to step 7 . If no, go to next step.
6. Test the MIL request circuit for a short to ground. Did you find and correct the condition? If yes, go to
step 9 . If no, go to step 8 .
7. Replace the TCM. After repairs, go to step 9 .
8. Replace the PCM. See POWERTRAIN CONTROL MODULE under REMOVAL &
INSTALLATION. Reprogram PCM. See PROGRAMMING in appropriate SELF-DIAGNOSTICS
article in ENGINE PERFORMANCE. After repairs, go to next step.
9. Clear the DTCs with a scan tool. Turn OFF the ignition for 30 seconds. Start the engine. Operate the
vehicle within the Conditions for Running DTC. Does the DTC run and pass? If yes, go to next step. If
no, go to step 2 .
10. Observe the stored information, Capture Info with a scan tool. Does the scan tool display any DTCs that
you have not diagnosed? If yes, see DIAGNOSTIC TROUBLE CODE DEFINITIONS in appropriate
SELF-DIAGNOSTICS article in ENGINE PERFORMANCE. If no, system is okay.
DTC P0701: TRANSMISSION CONTROL SYSTEM PERFORMANCE
NOTE:

DIAGRAMS .
Circuit Description
The Transmission Control Module (TCM) monitors the status of the pressure switches at start-up to detect the
presence of hydraulic pressure.

z
The components are powered, and ignition voltage is greater than 9 volts and less than 18 volts. Engine
speed is greater than 200 RPM and less than 7500 RPM for 5 seconds.
DTC will set under the following conditions:

z
Transmission fluid temperature is above -13F (-25C).
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z
z
z
All pressure switches do not indicate pressure (at start-up).

Engine speed is above 500 RPM for 6 seconds or 400 RPM for 15 seconds.
Forward or Reverse gear is selected.

z
z
DTC will be stored in TCM history.

TCM inhibits TCC engagement.

z
z
Test Description
The number listed below refers to step number in the diagnostic procedure:
5 - This step tests for line pressure.
2. Install the scan tool. Turn ignition on, engine off. Record the DTC failure records. Check the transmission
fluid level. See SERVICING - "C" & "K" SERIES (ALLISON) article. Is the transmission fluid level
correct? If so, go to next step. If not, go to step 4 .
3. This DTC can be set after performing fluid service and filter change, after replacement of the pressure
switch manifold, or after a long period of storage. Have any of these conditions occurred? If so, go to step
7 . If not, go to step 5 .
4. Add fluid to the proper level. Is the fluid at the appropriate level? If so, go to next step.
5. Check the transmission line pressure. See HYDRAULIC PRESSURE TESTS under PERFORMANCE
TESTS. Is the line pressure correct? If so, go to step 7 . If not, go to next step.
6. No main line pressure at idle may be an indication of the following:
z Stuck or sticking lube regulator valve.
z Stuck or sticking line pressure regulator valve.
z Loose or damaged suction filter.
z Defective suction filter seal.
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Was the reason for no line pressure condition found and repaired? If so, go to next step. If not, see
SYMPTOM DIAGNOSIS under TROUBLE SHOOTING.
z Clear the DTC.
z Operate the vehicle under normal driving conditions.
Diagnostic Aids
DTC may set if a forward or reverse gear range is selected immediately after the engine is started and before the
TCM detects pressure at the switches (2 to 6 seconds after engine start).
A plugged control main filter may cause this DTC to set. The control main filter is to be changed after the first
5000 miles. Failure to change the filter at this interval may cause this DTC and other pressure switch DTCs to
set.
DTC P0703: BRAKE SWITCH CIRCUIT
NOTE:

DIAGRAMS .
Circuit Description
A mechanical switch attached to the brake pedal sends a signal to the Transmission Control Module (TCM)
indicating the service brake has been applied. This signal is either ignition voltage or a ground signal depending
on the calibration installed in the TCM.

z
The components are powered, and ignition voltage is greater than 9 volts and less than 18 volts for a 12
volt TCM.

z
DTC sets when the vehicle accelerates 10 times with the brake switch on, or decelerates 10 times with the
brake switch off.

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z
z
Uses default assumption that brake is off.


z
z
Test Description
3 - This step tests brake switch status.
4 - This step tests for voltage at the TCM connector C1.
5 - This step tests for voltage after the stoplamp switch.
6 - This step tests for voltage before the stoplamp switch.
2. This DTC indicates that the TCM did not see the proper input signal for service brake status during an
acceleration or deceleration cycle. This may indicate an open or short in the TCC brake switch/cruise
control release circuit or a faulty stoplamp switch. Go to next step.
3. Install the scan tool. Turn ignition on, engine off. Record the DTC failure record data. Apply and release
the service brake. Does the scan tool indicate that the brake switch is toggling off and on? If so, see
DIAGNOSTIC AIDS . If not, go to next step.
4. Using DVOM, backprobe TCM connector C1 terminals No. 5 and 7. Apply and release the service brake.
There should be no voltage reading at terminal No. 7 when the brake is applied. With the brake released,
there should be 12 volts. Was voltage reading okay? If so, go to step 9 . If not, go to next step.
5. Using DVOM, probe stoplamp switch terminal "C" at the switch. Supply a ground connection at the other
lead. Apply and release the service brake. Is the switch turning voltage on and off? If so, go to step 7 . If
not, go to next step.
6. Measure voltage at stoplamp switch terminal "D". Is voltage available? If so, go to step 8 . If not, see
appropriate ANTI-LOCK article in BRAKES.
7. Repair the TCC brake switch/cruise control wiring harness. Is the repair complete? If so, go to step 10 .
8. Replace the stoplamp switch. See STOPLAMP SWITCH under REMOVAL & INSTALLATION. Is
the repair or replacement complete? If so, go to step 10 .
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replacing the TCM.
z Clear the DTC.
Diagnostic Aids
DTC P0708: TRANSMISSION RANGE SENSOR CIRCUIT HIGH INPUT
NOTE:

DIAGRAMS .
Circuit Description
The Park/Neutral Position (PNP) switch mounts directly onto the transmission housing from the outside, and
detects the angular position of the selector shaft. This position is communicated to the Transmission Control
Module (TCM) so that certain vehicle control functions can be coordinated with the position of the shift
controls. The PNP switch has redundant circuitry to alert the TCM in the event of a single wire or switch
failure.
The Neutral signal output of the PNP switch is typically used as confirmation that the transmission is in Neutral
before the engine starter is engaged. The PNP switch is interfaced to the starter circuit with weatherproof
electrical connectors. The Reverse signal provision may be used to activate vehicle back-up lights and/or
Reverse warning devices.
This is a type "A" DTC.
DTC will run under the following conditions:

z
z

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DTC sets when the TCM detects an invalid condition and parity errors occurring over consecutive
ignition cycles.

z
z
z
z
z
z
While diagnostic response is active, one of the following conditions can occur: If the gearshift lever is
moved to Neutral, then the transmission will shift to Neutral. If the gearshift lever is moved to Reverse,
then the transmission will shift to Reverse. If the gearshift lever is moved to a forward gear range, then
the transmission will shift to 3rd or 5th gear unless the transmission is compromised by overspeeding or
direction change (then the transmission will shift to Neutral).
Illuminates the MIL when active.
Due to this failure and associated response, DTC P0722 and DTC P0845 also set.

z
z
Test Description
3 - This step tests PNP switch status.
4 - This step tests TCM input response.
5 - This step tests the wiring harness for open or short.
2. Check the PNP switch and shift linkage for proper adjustment. See SERVICING - "C" & "K" SERIES
(ALLISON) article. Is the PNP switch and shift linkage properly adjusted? If so, go to next step. If not,
adjust as necessary and retest.
3. Install the scan tool. Turn ignition on, engine off. Record the DTC failure records. Using the scan tool,
monitor PRNDL "A", "B", "C", "P" status while moving the gearshift lever through each position. Does
each switch toggle on and off in the correct sequence and does the gear range displayed on the scan tool
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4.
5.
6.
7.
8.
match the actual gear range for the selector position chosen? If so, see DIAGNOSTIC AIDS . If not, go
to next step.
Turn ignition off. Disconnect the TCM connector C2. Install Breakout Box (J-39700) and Breakout Box
Adapter (J-43799). Turn ignition on. In sequence, connect TCM connector C2 terminal No. 20 to
terminals No. 5, 6, 7, and 8. Using the scan tool , monitor PRNDL "A", "B", "C", "P" status. Does each
switch toggle on and off in the correct sequence as each terminal is grounded? If so, go to next step. If
not, go to step 8 .
Turn ignition off. Reconnect the C2 connector to the TCM. Disconnect the 4-way connector at the PNP
switch. Turn ignition on. Using the scan tool, monitor PRNDL "A", "B", "C", "P" status. In sequence,
connect 4-way PNP connector terminals 4A, 4B, 4C, and 4D to 7-way PNP connector terminal 7D. Does
the scan tool indicate the status as ON? If so, go to next step. If not, go to step 7 .
Replace the PNP switch. See PARK/NEUTRAL POSITION SWITCH under REMOVAL &
Inspect and repair the transmission wiring harness assembly. Replace the wiring harness if necessary. Is
the repair complete? If so, go to step 9 .
replacing the TCM.

z Clear the DTC.
z Using the scan tool, monitor PRNDL "A", "B", "C", "P" status while moving the gearshift lever
through each position.
Does each switch toggle on and off in the correct sequence as the gearshift lever is moved? If so, system
is okay. If not, go to step 1 .
Diagnostic Aids
DTC P0711: TRANSMISSION FLUID TEMPERATURE SENSOR CIRCUIT - PERFORMANCE
NOTE:

DIAGRAMS .
Circuit Description
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z
z
z
z
z
Engine has been running for 2 seconds.
Engine speed is above 450 RPM and output speed is above 100 RPM.
The transmission fluid temperature is -31F (-35C) to 300F (149C).

z
z
z
TCM detects that temperature change is under a set limit when compared to samples taken of the
minimum and maximum temperature values.
TCM detects noise in the temperature signal received.
TCM detects a temperature decrease greater then a set limit from start-up.

z
z
z

The TCM uses a transmission fluid temperature default value.

z
z
Test Description
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4 - This step tests 5-volt reference voltage.

5 - This step tests for an erratic temperature signal.
6 - This step tests the internal wiring harness for opens or shorts.
7 - This step tests the external wiring harness for opens or shorts.
2. Inspect the engine cooling system for air flow restrictions, blockage or debris. Inspect the transmission
cooling system for air flow restrictions, blockage or debris. Check for damaged cooler lines or hoses, or
low transmission fluid cooler flow. See SERVICING - "C" & "K" SERIES (ALLISON) article. Did
you perform the inspection and correct the conditions if necessary? If so, go to next step.
3. Check the transmission fluid level. See SERVICING - "C" & "K" SERIES (ALLISON) article. Is the
transmission fluid level correct? If so, go to next step.
4. Turn ignition off. Install Breakout Box (J-39700) and Breakout Box Adapter (J-43799) at TCM C2
connector. Turn ignition on, engine off. Using DVOM, check the voltage between TCM connector C2
terminals No. 10 and 20. Is the voltage 4.75-5.25 volts? If so, go to next step. If not, go to step 12 .
NOTE:
DTC P0711 usually indicates an intermittent open or short at the

thermistor or wiring.
5. Install the scan tool. Turn ignition on, engine off. Record the DTC failure records. Clear the DTC. Select
TFT on the scan tool. Record the starting temperature and drive the vehicle. Monitor the sump
temperature as it increases. Watch for the following: Does transmission fluid temperature change less
than 2.7F (1.5C) in 100 seconds? Does transmission fluid temperature change more than 2.7F (1.5C)
in one second? Did either of these conditions occur? If so, go to next step. If not, see DIAGNOSTIC
AIDS .
NOTE:
If breakout box and breakout box adapter are available, use to perform this
operation.
6. Disconnect transmission in-line 20-way connector. Measure the resistance of the TFT sensor between
transmission in-line 20-way connector terminals "G" and "H". See COMPONENT RESISTANCE
under ELECTRONIC COMPONENT SPECIFICATIONS. Is the resistance correct for the sump fluid
temperature observed? If so, go to next step. If not, go to step 9 .
7. Reconnect the transmission in-line 20-way connector. Disconnect the C2 connector at the TCM. Measure
the resistance between TCM connector C2 terminals No. 10 and 20. See COMPONENT RESISTANCE
under ELECTRONIC COMPONENT SPECIFICATIONS. Is the resistance correct for the transmission
fluid temperature observed? If so, see DIAGNOSTIC AIDS . If not, go to next step.
8. Repair the vehicle wiring harness. Is the repair complete? If so, go to step 13 .
9. Remove the oil pan. See SERVICING - "C" & "K" SERIES (ALLISON) article. Disconnect the
wiring harness from the pressure switch manifold. Measure the resistance between pressure switch
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manifold terminals "E" and "F". See COMPONENT RESISTANCE under ELECTRONIC
COMPONENT SPECIFICATIONS. Is the resistance correct for the transmission fluid temperature
observed? If so, go to next step. If not, go to step 11 .
10. Replace the internal wiring harness. See TRANSMISSION INTERNAL WIRING HARNESS under
11. Replace the pressure switch manifold. See PRESSURE SWITCH MANIFOLD under REMOVAL &
replacing the TCM.
z Clear the DTC.
z Drive the vehicle under normal operating conditions.
Look for significant changes in transmission fluid temperature. Did the DTC return? If so, go to step 1 . If
not, system is okay.
Diagnostic Aids
DTC P0712: TRANSMISSION FLUID TEMPERATURE SENSOR CIRCUIT - LOW INPUT (HIGH
TEMPERATURE)
NOTE:

DIAGRAMS .
Circuit Description
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z
z
z
Transmission fluid temperature is greater than 302F (150C).

z
DTC sets when the TCM detects less than 313 millivolts across the sensor contacts or a temperature
greater than 302F (150C) for 2 seconds.

z
z
z


z
z
Test Description
6 - This step tests the TFT sensor and internal wiring harness.
7 - This step tests the wiring harness for opens or shorts.
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3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
cooling system for air flow restrictions, blockage or debris. Inspect for damaged cooler lines or hoses.
Inspect for low transmission fluid cooler flow. See SERVICING - "C" & "K" SERIES (ALLISON)
article. Did you perform the inspection and correct the conditions if necessary? If so, go to next step.
Check the transmission fluid level. See SERVICING - "C" & "K" SERIES (ALLISON) article. Is the
Turn ignition off. Install Breakout Box (J-39700) and Breakout Box Adapter (J-43799) at TCM connector
C2. Turn ignition on, engine off. Use DVOM to check the voltage between TCM connector C2 terminals
No. 10 and 20. Is the voltage 4.75-5.25 volts? If so, go to next step. If not, go to step 12 .
Install the scan tool. Turn ignition on, engine off. Record the DTC failure records. Clear the DTC. Select
TFT on the scan tool. Drive the vehicle, watch for unrealistic transmission fluid temperature reading. Is
the transmission fluid temperature reading at or above 302F (150C)? If so, go to next step. If not, see
DIAGNOSTIC AIDS .
Disconnect transmission in-line 20-way connector. Measure the resistance of the TFT sensor between
under ELECTRONIC COMPONENT SPECIFICATIONS. Is the resistance within the specified range? If
Reconnect the transmission in-line 20-way connector. Disconnect the C2 connector at the TCM. Measure
the resistance between TCM connector C2 terminals No. 10 and 20. See COMPONENT RESISTANCE
so, see DIAGNOSTIC AIDS . If not, go to next step.
Repair the vehicle wiring harness. Is the repair complete? If so, go to step 13 .
Remove the oil pan. See SERVICING - "C" & "K" SERIES (ALLISON) article. Disconnect the
internal wiring harness from the pressure switch manifold. Measure the resistance between pressure
switch manifold terminals "E" and "F". See COMPONENT RESISTANCE under ELECTRONIC
COMPONENT SPECIFICATIONS. Is the resistance within the specified range? If so, go to next step. If
not, go to step 11 .
replacing the TCM.

z Clear the DTC.
z Look for significant changes in transmission fluid temperature.
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Diagnostic Aids
A short to ground on wire 210 may allow a DTC P0712 to set. A default value of 320F (160C) transmission
fluid temperature on the scan tool would be a good indication this has occurred.
DTC P0713: TRANSMISSION FLUID TEMPERATURE SENSOR CIRCUIT - HIGH INPUT (LOW
TEMPERATURE)
NOTE:

DIAGRAMS .
Circuit Description

z
z

z
DTC P0713 sets when the TCM detects a voltage greater than 4.84 volts across the transmission fluid
temperature sensor terminals or a temperature less than -32.8F (-36C) for 2 seconds.

z
z
z

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z
z
Test Description
6 - This step tests the TFT sensor and internal wiring harness.
cooling system for air flow restrictions, blockage or debris. Inspect for damaged cooler lines or hoses.
Inspect for low transmission fluid cooler flow. See SERVICING - "C" & "K" SERIES (ALLISON)
article. Did you perform the inspection and correct the conditions if necessary? If so, go to next step.
4. Turn ignition off. Install Breakout Box (J-39700) and Breakout Box Adapter (J-43799) at TCM connector
C2. Turn ignition on, engine off. Use DVOM to check the voltage between TCM connector C2 terminals
No. 10 and 20. Is the voltage 4.75-5.25 volts? If so, go to next step. If not, go to step 12 .
5. Install the scan tool. Turn ignition on, engine off. Record the DTC failure records. Clear the DTC. Select
TFT on the scan tool. Drive the vehicle and watch for an unrealistic transmission fluid temperature
reading. Are there unrealistic transmission fluid temperature readings? If so, go to next step. If not, see
DIAGNOSTIC AIDS .
6. Disconnect transmission in-line 20-way connector. Measure the resistance of the TFT sensor between
7. Reconnect transmission in-line 20-way connector. Disconnect the C2 connector at the TCM. Measure
resistance between TCM connector C2 terminals No. 10 and 20. See COMPONENT RESISTANCE
so, see DIAGNOSTIC AIDS . If not, go to next step.
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internal wiring harness from the pressure switch manifold. Measure the resistance between pressure
switch manifold terminals "E" and "F". See COMPONENT RESISTANCE under ELECTRONIC
COMPONENT SPECIFICATIONS. Is the resistance within the specified range? If so, go to next step. If
not, go to step 11 .
replacing the TCM.
z Clear the DTC.
z Look for significant changes in transmission fluid temperature.
Diagnostic Aids
An open or a short to power on wire 210 may allow a DTC P0713 to set. A default value of -76F (-60C)
transmission fluid temperature on the scan tool would be a good indication this has occurred.
DTC P0716: TURBINE SPEED SENSOR CIRCUIT - PERFORMANCE
NOTE:

DIAGRAMS .
NOTE:
The Vehicle Speed Sensor (VSS) may also be referred to as the Output Speed
Sensor (OSS).
Circuit Description
The speed sensors are variable reluctance devices which convert mechanical motion to an AC voltage. Each
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sensor consists of a wire coil wrapped around a pole piece that is adjacent to a permanent magnet. These
elements are contained in a housing which is mounted adjacent to a rotating ferrous member (such as a gear
tooth). Two signal wires extend from one end of the housing, and an exposed end of the pole piece is at the
opposite end of the housing. The permanent magnet produces lines of flux around the pole piece. As a ferrous
object (such as a gear tooth) approaches and passes through the gap at the end of the pole piece, an AC voltage
pulse is induced in the wire coil. The Transmission Control Module (TCM) calculates the frequency of these
AC pulses and converts it to a speed value. The AC voltage generated varies from 150 millivolt at low speed to
15 volts at high speed. The signal wires from the sensor are formed as twisted pairs to cancel magnetically
induced fields. The cable is also shielded to protect from voltage-related fields. Noise from other sources is
eliminated by using two-wire differential inputs at the TCM.

z
z
z
z
z
DTC P0716 is not active.

DTC P0721 and DTC P0722 are not active.
The output speed is greater than 800 RPM.

z
DTC P0716 sets when the TCM detects a large unrealistic turbine speed or if excessive noise is present in
the turbine speed sensor circuit.

z
z
z
z
When failure occurs in a forward gear range and shifting is complete, the transmission remains in the
current gear range. When failure occurs while in a forward gear range and the shift is in process, the
transmission returns to the previous gear range, except in post-shift state, where the transmission will
continue to the commanded gear range. When failure occurs in other conditions, the transmission shifts to
1st, 3rd, or 5th gear. While diagnostic response is active, if the gearshift lever is moved to Neutral or
Reverse or re-selecting Drive, then the transmission will lock in Neutral.

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z
z
Test Description
2 - This step tests ignition voltage.
4 - This step tests turbine speed sensor resistance.
2. Install the scan tool. Turn ignition on, engine off. Record the DTC failure records. Start the engine. Using
the scan tool, check ignition voltage. Is the voltage 9-18 volts? If so, go to next step. If not, see DTC
P0562: SYSTEM VOLTAGE LOW or DTC P0563: SYSTEM VOLTAGE HIGH .
3. Turn ignition off. Disconnect the C2 connector at the TCM. Measure the turbine speed sensor circuit
resistance between TCM connector C2 terminals No. 13 and 14. See COMPONENT RESISTANCE
under ELECTRONIC COMPONENT SPECIFICATIONS. Is the speed sensor resistance within the
specified values? If so, see DIAGNOSTIC AIDS . If not, go to next step.
4. Disconnect the wiring harness from the turbine speed sensor. Measure the resistance between the speed
sensor terminals. See COMPONENT RESISTANCE under ELECTRONIC COMPONENT
SPECIFICATIONS. Is the speed sensor resistance within the specified values? If so, go to next step. If
not, go to step 6 .
6. Replace the turbine speed sensor. See SPEED SENSORS under REMOVAL & INSTALLATION. Is the
repair complete? If so, go to next step.
CAUTION: Do not rotate the speed sensor in the retaining bracket. Orientation is
fixed, and if changed, may cause improper operation.
z Clear the DTC.
z Using the scan tool, monitor turbine speed sensor operation.
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Diagnostic Aids
Drive the vehicle if necessary to experience a fault. If the condition is intermittent, connect the scan tool and
select the speed sensor indicated by the code. If the signal is erratic, investigate and eliminate the following:
z
z
z
Intermittent wiring connection.

Excessive vibration (driveline or engine torsionals).
Irregular sensor gap (loose sensor, loose tone wheel, or damaged tone wheel).
Install a known-good speed sensor, and see if normal function is restored to rule out an internal short or open in
the sensor removed.
Check that the speed sensor wiring consists of twisted pairs at the rate of 12 to 16 twists per 11.8" (300 mm).
These twists must extend the entire length of the wiring harness to within at least 2" (50 mm) of the speed
sensor connector.
DTC P0717: TURBINE SPEED SENSOR CIRCUIT - NO SIGNAL
NOTE:

DIAGRAMS .
Circuit Description
elements are contained in a housing which is mounted adjacent to a rotating ferrous member (such as a gear
tooth). Two signal wires extend from one end of the housing, and an exposed end of the pole piece is at the
opposite end of the housing. The permanent magnet produces lines of flux around the pole piece. As a ferrous
object (such as a gear tooth) approaches and passes through the gap at the end of the pole piece, an AC voltage
pulse is induced in the wire coil. The Transmission Control Module (TCM) calculates the frequency of these
AC pulses and converts it to a speed value. The AC voltage generated varies from 150 millivolts at low speed to
15 volts at high speed. The signal wires from the sensor are formed as twisted pairs to cancel magnetically
induced fields. The cable is also shielded to protect from voltage-related fields. Noise from other sources is
eliminated by using two-wire differential inputs at the TCM.
This DTC is a type "A" DTC.

z
z
z
z

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The gearshift lever indicates a valid range selection.

z
DTC sets when a valid drive range is attained and the TCM detects a turbine speed lower than 60 RPM
for one second.

z
z
z
z
z
transmission returns to the previous gear range, except in post-shift state, where the transmission will
continue to the commanded gear range. When failure occurs in other conditions, the transmission shifts to
1st, 3rd, or 5th gear. While diagnostic response is active, if the gearshift lever is moved to Neutral or
Reverse or re-selecting Drive, then the transmission will lock in Neutral.

z
z
Test Description
4 - This step tests turbine speed sensor resistance.
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3.
4.
5.
6.
the scan tool, measure ignition voltage. Is the voltage 9-18 volts? If so, go to next step. If not, see DTC
Turn the ignition off. Disconnect the C2 connector at the TCM. Measure the resistance of the turbine
speed sensor circuit between TCM connector C2 terminals No. 13 and 14. See COMPONENT
RESISTANCE under ELECTRONIC COMPONENT SPECIFICATIONS. Is the speed sensor resistance
within the specified values? If so, see DIAGNOSTIC AIDS . If not, go to next step.
Disconnect the wiring harness from the turbine speed sensor. Measure the resistance between the speed
not, go to step 6 .
Replace the turbine speed sensor. See SPEED SENSORS under REMOVAL & INSTALLATION. Is the
replacement complete? If so, go to next step.

z Clear the DTC.
z Using the scan tool, monitor turbine speed sensor operation.
Diagnostic Aids
Drive the vehicle if necessary to experience a fault.
If the condition is intermittent, connect the scan tool and select the speed sensor indicated by the code. If the
signal is erratic, investigate and eliminate the following:
z
z
z

the sensor removed.
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sensor connector.
Install a known-good TCM, if available. If the DTC does not return, reinstall the old TCM to verify the repair.
DTC P0721: OUTPUT SPEED SENSOR CIRCUIT - PERFORMANCE
NOTE:

DIAGRAMS .
NOTE:
Sensor (OSS).
Circuit Description
elements are contained in a housing which is mounted adjacent to a rotating ferrous member. Two signal wires
extend from one end of the housing, and an exposed end of the pole piece is at the opposite end of the housing.
The permanent magnet produces lines of flux around the pole piece. As a ferrous object (such as a gear tooth)
approaches and passes through the gap at the end of the pole piece, an AC voltage pulse is induced in the wire
coil. The Transmission Control Module (TCM) calculates the frequency of these AC pulses and converts it to a
speed value. The AC voltage generated varies from 150 millivolts at low speed to 15 volts at high speed. The
signal wires from the sensor are formed as twisted pairs to cancel magnetically induced fields. The cable is also
shielded to protect from voltage-related fields. Noise from other sources is eliminated by using two-wire
differential inputs at the TCM.

z
z
z
z
z

The components are powered, and ignition voltage is greater than 9 volt and less than 18 volt.
Engine (input) speed is greater than 200 RPM and less than 7500 RPM for 5 seconds.
The input speed is greater than 800 RPM for one second.

z
DTC sets when the TCM detects an unrealistic large output speed or if excessive noise is present in the
output speed sensor circuit.
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z
z
z
z
z
transmission returns to the previous range, except in post-shift state, where the transmission will continue
to the commanded gear range. When failure occurs in other conditions, the transmission shifts to 1st, 3rd,
or 5th gear. While diagnostic response is active, if the gearshift lever is moved to Neutral or Reverse or
any other forward gear range, then the transmission will lock in Neutral.

z
z
Test Description
4 - This step tests output speed sensor resistance.
3. Turn ignition off. Disconnect the C2 connector at the TCM. Measure the resistance of output speed
sensor circuit between TCM connector C2 terminals No. 15 and 16. See COMPONENT RESISTANCE
under ELECTRONIC COMPONENT SPECIFICATIONS. Is the speed sensor resistance within the
specified values? If so, see DIAGNOSTIC AIDS . If not, go to next step.
4. Disconnect the wiring harness from the output speed sensor. Measure the resistance between the speed
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not, go to step 6 .
6. Replace the output speed sensor. See SPEED SENSORS under REMOVAL & INSTALLATION. Is the
z Clear the DTC.
z Using the scan tool, monitor output speed sensor operation.
Diagnostic Aids
z
z
z

the sensor removed.
sensor connector.
DTC P0722: OUTPUT SPEED SENSOR CIRCUIT - NO SIGNAL
NOTE:

DIAGRAMS .
NOTE:
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Sensor (OSS).
Circuit Description
speed value. The AC voltage generated varies from 150 millivolt at low speed to 15 volt at high speed. The

z
z
z
z
z
z

The gearshift lever indicates a valid gear range selection.
Input (engine) speed is greater than 200 RPM and less than 7500 RPM for 5 seconds.
The input (engine) speed is greater than 1050 RPM.

z
DTC sets when a valid drive range is attained and the TCM detects an output speed lower than 60 RPM
for one second.

z
transmission returns to the previous gear range (except in post-shift state, where the transmission will
continue to the commanded gear range). When failure occurs in other conditions, the transmission shifts
to 1st, 3rd, or 5th gear. While diagnostic response is active, if the gearshift lever is moved to Neutral or
Reverse or any other forward gear range, then the transmission will lock in Neutral.
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z
z
z
z


z
z
Test Description
4 - This step tests output speed sensor resistance.
3. Turn the ignition off. Disconnect the C2 connector at the TCM. Measure the resistance of the output
4. Disconnect the wiring harness from the output speed sensor. Measure the resistance between the speed
not, go to step 6 .
6. Replace the output speed sensor. See SPEED SENSORS under REMOVAL & INSTALLATION. Is the
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z Clear the DTC.
z Using the scan tool, monitor output speed sensor operation.
Diagnostic Aids
z
z
z

the sensor removed.
sensor connector.
DTC P0726: ENGINE SPEED SENSOR CIRCUIT - PERFORMANCE
NOTE:

DIAGRAMS .
Circuit Description
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z
z
z
z

The input speed is greater than 800 RPM for 3 seconds.

z
DTC sets when the TCM detects a large unrealistic engine speed or if excessive noise is present in the
engine speed sensor circuit.

z
z
z
z


z
z
Test Description
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5 - This step tests engine speed sensor resistance.
3. Turn the ignition off. Disconnect the C2 connector at the TCM. Measure the resistance of the engine
4. Disconnect the wiring harness from the engine speed sensor. Measure the resistance between the speed
not, go to step 6 .
6. Replace the engine speed sensor. See SPEED SENSORS under REMOVAL & INSTALLATION. Is the
z Clear the DTC.
z Using the scan tool, monitor engine speed sensor operation.
Diagnostic Aids
If the condition is intermittent, connect the scan tool and select the speed sensor indicated by the DTC. If the
z
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z
z

Install a known-good speed sensor and see if normal function is restored to rule out an internal short or open in
the sensor removed.
sensor connector.
DTC P0727: ENGINE SPEED SENSOR CIRCUIT - NO SIGNAL
NOTE:

DIAGRAMS .
Circuit Description

z
z
z
z

The input speed is greater than 400 RPM.

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DTC sets when a valid drive range is attained and the TCM detects an engine speed lower than 60 RPM
for one second.

z
z
z
z

TCM calculates engine speed from input/turbine.

z
z
Test Description
4 - This step tests engine speed sensor resistance.
3. Turn the ignition off. Disconnect the C2 connector at the TCM. Measure the resistance of the engine
4. Disconnect the wiring harness from the engine speed sensor. Measure the resistance between the speed
not, go to step 6 .
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6. Replace the engine speed sensor. See SPEED SENSORS under REMOVAL & INSTALLATION. Is the
z Clear the DTC.
z Using the scan tool, monitor engine speed sensor operation.
Diagnostic Aids
If the condition is intermittent, connect the scan tool and select the speed sensor indicated by the DTC. If the
z
z
z

Install a known-good speed sensor and see if normal function is restored to rule out an internal short or open in
the sensor removed.
sensor connector.
DTC P0731: INCORRECT 1ST GEAR RATIO
NOTE:

DIAGRAMS .
Circuit Description
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The Transmission Control Module (TCM) uses input from the turbine speed sensor and the output speed sensor
to determine gear ratios. The TCM then compares the known gear ratio to the calculated gear ratio for the
current gear range.

z
z
z
z
Output speed exceeds 200 RPM.
1st gear is selected and attained.
DTCs P0716, P0717, P0721, P0722, P0726, and P0727 are not active.

z
DTC sets when the calculated 1st gear ratio, steady state, differs from the known 1st gear ratio.

z
z
z
z
z
z
z
Fails to 2nd or 5th gear while diagnostic response is active.

If the gearshift lever is moved to Neutral, then the transmission will shift to Neutral.
If the gearshift lever is moved to Reverse, then the transmission will either lock in Neutral or shift to
Reverse, unless the transmission is compromised by overspeeding or direction change, then the
transmission will lock in Neutral.
Illuminate MIL when active.

z
z
Test Description
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4 - This step tests for current 1st gear ratio.
5 - This step tests speed sensor readings.
6 - This step tests for clutch slippage in 1st gear shown by turbine speed not remaining at zero.
7 - This step checks for evidence of clutch failure.
4. Install the scan tool. Monitor the gear ratio. Is 3.10 shown for 1st gear ratio? If so, go to next step. If not,
see DIAGNOSTIC AIDS .
5. Drive the vehicle under normal operating conditions. Using the scan tool, monitor engine, turbine, and
output speed readings. Is speed sensor data erratic or are signal dropouts detected? If so, see the
appropriate speed sensor DTC. If not, go to next step.
CAUTION: When using the scan tool to perform a clutch test in 4th or 5th gear,
never exceed 1400 RPM under stall conditions (with brakes held), or
transmission damage may occur.
6. Conduct a clutch test for the gear range indicated by this DTC. See CLUTCH TEST under
PERFORMANCE TESTS. Did turbine speed remain at zero? If so, see DIAGNOSTIC AIDS . If not, go
to next step.
7. Remove the dipstick and inspect the transmission fluid for clutch debris or burnt odor. If necessary, drain
a small amount of fluid for this inspection. Are there signs of a clutch failure? If so, go to next step. If
not, go to step 9 .
8. Remove the transmission for overhaul or replacement. Is replacement complete? If so, go to step 11 .
9. Inspect for stuck or sticking trimmer valve. Was a valve problem found and repaired? If so, go to step 11 .
If not, go to next step.
10. Replace solenoid "A". See SOLENOID VALVES under REMOVAL & INSTALLATION. Is
z Clear the DTC.
z Operate the vehicle in all gear ranges under normal driving conditions.
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Diagnostic Aids
Incorrect TCM calibration will cause this DTC to set.

Incorrect ratio codes typically indicate mechanical conditions with specific clutches.
Incorrect ratio code could indicate hydraulically failed solenoid. Check DTC information for specific solenoid.
Drive the vehicle if necessary to experience fault. Clutch test mode can be used to check stall speed.
DTC P0732: INCORRECT 2ND GEAR RATIO
NOTE:

DIAGRAMS .
Circuit Description
The Transmission Control Module (TCM) uses input from the turbine speed sensor and output speed sensor to
determine gear ratios. The TCM then compares the known gear ratio to the calculated gear ratio for the current
range.

z
z
z
z
2nd gear is selected and attained.

z
DTC sets when the calculated 2nd gear ratio, steady state, differs from the known 2nd gear ratio.

z
z
z
Fails to 3rd gear while diagnostic response is active.

If the gearshift lever is moved to Reverse, then the transmission will shift to Reverse, unless the
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z
z
z
z
transmission is compromised by overspeeding or direction change, then the transmission will lock in
Neutral.

z
z
Test Description
5 - This step tests for turbine speed not remaining at zero in 2nd gear.
output speed readings. Is speed sensor data erratic or are signal dropouts detected? If so, see appropriate
speed sensor DTC. If not, go to next step.
CAUTION: When using the scan tool to perform a clutch test in 4th or 5th gears,
to next step.
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not, go to step 8 .
9. Replace solenoid "B". See SOLENOID VALVES under REMOVAL & INSTALLATION. Is
z Clear the DTC.
Diagnostic Aids

DTC P0733: INCORRECT 3RD GEAR RATIO
NOTE:

DIAGRAMS .
Circuit Description
gear range.

z
z
z
3rd gear is selected and attained.
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z
DTC sets when the calculated 3rd gear ratio, steady state, differs from the known 3rd gear ratio.

z
z
z
z
z
z
z
z
Fails to 4th gear while diagnostic response is active.

If the gearshift lever is moved to Reverse, then the transmission will shift to Neutral.
If the gearshift lever is returned to a forward gear range and the transmission is compromised by
overspeeding or direction change, then the transmission will lock in Neutral.

z
z
Test Description
5 - This step tests for turbine speed not remaining at zero in 3rd gear.
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to next step.
not, go to step 8 .
9. Replace solenoid "A". See SOLENOID VALVES under REMOVAL & INSTALLATION. Is
z Clear the DTC.
Diagnostic Aids

Drive the vehicle to experience fault. Clutch test mode can be used to check stall speed.
DTC P0734: INCORRECT 4TH GEAR RATIO
NOTE:

DIAGRAMS .
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Circuit Description
gear range.

z
z
z
z
4th gear is selected and attained.

z
DTC sets when the calculated 4th gear ratio, steady state, differs from the known 4th gear ratio.

z
z
z
z
z
z
z

transmission is compromised by a direction change, then the transmission will shift to Neutral.

z
z
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Test Description
5 - This step tests for turbine speed not remaining at zero in 4th gear.
to next step.
not, go to step 8 .
9. Replace solenoid "B". See SOLENOID VALVES under REMOVAL & INSTALLATION. Is
z Clear the DTC.
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Diagnostic Aids
Incorrect ratio DTCs typically indicate mechanical conditions with specific clutches.
Incorrect ratio DTC could indicate hydraulically failed solenoid. Check DTC information for specific solenoid.
DTC P0735: INCORRECT 5TH GEAR RATIO
NOTE:

DIAGRAMS .
Circuit Description
gear range.

z
z
z
z
5th gear is selected and attained.

z
DTC sets when the calculated 5th gear ratio, steady state, differs from the known 5th gear ratio.

z
z
z

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z
z
z
z
transmission is compromised by a direction change, then the transmission will shift to Neutral.

z
z
Test Description
5 - This step tests for turbine speed not remaining at zero in 5th gear.
6 - This step tests for evidence of clutch failure.
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6.
7.
8.
9.
10.
to next step.
Remove the dipstick and inspect the transmission fluid for clutch debris or burnt odor. If necessary, drain
not, go to step 8 .
Remove the transmission for overhaul or replacement. Is replacement complete? If so, go to step 10 .
Inspect for stuck or sticking trimmer valve. Was a valve problem found and repaired? If so, go to step 10 .
Replace solenoid "A". See SOLENOID VALVES under REMOVAL & INSTALLATION. Is
Perform the following procedure to verify the repair:
z Clear the DTC.
Diagnostic Aids

DTC P0736: INCORRECT REVERSE RATIO
NOTE:

DIAGRAMS .
Circuit Description
gear.

z
z
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z
z
Reverse is selected and attained.


z
DTC sets when the calculated Reverse gear ratio, steady state, detected by the TCM differs from the
known Reverse gear ratio.

z
z
z
z
z
Transmission will lock in Neutral.


z
z
Test Description
4 - This step tests for current Reverse gear ratio.
5 - This step tests for noise induced from the engine speed sensor.
6 - This step tests for turbine speed not remaining at zero in Reverse.
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4. Install the scan tool. Monitor the Reverse gear ratio. Is the ratio 4.49:1? If so, go to next step. If not, see
DIAGNOSTIC AIDS .
5. Turn ignition on. Start the engine and run at idle. Using the scan tool, monitor engine, turbine, and output
speed readings in Reverse with the vehicle brakes applied. Is noise indicated on the output speed sensor
or turbine speed sensor data? If so, see appropriate speed sensor DTC. If not, go to next step.
CAUTION: When using the scan tool to perform a clutch test in Reverse, never
exceed 1000 RPM under stall conditions (brakes held), or
6. Apply vehicle brakes and place gearshift lever in Reverse. With engine at idle and Reverse attained,
turbine speed should go to zero. Using the scan tool, monitor turbine speed while increasing engine speed
to 1000 RPM. Did turbine speed remain at zero? If so, see DIAGNOSTIC AIDS . If not, go to next step.
a small amount of fluid for this inspection. Are there signs of a clutch failure? If so, go to step 9 . If not,
go to next step.
8. Using the scan tool, monitor turbine speed while selecting 1st gear. If turbine speed is ever greater than
zero after 1st gear is attained, there may be a problem with solenoid "A" or trimmer valve "A". If shift to
1st gear is harsh and delayed, there may be a problem with solenoid "B" or trimmer valve "B". Remove
the control valve body, and inspect for stuck or sticking trimmer valves. If valves are moving freely,
replace either solenoid "A" or "B" based on the shift characteristics described. See SOLENOID
VALVES under REMOVAL & INSTALLATION. Is replacement complete? If so, go to step 10 .
9. Remove the transmission for overhaul or replacement. Is replacement complete? If so, go to next step.
z Clear the DTC.
Diagnostic Aids
DTC P0741: TORQUE CONVERTER CLUTCH SYSTEM STUCK OFF
NOTE:

DIAGRAMS .
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Circuit Description
The Transmission Control Module (TCM) uses data from the engine speed sensor and the turbine speed sensor
to calculate torque converter slip value. The TCM then compares this calculated slip value to a preset value in
the TCM calibration.

z
z
z
z
z
z
z
z
z

The throttle position is in the 10-90 percent range.
Must be in forward gear range.
The torque converter clutch is enabled.
DTC will set under one of the following conditions:

z
z
A torque converter clutch slip value greater than 80 RPM for 15 seconds.
The torque converter clutch slip speed values indicate a stuck off state.

z
z
z
z


z
z
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Test Description
3 - This step tests for TCC enable status.
3. Drive the vehicle under normal operating conditions. Using the scan tool, monitor TCC enable status.
Does the scan tool indicate that TCC slip speed is above 130 RPM when TCC enable status is "ON"? If
so, go to next step. If not, see DIAGNOSTIC AIDS .
4. This condition indicates that the TCC is mechanically stuck off. Check for the following conditions:
z Worn TCC clutch.
z Faulty solenoid "F".
z Debris in the TCC valve bore.
z Clogged converter relief passage.
Was a condition found and repaired? If so, go to next step.
z Clear the DTC.
z Using the scan tool, monitor TCC slip speed. The TCC must engage and disengage when
commanded.
Diagnostic Aids
Drive the vehicle if necessary to experience fault.
DTC P0742: TORQUE CONVERTER CLUTCH SYSTEM STUCK ON
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NOTE:

DIAGRAMS .
Circuit Description
The Transmission Control Module (TCM) uses data from the engine speed sensor and the turbine speed sensor
to calculate the torque converter slip value. The TCM then compares this calculated slip value to a preset value
in the TCM calibration.

z
z
z
z
z
z
z
z
z

DTC P0743 or P1860 is not active.
The throttle position is in the 10-90 percent range.
Must be in a forward gear range.
The torque converter clutch is not enabled or requested.

z
DTC sets when the TCM detects TCC slip speed values indicating a stuck on or locked condition.

z
z
z
z
z
z
If failure occurs before shifting is completed, then the transmission will shift to Neutral. If failure occurs
while the shifting is being completed, then the transmission will shift to Neutral or 1st gear while
diagnostic response is active.
If the gearshift lever is moved to Reverse, then the transmission will shift to Neutral or Reverse.
If the gearshift lever is returned to Drive, then the transmission will shift to Neutral or 1st gear.
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z
z
z


z
z
Test Description
2 - This step tests for TCC application at start-up (stuck on).
3 - This step checks for internal damage.
4 - This step checks for three possible causes for TCC being stuck on.
2. Chock the wheels to prevent vehicle movement. Start the engine. Apply vehicle brakes and place
gearshift lever in Drive position. Did the engine stall? If so, go to next step. If not, see DIAGNOSTIC
AIDS .
a small amount of fluid for this inspection. Was clutch debris present or was there a burnt odor? If so, go
to step 5 . If not, go to next step.
4. This condition indicates that the TCC is mechanically stuck on, check for the following conditions:
z Faulty solenoid "F".
z Stuck or sticking TCC valve.
z Restricted transmission cooler lines.
Was a condition found and repaired? If so, go to step 6 .
5. Burnt or contaminated fluid is an indication that internal damage has occurred. Remove and replace or
rebuild the transmission. Is the rebuild or replacement complete? If so, go to next step.
z Clear the DTC.
z Using the scan tool, monitor TCC slip speed. The TCC must engage and disengage when
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commanded.
Diagnostic Aids
DTC P0743: TORQUE CONVERTER CLUTCH - ELECTRICAL
NOTE:

DIAGRAMS .
Circuit Description
The torque converter clutch solenoid, solenoid "F", is a pulse width modulated solenoid. Pulse Width
Modulation (PWM) occurs when the signal from the Transmission Control Module (TCM) to a solenoid is
modulated at an established frequency, causing the steel check ball in the solenoid to rapidly open and close the
solenoid passage. This serves to vary the output fluid pressure.

z
z

z
DTC sets when the TCM detects an open circuit, a short to power, or a short to ground in the solenoid "F"
circuit for 6 seconds.

z
z

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z
z
z

Reverse operation is disabled.

z
z
Test Description
2 - This step tests the system voltage.
3 - This step tests the command from the TCM to solenoid "F".
4 - This tests the wiring harness for opens or shorts.
5 - This step tests the resistance at solenoid "F".
7 - This step tests the internal wiring harness.
3. Disconnect the C2 connector from the TCM. Turn ignition on, engine off. Connect DVOM set to DC
scale between TCM connector C2 terminals No. 29 and 32. Use the scan tool in solenoid test mode to
command solenoid "F" on and off. Is the voltage 10-13 volts when solenoid "F" is commanded on, and
zero volts when commanded off? If so, go to next step. If not, go to step 10 .
4. Disconnect the transmission in-line 20-way connector. Turn ignition on, engine off. Connect a DVOM set
to DC scale to engine side of transmission in-line 20-way connector between terminals "J" and "S". Use
the scan tool in solenoid test mode to command solenoid "F" on and off. Is the voltage 10-13 volts when
solenoid "F" is commanded on, and zero volts when commanded off? If so, go to next step. If not, go to
step 6 .
5. Turn the ignition off. Measure the resistance between transmission side of transmission in-line 20-way
connector terminals "J" and "S". See COMPONENT RESISTANCE under ELECTRONIC
COMPONENT SPECIFICATIONS. Is the solenoid resistance within the specified value? If so, see
DIAGNOSTIC AIDS . If not, go to step 7 .
7. Remove the oil pan. See SERVICING - "C" & "K" SERIES (ALLISON) article. Disconnect wiring
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harness at solenoid "F". Measure the resistance of solenoid "F". See COMPONENT RESISTANCE
under ELECTRONIC COMPONENT SPECIFICATIONS. Is the solenoid resistance within the specified
value? If so, go to next step. If not, go to step 9 .
9. Replace solenoid "F". See SOLENOID VALVES under REMOVAL & INSTALLATION. Is the
replacement complete? If so, go to step 11 .
replacing the TCM.
z Clear the DTC.
z Using the scan tool, monitor the operation of solenoid "F" (TCC).
Diagnostic Aids
Solenoids are sensitive to battery voltage spikes and poor ground connections. This condition might not be
indicated with a scan tool or a DVOM. The ideal way to test for these conditions would be to attach an
oscilloscope.
DTC P0746: SOLENOID "A" CONTROLLED CLUTCH STUCK OFF
NOTE:

DIAGRAMS .
Circuit Description
Trim solenoid "A" is used to control on-coming, off-going, and holding pressure in any one of five clutches.
This solenoid is referred to as a Pressure Proportional to Current (PPC) solenoid since the output hydraulic
pressure supplied by this solenoid is proportional to the controlled current command.
The Transmission Control Module (TCM) uses information from the turbine and output speed sensors to detect
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if a clutch is slipping. The clutch being controlled by the solenoid "A" will vary depending on the shift that was
being completed.

z
z
z
z
Turbine speed is greater than 60 RPM.
Output speed is greater than 125 RPM.
Transmission is at normal operating temperature.

z
DTC sets when the TCM detects an incorrect oncoming ratio (range-to-range) for an accumulated number
of occurrences.

z
z
z
z
z
z
z
When failure occurs in a forward gear range, the transmission will go to the previous gear range. If failure
occurs in Neutral or Reverse, the transmission will lock in Neutral while diagnostic response is active.
If the gearshift lever is moved to Neutral, then the transmission will shift to Neutral and in some cases,
may lock in Neutral.
If the gearshift lever is moved to Reverse, then the transmission will shift to Reverse or Neutral.
overspeeding or direction change, the transmission will shift to Neutral.

z
z
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Test Description
3 - This step tests for proper ignition voltage.
4 - This step tests for erratic speed sensor readings or signal dropout.
5 - This step tests for internal hydraulic leakage.
6 - This step tests for clutch capacity.
3. Install the scan tool. Turn ignition on, engine off. Record the DTC failure records. Start the engine. Use
the failure record data to determine during which shift the DTC was set. Using the scan tool, check
ignition voltage. Is the voltage 9-18 volts? If so, go to next step. If not, see DTC P0562: SYSTEM
VOLTAGE LOW or DTC P0563: SYSTEM VOLTAGE HIGH .
4. Drive the vehicle under normal operating conditions. Make the shift determined in step 3 . Using the scan
tool, monitor engine, turbine, and output speed sensor readings. Is speed sensor data erratic or are
dropouts in signal indicated? If so, see appropriate speed sensor DTC. If not, go to next step.
5. Connect pressure gauge to the line pressure tap. See HYDRAULIC PRESSURE TESTS under
PERFORMANCE TESTS. Using the scan tool in clutch test mode, cycle through all gear ranges with the
engine at idle and vehicle brakes applied. Record line pressure in each gear range. Was the line pressure
low in a specific gear range or in gear ranges where the same clutch was applied? If so, see SYMPTOM
DIAGNOSIS under TROUBLE SHOOTING. If not, go to next step.
6. Conduct a clutch test for all forward gear ranges. See CLUTCH TEST under PERFORMANCE TESTS.
Did turbine speed remain at zero in all gear ranges? If so, see DIAGNOSTIC AIDS . If not, go to next
step.
not, go to step 9 .
8. Remove the transmission for overhaul or replacement. Is the overhaul or replacement complete? If so, go
to step 11 .
10. Replace solenoid "A". See SOLENOID VALVES under REMOVAL & INSTALLATION. Is solenoid
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z Clear the DTC.
z Use the scan tool to reset adaptive for all shifts.
Diagnostic Aids
This DTC indicates the on-coming clutch being controlled by the solenoid "A" is not applied or applied too
slowly. This could indicate a leak or obstruction in a specific clutch apply circuit. Check scan tool failure record
data for previous or current range information when the DTC was set to determine specific shift when the DTC
was set. Refer to appropriate solenoid and clutch chart to determine which clutch circuit is suspect. See
CLUTCH & SOLENOID APPLICATIONS under TROUBLE SHOOTING.
Clutch failure due to installation of an engine power upgrade is not covered under the manufacturer's warranty.
Inspect for the presence of an add-on engine power package. When engine horsepower or torque is increased
over factory rating, a shift flare condition may occur.
DTC P0747: SOLENOID "A" CONTROLLED CLUTCH STUCK ON
NOTE:

DIAGRAMS .
Circuit Description
Trim solenoid "A" is used to control on-coming, off-going, and holding pressure to any one of the five clutches.
if a clutch is in a tie-up condition or three clutches are applied. The clutch being controlled by solenoid "A" will
vary depending on the shift being made.

z
z
Output speed is greater than 200 RPM or turbine speed is greater than 200 RPM.
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z
DTC sets when the TCM detects an incorrect offgoing ratio (range-to-range) for an accumulated number
of occurrences.

z
z
z
z
z
z
z
If the gearshift lever is moved to Reverse, then the transmission will shift to Reverse or Neutral (or in
some cases, may lock in Neutral).

z
z
Test Description
3 - This step tests for proper ignition voltage.
4 - This step tests for erratic speed sensor readings or signal dropout.
transmission fluid level correct? If so, go to net step.
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3. Install the scan tool. Turn ignition on, engine off. Record the DTC failure records. Start the engine. Use
the failure record data to determine during which shift the DTC was set. Using the scan tool, measure
tool, monitor engine, turbine, and output speed sensor readings. Is speed sensor data erratic or are
dropouts in signal indicated? If so, see appropriate speed sensor DTC. If not, go to next step.
5. Connect a pressure gauge to the line pressure tap. See HYDRAULIC PRESSURE TESTS under
step.
not, go to step 9 .
to step 11 .
10. Replace solenoid "A". See SOLENOID VALVES under REMOVAL & INSTALLATION. If so, go to
next step.
z Clear the DTC.
Diagnostic Aids
This DTC indicates the off-going clutch being controlled by solenoid "A" is not releasing or is slow to release.
This could indicate a leak or obstruction in a specific clutch apply circuit. Check scan tool failure record data
for previous or current gear range information when the DTC was set to determine the specific shift when the
DTC was set. Refer to appropriate solenoid and clutch chart to determine which clutch circuit is suspect. See
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DTC P0748: PRESSURE CONTROL SOLENOID "A" ELECTRICAL
NOTE:

DIAGRAMS .
Circuit Description
Trim solenoid "A" is used to control on-coming, off-going, and holding pressure to any one of the five clutches.
The solenoid operates using a very high frequency pulse width modulation signal of 1000 Hz. Unlike the pulse
width modulated Torque Converter Clutch (TCC) solenoid, where the ball follows the pulse width square wave,
the PPC ball remains stationary. The ball clearance is balanced between a coil current force on one side of the
ball and the clutch trim pressure force on the other side of the ball. The ball-to-seat clearance adjusts the bleedoff rate in the signal pocket. At high bleed levels, the resulting flow across the feed orifice results in a high
pressure drop. This produces the desired signal pressure level used to trim the clutch.

z

z
z
z
z
A short to power.
A short to ground.
High or low resistance at a solenoid.
High or low resistance in wiring.

z
z
When in a forward gear range, fails to 1st, 3rd, or 5th gear while diagnostic response is active.
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z
z
z
z
transmission is compromised by a direction change, then the transmission will shift to or lock in Neutral.

z
z
Test Description
3 - This step tests the command signal from the TCM, and tests the external wiring harness for opens or
shorts.
4 - This step tests the resistance value of the external harness and solenoid.
5 - This step tests the command signal from the TCM.
6 - This step tests the resistance value of the solenoid, and tests the internal wiring harness for opens or
shorts.
8 - This step tests the resistance value of the solenoid.
2. Install the scan tool. Start the engine. Record the DTC failure records. Using the scan tool, measure
3. Install the scan tool. Turn ignition on, engine off. Use solenoid test and command solenoid "A" on. Did
the scan tool indicate solenoid "A" was ON? If so, see DIAGNOSTIC AIDS . If not, go to next step.
NOTE:
Duty cycle value of 75 percent is an indication that the solenoid is in the

"ON" state.
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4. Turn ignition off. Disconnect C2 connector from the TCM, and install Breakout Box (J-39700) and
Breakout Box Adapter (J-43799). Using DVOM, measure the resistance between TCM connector C2
terminals No. 22 and 23. See COMPONENT RESISTANCE under ELECTRONIC COMPONENT
SPECIFICATIONS. Is the resistance reading within the specified range? If so, go to next step. If not, go
to step 6 .
5. Turn ignition on, engine off. Using DVOM, measure voltage between TCM connector C2 terminals No.
22 and 23. Using the scan tool, command solenoid "A" on. Is voltage 5-13 volts when the solenoid is on?
If so, go to next step. If not, go to step 11 .
6. Turn ignition off. Disconnect the wiring harness from the main transmission connector. Measure the
resistance between transmission in-line 20-way connector terminals "L" and "M". See COMPONENT
RESISTANCE under ELECTRONIC COMPONENT SPECIFICATIONS. Is the resistance within the
specified range? If so, go to next step. If not, go to step 8 .
wiring harness at solenoid "A". Measure the resistance of solenoid "A". See COMPONENT
RESISTANCE under ELECTRONIC COMPONENT SPECIFICATIONS. Is the solenoid resistance
within the specified value? If so, go to next step. If not, go to step 10 .
10. Replace solenoid "A". See SOLENOID VALVES under REMOVAL & INSTALLATION. Is the
replacing the TCM.
z Clear the DTC.
z Using the scan tool, monitor the operation of solenoid "A".
Diagnostic Aids
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oscilloscope.
If this DTC appears to be temperature-related, suspect a defective solenoid. A failing solenoid may be
temperature sensitive, causing resistance values to fluctuate.
DTC P0763: SHIFT SOLENOID "C" ELECTRICAL
NOTE:

DIAGRAMS .
Circuit Description
Shift solenoid "C" is a normally closed solenoid that provides the necessary logic to distribute fluid to the
correct clutches. The shift solenoid provides either full pressure or exhaust to the head of shift valve "C". Since
the valve state (stroked or unstroked) is critical to providing the correct transmission gear range, the shift valve
has a pressure switch (located in the pressure switch manifold) which provides feedback to the computer as to
the valve's position.

z
z

z
z
z
An open circuit for 50 milliseconds.

A short to ground for 50 milliseconds.
A short to power in solenoid "C" circuit for 50 milliseconds.

z
z
z
z
When in a forward gear range, the transmission will shift to another forward gear range while diagnostic
response is active.
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z
z
z
z


z
z
Test Description
3 - This step tests the command signal from the TCM, and tests for wiring harness for open and shorts.
6 - This step tests the resistance value of the solenoid, and tests the internal wiring harness for open and
shorts.
2. Install the scan tool. Start the engine. Record the DTC failure records. Using the scan tool, check ignition
voltage. Is the voltage 9-18 volts? If so, go to next step. If not, see DTC P0562: SYSTEM VOLTAGE
LOW or DTC P0563: SYSTEM VOLTAGE HIGH .
3. Turn ignition on, engine off. Using scan tool, command solenoid "C" on. Did the scan tool indicate
solenoid "C" was ON? If so, see DIAGNOSTIC AIDS . If not, go to next step.
Breakout Box Adapter (J-43799). Measure the resistance between TCM connector C2 terminals No. 26
and 31. See COMPONENT RESISTANCE under ELECTRONIC COMPONENT SPECIFICATIONS.
Is the resistance reading within the specified range? If so, go to next step. If not, go to step 6 .
26 and 31. Using the scan tool, command solenoid "C" on. Is voltage 5-13 volts when solenoid "C" is
commanded on? If so, go to next step. If not, go to step 11 .
6. Turn ignition off. Disconnect the wiring harness from the main transmission connector. Measure
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7.
8.
9.
10.
11.
resistance between transmission in-line 20-way connector terminals "A" and "C". See COMPONENT
range specified? If so, go to next step. If not, go to step 8 .
internal wiring harness at solenoid "C". Measure the resistance of solenoid "C". See COMPONENT
Replace solenoid "C". See SOLENOID VALVES under REMOVAL & INSTALLATION. Is the
replacing the TCM.

z Clear the DTC.
z Using the scan tool, monitor the operation of solenoid "C".
Diagnostic Aids
oscilloscope.
DTC P0768: SHIFT SOLENOID "D" ELECTRICAL
NOTE:

DIAGRAMS .
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Circuit Description
Shift solenoid "D" is a normally closed solenoid that provides the necessary logic to distribute fluid to the
correct clutches. The shift solenoid provides either full pressure or exhaust to the head of shift valve "D". Since
the valve state, stroked or unstroked, is critical to providing the correct transmission gear range, the shift valve

z
z

z
z
z

A short to power in solenoid "D" circuit for 50 milliseconds.

z
z
z
z
z
z
z
z
response is active.
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z
z
Test Description
3 - This step tests the command signal from the TCM, and tests the wiring harness for open and shorts.
6 - This step tests the resistance value of the solenoid, and tests the internal wiring harness for open and
shorts.
3. Turn ignition on, engine off. Using scan tool, command solenoid "D" on. Did the scan tool indicate
solenoid "D" was ON? If so, see DIAGNOSTIC AIDS . If not, go to next step.
27 and 31. Using the scan tool, command solenoid "D" on. Is the voltage 5-13 volts when the solenoid
"D" is commanded on? If so, go to next step. If not, go to step 11 .
resistance at transmission in-line 20-way connector terminals "B" and "C". See COMPONENT
internal wiring harness at solenoid "D". Measure the resistance of solenoid "D". See COMPONENT
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10. Replace solenoid "D". See SOLENOID VALVES under REMOVAL & INSTALLATION. Is the
replacing the TCM.
z Clear the DTC.
z Using the scan tool, monitor the operation of solenoid "D".
Diagnostic Aids
oscilloscope.
DTC P0773: SHIFT SOLENOID "E" ELECTRICAL
NOTE:

DIAGRAMS .
Circuit Description
Shift solenoid "E" is a normally closed solenoid that provides the necessary logic to distribute fluid to the
correct clutches. The shift solenoid provides either full pressure or exhaust to the head of shift valve "E". Since
the valve state, stroked or unstroked, is critical to providing the correct transmission gear range, the shift valve
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z
z

z
z
z

A short to power in solenoid "E" circuit for 50 milliseconds.

z
z
z
z
z
z
z
z
response is active.

z
z
Test Description
3 - This step tests the command signal from the TCM, and tests the wiring harness for opens or shorts.
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6 - This step tests the resistance value of the solenoid, and tests the internal wiring harness for opens or
shorts.
3. Turn ignition on, engine off. Using scan tool, command solenoid "E" on. Did the scan tool indicate
solenoid "E" was ON? If so, see DIAGNOSTIC AIDS . If not, go to next step.
5. Turn ignition on, engine off. Using DVOM, measure voltage between connector TCM connector C2
terminals No. 28 and 31. Using the scan tool, command solenoid "E" on. Is voltage 5-13 volts when
solenoid "E" is on? If so, go to next step. If not, go to step 11 .
6. Turn ignition off. Disconnect transmission in-line 20-way connector. Measure resistance between
transmission in-line 20-way connector terminals "C" and "W". See COMPONENT RESISTANCE
internal wiring harness at solenoid "E". Measure the resistance of solenoid "E". See COMPONENT
10. Replace solenoid "E". See SOLENOID VALVES under REMOVAL & INSTALLATION. Is the
replacing the TCM.
z Clear the DTC.
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z
z
Drive the vehicle under normal operating conditions.

Using the scan tool, monitor the operation of solenoid "E".

Diagnostic Aids
oscilloscope.
DTC P0776: SOLENOID "B" CONTROLLED CLUTCH STUCK OFF
NOTE:

DIAGRAMS .
Circuit Description
Trim solenoid "B" is used to control on-coming, off-going, and holding pressure to any one of the five clutches.
if a clutch is slipping. The clutch being controlled by the solenoid "B" will vary depending on the shift that was
being completed.

z
z
z
z
Turbine speed is greater than 60 RPM.
Output speed is greater than 125 RPM.
Transmission is at normal operating temperature.
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z
DTC sets when the TCM detects an incorrect oncoming ratio (range-to-range) for an accumulated number
of occurrences.

z
z
z
z
z
z
z
If the gearshift lever is moved to Neutral, then the transmission will shift to Neutral (or in some cases,
may lock in Neutral).
If the gearshift lever is moved to Reverse, the transmission will shift to Reverse or Neutral.

z
z
Test Description
3 - This step tests the ignition voltage.
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tool, monitor engine, turbine, and output speed sensor readings. Is speed sensor data erratic or are signal
dropouts detected? If so, see appropriate speed sensor DTC. If not, go to next step.
step.
not, go to step 9 .
to step 11 .
10. Replace solenoid "B". See SOLENOID VALVES under REMOVAL & INSTALLATION. Is the
replacement complete? Is solenoid replacement complete? If so, go to next step.
z Clear the DTC.
Diagnostic Aids
This DTC indicates the on-coming clutch being controlled by the solenoid "B" is not applied or applied too
data for previous or current range information when the DTC was set to determine specific shift when the DTC
was set. Refer to appropriate solenoid and clutch chart determine which clutch circuit is suspect. See CLUTCH
& SOLENOID APPLICATIONS under TROUBLE SHOOTING.
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DTC P0777: SOLENOID "B" CONTROLLED CLUTCH STUCK ON
NOTE:

DIAGRAMS .
Circuit Description
Trim solenoid "B" is used to control on-coming, off-going, and holding pressure to any one of five clutches.
if a clutch is in a tie-up condition or if three clutches are applied. The clutch being controlled by the solenoid
"B" will vary depending on the shift being made.

z
z
Output speed is greater than 200 RPM or turbine speed is greater than 200 RPM.

z
DTC sets when the TCM detects an incorrect off-going ratio (range-to-range) for an accumulated number
of occurrences.

z
z
z
If the gearshift lever is moved to Reverse, then the transmission will shift to Reverse or Neutral (in some
cases may lock in Neutral).
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z
z
z
z


z
z
Test Description
3 - This step tests the ignition voltage.
4 - This step tests for correct speed sensor operation.
tool, monitor turbine, engine, and output speed sensor readings. Is the speed sensor erratic or are signal
dropouts indicated? If so, see appropriate speed sensor DTC. If not, go to next step.
PERFORMANCE TESTS. Using the scan tool in clutch test mode, cycle through all transmission ranges
with the engine at idle and vehicle brakes applied. Record line pressure in each gear range. Was the line
pressure low in a specific gear range or in gear ranges where the same clutch was applied? If so, see
SYMPTOM DIAGNOSIS under TROUBLE SHOOTING. If not, go to next step.
step.
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not, go to step 9 .
to step 11 .
10. Replace solenoid "B". See SOLENOID VALVES under REMOVAL & INSTALLATION. Is solenoid
z Clear the DTC.
Diagnostic Aids
This DTC indicates the on-coming clutch being controlled by the solenoid "B" is not released or is released too
data for previous or current gear range information when the DTC was set to determine specific shift when the
DTC was set. Refer to appropriate solenoid and clutch chart to determine which clutch circuit is suspect. See
DTC P0778: PRESSURE CONTROL SOLENOID "B" ELECTRICAL
NOTE:

DIAGRAMS .
Circuit Description
Trim solenoid "B" is used to control on-coming, off-going, and holding pressure to any of the five clutches.
The solenoid operates using a very high frequency pulse width modulation signal of 1000 Hz. Unlike the pulse
width modulated Torque Converter Clutch (TCC) solenoid, where the ball follows the pulse width square wave,
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the PPC ball remains stationary. The ball clearance is balanced between a coil current force on one side of the
ball and the clutch trim pressure force on the other side of the ball. The ball-to-seat clearance adjusts the bleedoff rate in the signal pocket. At high bleed levels, the resulting flow across the feed orifice results in a high
pressure drop. This produces the desired signal pressure level used to trim the clutch.

z

z
z
z
z
A short to power.
A short to ground.
High or low resistance at a solenoid.
High or low resistance in wiring.

z
z
z
z
z
z
z
z
When in a forward gear range, the transmission will fail to 1st, 3rd, or 5th gear while diagnostic response
is active.
If the gearshift lever is moved to Reverse, then the transmission will shift to Reverse.

z
z
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Test Description
3 - This step tests the command signal from the TCM, and tests the wiring harness for open or shorts.
4 - This step tests for resistance of harness and solenoid.
6 - This step tests the resistance value of the solenoid and tests the internal wiring harness for open or
shorts.
3. Turn ignition on, engine off. Using scan tool, command solenoid "B" on. Did the scan tool indicate
solenoid "B" was ON? If so, see DIAGNOSTIC AIDS . If not, go to next step.
NOTE:
Duty cycle value of 75 percent is an indication that the solenoid is in the

ON state.
5. Turn ignition on, engine off. Using DVOM, measure voltage between connector TCM connector C2
terminals No. 24 and 25. Using the scan tool, command solenoid "B" on. Is voltage 5-13 volts when the
solenoid is on? If so, go to step 6 . If not, go to step 11 .
resistance between transmission in-line 20-way connector terminals "N" and "P". See COMPONENT
8. Remove the oil pan. See SERVICING - "C" & "K" SERIES (ALLISON) article. Disconnect internal
wiring harness at solenoid "B". Measure the resistance of solenoid "B". See COMPONENT
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10. Replace solenoid "B". See SOLENOID VALVES under REMOVAL & INSTALLATION. Is the
replacing the TCM.
z Clear the DTC.
z Using the scan tool, monitor the operation of solenoid "B".
Diagnostic Aids
oscilloscope.
DTC P0836: 4-WHEEL DRIVE LOW SWITCH CIRCUIT MALFUNCTION
NOTE:

DIAGRAMS .
Circuit Description
DTC P0836 detects abnormal conditions of the 4-wheel drive indication switch input, and 4-wheel drive status
using speed and gear ratios. DTC P0836 is a type "X" DTC.
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z
z
z
z
z
z
Output speed sensor circuit DTCs P0721 and P0722 are not active.
Output speed is above 60 RPM.
Transmission fluid temperature is between 68F (20C) and 266F (130C).
Shift is complete and Neutral is not selected.

z
The transfer case switch indicates high range, and the calculated range is low range for 5 seconds or
more.
The transfer case switch indicates low range, and the calculated range is high range for 5 seconds or
more.

z
z


z
z
Test Description
2 - This step tests the status of the 4WD low switch.
3 - This step tests for a 4WD switch failure to ground.
4 - This step tests for a short in the wiring harness.
9 - This step tests for a 4WD switch failure to an open state.
10 - This step tests for an open in the wiring harness.
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2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.

Install the scan tool. Turn ignition on, engine off. Record the DTC failure records. Using the scan tool,
monitor 4WD low status and select 4HI followed by 4LO with the transfer case selector. Does the scan
tool indicate 4WD low status as NO when 4HI is selected, and YES when 4LO is selected? If so, see
DIAGNOSTIC AIDS . If not, go to next step.
Select 4HI followed by 4LO using the transfer case selector. Does the scan tool indicate 4WD low status
as YES for both selector positions? If so, go to next step. If not, go to step 9 .
Remove wiring harness connector at the transfer case selector. Does the scan tool indicate 4WD low
status as YES? If so, go to next step. If not, go to step 7 .
Inspect 4WD low signal circuit (1694) for a short to ground. Did you find a condition? If so, go to next
Repair the short to ground in 4WD low signal circuit. Is the repair complete? If so, go to step 16 .
Inspect the transfer case switch for proper operation or a short to ground. Did you find a condition? If so,
go to next step. If not, go to next step. If not, go to step 15 .
Replace the transfer case switch. See TRANSFER CASE SWITCH & TRANSFER CASE SHIFT
CONTROL MODULE under REMOVAL & INSTALLATION. Did you complete the replacement? If
so, go to step 16 .
Select 4HI followed by 4LO using the transfer case selector. Does the scan tool indicate 4WD low status
as NO for both selector positions? If so, go to next step. If not, go to step 15 .
Disconnect wiring harness connector at the transfer case switch. Ground 4WD low signal circuit to a
known ground. Does the scan tool indicate 4WD low status as NO? If so, go to next step. If not, go to
step 13 .
Inspect for open in 4WD low signal circuit. Did you find a condition? If so, go to next step. If not, go to
step 15 .
Repair the open condition in 4WD low signal circuit. Is the repair complete? If so, go to step 16 .
Inspect the transfer case switch for an open condition. Did you find an open condition? If so, go to next
Replace the transfer case switch. See TRANSFER CASE SWITCH & TRANSFER CASE SHIFT
CONTROL MODULE under REMOVAL & INSTALLATION. Did you complete the replacement? If
so, go to step 16 .
replacing the TCM.

z Clear the DTC.
z Monitor the 4WD low status with the scan tool.
z The 4WD low status must indicate NO when 4WD HI is selected, and YES when 4WD LO is
selected.
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Diagnostic Aids
Inspect for any transmission DTCs that may have reset.
DTC P0840: PRESSURE SWITCH SOLENOID "C" CIRCUIT MALFUNCTION
NOTE:

DIAGRAMS .
NOTE:
Transmission pressure switch solenoid "C" communicates with the TCM

through the fluid pressure switch signal "A" circuit (1224).
Circuit Description
The pressure switch manifold is a multiple-switch assembly made up of three normally open and one normally
closed pressure switches. Fluid pressure is fed from shift valve "C" to the switch based on the position of the
valve. The shift valve fluid pressure reflects the logic condition at the corresponding solenoid. This logic
indicates the current transmission operating range to the Transmission Control Module (TCM).
The fluid pressure switch corresponding to the shift valve is normally open (contacts not touching) when no
fluid pressure is present, so that electrical current is stopped at the switch. When fluid pressure is routed to the
switch, it moves the diaphragm and upper contact so that the contact element touches both the positive and
ground contacts. This closes the circuit and allows current to flow from the positive contact and through the
switch.

z
z

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DTC sets during steady state operation when pressure switch "C" indicates ON for 0.1 second after
solenoid "C" has been commanded off.

z
z
z
z
z
When in a forward gear range, the transmission will fail to another forward gear range, unless the
transmission is compromised by overspeeding or direction change, then the transmission will shift to
Neutral while diagnostic response is active.
If the gearshift lever is moved from a forward gear range to Neutral or from a forward gear range to
Reverse, then the transmission will shift to Neutral.
If the gearshift lever is moved to Reverse, the transmission will shift to Reverse if it is not compromised
by overspeeding or a direction change. If compromised, the transmission will shift to Neutral.
DTC will be stored in the TCM.

z
z
Test Description
5 - This step tests the TCM response function.
6 - This step tests the transmission wiring harness integrity.
7 - This step tests and evaluates the internal wiring harness and checks the pressure switch manifold for a
failed condition.
8 - This step tests and evaluates the internal wiring harness.
3. Measure the line pressure. See HYDRAULIC PRESSURE TESTS under PERFORMANCE TESTS. Is
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4.
5.
6.
7.
8.
9.
10.
11.
12.
the pressure within the specified value? If so, go to next step. If not, see SYMPTOM DIAGNOSIS
under TROUBLE SHOOTING.
This DTC is set in a steady state condition when "C" pressure switch should be in the OFF state, but the
TCM detects "C" pressure switch in the ON state for more than 0.1 second. This DTC indicates that an
electrical short circuit may exist in the vehicle harness, internal transmission harness, or the pressure
switch manifold. Go to next step.
Turn ignition off. Disconnect TCM connector C2 from the TCM (additional DTCs may set), and install
Breakout Box (J-39700) and Breakout Box Adapter (J-43799). Connect TCM connector C2 terminal No.
1 to a known-good ground. Turn ignition on. Does the scan tool indicate pressure switch "C" status as
ON? If so, go to next step. If not, go to step 12 .
Turn ignition off and reconnect the TCM connector C2. Disconnect the transmission in-line 20-way
connector. Turn the ignition on (additional DTCs might set). Connect wire from engine side of
transmission in-line 20-way connector terminal "D" to a known-good ground. Does the scan tool indicate
pressure switch "C" status as ON? If so, go to next step. If not, go to step 11 .
Reconnect transmission in-line 20-way connector. Remove the oil pan. See SERVICING - "C" & "K"
SERIES (ALLISON) article. Disconnect the internal wiring harness from the pressure switch manifold,
and ground pressure switch manifold connector terminal "A". Does the scan tool indicate pressure switch
"C" status as ON? If so, go to next step. If not, go to step 10 .
Remove the pressure switch manifold from the control valve body and leave the internal harness
connected. Provide a ground connection for the pressure switch manifold to either the control valve body
or the transmission main case. Use your finger to push gently on the pressure switch "C" membrane (4).
See Fig. 6 . Does the scan tool indicate pressure switch "C" status as ON? If so, see DIAGNOSTIC
AIDS . If not, go to next step.
replacing the TCM.

z Clear the DTC.
z Using the scan tool, monitor pressure switch "C" operation.
Diagnostic Aids
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This DTC may indicate that solenoid "C" is mechanically defective.
oscilloscope.
Multiple inactive pressure switch DTCs may be due to a plugged control main filter. Ensure that the initial
5000-mile filter change was performed.
DTC P0841: PRESSURE SWITCH SOLENOID "C" CIRCUIT STUCK OPEN
NOTE:

DIAGRAMS .
NOTE:

Circuit Description
switch.

z
z

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z
DTC sets when solenoid "C" is commanded on and pressure switch "C" status remains OFF for 2-4
seconds (depending on fluid temperature).

z
z
z
z
z
z
z
When in a forward gear range and shifting is completed, the transmission will fail to another forward gear
range, unless the transmission is compromised by overspeeding or direction change, then the transmission
will shift to Neutral.
When in a forward gear range and the shift is in process, the transmission will return to a previous gear
range, except for 1-2 shifts and 2-1 shifts where the shifts will be completed.
When in Neutral or Reverse, the transmission will fail to Neutral.
While diagnostic response is active, when gearshift lever is moved from a forward gear range to Neutral
or from a forward gear range to Reverse, then the transmission will shift to Neutral.

z
z
Test Description
failed condition.
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4. This DTC indicates that when "C" solenoid was commanded on, "C" pressure switch status remained in
the OFF position for more than 2-4 seconds (depending on fluid temperature). This DTC may indicate a
stuck shift valve, a mechanically failed solenoid, or a defective pressure switch manifold. Go to next step.
5. Turn ignition off. Remove the C2 connector from the TCM, and install Breakout Box (J-39700) and
Breakout Box Adapter (J-43799). Connect TCM connector C2 terminal No. 1 to ground. Turn ignition
on. Does the scan tool indicate pressure switch "C" status as ON? If so, go to next step. If not, go to step
15 .
6. Turn ignition off and reconnect the TCM C2 connector to the TCM. Disconnect the transmission in-line
20-way connector. Turn ignition on. Connect a wire from engine side of transmission in-line 20-way
connector terminal "D" to a known-good ground. Does the scan tool indicate pressure switch "C" status as
internal wiring harness from the pressure switch manifold, and ground pressure switch manifold
connector terminal "A". Does the scan tool indicate pressure switch "C" status as ON? If so, go to next
8. Remove the pressure switch manifold from the control valve body and leave the internal harness
See Fig. 6 . Does the scan tool indicate pressure switch "C" status as ON? If so, go to next step. If not, go
to step 12 .
9. Remove the control valve body, and check for a stuck or sticking "C" shift valve. See SERVICING "C" & "K" SERIES (ALLISON) article. Was the "C" shift valve stuck or sticking? If so, go to step 11 .
10. Replace the "C" shift solenoid and reinstall the control valve body. Is replacement of solenoid and
reinstalling of valve body complete? If so, go to step 16 .
11. Clean and/or polish the sticking valve to restore free movement or replace the control valve body
assembly. Was free movement restored or valve body replaced? If so, go to step 16 .
replacing the TCM.
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z Clear the DTC.
Diagnostic Aids
oscilloscope.
DTC P0842: PRESSURE SWITCH SOLENOID "C" CIRCUIT STUCK CLOSED
NOTE:

DIAGRAMS .
NOTE:

Circuit Description
switch.
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z
z

z
DTC sets when solenoid "C" is commanded off and pressure switch "C" status remains ON for 2-4

z
z
z
z
z
z
z
range, except for 1-2 shifts and 2-1 shifts which will be completed.
While diagnostic response is active, when the gearshift lever is moved from a forward gear range to
Neutral or from a forward gear range to Reverse, then the transmission will shift to Neutral.

z
z
Test Description
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failed condition.
4. This DTC indicates that when solenoid "C" was commanded OFF, pressure switch "C" status remained in
the ON position for more than 2-4 seconds (depending on fluid temperature). This DTC may indicate a
5. Turn ignition off. Remove the C2 connector from the TCM (additional DTCs may set), and install
Breakout Box (J-39700) and Breakout Box Adapter (J-43799). Connect TCM connector C2 terminal No.
1 to a ground. Turn ignition on. Does the scan tool indicate pressure switch "C" status as ON? If so, go to
next step. If not, go to step 15 .
See Fig. 6 . Does the scan tool indicate pressure switch "C" status as ON? If so, go to next step. If not, go
to step 12 .
9. Remove the control valve body, and check for a stuck or sticking "C" shift valve. See SERVICING "C" & "K" SERIES (ALLISON) article. Was the "C" shift valve stuck or sticking? If so, go to step 11 .
10. Replace the shift solenoid "C" and reinstall the control valve body. Is replacement of solenoid and
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replacing the TCM.
z Clear the DTC.
Diagnostic Aids
oscilloscope.
DTC P0843: PRESSURE SWITCH SOLENOID "C" CIRCUIT HIGH
NOTE:

DIAGRAMS .
NOTE:

Circuit Description
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switch.

z
z

z
DTC sets during steady state operation when solenoid "C" is commanded on, and pressure switch "C"
fails to switch on after 0.1 second of solenoid "C" being commanded on.

z
z
z
z
z
z
z
range when engine speed is reasonable.
When in Neutral or Reverse, the transmission fails to Neutral.
While diagnostic response is active and the gearshift lever is moved from a forward gear range to Neutral
or from a forward gear range to Reverse, then the transmission will shift to Neutral and a forward gear
range cannot be re-attained.

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z
z
Test Description
failed condition.
4. This DTC is set in a steady state condition when pressure switch "C" should be in the ON state, but the
TCM detects pressure switch "C" in the OFF state for more than 0.1 second. This DTC indicates that an
open condition may exist in the vehicle harness, internal transmission harness, or the pressure switch
manifold. Go to next step.
5. Turn ignition off. Disconnect the TCM C2 connector from the TCM, and install Breakout Box (J-39700)
and Breakout Box Adapter (J-43799). Connect TCM connector C2 terminal No. 1 to ground. Turn
ignition on. Does the scan tool indicate pressure switch "C" status as ON? If so, go to next step. If not, go
to step 12 .
See Fig. 6 . Does the scan tool indicate pressure switch "C" status as ON? If so, see DIAGNOSTIC
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replacing the TCM.
z Clear the DTC.
Diagnostic Aids
oscilloscope.
DTC P0845: PRESSURE SWITCH SOLENOID "D" CIRCUIT MALFUNCTION
NOTE:

DIAGRAMS .
NOTE:
Transmission pressure switch solenoid "D" communicates with the TCM

through the fluid pressure switch signal "B" circuit (1225).
Circuit Description
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closed pressure switches. Fluid pressure is fed from shift valve "D" to the switch based on the position of the
switch.

z
z

z
DTC sets during steady state operation when pressure switch "D" indicates ON for 0.1 second after
solenoid "D" has been commanded off.

z
z
z
z
z
z
z
Neutral or from a forward gear range to Reverse, then the transmission will shift to Neutral and a forward
gear range cannot be re-attained.

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z
z
Test Description
failed condition.
4. This DTC is set in a steady state condition when pressure switch "D" should be in the OFF state, but the
TCM detects pressure switch "D" in the ON state for more than 0.1 second. This DTC indicates that an
5. Turn ignition off. Remove the TCM C2 connector from the TCM, and install Breakout Box (J-39700) and
on. Does the scan tool indicate pressure switch "D" status as ON? If so, go to next step. If not, go to step
12 .
connector terminal "F" to a known-good ground. Does the scan tool indicate pressure switch "D" status as
connector terminal "B". Does the scan tool indicate pressure switch "D" status as ON? If so, go to next
or the transmission main case. Use your finger to push gently on the pressure switch "D" membrane (3).
See Fig. 6 . Does the scan tool indicate pressure switch "D" status as ON? If so, see DIAGNOSTIC
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replacing the TCM.
z Clear the DTC.
z Using scan tool, monitor pressure switch "D" operation.
Diagnostic Aids
oscilloscope.
DTC P0846: PRESSURE SWITCH SOLENOID "D" CIRCUIT STUCK OPEN
NOTE:

DIAGRAMS .
NOTE:

Circuit Description
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switch.

z
z

z
DTC sets when solenoid "D" is commanded on and pressure switch "D" remains off for 2-4 seconds
(depending on fluid temperature).

z
z
z
z
z
z
z

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z
z
Test Description
failed condition.
4. This DTC indicates that when solenoid "D" was commanded on, pressure switch "D" status remained in
5. Turn ignition off. Disconnect the TCM C2 connector from the TCM, and install Breakout Box (J-39700)
and Breakout Box Adapter (J-43799). Connect TCM connector C2 terminal No. 2 to ground. Turn
ignition on. Does the scan tool indicate pressure switch "D" status as ON? If so, go to next step. If not, go
to step 15 .
connector terminal "B". Does the scan tool indicate pressure switch "D" status as ON? If so, go next step.
If not, go to step 13 .
See Fig. 6 . Does the scan tool indicate pressure switch "D" status as ON? If so, go to next step. If not, go
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9.
10.
11.
12.
13.
14.
15.
to step 12 .
Remove the control valve body, and check for a stuck or sticking shift valve "D". See SERVICING "C" & "K" SERIES (ALLISON) article. Was the shift valve "D" stuck or sticking? If so, go to step
11 . If not, go to next step.
Replace the shift solenoid "D" and reinstall the control valve body. Is replacement of solenoid and
Clean and/or polish the sticking valve to restore free movement or replace the control valve body
replacing the TCM.

z Clear the DTC.
z Using the scan tool, monitor pressure switch "D" operation.
Diagnostic Aids
This DTC may indicate that solenoid "D" is mechanically defective.
oscilloscope.
DTC P0847: PRESSURE SWITCH SOLENOID "D" CIRCUIT STUCK CLOSED
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NOTE:

DIAGRAMS .
NOTE:

Circuit Description
switch.

z
z

z
DTC sets when pressure switch "D" remains on for 2-4 seconds, depending on fluid temperature, after
solenoid "D" has been commanded off.

z
range, except for 1-2 shifts and 2-1 shifts, which will be completed.
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z
z
z
z

z
z
Test Description
failed condition.
transmission fluid level correct? If so, go to next step. If not, see SERVICING - "C" & "K" SERIES
(ALLISON) article.
4. This DTC indicates that when solenoid "D" was commanded off, pressure switch "D" status remained in
5. Turn ignition off. Remove the TCM C2 connector from the TCM, and install Breakout Box (J-39700) and
15 .
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7.
8.
9.
10.
11.
12.
13.
14.
15.
See Fig. 6 . Does the scan tool indicate pressure switch "D" status as ON? If so, go to next step. If not, go
to step 12 .
Remove the control valve body, and check for a stuck or sticking shift valve "D". See SERVICING "C" & "K" SERIES (ALLISON) article. Was the shift valve "D" stuck or sticking? If so, go to step
11 . If not, go to next step.
Replace the shift solenoid "D" and reinstall the control valve body. Is replacement of solenoid and
replacing the TCM.

z Clear the DTC.
z Using the scan tool, monitor pressure switch "D" operation.
Diagnostic Aids
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This DTC may indicate that solenoid "D" is mechanically defective.

oscilloscope.
DTC P0848: PRESSURE SWITCH SOLENOID "D" CIRCUIT HIGH
NOTE:

DIAGRAMS .
NOTE:

Circuit Description
switch.

z
z

z
DTC sets during steady state operation when pressure switch "D" fails to switch on after 0.1 second of
solenoid "D" being commanded on.
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z
z
z
z
z
z
z

z
z
Test Description
failed condition.
4. This DTC is set in a steady state condition when pressure switch "D" should be in the ON state, but the
TCM detects pressure switch "D" in the OFF state for more than 0.1 second. This DTC indicates that an
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5.
6.
7.
8.
9.
10.
11.
12.
Turn ignition off. Disconnect the C2 connector from the TCM, and install Breakout Box (J-39700) and
Breakout Box Adapter (J-43799). Connect TCM connector C2 terminal No. 2 to a ground. Turn ignition
12 .
Turn ignition off and reconnect the TCM C2 connector to the TCM. Disconnect the wiring harness from
the main transmission connector. Turn ignition on. Connect wire 202 (pin F) to a known-good ground.
Does the scan tool indicate pressure switch "D" status as ON? If so, go to next step. If not, go to step 11 .
See Fig. 6 . Does the scan tool indicate pressure switch "D" status as ON? If so, see DIAGNOSTIC
replacing the TCM.

z Clear the DTC.
z Using scan tool, monitor pressure switch "D" operation.
Diagnostic Aids
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oscilloscope.
DTC P0870: PRESSURE SWITCH "E" CIRCUIT MALFUNCTION
NOTE:

DIAGRAMS .
NOTE:
Transmission pressure switch solenoid "E" communicates with the TCM

through the fluid pressure switch signal "C" circuit (1226).
Circuit Description
closed pressure switches. Fluid pressure is fed from shift valve "E" to the switch based on the position of the
switch. The pressure switch corresponding to Reverse is normally closed, since fluid pressure is always present
unless the selector valve is moved to Reverse.

z
z

z
DTC sets during steady state operation when pressure switch "E" indicates ON for 0.1 second after
solenoid "E" has been commanded off.

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z
z
z
z
z
z
z

z
z
Test Description
failed condition.
4. This DTC is set in a steady state condition when pressure switch "E" should be in the OFF state, but the
TCM detects pressure switch "E" in the ON state for more than 0.1 second. This DTC indicates that an
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on. Does the scan tool indicate pressure switch "E" status as ON? If so, go to next step. If not, go to step
12 .
connector terminal "E" to a known-good ground. Does the scan tool indicate pressure switch "E" status as
connector terminal "C". Does the scan tool indicate pressure switch "E" status as ON? If so, go to next
or the transmission main case. Use your finger to push gently on the pressure switch "E" membrane (2).
See Fig. 6 . Does the scan tool indicate pressure switch "E" status as ON? If so, see DIAGNOSTIC
replacing the TCM.
z Clear the DTC.
z Using the scan tool, monitor pressure switch "E" operation.
Diagnostic Aids
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oscilloscope.
DTC P0871: PRESSURE SWITCH SOLENOID "E" CIRCUIT STUCK OPEN
NOTE:

DIAGRAMS .
NOTE:

Circuit Description
switch.

z
z

z
DTC sets when solenoid "E" is commanded on and pressure switch "E" status remains OFF for 2-4

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z
z
z
z
z
z
z

z
z
Test Description
failed condition.
4. This DTC indicates that when solenoid "E" was commanded on, pressure switch status "E" remained in
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5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
15 .
Turn ignition off and reconnect the TCM C2 connector to the TCM. Disconnect the transmission in-line
See Fig. 6 . Does the scan tool indicate pressure switch "E" status as ON? If so, go to next step. If not, go
to step 12 .
Remove the control valve body, and check for a stuck or sticking shift valve "E". See SERVICING "C" & "K" SERIES (ALLISON) article. Was the shift valve "E" stuck or sticking? If so, go to step 11 .
Replace the shift solenoid "E" and reinstall the control valve body. Is replacement of solenoid and
replacing the TCM.

z Clear the DTC.
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Diagnostic Aids
This DTC may indicate that solenoid "E" is mechanically defective.
oscilloscope.
DTC P0872: PRESSURE SWITCH SOLENOID "E" CIRCUIT STUCK CLOSED
NOTE:

DIAGRAMS .
NOTE:

Circuit Description
switch.
This DTC is a type "A" DTC.

z
z
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z
DTC sets when solenoid "E" is commanded off and pressure switch "E" status remains ON for 2-4

z
z
z
z
z
z
z
range, except for 1-2 shifts and 2-1 shifts which will be completed.

z
z
Test Description
failed condition.
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4. This DTC indicates that when solenoid "E" was commanded off, pressure switch "E" status remained in
5. Turn ignition off. Disconnect the C2 connector from the TCM, and install Breakout Box (J-39700) and
Breakout Box Adapter (J-43799). Connect TCM connector C2 terminal No. 3 to a ground. Turn ignition
15 .
See Fig. 6 . Does the scan tool indicate pressure switch "E" status as ON? If so, go to next step. If not, go
to step 12 .
9. Remove the control valve body, and check for a stuck or sticking shift valve "E". Was the shift valve "E"
stuck or sticking? If so, go to step 11 . If not, go to next step.
10. Replace the shift solenoid "E" and reinstall the control valve body. Is replacement of solenoid and
replacing the TCM.
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z Clear the DTC.
z Using scan tool, monitor pressure switch "E" operation.
Diagnostic Aids
oscilloscope.
DTC P0873: PRESSURE SWITCH SOLENOID "E" CIRCUIT HIGH
NOTE:

DIAGRAMS .
NOTE:

Circuit Description
switch.
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z
z

z
DTC sets during steady state operation when pressure switch "E" fails to turn on after 0.1 second of
solenoid "E" being commanded on.

z
z
z
z
z
z
z

z
z
Test Description
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failed condition.
4. This DTC is set in a steady state condition when pressure switch "E" should be in the ON state, but the
TCM detects pressure switch "E" in the OFF state for more than 0.1 second. This DTC indicates that an
12 .
See Fig. 6 . Does the scan tool indicate pressure switch "E" status as ON? If so, see DIAGNOSTIC
replacing the TCM.
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z Clear the DTC.
z Using scan tool, monitor pressure switch "E" operation.
Diagnostic Aids
oscilloscope.
DTC P0875: REVERSE PRESSURE SWITCH CIRCUIT MALFUNCTION
NOTE:

DIAGRAMS .
Circuit Description
and one normally closed pressure switch for reverse pressure. Fluid pressure is supplied to the reverse pressure
switch when the manual selector valve is in any position except reverse. When the manual selector valve is
moved to Reverse, pressure to the Reverse pressure switch is cut off, causing the switch to close.

z
z
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z
z
z
The Park/Neutral Position (PNP) switch is enabled and functional.

DTCs P0706, P0708, P1714, and P1715 are not active.

z
DTC sets when Park, Neutral, or a forward gear range is selected, and the Reverse pressure switch
remains in the mechanically closed/electrically on position for a period of time that is calibration
dependent.

z
z
z
z
z
The transmission will lock in Neutral.


z
z
Test Description
failed condition.
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4. This DTC is set when Park, Neutral, or a forward gear range is selected, and the Reverse pressure switch
indicates mechanically closed or electrically on for a period of time that is calibration dependent. This
DTC may indicate that a short circuit condition exists in the vehicle harness, internal transmission
harness, or the pressure switch manifold. A defective PNP switch may set this DTC. The intent of this
DTC is to detect discrepancies between range selected at the PNP and the actual position of the manual
selector valve. Go to next step.
5. Turn ignition off. Remove the C2 connector from the TCM, and connect the Breakout Box (J-39700) and
Breakout Box Adapter (J-43799) to the TCM. Do not connect the vehicle harness to the breakout box
adapter. Connect TCM connector C2 terminal No. 4 on the breakout box to a known-good chassis
ground. Turn ignition on. Does the scan tool indicate Reverse pressure switch status as ON when
grounded and OFF when open? If so, go to next step. If not, go to step 13 .
6. Turn ignition off and reconnect the C2 connector to the TCM. Disconnect the transmission in-line 20-way
harness connector. Connect a wire between engine side of transmission in-line 20-way harness connector
terminal "K" to a known-good ground. Turn ignition on. Does the scan tool indicate Reverse pressure
switch status as ON when grounded and OFF when open? If so, go to next step. If not, go to step 12 .
connector terminal "D" to a known-good ground. Does the scan tool indicate Reverse pressure switch
status as ON when grounded and OFF when open? If so, go to next step. If not, go to step 11 .
connected. Provide a ground connection from the pressure switch manifold frame to either the control
valve body or the transmission main case. Use your finger to push gently on the Reverse pressure switch
membrane (1). See Fig. 6 . Does the scan tool indicate Reverse pressure switch cycles from ON to OFF?
If so, go to step 10 . If not, go to next step.
10. Inspect for a missing or damaged seal at the switch assembly. Inspect for a loose Reverse transfer tube.
Check the shift linkage adjustment. An out-of-adjustment linkage can cause a pressure switch
malfunction. See SERVICING - "C" & "K" SERIES (ALLISON) article. Was a problem found and
corrected? If so, go to step 14 . If not, see DIAGNOSTIC AIDS .
replacing the TCM.
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z Clear the DTC.
z Using the scan tool, monitor Reverse pressure switch operation.
Diagnostic Aids
This DTC could indicate a hydraulic leak path exhausting pressure from the Reverse pressure switch.
An inactive DTC P0875 (previously P1713) set in combination with DTC P0872 (previously P1711) often
indicates that an internal PNP switch failure occurred on a previous drive cycle. If this combination returns after
clearing DTCs, replacement of the PNP switch may be necessary.
DTC P0876: REVERSE PRESSURE SWITCH CIRCUIT STUCK OPEN
NOTE:

DIAGRAMS .
Circuit Description
and one normally closed pressure switch for Reverse pressure. Fluid pressure is supplied to the Reverse
pressure switch when the manual selector valve is in any position except Reverse. When the manual selector
valve is moved to Reverse, pressure to the Reverse pressure switch is cut off, causing the switch to close.

z
z
z
The Park/Neutral Position (PNP) switch is enabled and functional.
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z
z

DTCs P0706, P0708, P1713, and P1715 are not active.

z
DTC sets when a forward gear range has been selected and the Reverse pressure switch remains in the
mechanically open or electrically off position.

z
z
z
z
z
z
The transmission will lock in Neutral.

Locked in Neutral.

z
z
Test Description
failed condition.
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3.
4.
5.
6.
7.
8.
9.
10.
11.
12.

Measure the line pressure. See HYDRAULIC PRESSURE TESTS under PERFORMANCE TESTS. Is
This DTC is set when Reverse is selected, and the Reverse pressure switch status remains mechanically
open or electrically off for more than 1.0 second. This DTC may also occur at shutdown where the switch
remains in an open/off state. This DTC may indicate that an electrical open condition may exist in the
Reverse pressure switch circuit or the pressure switch manifold. The intent of this DTC is to detect
discrepancies between range selected at the PNP switch and the actual position of the manual selector
valve. Go to next step.
Breakout Box Adapter (J-43799). Disconnect the transmission in-line 20-way connector. Connect TCM
connector C2 terminal No. 4 to a known-good ground. Turn ignition on. Does the scan tool indicate
Reverse pressure switch status as ON? If so, go to next step. If not, go to step 12 .
Turn ignition off and reconnect the C2 connector to the TCM. Disconnect the transmission in-line 20-way
harness connector. Connect a wire between engine side of transmission in-line 20-way harness connector
terminal "K" to a known-good ground. Turn ignition on. Does the scan tool indicate Reverse pressure
switch status as ON? If so, go to next step. If not, go to step 11 .
connector terminal "D". Does the scan tool indicate Reverse pressure switch status as ON? If so, go to
next step. If not, go to step 9 .
Inspect the internal wiring harness for an open condition. Did you find a problem? If so, go to next step.
replacing the TCM.

z Clear the DTC.
z Using the scan tool, monitor Reverse pressure switch operation.
Diagnostic Aids
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This DTC could indicate a hydraulic leak path exhausting pressure from the Reverse pressure switch.
DTC P0880: TCM POWER INPUT SIGNAL
NOTE:

DIAGRAMS .
Circuit Description
DTC will set if an abnormal power-down sequence has occurred. This condition means the Transmission
Control Module (TCM) has lost battery positive voltage circuit (supply voltage) before it has finished saving
information from that drive cycle. This process is usually completed in less than 10 seconds.

z
z
Loss of TCM supply voltage before drive cycle data is saved.

z
If the TCM loses TCM supply voltage less than 10 seconds after the ignition voltage has been turned off,
DTC will be set during the next ignition cycle.

z
z
z

Loss of adaptive information for drive cycle. Revert to previous adaptive settings.
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z
z
Test Description
2 - This step tests the system voltage.
4 - This step tests the vehicle charging system.
2. Install the scan tool. Turn ignition on, engine off. Record the DTC failure records. If other DTCs are
present, refer to the applicable DTC before continuing. Using a DVOM, measure and record the voltage
between the battery terminals. Is the voltage greater than 10.5 volts? If so, go to step 4 . If not, test
battery. See appropriate GENERATORS & REGULATORS article in STARTING & CHARGING
SYSTEMS. If okay, go to next step.
3. Start the engine and warm to normal operating temperature. Is the Alternator or Check Engine lamp on?
If so, see appropriate GENERATORS & REGULATORS article in STARTING & CHARGING
SYSTEMS. If not, go to next step.
4. Increase the engine speed to 1000-1500 RPM. Observe the system voltage on the scan tool. Is the voltage
13-15 volts? If so, go to next step. If not, see appropriate GENERATORS & REGULATORS article in
STARTING & CHARGING SYSTEMS.
5. Turn ignition off. Disconnect the C1 connector from the TCM additional DTCs may set, and install
Breakout Box (J-39700) and Breakout Box Adapter (J-43799). Using a DVOM, measure the voltage
between connector TCM connector C1 terminals No. 1 and 2 (with ignition on) and TCM connector C1
terminals No. 1 and 3 (with the ignition off). Compare the battery voltage to the wire voltage. Is the
voltage difference greater than 0.5 volt? If so, go to next step. If not, go to step 7 .
6. Inspect and repair the transmission wiring harness assembly. Replace the wiring harness if necessary. Is
the repair complete? If so, go to step 8 .
replacing the TCM.
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z Clear the DTC.
z The system voltage, as indicated by the scan tool, should be 9-18 volts.
Check for the DTC. Has the test passed? If so, system is okay. If not, go to step 1 .
Diagnostic Aids
DTC P1571: TCS PWM CIRCUIT NO FREQUENCY (8.1L)
NOTE:

DIAGRAMS .
Circuit Description
NOTE:
DTC P1571 is a type B DTC.
The Transmission Control Module (TCM) sends a signal to the Powertrain Control Module (PCM) on the
requested torque signal circuit. This signal commands the PCM to limit engine torque under certain extreme
driving conditions. If a fault is detected on the circuit, DTC P1571 will set.

The PCM detects one of the following conditions on the requested torque signal circuit:
z
z
z
An open.
A short to ground.
A short to battery voltage.

z
z
DTC P1571 will be stored in the TCM history.

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Conditions For Clearing The MIL/DTC
A scan tool can clear the code from the TCM history. The TCM automatically clears the DTC from the TCM
history if the vehicle completes 40 warm-up cycles without failure.
Test Description
The numbers below refer to the step numbers on the diagnostic table:
3 - The test lamp will not illuminate if there is an open circuit or a short to battery voltage.
4 - This step determines if the circuit is shorted to ground.
5 - This step determines if the problem is a short to battery voltage or open. If the circuit is open there
may be some AC frequency, but the frequency will be below 100 Hz. A short to battery voltage will have
a frequency near 200 Hz.
6 - This step determines if the circuit is shorted to battery voltage.
2. Observe the Freeze Frame/Failure records for this DTC. Turn OFF the ignition for 30 seconds. Start the
engine. Operate the vehicle within the conditions for running the DTC. You may also operate the vehicle
within the conditions that you observed from the Freeze Frame/Failure records. If the DTC fails this
ignition, proceed to next step. If the DTC passes this ignition, go to INTERMITTENTS in the appropriate
FAULT ISOLATION article under ENGINE PERFORMANCE.
3. Disconnect the PCM connector C1. Turn ON the ignition, with the engine OFF. Probe the requested
torque signal circuit (CKT 463) of the PCM harness connector C1 pin 13 with a test lamp connected to
battery voltage. If the test lamp illuminates, proceed to next step. If the test lamp does not illuminate, go
to step 5 .
4. Turn OFF the engine. Disconnect the TCM connector C1. Turn ON the ignition, with the engine OFF.
Probe the requested torque signal circuit (CKT 463) of the PCM harness connector C1 pin 13 with a test
lamp connected to battery voltage. If the test lamp illuminates, go to step 11 . If the test lamp does not
illuminate, go to step 9 .
5. Probe the requested torque signal circuit (CKT 463) of the PCM harness connector C1 pin 13 with a
DMM that is connected to a good ground. Observe the AC frequency on the DMM. If the frequency is
more than 100 hz, proceed to the next step. If the frequency is less than 100 hz, go to 7 .
6. Disconnect the TCM connector C1. Probe the requested torque signal circuit (CKT 463) of the PCM
harness connector C1 pin 13 with a test lamp connected to a good ground. If the test lamp illuminates, go
to step 10 . If the lamp does not illuminate, go to step 12 .
7. Test the requested torque signal circuit (CKT 463) for an open. If the correct condition was obtained, go
to 14 . If the correct condition was not obtained, proceed to the next step.
8. Test for an intermittent and for a poor connection at the TCM. If the correct condition was obtained, go to
14 . If the correct condition was not obtained, go to step 12 .
9. Test for an intermittent and for a poor connection at the PCM. If the correct condition was obtained, go to
14 . If the correct condition was not obtained, go to step 13 .
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10. Repair the short to voltage in the Requested Torque Signal circuit (CKT 463). When the repair is
completed, go to step 14 .
11. Repair the short to ground in the Requested Torque Signal circuit (CKT 463). When the repair is
completed, go to step 14 .
12. Replace the TCM. When the replacement is completed, go to step 14 .
13. Replace the PCM. When the replacement is completed, go to step 14 .
14. Observe the Freeze Frame/Failure records for this DTC. Turn OFF the ignition for 30 seconds. Start the
engine. Operate the vehicle within the Condition for Running the DTC. You may also operate the vehicle
within the conditions that you observed from the Freeze Frame/Failure records. If the DTC failed this
ignition, go to step 2 . If the DTC passed this ignition, proceed to the next step.
15. Observe the Capture Info with a scan tool. If there any DTCs that have not been diagnosed, see the
appropriate FAULT ISOLATION article in ENGINE PERFORMANCE. If there are no more DTCs, the
system is okay.
DTC P1688: UNMANAGED ENGINE TORQUE DELIVERED TO TCM
NOTE:

DIAGRAMS .
Circuit Description
The Transmission Control Module (TCM) receives input from the Powertrain Control Module (PCM) on the
torque response reply signal circuit (2467) and delivered torque signal circuit (464) for managed net engine
torque. The TCM monitors and compares the engine input torque signals for proper torque requested values.
The TCM sends a signal via requested torque signal circuit (463) to the engine if a torque reduction is needed.
This is a type "X" DTC for the 6.6L models, and a type "B" DTC for the 8.1L models.

z
z
z
z
Pulse Width Modulation (PWM) driver demand torque option is selected in transmission calibration.
DTC P1688 must not be active.

z
DTC sets if unmanaged engine torque (gross) signal is under 1.5 percent for 2 seconds, or over 98.5
percent for 2 seconds.
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z
Value is defaulted with a managed engine torque value. If P1688 and P1779 are active, value is defaulted
with a look-up torque value based on throttle and engine speed. If P1688 and P1779 are active and
throttle is defaulted (U1016, U1300 or U1301 active), the TCC is disengaged and inhibited.

z
z
Test Description
2 - This step tests for open or shorts in torque response reply signal circuit.
2. Turn ignition off. Disconnect TCM connector C1. Check for open or shorts to ground in torque response
reply signal circuit (2467) from TCM connector C1 terminal No. 9 to the PCM. Is there a short or open in
the wiring harness? If so, go to next step. If not, go to step 4 .
3. Repair torque response reply signal circuit (2467). Is the repair complete? If so, go to next step.
z Clear the DTC.
Diagnostic Aids
DTC P1779: ENGINE TORQUE DELIVERED TO TCM
NOTE:
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DIAGRAMS .
Circuit Description
The Transmission Control Module (TCM) receives input from the Powertrain Control Module (PCM) on the
torque response reply signal circuit (2467) for unmanaged gross engine torque, and delivered torque signal
circuit (464) for managed net engine torque. The TCM monitors and compares the engine input torque signals
for proper torque requested values. The TCM sends a signal via the requested torque signal circuit (463) to the
engine if a torque reduction is needed.
This is a type "X" DTC for the 6.6L models, and a type "B" DTC for the 8.1L models.

z
z
z
z
Pulse Width Modulation (PWM) driver demand torque option is selected in transmission calibration.
DTC P1779 must not be active.

z
DTC is set if managed net engine torque signal is under 1.5 percent for 2 seconds or over 98.5 percent for
2 seconds.
PCM performs the following actions if DTC is set:

z
Value is defaulted with an unmanaged engine torque value. If P1688 and P1779 are active, value is
defaulted with a look-up torque value based on throttle and engine speed. If P1688 and P1779 are active
and throttle is defaulted (U1016, U1300 or U1301 active), TCC is disengaged and inhibited.

z
z
Test Description
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2 - This step tests for opens or shorts in delivered torque signal circuit (464).
2. Turn ignition off. Disconnect the C1 connector from the TCM. Check for open or shorts in delivered
torque signal from TCM connector C1 terminal No. 16 to the PCM. Is there a short or open in the wiring
harness? If so, go to next step. If not, go to step 4 .
3. Repair delivered torque signal circuit (464). Is the repair complete? If so, go to next step.
Diagnostic Aids
DTC U2105: CAN BUS PCM ERROR
NOTE:

DIAGRAMS .
Circuit Description
The Transmission Control Module (TCM) can be calibrated to communicate with an electronically-controlled
engine via a BUS circuit (SAE J1939). Diagnostic information is also communicated via the BUS circuit. This
DTC applies to the 6.6L engine only.

z
z
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z
The TCM is calibrated for BUS circuit communication and the TCM detects an error on the Controller
Area Network (CAN) link (no engine throttle or torque messages) for 3 seconds.
An open at the CAN backbone.

z
z
z
z
z
DTC is stored in the TCM history.

The MIL illuminates on the second occurrence.
The TCM uses the default throttle value.
The TCM halts shift adapts.

z
z
Test Description
2 - This step checks for loose CAN connectors.
4 - This step checks resistance between terminals No. 29 and 32 on the C1 connector.
2. This DTC indicates the PCM is not communicating data to the TCM. Inspect for loose or disconnected
CAN wiring connectors at the TCM and the PCM. Were loose connectors found? If so, go to next step. If
not, go to step 4 .
3. Repair the vehicle CAN wiring harness. Is the repair complete? If so, go to step 6 . If not, go to next step.
4. Remove the C1 connector from the TCM. Measure the resistance between TCM C1 connector terminals
No. 29 and 32. Was the resistance greater than 60 ohms? If so, go to next step. If not, go to step 6 .
5. Repair the vehicle CAN wiring harness. A resistance reading greater than 60 ohms usually indicates that a
terminating resistor is missing. There should be two 120-ohm resistors wired in parallel in the CAN
wiring harness. Is the repair complete? If so, go to next step.
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z Clear the DTC.
z Connect the scan tool.
Diagnostic Aids
If this DTC is present in a new vehicle, harsh shifting may occur since shift adaptive action is inhibited.
In certain applications, vehicle cruise control function may be used to verify if BUS circuit is operating
properly. If this function is not operating, the engine controller may not be broadcasting a BUS circuit signal.
This could be due to incorrect parameter setting at the ECU or a defective ECU. The vehicle OEM should be
contacted to verify proper ECU setting.
Intermittent cycling of the TCC could indicate that a BUS circuit wiring problem exists. It is possible to have an
open condition in the BUS circuit wiring and U2105 not set or only set when an open condition at the BUS
circuit is present over the period of time needed to allow the U2105 to set.
It is necessary to have two 120-ohm resistors installed in the BUS circuit.
REMOVAL & INSTALLATION

WARNING: Vehicle is equipped with Supplemental Inflatable Restraint (SIR) system.
When servicing vehicle, use care to avoid accidental air bag deployment.
SIR system-related components are located in various locations
throughout interior and exterior of vehicle, depending on application. Do
not use electrical test equipment on or near these circuits. If necessary,
deactivate SIR system before servicing components. See AIR BAG
DEACTIVATION PROCEDURES article in GENERAL INFORMATION.
CAUTION: When battery is disconnected, vehicle computer and memory systems
may lose memory data. Driveability problems may exist until computer
systems have completed a relearn cycle. See COMPUTER RELEARN
PROCEDURES article in GENERAL INFORMATION before disconnecting
battery.
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CAUTION: Use the correct fastener in the correct location. Replacement fasteners
must be the correct part number for that application. Fasteners requiring
replacement or fasteners requiring the use of thread locking compound or
sealant are identified in the service procedure. DO NOT use paints,
lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces
unless specified. These coatings affect fastener torque and joint clamping
force and may damage the fastener. Use the correct tightening sequence
and specifications when installing fasteners in order to avoid damage to
parts and systems.
PARK/NEUTRAL POSITION SWITCH
Removal
1. Disconnect the external wiring harness from the PNP switch.

2. Disconnect the shift linkage from the shift lever (2) on the selector shaft (4). See Fig. 34 .
3. Use wrench (1) to prevent the shift lever (2) from rotating. Remove nut (3) from the end of the selector
shaft (4). Carefully remove the shift lever (2) from selector shaft (4).
4. Remove the two bolts (6). Remove the PNP switch (5) by sliding it outward over the selector shaft (4).
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Fig. 34: Removing & Installing PNP Switch

Installation
1. Ensure the Neutral assurance bracket (2) is in the proper position on PNP switch (1). See Fig. 35 .
2. Make sure the selector shaft is in Neutral as follows: Place a wrench on the selector shaft flats and rotate
the shaft to its furthest clockwise position. Rotate the selector shaft counterclockwise two detents.
3. Align the PNP switch (5) with the main housing so that the Neutral assurance bracket is facing outward.
See Fig. 34 .
4. While maintaining the correct PNP switch-to-selector shaft alignment, slide the new PNP switch (5) over
the selector shaft (4).
5. While holding the neutral assurance bracket in engagement with the PNP switch, install the two bolts (6)
so that the PNP switch may be rotated with some effort. Tighten the two bolts (6) to 20 ft. lbs. (27 N.m).
6. Remove and discard the Neutral assurance bracket.
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7. Reinstall shift lever (2). Install nut (3), by hand, on the end of selector shaft (4). Use a wrench (1) to keep
the shift lever from rotating. Tighten nut (3) to 18 ft. lbs. (24 N.m).
8. Reconnect the shift selector linkage/cable to the shift lever (2).
9. Connect the external wiring harness to the PNP switch.
Fig. 35: Positioning PNP Switch Neutral Assurance Bracket

POWERTRAIN CONTROL MODULE
CAUTION: To prevent internal PCM damage, the ignition must be off when
disconnecting or reconnecting power to the PCM. For example, when
working with a battery cable, PCM pigtail, PCM fuse, or jumper cables.
NOTE:
Remove any debris from the PCM connector surfaces before servicing the PCM.
Inspect the PCM module connector gaskets when diagnosing or replacing the
PCM. Ensure that the gaskets are installed correctly. The gaskets prevent
contaminant intrusion into the PCM.
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NOTE:
The replacement PCM will not be programmed.
Introduction
Service of the PCM should normally consist of either replacement of the PCM or Electrically Erasable
Programmable Read Only Memory (EEPROM) programming. If the diagnostic procedures call for the PCM to
be replaced, the PCM should be inspected first to see if the correct part is being used. If the correct part is being
used, remove the faulty PCM and install the new service PCM.
Removal
1.
2.
3.
4.
5.
6.
Disconnect the negative battery cable.

Remove the engine harness clip from the PCM cover.
Release the PCM cover mounting tabs. See Fig. 36 .
Release the PCM cover from the mounting bracket.
Remove the PCM cover.
Loosen the PCM electrical connector bolts (2). See Fig. 37 .
CAUTION: Do not touch the connector pins or soldered components on the
circuit board in order to prevent possible electrostatic discharge
(ESD) damage to the PCM.
NOTE:
7.
8.
9.
10.
In order to prevent internal damage to the PCM, the ignition must be OFF
when disconnecting or reconnecting the PCM connector.
Disconnect the PCM electrical connectors.

Release the spring latch from the PCM. See Fig. 38 .
Release the PCM mounting tabs from the PCM.
Remove the PCM.
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Fig. 36: Removing PCM Cover

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Fig. 37: Loosening PCM Electrical Connector Bolts

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Fig. 38: Removing PCM

Installation
1.
2.
3.
4.
5.
6.
7.
Install the PCM. Ensure that the mounting tabs are engaged. See Fig. 38 .
Secure the spring latch to the PCM.
Connect the PCM electrical connectors. See Fig. 37 .
Tighten the PCM electrical connector bolts (2) to 71 INCH lbs. (8 N.m).
Install the PCM cover. See Fig. 36 .
Install the engine harness clip to the PCM cover.
Connect the negative battery cable.
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8. If a NEW PCM was installed, program the PCM.

9. Perform the crankshaft position (CKP) system variation learn procedure.
10. If necessary, reset the engine oil life monitor.
PRESSURE SWITCH MANIFOLD
NOTE:
See PRESSURE SWITCH MANIFOLD under REMOVAL & INSTALLATION in

SOLENOID VALVES
NOTE:
See CONTROL VALVE SOLENOIDS under REMOVAL & INSTALLATION in

SPEED SENSORS
NOTE:
Removal and installation of vehicle speed sensor and turbine speed sensor is
an un-bolt and bolt-on procedure. Only torque specifications are given. See
TORQUE SPECIFICATIONS .
STOPLAMP SWITCH
Removal
Disconnect the electrical connection from the stoplamp switch (2). Remove the pushrod retaining clip (4). See
Fig. 39 . Remove the stoplamp switch (2).
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Fig. 39: Removing & Installing Stoplamp Switch

Installation
Install the stoplamp switch (2). Install the pushrod retaining clip (4). See Fig. 39 . Connect electrical connection
to the stoplamp switch (2).
TRANSFER CASE SWITCH & TRANSFER CASE SHIFT CONTROL MODULE
Removal
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1.
2.
3.
4.
5.
6.
7.
Remove the instrument panel (I/P) cluster bezel. See Fig. 40 .

Using a flat-tipped screwdriver, gently pry the retaining clips open on the housing.
Slide out the selector switch until the electrical connector are accessible.
Disconnect the selector switch electrical connectors (2 and 3).
Remove the selector switch from the housing. See Fig. 41 .
Disconnect the shift control module harness connectors. See Fig. 42 .
Unsnap and remove the shift control module from the bracket. See Fig. 43 .
Fig. 40: Removing I/P Cluster Bezel

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Fig. 41: Removing Selector Switch

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Fig. 42: Disconnecting Shift Control Module Harness Connectors

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Fig. 43: Removing Shift Control Module

Installation
1.
2.
3.
4.
Install the shift control module to the bracket. See Fig. 43 .

Connect the shift control module harness connectors. See Fig. 42 .
Start the engine and test the automatic transfer case system for proper shift operation.
Position the selector switch close to the housing so the electrical connectors can be connected. See Fig.
41 .
5. Connect the selector switch electrical connectors (2 and 3). See Fig. 40 .
6. Slide the selector switch into the housing until the switch snaps into place.
NOTE:
Make sure that the selector switch is seated properly in the housing before
installing the I/P cluster bezel.
7. Install the I/P cluster bezel.

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TRANSMISSION CONTROL MODULE

Removal
NOTE:
When replacing TCM with a NEW unit, TCM must be reprogrammed. After
replacing TCM or if program needs to be updated, refer to latest Techline
information on TCM reprogramming.
NOTE:
Remove any debris from the TCM connector surfaces before servicing the TCM.
Inspect the TCM module connector gaskets when diagnosing or replacing the
TCM. Ensure that the gaskets are installed correctly. The gaskets prevent
contaminant intrusion into the TCM.
NOTE:
The ignition must be off when disconnecting or reconnecting power to the TCM.
1.
2.
3.
4.
5.
Disconnect the negative battery cable.

Remove the bolts (1) from the TCM cover located on the left side of the radiator shroud. See Fig. 44 .
Pull the cover and module assembly up and away from the radiator shroud.
Push up on the retainers (1) to remove the control module from the cover. See Fig. 45 .
Disconnect the electrical connectors (2) and remove the TCM from the vehicle. See Fig. 46 .
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Fig. 44: Removing & Installing TCM (1 Of 3)

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Installation
1.
2.
3.
4.
Connect the electrical connectors (2) to the TCM. See Fig. 46 .

Install the TCM to the cover.
Using the alignment tabs (1), place the cover and module assembly to the radiator shroud. See Fig. 45 .
Install the bolts (1) that secure the TCM and cover assembly into the radiator shroud. Tighten the bolts to
80 INCH lbs. (9 N.m). See Fig. 44 .
5. Connect the negative battery cable.
6. Reprogram the TCM.
TRANSMISSION INTERNAL WIRING HARNESS
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NOTE:
See WIRING HARNESS under REMOVAL & INSTALLATION in SERVICING - "C"

& "K" SERIES (ALLISON) article.
TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application
Control Lever Nut
PNP Switch Bolt
Ft. Lbs. (N.m)

18 (25)
20 (27)
INCH Lbs. (N.m)
106 (12)
71 (8)
106 (12)
80 (9)
Line Pressure Plug

PCM Connector End Bolt
Speed Sensor Bolt
TCM Cover Bolt
ELECTRONIC COMPONENT SPECIFICATIONS

COMPONENT RESISTANCE
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Fig. 47: Transmission Fluid Temperature Sensor Resistance

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Fig. 48: Solenoid Resistance

Fig. 49: Speed Sensor Resistance

CONNECTOR IDENTIFICATION
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Fig. 50: Transmission Inline Harness Connector C175 (Transmission Side)

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Fig. 51: Transmission Inline Harness Connector C175 (Engine Harness Side)
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Fig. 52: Pressure Switch Manifold Harness Connector

Fig. 53: Trim Solenoid "A" Harness Connector

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Fig. 54: Trim Solenoid "B" Harness Connector

Fig. 55: Shift Solenoid "C" Harness Connector

Fig. 56: Shift Solenoid "D" Harness Connector

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Fig. 57: Shift Solenoid "E" Harness Connector

Fig. 58: TCC PWM Solenoid "F" Harness Connector

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Fig. 59: Input Speed Sensor Harness Connector

Fig. 60: Turbine Speed Sensor Harness Connector

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Fig. 61: Park/Neutral Position Switch Harness Connector C1

Fig. 62: Park/Neutral Position Switch Harness Connector C2

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Fig. 63: Transmission Control Module Harness Connector C1

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Fig. 64: Transmission Control Module Harness Connector C2

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Fig. 65: Vehicle Speed Sensor Harness Connector

WIRING DIAGRAMS
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Fig. 66: Transmission Electronic Control System Wiring Diagram (2003 Sierra & Silverado - 6.6L)
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Fig. 67: Transmission Electronic Control System Wiring Diagram (2003 Sierra & Silverado - 8.1L)
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2003 TRANSAXLE/TRANSMISSION Automatic Transmission - 4L60-E - Silverado & Sierra
2003 TRANSAXLE/TRANSMISSION
Automatic Transmission - 4L60-E - Silverado & Sierra
SPECIFICATIONS
TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR SPECIFICATIONS
Fig. 1: Transmission Fluid Temperature (TFT) Sensor Specifications
FASTENER TIGHTENING SPECIFICATIONS
Fig. 2: Fastener Tightening Specifications (1 Of 2)
TRANSMISSION GENERAL SPECIFICATIONS
Fig. 4: Transmission General Specifications (1 Of 2)
Fig. 5: Transmission General Specifications (2 Of 2)
FLUID CAPACITY SPECIFICATIONS
Fig. 6: Fluid Capacity Specifications
RANGE REFERENCE
Fig. 7: Range Reference
SHIFT SOLENOID VALVE STATE AND GEAR RATIO
Fig. 8: Shift Solenoid Valve State & Gear Ratio
TORQUE CONVERTER END PLAY SPECIFICATIONS
Fig. 9: Torque Converter End Play Specifications
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SHIFT SPEED
Fig. 10: Shift Speed
TRANSMISSION FLUID PRESSURE (TFP) MANUAL VALVE POSITION SWITCH LOGIC
Fig. 11: Transmission Fluid Pressure (TFP) Manual Valve Position Switch Logic
TRANSMISSION RANGE SWITCH LOGIC
Fig. 12: Transmission Range Switch Logic
LINE PRESSURE
Fig. 13: Line Pressure (1 Of 2)
Fig. 14: Line Pressure (2 Of 2)
Fig. 15: Component Resistance
SCHEMATIC AND ROUTING DIAGRAMS

AUTOMATIC TRANSMISSION SCHEMATIC ICONS
Fig. 16: Automatic Transmission Schematic Icons
AUTOMATIC TRANSMISSION CONTROLS SCHEMATICS
Fig. 17: Automatic Transmission Controls Schematic (Valve Controls & Break Switch)
Fig. 18: Automatic Transmission Controls Schematics (Switch Inputs)
Fig. 19: Automatic Transmission Control Schematics (Tow/Haul & PNP Switch Inputs)
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Fig. 20: Auto Transmission Controls Schematics (Vehicle Speed Signal & 4WD Low Signal
COMPONENT LOCATOR
AUTOMATIC TRANSMISSION ELECTRONIC COMPONENT VIEWS
Fig. 21: Electronic Components
Fig. 22: Park Neutral Position (PNP) Switch
Fig. 23: C175
Fig. 24: Vehicle Speed Sensor (VSS)
DISASSEMBLED VIEWS
Fig. 25: Case & Associated Parts (1 Of 2)
Fig. 27: Oil Pump Assembly
Fig. 28: Control Valve Body Assembly (1 Of 2)
Fig. 29: Control Value Body Assembly (2 Of 2)
Fig. 30: Internal Parts (1 Of 2)
Fig. 31: Internal Parts (2 Of 2)
Fig. 32: Parking Lock & Manual shift Shaft Assembly
COMPONENT LOCATION
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Fig. 33: Components

Fig. 34: Seals
Fig. 35: Bearings & Bushings
Fig. 36: Valve Trains
AUTOMATIC TRANSMISSION INLINE 20-WAY CONNECTOR END VIEW
Fig. 37: AT Inline 20-Way Connector, Engine Side (1 Of 2)
Fig. 38: AT Inline 20-Way Connector, Engine Side (2 Of 2)
Fig. 39: AT Inline 20-Way Connector, Transmission Side
AUTOMATIC TRANSMISSION INTERNAL CONNECTOR END VIEWS
Fig. 40: Automatic Transmission Fluid Pressure (TFP) Manual Valve Position Switch Connector, Wiring
Harness Side
Fig. 41: 1-2 Shift Solenoid (SS) Valve Connector, Wiring Harness Side
Fig. 42: 2-3 Shift Solenoid (SS) Valve Connector, Wiring Harness Side
Fig. 43: Torque Converter Clutch Pulse Width Modulated (TCC PWM) Solenoid Valve Connector,
Wiring Harness Side
Fig. 44: 3-2 Shift Solenoid (SS) Valve Assembly Connector, Wiring Harness Side
Fig. 45: Pressure Control (PC) Solenoid Valve Connector, Wiring Harness Side
Fig. 46: Torque Converter Clutch (TCC) Solenoid Valve Connector, Wiring Harness Side
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AUTOMATIC TRANSMISSION RELATED CONNECTOR END VIEWS

Fig. 47: Vehicle Speed Sensor Assembly Connector, Wiring Harness Side
Fig. 48: Transmission Range Switch Connector, Wiring Harness Side
Fig. 49: Tow/Haul Switch Connector, Column Wiring Harness Side
DIAGNOSTIC INFORMATION AND PROCEDURES

DIAGNOSTIC STARTING POINT-AUTOMATIC TRANSMISSION
Begin the system diagnosis with SELF-DIAGNOSTIC SYSTEM for 4.3 L or SELF-DIAGNOSTIC
SYSTEM for 4.8 L, 5.3 L and 6.0 L. The Diagnostic System Check provides the following information:
z
z
z
The identification of the control module(s) which commands the system.

The ability of the control module(s) to communicate through the serial data circuit.
The identification and status of stored diagnostic trouble codes (DTCs).
The use of the SELF-DIAGNOSTIC SYSTEM for 4.3 L or SELF-DIAGNOSTIC SYSTEM for 4.8 L, 5.3 L
and 6.0 L identifies the correct procedure for diagnosing the system and the procedure location.
Symptoms
When it has been determined through SELF-DIAGNOSTIC SYSTEM for 4.3 L or SELF-DIAGNOSTIC
SYSTEM for 4.8 L, 5.3 L and 6.0 L that no DTCs are present, begin symptom diagnosis by reviewing the
Transmission Component And System Description . Reviewing the Transmission Component And System
Description information enables you to understand the operation of the system. This helps you determine if the
condition described by the customer is normal or if a malfunction exists. If it is determined that a malfunction
exists, identify the concern by referring to the Symptoms-Automatic Transmission table. The SymptomsAutomatic Transmission table provides common diagnostic categories which relate directly to diagnostic
information or procedures.
DIAGNOSTIC SYSTEM CHECK-AUTOMATIC TRANSMISSION
Circuit Description
The Automatic Transmission Diagnostic System Check is an organized approach to identify a problem created
by an automatic transmission. The Diagnostic System check is the diagnostic starting point for an automatic
transmission complaint. The Diagnostic System Check directs you to the next logical step for diagnosing a
transmission concern. Perform this check only if there is a driveability complaint or if you have been directed
here from another service information section.
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Follow the table to help reduce diagnostic time and help prevent unnecessary replacement of good parts.
Diagnostic Aids
IMPORTANT:
z
z
Do not clear the DTC unless directed by a diagnostic procedure. Clearing

the DTCs will erase all Freeze Frame and Failure Records stored in PCM
memory.
driveability condition. In order to avoid mis-diagnosis of the automatic
transmission, always perform the SELF-DIAGNOSTIC SYSTEM for 4.3 L or
SELF-DIAGNOSTIC SYSTEM for 4.8 L, 5.3 L and 6.0 L.
Use a scan tool that is known to function correctly. If necessary, test the
scan tool on another vehicle.
The scan tool will display a loss of communication error message under
the following conditions:
{ PCM power is interrupted
{ The ignition switch is turned OFF
{ The battery voltage level is very low
{ A poor connection at the diagnostic link connector (DLC)
Test Description
The numbers below refer to the step numbers on the diagnostic table.
1. This step determines if the scan tool is receiving power through the DLC connector.
2. The MIL should illuminate whenever the ignition is ON and the engine is not running.
3. This step determines if the PCM is transmitting class 2 serial data to the DLC and that the class 2 data
4. This step determines if a DICT is current or stored in history.
Fig. 50: Diagnostic System Check-Automatic Transmission
SCAN TOOL OUTPUT CONTROLS
Fig. 51: Scan Tool Output Controls (1 Of 4)
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TRANSMISSION SCAN TOOL DATA LIST
Use the scan tool data list under the following conditions:
z
z
z
The Diagnostic System Check-Automatic Transmission is complete.

The on-board diagnostics are functioning properly.
No DTCs are present.
The values below represent a typical display recorded from a properly functioning system.
IMPORTANT: Do not use a scan tool that displays faulty data. Report the condition to the
scan tool manufacturer. The use of a faulty scan tool can result in
misdiagnosis and the unnecessary replacement of parts.
Only the parameters listed below are used in this manual for diagnosing. If a scan tool displays other
parameters, the values are not recommended by General Motors for use in diagnosis.
Scan tool values below were recorded under the following conditions:
z
z
z
z
z
z
z
Engine at idle
Upper radiator hose hot
Closed throttle
Transmission in PARK
Closed Loop operation
Accessories OFF
Brake pedal not applied
Fig. 55: Transmission Scan Tool Data List (1 Of 2)

Fig. 56: Transmission Scan Tool Data List (2 Of 2)
TRANSMISSION SCAN TOOL DATA DEFINITIONS
1-2 Shift Error: This parameter is the difference between the desired 1-2 shift time and the actual 1-2 shift
time. A positive number indicates a firm or fast shift, the actual shift time was shorter than the desired shift
time. A negative number indicates a soft or slow shift, the actual shift time was longer than the desired shift
time. This value is only accurate if the shift was adaptable.
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1-2 Shift Time: This parameter is the actual time of the last 1-2 shift. The shift time is based on the engine
RPM drop after the commanded 1-2 shift. This value is only accurate if the shift was adaptable.
1-2 Sol.: Displays On or Off. This parameter is the commanded state of the 1-2 shift solenoid valve. On
represents a commanded energized state, current is flowing through the solenoid. Off represents a noncommanded state, current is not flowing through the solenoid.
1-2 Sol. Open/Short to GND: Displays Yes or No. This parameter indicates if an open or short to ground exists
in the 1-2 shift solenoid valve feedback signal to the PCM. This parameter is valid only when the 1-2 shift
solenoid is commanded Off.
1-2 Sol. Short to Volts: Displays Yes or No. This parameter indicates if a short to voltage exists in the 1-2 shift
solenoid valve feedback signal to the PCM. This parameter is valid only when the 1-2 shift solenoid is
commanded On.
1-2 TAP Cell (4-16): Displays kPa or psi. This parameter displays the amount of pressure varied from a
calibrated base line pressure for shifts. Each TAP Cell is based on a calibrated shift torque value. Each TAP
Cell value is calculated from the last shift time. This cell pressure is used in addition to the calibrated base line
pressure to adjust the apply of a clutch or band during the next shift.
2-3 Sol.: Displays On or Off. This parameter is the commanded state of the 2-3 shift solenoid valve. On
represents a commanded energized state, current is flowing through the solenoid. Off represents a noncommanded state, current is not flowing through the solenoid.
2-3 Sol. Open/Short to GND: Displays Yes or No. This parameter indicates if an open or short to ground exists
in the 2-3 shift solenoid valve feedback signal to the PCM. This parameter is valid only when the 2-3 shift
solenoid is commanded Off.
2-3 Sol. Short to Volts: Displays Yes or No. This parameter indicates if a short to voltage exists in the 2-3 shift
solenoid valve feedback signal to the PCM. This parameter is valid only when the 2-3 shift solenoid is
commanded On.
2-3 TAP Cell (4-16): See 1-2 Tap Cell (4-16)
3-2 Down Shift Sol.: Displays On or Off. This parameter indicates if the 3-2 shift solenoid valve assembly is
currently commanded On or Off. The solenoid commanded state is based on the transmission temperature. The
solenoid will change states during a 3-2 downshift to regulate the appropriate pressure. The commanded state of
the solenoid occurs at approximately 30 mph with a throttle increase.
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3-2 Down Shift Sol. Open/Short to GND: Displays Yes or No. This parameter indicates if an open or short to
ground exists in the 3-2 shift solenoid valve assembly feedback signal to the PCM. This parameter is valid only
when the 3-2 shift solenoid is commanded Off.
3-2 Down Shift Sol. Short to Volts: Displays Yes or No. This parameter indicates if a short to voltage exists in
the 3-2 shift solenoid valve assembly feedback signal to the PCM. This parameter is valid only when the 3-2
shift solenoid is commanded On.
4WD: Displays Enabled or Disabled. This parameter indicates whether the vehicle is currently in a four-wheel
drive mode.
4WD Low: Displays Enabled or Disabled. This parameter is the signal state of the four-wheel drive low circuit.
Enabled indicates a 0 voltage signal, 4WD Low requested. Disabled indicates a B+ voltage signal, 4WD Low
not requested.
A/C Clutch: Displays On or Off. This parameter indicates the commanded state of the A/C control relay. The
clutch should be engaged when On displays.
Commanded Gear: Displays 1, 2, 3 or 4. This parameter indicates the current commanded gear.
Cruise: Displays Enabled or Disabled. This parameter indicates whether the PCM is allowing cruise operation.
The PCM has the ability to disable cruise control under certain conditions.
Current TAP Cell: The Current Transmission Adaptive Pressure Cell parameter indicates the current TAP cell
in use for transmission line pressure adaptation. The cells are based on engine torque. The higher the engine
torque, the higher the current TAP cell. The last cell used will remain displayed until the next adaptable upshift
occurs.
ECT: The Engine Coolant Temperature parameter is the input signal of the engine coolant temperature sensor.
The engine coolant temperature is high 151C (304F) when the signal voltage is low, 0 V, and the engine
coolant temperature is low -40C (-40F) when the signal voltage is high, 5 V.
Engine Run Time: This parameter measures how long the engine has been operating. When the ignition switch
is turned Off, the value is reset to zero.
Engine Speed: This parameter indicates the rotational speed of the engine expressed as revolutions per minute.
Engine Torque: This parameter indicates the amount of torque that is delivered from the engine.
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Estimated Gear Ratio: This parameter indicates the estimated turbine speed divided by the transmission
output speed. Estimated turbine speed is calculated from engine speed and engine torque.
Ignition Voltage: This represents the system voltage measured by the PCM at it's ignition feed.
Last Shift Time: This parameter is the actual time of the last upshift. This value is only accurate if the shift was
adaptable.
PC Sol. Actual Current: The Pressure Control Solenoid Actual Current parameter is the actual current of the
pressure control solenoid circuit at the control module. Zero amp, no current flow, indicates actual higher line
pressure. Actual lower line pressure is indicated by 1.1 amps, high current flow.
PC Solenoid Duty Cycle: This parameter is the commanded state of the pressure control solenoid expressed as
a percent of energized On time. Zero percent indicates zero On time, non-energized, or no current flow.
Approximately 60% at idle indicates maximum On time, energized, or high current flow.
PC Sol. Ref. Current: The Pressure Control Solenoid Reference Current parameter is the commanded current
of the pressure control solenoid circuit. Zero amp, no current flow, indicates commanded higher line pressure.
Commanded lower line pressure is indicated by 1.1 amps, high current flow.
Power Take-Off: Displays Yes or No. This parameter indicates when the Power Take-Off (PTO) is engaged.
PTO mode disables all transmission diagnostics.
Speed Ratio: This parameter indicates engine speed divided by transmission output speed. This value is used to
estimate transmission gear ratio.
TCC Brake Switch: The Torque Converter Clutch Brake Switch parameter displays Open or Closed. This
parameter indicates the state of the brake switch circuit input. Open indicates a zero voltage input, brake switch
open, brake pedal applied. Closed indicates a B+ voltage input, brake switch closed, brake pedal released.
TCC Duty Cycle: This parameter is the commanded percentage of On time of the TCC PWM solenoid.
Approximately 90% represents an On, energized, commanded state. Zero percent represents an Off, nonenergized, commanded state. This commanded state is applied at a vehicle speed between approximately 0-16
km/h (0-10 mph).
TCC Duty Cycle Open/Short to GND: Displays Yes or No. This parameter indicates whether an open or a
short to ground exists in the TCC PWM solenoid valve feedback signal to the PCM. This parameter is valid
only when the TCC PWM solenoid is commanded Off, duty cycle is 0%.
TCC Duty Cycle Short to Volts: Displays Yes or No. This parameter indicates whether a short to voltage
exists in the TCC PWM solenoid valve feedback signal to the PCM. This parameter is valid only when the TCC
PWM solenoid is commanded On, duty cycle is at maximum.
TCC Enable: Displays Yes or No. This parameter is the commanded state of the TCC solenoid. Yes indicates a
commanded energized state, current is flowing through the solenoid. No indicates a commanded non-energized
state, current is not flowing through the solenoid. This commanded state occurs at various vehicle speeds
between applications.
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TCC Enable Open/Short to GND: Displays Yes or No. This parameter indicates whether an open or a short to
ground exists in the TCC solenoid valve feedback signal to the PCM. This parameter is valid only when the
TCC solenoid is commanded Off.
TCC Enable Short to Volts: Displays Yes or No. This parameter indicates whether a short to voltage exists in
the TCC solenoid valve feedback signal to the PCM. This parameter is valid only when the TCC solenoid is
commanded On.
TCC Slip Speed: This parameter is the difference between transmission output speed and engine speed. A
negative value indicates that the engine speed is less than the output speed, deceleration. A positive value
indicates that the engine speed is greater than the output speed, acceleration. A value of zero indicates that the
engine speed is equal to the output speed, TCC applied.
TFP Sw.: The Transmission Fluid Pressure Switch parameter displays Park/Neutral, Reverse, Drive4, Drive3,
Drive2, Drive1 or Invalid. This parameter is the decoded status of the three A/B/C inputs from the automatic
transmission fluid pressure manual valve position switch. Invalid is displayed when the PCM does not
recognize a valid combination of inputs.
TFP Sw. A/B/C: Displays HI/LOW, HI/LOW, HI/LOW. This parameter indicates the status of the three inputs
from the Automatic Transmission Fluid Pressure Manual Valve Position Switch Assembly to the PCM. LOW
represents a zero voltage signal. HI represents an ignition voltage signal.
TFT Sensor: The Transmission Fluid Temperature Sensor parameter displays a voltage related to the
transmission fluid temperature. When the transmission fluid is cold, the sensor resistance is high and the PCM
will sense high signal voltage. As the transmission fluid temperature warms to a normal operating temperature,
the sensor resistance becomes less and the voltage decreases.
Torque Converter Efficiency - (Ratio): Displays a ratio of.00:1 to 2:1. The ratio is calculated by multiplying
the speed ratio by a value related to the "K factor" of the torque converter. The "K factor" is the looseness or
tightness of the torque converter for a given torque. The nearer the torque converter is to full coupling, i.e. 1:1,
the closer the torque converter efficiency number will be to 1.
Tow/Haul Mode: Displays Active or Inactive. This parameter indicates when the transmission is operating in a
towing or hauling mode. In tow/haul mode, the PCM commands a different shift pattern that increases
performance when towing or hauling. Shift quality and TCC scheduling are also affected during tow/haul mode
operation.
TP Angle: The Throttle Position Angle is computed by the PCM from the TP Sensor voltage. The TP angle
should read 0% at idle and 100% at Wide Open Throttle (WOT).
TP Indicated Angle: This parameter indicates the amount of throttle opening.
TP Sensor: The Throttle Position Sensor is used by the PCM to determine the amount of throttle demanded by
the driver. Voltage is below 1 volt at idle and above 4 volts at Wide Open Throttle (WOT).
TR Sw.: The Transmission Range Switch parameter displays Park/Neutral, Reverse, Drive4, Drive3, Drive2,
Drive1 or Invalid. This parameter is the decoded status of the four A/B/C/P inputs from the transmission range
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switch. Invalid is displayed when the PCM does not recognize a valid combination of inputs.
TR Sw. A/B/C/P: Displays HI/LOW, HI/LOW, HI/LOW, HI/LOW. This parameter indicates the status of the
four inputs from the transmission range switch to the PCM. HI indicates an ignition voltage input to the PCM.
LOW indicates a zero voltage input to the PCM.
Traction Control: Displays Active or Inactive. When the PCM receives a request for torque reduction from the
electronic brake traction control module (EBTCM) Active is displayed.
Trans. Fluid Temp.: This parameter is the input signal of the transmission fluid temperature sensor.
Transmission fluid temperature is high 151C (304F) when signal voltage is low, 0 V, and transmission fluid
temperature is low -40C (-40F) when signal voltage is high, 5 V.
Trans. Slip Counter: Displays 0, 1 or 2. This parameter is the number of times the P0894 Diagnostic test has
identified a slipping condition. This diagnostic test is required to identify a slipping condition three times in a
row in order to set the DTC P0894 Transmission Component Slipping Diagnostic code.
Transfer Case Ratio: This parameter indicates the ratio of the transfer case calculated by engine speed divided
by transmission output speed based on transmission commanded gear.
Transmission Hot Mode: Displays On or Off. This parameter monitors transmission temperature. On indicates
that the transmission temperature has exceeded 135C (275F).
Transmission OSS: The Transmission Output Speed Sensor parameter indicates the rotational speed of the
transmission output shaft expressed as revolutions per minute.
Vehicle Speed: This parameter is the input signal from the vehicle speed sensor assembly.
DIAGNOSTIC TROUBLE CODE (DTC) TYPE DEFINITIONS
The DTC Type Definitions contain the characteristics for all types of DTCs. Each DTC type may or may not be
found in this section. The DTC type is based on the action that the PCM takes when storing DTC information
and whether or not the PCM illuminates a service lamp or displays a message on a driver information center
(DIC). The DTC descriptions in the Diagnostic Trouble Code List/Type are listed in numeric order and indicate
the DTC types for domestic and export vehicle applications. Each DTC is categorized into one of the following
types:
Type A
This DTC is emissions related. The PCM stores the DTC in History, Freeze Frame and Failure Records during
the first trip in which the conditions for setting the DTC are met. The PCM also illuminates the malfunction
indicator lamp (MIL) during the first trip in which the conditions for setting the DTC are met.
Type B
This DTC is emissions related. The PCM stores the DTC in Failure Records during the first trip in which the
conditions for setting the DTC are met. The PCM stores the DTC in History and Freeze Frame during the
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second consecutive trip in which the conditions for setting the DTC are met. The PCM also illuminates the MIL
during the second consecutive trip in which the conditions for setting the DTC are met.
Type C
This DTC is non-emissions related. The PCM stores the DTC in History and Failure Records during the first
trip in which the conditions for setting the DTC are met. The PCM does not store the DTC in Freeze Frame and
does not illuminate the MIL. For some type C DTCs, a message may be displayed on a DIC, if equipped. For
other type C DTCs, a separate service lamp, other than the MIL, may be illuminated. Type C DTCs that do not
display a message on the DIC or illuminate a separate service lamp were formerly referred to as type D.
Type X
This DTC is available in the PCM software, but has been disabled, or turned off. In this case, the diagnostic
does not run, DTCs are not stored, and the MIL does not illuminate. Type X DTCs are used primarily for export
vehicles that do not require MIL illumination or DTC storing.
The service information contained in this manual refers to the domestic, federal, calibration package. Domestic
calibrations apply to vehicles sold in the United States, Canada and Japan. Export calibrations exist for both
leaded and unleaded vehicles. DTC types may change for some export vehicles, and some DTCs may be turned
off for leaded export vehicles. Differences between domestic and export calibrations are not reflected on DTC
support information pages. DTC types for export calibrations are referenced only in the Diagnostic Trouble
Code List/Type.
DIAGNOSTIC TROUBLE CODE (DTC) LIST/TYPE
Diagnostic Trouble Code (DTC) List/Type
DTC
Domestic
Unleaded Export
P0218
C
C
P0502
B
B
P0503
B
B
P0706
C
C
P0711
C
C
P0712
C
C
P0713
C
C
P0719
C
C
P0724
C
C
P0740
B
B
P0741
B
B
P0742
B
B
P0748
C
C
P0751
B
B
P0752
B
B
P0753
B
B
Leaded Export
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
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P0756
P0757
P0758
P0785
P0894
P1810
P1860
P1875
A
A
A
B
B
B
B
B
A
A
A
B
B
B
B
B
C
C
C
C
C
C
C
C
DTC P0218
Fig. 57: DTC P0218
Circuit Description
The flow of transmission fluid starts in the bottom pan and is drawn through the filter, control valve body
assembly, transmission case and into the oil pump assembly. The oil pump assembly pressurizes the fluid and
directs it to the pressure regulator valve where it becomes the main supply of fluid to the various components
and hydraulic circuits in the transmission. Hot fluid exiting the torque converter flows through the converter
clutch apply valve and into the transmission cooler lines to the oil cooler located in the vehicle radiator, and
auxiliary cooler if equipped. From the cooler, fluid returns to cool and lubricate the front of the transmission. In
forward drive ranges, D4 fluid from the manual valve is routed through an orificed cup plug in the rear of the
transmission case to feed the rear lube fluid circuit.
When the powertrain control module (PCM) detects a high transmission fluid temperature (TFT) for a long
period of time, then DTC P0218 sets. DTC P0218 is a type C DTC.
Conditions for Running the DTC
z
z
No TFT sensor DTCs P0711, P0712 or P0713.

The ignition switch is ON for 5 seconds.
Conditions for Setting the DTC
The TFT is greater than 130C (266F) for 600 seconds (10 minutes).
Action Taken When the DTC Sets
z
z
z
z
The PCM does not illuminate the malfunction indicator lamp (MIL).
TRANS HOT...IDLE ENGINE message displays on the driver information center (DIC).
The PCM freezes shift adapts from being updated.
The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM
stores this information as Failure Records.
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Conditions for Clearing the DIC/DTC

z
z
z
The PCM clears the DIC message when the condition no longer exits.
The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without a nonemission-related diagnostic fault occurring.
The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is
OFF long enough in order to power down the PCM.
Diagnostic Aids
z
z
The scan tool Trans. Fluid Temp, should rise steadily to a normal operating temperature, then stabilize.
Ask about the customer's driving habits, trailer towing, etc. Trailer towing should occur in D3.
Refer to Symptoms-Automatic Transmission .

Test Description
3. This step inspects for air flow restrictions or damage which may result in the transmission overheating.
Fig. 58: DTC P0218 (Steps 1 - 4)
Fig. 59: DTC P0218 (Steps 5 - 7)
DTC P0502
Fig. 60: DTC P0502
Circuit Description
The vehicle speed sensor (VSS) assembly provides vehicle speed information to the powertrain control module
(PCM). The VSS assembly is a permanent magnet generator. The VSS produces an AC voltage as rotor teeth on
the output shaft of the transmission, 2WD, or transfer case, 4WD, pass through the sensor's magnetic field. The
AC voltage level and the number of pulses increase as the speed of the vehicle increases. The PCM converts the
pulsing voltage to vehicle speed. The PCM uses the vehicle speed signal to determine shift timing and torque
converter clutch (TCC) scheduling.
When the PCM detects a low vehicle speed when there is a high engine speed in a drive gear range, then DTC
P0502 sets. DTC P0502 is a type B DTC.
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z
z
z
z
z
z
z
z
No MAP sensor DTCs P0107 or P0108.

No TP sensor DTCs P0122 or P0123.
No TFP manual valve position switch DTC P1810.
The engine vacuum is 0-105 kPa (0-15 psi).
The engine torque is 54-542 N.m (40-400 lb ft).
The TP angle is greater than 12 percent.
The engine speed is greater than 3,000 RPM.
The transmission is not in PARK or NEUTRAL.
The transmission output speed is less than 150 RPM for 3 seconds.
z
z
z
z
z
z
The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which
the Conditions for Setting the DTC are met.
The PCM commands second gear only.
The PCM commands maximum line pressure.
The PCM inhibits TCC engagement.
stores this information as Freeze Frame and Failure Records.
The PCM stores DTC P0502 in PCM history during the second consecutive trip in which the Conditions
for Setting the DTC are met.
Conditions for Clearing the MIL/DTC

z
z
z
The PCM turns OFF the MIL during the third consecutive trip in which the diagnostic test runs and
passes.
A scan tool can clear the MIL/DTC.
Test Description
3. This step tests the VSS assembly circuit.
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4. This step tests the integrity of the VSS assembly.

Fig. 61: DTC P0502 (Steps 1 - 4)
Fig. 62: DTC P0502 (Steps 5 - 14)
Fig. 63: DTC P0502 (Steps 15 - 16)
DTC P0503
Fig. 64: DTC P0503
Circuit Description
The vehicle speed sensor (VSS) assembly provides vehicle speed information to the powertrain control module
(PCM). The VSS assembly is a permanent magnet generator. The VSS produces an AC voltage as rotor teeth on
the output shaft of the transmission, 2WD, or transfer case, 4WD, pass through the sensor's magnetic field. The
AC voltage level and the number of pulses increase as the speed of the vehicle increases. The PCM converts the
pulsing voltage to vehicle speed. The PCM uses the vehicle speed signal to determine shift timing and torque
converter clutch (TCC) scheduling.
When the PCM detects an unrealistically large drop in vehicle speed, then DTC P0503 sets. DTC P0503 is a
type B DTC.
z
z
z
z
z

The engine speed is greater than 450 RPM.
The time since the last gear range change is greater than 6 seconds.
The time since the last 4WD low state change is greater than 6 seconds.
The transmission output speed rise does not exceed 600 RPM within 2 seconds.
The transmission output speed drop is greater than 1,300 RPM for 3 seconds when the transmission is not in
PARK or NEUTRAL.
z
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z
z
z
z
z
z
The PCM commands a soft landing to second gear.

The PCM inhibits fourth gear if the transmission is in hot mode.

z
z
z
passes.
Diagnostic Aids
Inspect for ABS DTCs. A faulty ABS condition may contribute to setting DTC P0503.
Test Description
3. This step tests the VSS assembly circuit.
4. This step tests the integrity of the VSS assembly.
Fig. 65: DTC P0503 (Steps 1 - 2)
Fig. 66: DTC P0503 (Steps 3 - 12)
Fig. 67: DTC P0503 (Steps 13 - 15)
DTC P0706
Fig. 68: DTC P0706
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Circuit Description
The transmission range (TR) switch is part of the park/neutral position and back-up lamp switch assembly and
is externally mounted on the transmission manual shaft. The TR switch is a multi-signal switch. The PCM
supplies ignition voltage to the TR switch on four signal circuits, A, B, C, and P. Each gear selector lever
position grounds one or more of the switch circuits. In order to determine the gear range selected by the driver,
the PCM compares the voltage combinations on the signal circuits to a look up table stored in the PCM
memory. PCM detects the selected gear range by the state change of the switch input. Refer to Transmission
Range Switch Logic table.
Switch input to the PCM is represented on the scan tool as HI and Low. HI indicates an ignition voltage signal.
Low indicates a zero voltage signal. The four parameters represent transmission range switch signal A, B, C and
Parity.
DTC P0706 will set if the PCM detects start-up in a drive range or vehicle speed in the PARK or NEUTRAL
range. DTC P0706 is a type C DTC.
z
z
Transmission is in D4.
System voltage is 6-18 volts.

Condition 1
The PCM detects DRIVE or REVERSE at vehicle start-up.

Condition 2
The PCM detects PARK or NEUTRAL and the following conditions occur for 10 seconds:
z
z
z
TP is 5 percent or greater.
Engine torque is greater than 68 N.m (50 lb ft).
VSS is 32 km/h (20 mph) or greater.

z
z
z
The PCM will use TFP Switch to determine gear range.

Conditions for Clearing the DTC

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z
z

The PCM cancels the DTC default actions when the fault no longer exists and the DTC passes.
Test Description
5. By disconnecting the transmission range switch, the ground path of all TR switch circuits would be
removed and the PCM would recognize all circuits as open. The scan tool will display HI for all range
signals.
6. This step tests TR switch wiring for an open or the lack of the signal voltage from the PCM.
7. This step tests TR switch wiring and the PCM by providing a ground path through a fused jumper wire.
When grounded, the scan tool range signal A should change to LOW.
When grounded, the scan tool range signal B should change to LOW.
When grounded, the scan tool range signal C should change to LOW.
Fig. 69: DTC P0706 (Steps 1 - 2)
Fig. 70: DTC P0706 (Steps 3 - 10)
Fig. 71: DTC P0706 (Steps 11 - 17)
DTC P0711
Fig. 72: DTC P0711
Circuit Description
The automatic transmission fluid temperature (TFT) sensor is part of the automatic transmission fluid pressure
(TFP) manual valve position switch. The TFT sensor is a resistor, or thermistor, which changes value based on
temperature. The sensor has a negative-temperature coefficient. This means that as the temperature increases,
the resistance decreases, and as the temperature decreases, the resistance increases. The powertrain control
module (PCM) supplies a 5-volt reference signal to the sensor on the TFT sensor signal circuit and measures the
voltage drop in the circuit. When the transmission fluid is cold, the sensor resistance is high and the PCM
detects high signal voltage. As the fluid temperature warms to a normal operating temperature, the resistance
becomes less and the signal voltage decreases. The PCM uses this information to control shift quality and
torque converter clutch apply.
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When the PCM detects one of the following unusual conditions, then DTC P0711 sets.
z
z
An unrealistically large change in transmission temperature

A transmission temperature which remains constant for a period of time in which a measurable amount of
change is expected
DTC P0711 is a type C DTC.

z
z
z
z
z
z
z
z
No VSS assembly DTCs P0502 or P0503.

No Transmission Component Slipping DTC P0894.
The system voltage is 10-18 volts.
The engine is running for 409 seconds.
The engine coolant temperature (ECT) is greater than 70C (158F) and the temperature has changed by
50C (90F) since startup.
The vehicle speed is greater than 8 km/h (5 mph) for 409 seconds cumulative during the current ignition
cycle.
The TFT at startup is between -40 and +21C (-40 and +70F).
The TFT is between -38 and +151C (-36 and +304F).
The TCC slip speed is greater than 120 RPM for 409 seconds cumulative during the current ignition
cycle.
DTC P0711 sets if one of the following conditions occurs:

Condition 1
The TFT does not change more than 2.25C (2.7F) for 409 seconds since startup.
Condition 2
The TFT changes more than 20C (36F) in 200 milliseconds 14 times within 7 seconds.
z
IMPORTANT: The actions listed below are in order of highest to lowest priority.
The PCM determines a default TFT using one of the following:

1. If any ECT DTCs P0117 or P0118 are set, then the default TFT is equal to 135C (275F).
2. If the ECT is 125C (257F) or more, then the default TFT is equal to 135C (275F).
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z
z
3. If the engine run time is less than 300 seconds and:

z No intake air temperature (IAT) DTCs P0112 or P0113 are set and IAT is available, then the
default TFT is equal to IAT.
z Any IAT DTCs P0112 or P0113 are set or IAT is NOT available, then the default TFT is
equal to 90C (194F).
4. If the engine run time is greater than 300 seconds and no IAT DTCs P0112 or P0113 are set and
IAT is available and ECT is between 40 and 125C (104 and 257F) and:
z IAT at startup is less than 15C (59F), then the default TFT is equal to the ECT plus 5C (8
F).
z IAT at startup is greater than 35C (95F), then the default TFT is equal to the ECT plus 10
C (16F).
z IAT at startup is between 15 and 35C (59 and 95F), then the default TFT is equal to the
ECT.
5. If the engine run time is greater than 300 seconds and any IAT DTCs P0112 or P0113 are set or
IAT is NOT available, then the default TFT is equal to the ECT.
6. If the engine run time is greater than 300 seconds and ECT is less than 40C (104F) or more, then
the default TFT is equal to 60C (140F).

z
z

Test Description
5. This step tests for an intermittent short or open condition in the engine wiring harness. The test lamp is
used as a resistor in the circuit.
6. This step determines if the PCM or the TFT sensor is causing a steady, unchanging TFT reading.
Fig. 73: DTC P0711 (Steps 1 - 6)
Fig. 74: DTC P0711 (Steps 7 - 13)
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DTC P0712
Fig. 75: DTC P0712
Circuit Description
When the PCM detects a continuous short to ground in the TFT signal circuit or in the TFT sensor, then DTC
P0712 sets. DTC P0712 is a type C DTC.
z
z

The ignition is ON.
The TFT sensor indicates a signal voltage less than 0.25 volts for 10 seconds.
z

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IAT at startup is less than 15C (59F), then the default TFT is equal to the ECT plus 5C (8
F).
z IAT at startup is greater than 35C (95F), then the default TFT is equal to the ECT plus 10
C (16F).
ECT.
z
z
z

z
z

Diagnostic Aids
z
The scan tool displays the transmission fluid temperature in degrees. After the transmission is operating,
the fluid temperature should rise steadily to a normal operating temperature, then stabilize.
Verify the customer's driving habits, trailer towing, etc. Trailer towing should occur in D3.
Test Description
3. This step tests for a short to ground condition.
4. This step tests for an internal fault within the transmission by creating an open.
Fig. 76: DTC P0712 (Steps 1 - 7)
Fig. 77: DTC P0712 (Steps 8 - 12)
DTC P0713
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Fig. 78: DTC P0713

Circuit Description
When the PCM detects a continuous open or short to power in the TFT signal circuit or the TFT sensor, then
DTC P0713 sets. DTC P0713 is a type C DTC.
z
z

The ignition is ON.
The TFT sensor indicates a signal voltage greater than 4.92 volts for 400 seconds (6.8 minutes).
z

z IAT at startup is less than 15C (59F), then the default TFT is equal to the ECT plus 5C (8
F).
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IAT at startup is greater than 35C (95F), then the default TFT is equal to the ECT plus 10
C (16F).
ECT.
z
z
z

z
z

Test Description
3. This step verifies a condition in the TFT sensor circuit.
4. This step simulates a TFT sensor DTC P0712. If the PCM recognizes low signal voltage, high
temperature, the PCM and wiring are functioning normally.
5. This step tests the TFT sensor and automatic transmission (AT) wiring harness assembly.
Fig. 79: DTC P0713 (Steps 1 - 6)
Fig. 80: DTC P0713 (Steps 7 - 13)
DTC P0719
Fig. 81: DTC P0719
Circuit Description
The brake switch indicates brake pedal status to the powertrain control module (PCM). The brake switch is a
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normally-closed switch that supplies battery voltage on the TCC brake switch signal circuit to the PCM.
Applying the brake pedal opens the switch, interrupting voltage to the PCM. When the brake pedal is released,
the PCM receives a constant voltage signal. If the PCM receives a zero voltage signal at the brake switch input,
and the torque converter clutch (TCC) is engaged, the PCM de-energizes the TCC solenoid valve. The PCM
disregards the brake switch input for TCC scheduling if there is a brake switch circuit fault.
When the PCM detects an open brake switch circuit, 0 volts, low input, during accelerations, then DTC P0719
sets. DTC P0719 is a type C DTC.
z
z
z

The ignition is ON.
DTC P0719 has not passed.
The PCM detects an open brake switch or circuit, 0 volts, for 15 minutes without changing for 2 seconds, and
the following events occur eight times;
z
z
z
The vehicle speed is less than 8 km/h (5 mph);

Then the vehicle speed is 8-32 km/h (5-20 mph) for 4 seconds;
Then the vehicle speed is greater than 32 km/h (20 mph) for 6 seconds.

z
z
z
z
The PCM disregards the brake switch input for TCC scheduling.
The PCM uses throttle position and vehicle speed to determine application and release of the TCC.

z
z

Diagnostic Aids
z
Inspect the brake switch for proper mounting and operation.
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Test Description
3. This step isolates the brake switch as a source for setting the DTC.
Fig. 82: DTC P0719 (Steps 1 - 5)
Fig. 83: DTC P0719 (Steps 6 - 12)
DTC P0724
Fig. 84: DTC P0724
Circuit Description
The brake switch indicates brake pedal status to the powertrain control module (PCM). The brake switch is a
normally-closed switch that supplies battery voltage on the TCC brake switch signal circuit to the PCM.
Applying the brake pedal opens the switch, interrupting voltage to the PCM. When the brake pedal is released,
the PCM receives a constant voltage signal. If the PCM receives a zero voltage signal at the brake switch input,
and the torque converter clutch (TCC) is engaged, the PCM de-energizes the TCC solenoid valve. The PCM
disregards the brake switch input for TCC scheduling if there is a brake switch circuit fault.
When the PCM detects a closed brake switch circuit, 12 volts, high input, during decelerations, then DTC
z
z
z

The ignition is ON.
DTC P0724 has not passed.
The PCM detects a closed brake switch circuit, 12 volts, without changing for 2 seconds and the following
events occur eight times:
z
z
z
The vehicle speed is greater than 32 km/h (20 mph) for 6 seconds;
Then the vehicle speed is between 8-32 km/h (5-20 mph) for 4 seconds;
Then the vehicle speed is less than 8 km/h (5 mph).
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z
z

z
z

Diagnostic Aids
z
z

Test Description
2. This step isolates the brake switch as a source for setting the DTC.
Fig. 85: DTC P0724 (Steps 1 - 5)
Fig. 86: DTC P0724 (Steps 6 - 7)
DTC P0740
Fig. 87: DTC P0740
Circuit Description
The torque converter clutch (TCC) solenoid valve is an electrical device that is used with the torque converter
clutch pulse width modulation (TCC PWM) solenoid valve in order to control TCC apply and release. The TCC
solenoid valve attaches to the transmission case assembly extending into the pump cover. The TCC solenoid
valve receives ignition voltage through the Ignition 0 voltage circuit. The powertrain control module (PCM)
controls the solenoid by providing the ground path on the TCC solenoid valve control circuit. The PCM
monitors the throttle position sensor voltage, the vehicle speed, and other inputs in order to determine when to
energize the TCC solenoid valve.
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When the PCM detects a continuous open, short to ground or short to power in the TCC solenoid valve circuit,
then DTC P0740 sets. DTC P0740 is a type B DTC.
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The engine speed is greater than 450 RPM for 5 seconds.
The engine is not in fuel cutoff.
DTC P0740 sets if one of the following conditions occurs for 5 seconds:
Condition 1
The PCM commands the solenoid ON and the voltage feedback remains high, B+.
Condition 2
The PCM commands the solenoid OFF and the voltage feedback remains low, 0 volt.
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The PCM inhibits 4th gear if the transmission is in hot mode.

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passes.
Diagnostic Aids
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With the TCC engaged, the TCC slip speed should be -20 to +50 RPM.
Test Description
4. This step tests for voltage to the solenoid.
5. This step tests the ability of the PCM and wiring to control the ground circuit.
7. This step tests the resistance of the TCC solenoid valve and the automatic transmission (AT) wiring
harness assembly.
Fig. 88: DTC P0740 (Steps 1 - 4)
Fig. 89: DTC P0740 (Steps 5 - 12)
Fig. 90: DTC P0740 (Steps 13 - 18)
DTC P0741
Fig. 91: DTC P0741
Circuit Description
The torque converter clutch (TCC) solenoid valve is a normally-open exhaust valve that is used with the torque
converter clutch pulse width modulation (TCC PWM) solenoid in order to control fluid acting on the converter
clutch apply valve. The TCC solenoid valve attaches to the transmission case assembly extending into the pump
cover. When grounded, energized, by the powertrain control module (PCM), the TCC solenoid valve stops
converter signal oil from exhausting. This causes converter signal oil pressure to increase and move the
converter clutch apply valve against spring force and into the apply position. In this position, release fluid is
open to an exhaust port and converter feed fluid fills the apply circuit. The converter feed fluid applies the TCC.
When the PCM no longer provides a ground path, the TCC solenoid valve de-energizes and apply fluid
exhausts, releasing the TCC.
When the PCM detects a high TCC slip speed when the PCM commands the TCC ON, then DTC P0741 sets.
DTC P0741 is a type B DTC.
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No TCC DTC P0742.

No TCC solenoid valve DTC P0740.
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No TPS high or low DTCs.

The transmission fluid temperature is 20-150C (68-302F).
The TP angle is 20-99 percent.
The speed ratio is 0.89-1.02, the speed ratio is engine speed divided by output speed.
The gear range is D2, D3 or D4.
The gear range does not change within 6 seconds.
The TCC is commanded ON for 5 seconds.
The TCC duty cycle is 75 percent or greater.
DTC P0741 sets if the following condition occurs three times.

The TCC slip speed is 130 RPM or greater for 20 seconds.
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The PCM inhibits the TCC.
The PCM inhibits 4th gear in Hot Mode.

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passes.
Diagnostic Aids
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Contamination may cause the TCC apply valve to stick in the valve body.
There may be internal damage in the torque converter causing the no TCC apply.
Test Description
2. This step inspects for excessive TCC slip when the TCC is commanded ON.
3. This step inspects for possible causes of no TCC apply.
Fig. 92: DTC P0741 (Steps 1 - 2)
Fig. 93: DTC P0741 (Steps 3 - 5)
DTC P0742
Fig. 94: DTC P0742
Circuit Description
The torque converter clutch (TCC) solenoid valve is a normally-open exhaust valve that is used with the torque
converter clutch pulse width modulation (TCC PWM) solenoid valve in order to control fluid acting on the
converter clutch apply valve. The TCC solenoid valve attaches to the transmission case assembly extending into
the pump cover. When grounded, energized, by the powertrain control module (PCM), the TCC solenoid valve
stops converter signal oil from exhausting. This causes converter signal oil pressure to increase and move the
converter clutch apply valve against spring force and into the apply position. In this position, release fluid is
open to an exhaust port and converter feed fluid fills the apply fluid circuit. The converter feed fluid applies the
TCC. When the PCM no longer provides a ground path, the TCC solenoid valve de-energizes and apply fluid
exhausts, releasing the TCC.
When the PCM detects low TCC slip speed when the TCC is commanded OFF, then DTC P0742 sets. DTC
P0742 is a type B DTC.
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No TCC PWM solenoid valve DTC P1860.
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The TFT is between 20-130C (68-266F)
The engine vacuum is 0-105 kPa (0-15 psl).
The engine speed is 1,000-3,000 RPM.
The speed ratio is 0.64 to 1.35.
The vehicle speed is 24-80 km/h (15-50 mph).
The gear range does not change within 5 seconds.
The commanded gear is not 1st.
The gear range is D4.
The TCC is commanded OFF.
DTC P0742 sets if the following condition occurs twice. The TCC slip speed is -20 to +20 RPM for 5 seconds.
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passes.
Diagnostic Aids
The TCC fluid hydraulically applies the TCC, possibly causing an engine stall, under the following conditions:
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The TCC is hydraulically stuck ON

The parking brake is applied
Any gear range is selected
Test Description
2. This step tests the hydraulic state of the TCC. When the PCM commands the TCC solenoid valve OFF,
the slip speed should increase.
Fig. 95: DTC P0742
DTC P0748
Fig. 96: DTC P0748
Circuit Description
The pressure control (PC) solenoid valve is an electronic device that regulates transmission line pressure based
on the current flow through its coil winding. The magnetic field produced by the coil moves the solenoid's
internal valve which varies pressure to the pressure regulator valve. The powertrain control module (PCM)
controls the PC solenoid valve by applying a varying amount of amperage to the solenoid. The applied
amperage can vary from 0.1 to 1.1 amps. Low amperage, 0.1 amp, indicates high line pressure. High amperage,
1.1 amps, indicates low line pressure. The duty cycle of the PC solenoid valve is expressed as a percentage of
energized ON time. Zero percent indicates zero ON time, non-energized, or no current flow. Approximately 60
percent at idle indicates maximum ON time, energized, or high current flow. The PCM determines the
appropriate line pressure for a given load by comparing the throttle position sensor voltage, the engine speed
and other inputs.
When the PCM detects a continuous open or short in the PC solenoid valve circuit, then DTC Pie sets. DTC Pie
is a type C DTC.
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The PC solenoid valve duty cycle reaches its high limit, approximately 95 percent, or low limit, approximately
0 percent.
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The PC solenoid valve is OFF.
The PCM stores DTC Pie in PCM history.

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Diagnostic Aids
DTC Pie may set under low voltage conditions caused by high electrical system demands.
Test Description
2. This step tests the ability of the PCM to command the PC solenoid valve.
3. This step tests the PC solenoid valve and automatic transmission wiring harness assembly for incorrect
resistance.
Fig. 97: DTC P0748 (Steps 1 - 5)
Fig. 98: DTC P0748 (Steps 6 - 15)
Fig. 99: DTC P0748 (Steps 16 - 20)
DTC P0751
Fig. 100: DTC P0751
Circuit Description
The 1-2 shift solenoid (SS) valve controls the fluid flow acting on the 1-2 and 3-4 shift valves. The 1-2 SS valve
is a normally-open exhaust valve that is used with the 2-3 SS valve, in order to allow four different shifting
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combinations.
When the PCM detects a 2-2-3-3 shift pattern, then DTC P0751 sets. DTC P0751 is a type B DTC.
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No TCC stuck ON DTC P0742.
No 1-2 SS valve DTC P0753.
No 3-2 SS valve assembly DTC P0785.
The engine torque is 67-542 N.m (50-400 lb ft)
The transmission output speed is 150 RPM or greater.
The transfer case ratio in 4WD low is 0.9-1.2.
The transfer case ratio in 4WD high is 2.6-2.85.
DTC P0751 sets if both of the following conditions occur twice:

Condition 1
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The PCM commands first gear for 2 seconds.

The estimated gear ratio is 1.2-1.825.
All conditions are met for 0.5 seconds.
Condition 2
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The PCM commands fourth gear for 1 second.

All conditions are met for 6 seconds.
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The PCM commands D2 line pressure.

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passes.
Diagnostic Aids
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Verify that the transmission meets the specifications in the Shift Speed table.
Other internal transmission failures may cause more than one shift to occur.
Refer to the Shift Solenoid Valve State And Gear Ratio .
Test Description
2. This step tests that the PCM commanded all shifts, that all shift solenoid valves responded correctly,
but that all the shifts did not occur.
Fig. 101: DTC P0751
DTC P0752
Fig. 102: DTC P0752
Circuit Description
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The 1-2 shift solenoid (SS) valve controls the fluid flow acting on the 1-2 and 3-4 shift valves. The 1-2 SS valve
is a normally-open exhaust valve that is used with the 2-3 SS valve, in order to allow four different shifting
combinations.
When the PCM detects a 1-1-4-4 shift pattern, then DTC P0752 sets. DTC P0752 is a type B DTC.
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No VSS assembly DTCs P0502 or P0503
DTC P0752 sets if both of the following conditions occur twice:

Condition 1
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The PCM commands second gear for 1 second.

Condition 2
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The PCM commands third gear for 1 second.

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The PCM inhibits 3-2 downshifts if the vehicle speed is greater than 48 km/h (30 mph) or greater.

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z
passes.
A scan tool can clear the MIL/DTC
Diagnostic Aids
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Verify that the transmission meets the specifications in the Shift Speed table.
Refer to Shift Solenoid Valve State And Gear Ratio table.
Test Description
Fig. 103: DTC P0752
DTC P0753
Fig. 104: DTC P0753
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Circuit Description
The 1-2 shift solenoid (SS) valve controls the fluid flow acting on the 1-2 and 3-4 shift valves. The solenoid is a
normally-open exhaust valve. With the 2-3 SS valve, the 1-2 SS valve allows four different shifting
combinations. The solenoid attaches to the control valve body within the transmission. The 1-2 SS valve
receives ignition voltage through the Ignition 0 voltage circuit. The powertrain control module (PCM) controls
the solenoid by providing the ground path on the 1-2 SS valve control circuit.
When the PCM detects a continuous open, short to ground or short to power in the 1-2 SS valve circuit, then
DTC P0753 sets. DTC P0753 is a type B DTC.
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Condition 1
Condition 2
The PCM commands the solenoid OFF and the voltage feedback remains low, 0 volts.
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The PCM inhibits 3-2 downshifts if the vehicle speed is greater than 48 km/h (30 mph).
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passes.
Diagnostic Aids
Refer to Shift Solenoid Valve State And Gear Ratio .

Test Description
4. This step tests the function of the 1-2 SS valve and the automatic transmission (AT) wiring harness
assembly.
5. This step tests for power to the 1-2 SS valve from the ignition through the fuse.
6. This step tests the ability of the PCM and of the wiring to control the ground circuit.
8. This step measures the resistance of the AT wiring harness assembly and of the 1-2 SS valve.
Fig. 105: DTC P0753 (Steps 1 - 4)
Fig. 106: DTC P0753 (Steps 5 - 12)
Fig. 107: DTC P0753 (Steps 13 - 20)
Fig. 108: DTC P0753 (Steps 21 - 22)
DTC P0756
Fig. 109: DTC P0756
Circuit Description
The 2-3 shift solenoid (SS) valve controls the fluid flow acting on the 2-3 shift valves. The 2-3 SS valve is a
normally-open exhaust valve that is used with the 1-2 SS valve, in order to allow four different shifting
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combinations.
When the PCM detects a 4-3-3-4 shift pattern, then DTC P0756 sets. DTC P0756 is a type A DTC.
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No TP sensor DTCs P0122 or P0123

DTC P0756 sets if both of the following conditions occur:

Condition 1
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The PCM commands first gear for 2 seconds.

The estimated gear ratio is 0 to 1.4.
All conditions are met for 1 second.
Condition 2
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The PCM commands second gear for 1 second.

The estimated gear ratio is 0.9 to 1.2.
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The PCM illuminates the malfunction indicator lamp (MIL).

The PCM commands third gear only.

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passes.
Diagnostic Aids
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Verify that the transmission meets the specifications in the Shift Speed .
Test Description
Fig. 110: DTC P0756 (Steps 1 - 2)
Fig. 111: DTC P0756 (Steps 3 - 5)
DTC P0757
Fig. 112: DTC P0757
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Circuit Description
The 2-3 shift solenoid (SS) valve controls the fluid flow acting on the 2-3 shift valves. The 2-3 SS valve is a
normally-open exhaust valve that is used with the 1-2 SS valve in order to allow four different shifting
combinations.
When the PCM detects a 1-2-2-1 shift pattern, then DTC P0757 sets. DTC P0757 is a type A DTC.
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The transfer case ratio in 4WD low is 0.9-1.2
DTC P0757 sets if both of the following conditions occur:

Condition 1
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The PCM commands third gear for 1 second.

Condition 2
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The PCM commands fourth gear for 1 second.


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The PCM illuminates the malfunction indicator lamp (MIL)


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passes.
Diagnostic Aids
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Verify that the transmission meets the specifications in the Shift Speed .
Test Description
Fig. 113: DTC P0757
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DTC P0758
Fig. 114: DTC P0758
Circuit Description
The 2-3 shift solenoid (SS) valve controls the fluid flow acting on the 2-3 shift valves. The solenoid is a
normally-open exhaust valve. With the 1-2 SS valve, the 2-3 SS valve allows four different shifting
combinations. The solenoid attaches to the control valve body within the transmission. The 2-3 SS valve
receives ignition voltage through the Ignition 0 voltage circuit. The powertrain control module (PCM) controls
the solenoid by providing the ground path on the 2-3 SS valve control circuit.
When the PCM detects a continuous open, short to ground or short to power in the 2-3 SS valve circuit, then
DTC P0758 sets. DTC P0758 is a type A DTC.
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Condition 1
Condition 2
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The PCM illuminates the malfunction indicator lamp (MIL).

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passes.
Diagnostic Aids

Test Description
4. This step tests the function of the 2-3 SS valve and the automatic transmission (AT) wiring harness
assembly.
5. This step tests for power to the 2-3 SS valve from the ignition through the fuse.
6. This step tests the ability of the PCM and of the wiring to control the ground circuit.
8. This step measures the resistance of the AT wiring harness assembly and of the 2-3 SS valve.
Fig. 115: DTC P0758 (Steps 1 - 4)
Fig. 116: DTC P0758 (Steps 5 - 12)
Fig. 117: DTC P0758 (Steps 13 - 20)
Fig. 118: DTC P0758 (Steps 21 - 22)
DTC P0785
Fig. 119: DTC P0785
Circuit Description
The 3-2 shift solenoid (SS) valve assembly is a normally-closed, 3-port, on/off device that controls the 3-2
downshift, The solenoid attaches to the control valve body within the transmission. The solenoid receives
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ignition voltage through the Ignition 0 voltage circuit. The powertrain control module (PCM) controls the
solenoid by providing a ground path on the 3-2 shift solenoid valve control circuit, During a 3-2 downshift, the
2-4 band applies as the 3-4 clutch releases. The PCM varies the timing between the 3-4 clutch release and the 24 band apply, depending on the vehicle speed and the throttle position.
When the PCM detects a continuous open, short to ground or short to power in the 3-2 SS valve assembly
circuit, then DTC P0785 sets. DTC P0785 is a type B DTC.
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z

Condition 1
Condition 2
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The PCM commands a soft landing to third gear.

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passes.
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Test Description
The item numbers below refer to the step numbers on the diagnostic table.
4. This step tests the ability of the PCM to control the solenoid.
6. This step tests the ability of the PCM and the wiring to control the ground circuit.
8. This step measures the resistance of the automatic transmission wiring harness assembly and the 3-2
SS valve assembly.
Fig. 120: DTC P0785 (Steps 1 - 4)
Fig. 121: DTC P0785 (Steps 5 - 11)
Fig. 122: DTC P0785 (Steps 12 - 20)
Fig. 123: DTC P0785 (Steps 21 - 22)
DTC P0894
Fig. 124: DTC P0894
Circuit Description
The powertrain control module (PCM) monitors the difference between engine speed and transmission output
speed. In D3 drive range with the TCC engaged, the engine speed should closely match the transmission output
speed. In D4 drive range, with the TCC engaged, the TCC slip speed should be -20 to +50 RPM.
When the PCM detects excessive TCC slip when the TCC should be engaged, then DTC P0894 sets. DTC
P0894 is a type B DTC.
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The engine speed is 1,500-3,000 RPM.
The speed ratio is 0.69-0.88, speed ratio is engine speed divided by the transmission output speed.
The commanded gear is not 1st gear.
The TFT is 20-150C (68-302F).
The shift solenoid performance diagnostic counters are zero.
DTC P0894 sets if the following conditions occur for three TCC cycles.
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The TCC is commanded ON for 5 seconds.

The TCC is at 40 percent duty cycle for 5 seconds.
The TCC slip speed is 130-800 RPM for 7 seconds.
IMPORTANT: The following actions may occur before the DTC sets.
If the TCC is commanded ON for 5 seconds, the TCC is at 40 percent duty cycle for 5 seconds, the TP
angle is 20-99 percent and the transmission slip counter has incremented to either 1 or 2, out of 3 to
increment the fail counter for the current ignition cycle, then the following slip conditions and actions
may increment the fail counter for the current ignition cycle:
These conditions must occur sequentially.

Condition 1
If the TCC slip speed is 130-800 RPM for 7 seconds, then the PCM will command maximum line pressure and
freeze shift adapts from being updated.
Condition 2
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If Condition 1 is met and the TCC slip speed is 130-800 RPM for 7 seconds, then the PCM will command the
TCC Off for 1.5 seconds.
Condition 3
If Condition 2 is met and the TCC slip speed is 130-800 RPM for 7 seconds, then the fail counter on the current
ignition cycle is incremented.
The above slip conditions and actions may be disregarded if the TCC is commanded OFF at any time as a result
of a driving maneuver, sudden acceleration or deceleration.
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passes.
Diagnostic Aids
z
Bronze material found in the transmission oil pan may indicate stator shaft bushing wear. If bushing wear
is suspected, inspect the stator shaft and the input, turbine, shaft for damage.
Refer to Symptoms-Automatic Transmission for more information.
Test Description
3. This step tests the torque converter for slippage while in a commanded lock-up state.
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Fig. 125: DTC P0894 (Steps 1 - 4)

Fig. 126: DTC P0894 (Steps 5 - 8)
Fig. 127: DTC P0894 (Steps 9 - 10)
Fig. 128: DTC P0894 (Steps 11 - 13)
Fig. 129: DTC P0894 (Steps 14 - 15)
DTC P1810
Fig. 130: DTC P1810
Circuit Description
The automatic transmission fluid pressure (TFP) manual valve position switch consists of five pressure
switches, two normally-closed and three normally-open, and a transmission fluid temperature (TFT) sensor
combined into one unit. The combined unit mounts on the valve body. The powertrain control module (PCM)
supplies ignition voltage for each range signal. By grounding one or more of these circuits through various
combinations of the pressure switches, the PCM detects which manual valve position you select. The PCM
compares the actual voltage combination of the switches to a TFP manual valve position switch combination
chart stored in memory.
The TFP manual valve position switch cannot distinguish between PARK and NEUTRAL because the
monitored valve body pressures are identical. With the engine OFF and the ignition switch in the ON position,
the TFP manual valve position switch indicates PARK/NEUTRAL. Disconnecting the AT inline 20-way
connector removes the ground potential for the three range signals to the PCM. In this case, with the engine
OFF, and the ignition switch in the ON position, D2 will be indicated.
When the PCM detects an invalid state of the TFP manual valve position switch circuit by deciphering the TFP
manual valve position switch inputs, then DTC P1810 sets. DTC P1810 is a type B DTC.
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DTC P1810 sets if any of the following conditions occurs:

Condition 1
The PCM detects an invalid TFP manual valve position switch state for 60 seconds.
Condition 2
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The engine speed is less than 80 RPM for 0.1 second;

Then the engine speed is 80-550 RPM for 0.07 second;
Then the engine speed is greater than 550 RPM.
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The vehicle speed is less than 3 km/h (2 mph).

The PCM detects a gear range of D2, D4 or REVERSE during an engine start.
All conditions met for 5 seconds.
Condition 3
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The PCM commands fourth gear.
The TCC is locked ON.
The speed ratio is 0.6-0.75, speed ratio is engine speed divided by transmission output speed.
The PCM detects a gear range of PARK or NEUTRAL when the vehicle is operating in D4.
All conditions met for 10 seconds.

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The PCM commands a D4 shift pattern.

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passes.
Diagnostic Aids
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Refer to the Transmission Fluid Pressure (Tfp) Manual Valve Position Switch Logic table for the
normal range signals and the invalid combinations. On the table, LOW is O volts, HI is ignition voltage.
Sediment in the valve body may cause improper operation of the TFP manual valve position switch. If
sediment intrusion is suspected, clean the valve body and replace the TFP manual valve position switch.
Test Description
3. This step compares the indicated range signal to the selected manual valve position.
5. This step tests for correct voltage from the PCM to the AT inline 20-way connector.
Fig. 131: DTC P1810 (Steps 1 - 6)
Fig. 132: DTC P1810 (Steps 7 - 15)
Fig. 133: DTC P1810 (Steps 16 - 17)
DTC P1860
Fig. 134: DTC P1860
Circuit Description
The torque converter clutch pulse width modulation (TCC PWM) solenoid valve controls the fluid acting on the
converter clutch valve. The converter clutch valve controls the TCC application and release. The solenoid
attaches to the control valve body within the transmission. The solenoid receives ignition voltage through the
Ignition 0 voltage circuit. The powertrain control module (PCM) controls the solenoid by providing a ground
path on the TCC PWM solenoid valve control circuit. Current flows through the solenoid coil according to the
duty cycle, percentage of ON and OFF time. The TCC PWM solenoid valve provides a smooth engagement of
the TCC by operating during a duty cycle percent of ON time.
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When the PCM detects a continuous open, short to ground or short to power in the TCC PWM solenoid valve
circuit, then DTC P1860 sets. DTC P1860 is a type B DTC.
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The PCM commands first gear.
The TCC duty cycle is less than 10 percent or greater than 90 percent.
Condition 1
The PCM commands the solenoid ON, 90 percent, and the voltage feedback remains high, B+.
Condition 2
The PCM commands the solenoid OFF, 0 percent, and the voltage feedback remains low, 0 volt.
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z

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passes.
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Test Description
7. This step tests the resistance of the TCC PWM solenoid valve and the automatic transmission wiring
harness assembly.
Fig. 135: DTC P1860 (Steps 1 - 7)
Fig. 136: DTC P1860 (Steps 8 - 15)
Fig. 137: DTC P1860 (Steps 16 - 21)
DTC P1875
Fig. 138: DTC P1875
Circuit Description
For vehicles equipped with an active transfer case, the four wheel drive, 4WD, low circuit consists of the
powertrain control module (PCM), a transfer case control module and the circuit wiring. The transfer case
control module controls the 4WD low signal on the low signal circuit. When the operator selects 4WD low, the
transfer case control module grounds the signal circuit, and the 4WD low signal voltage on the circuit changes
from ignition voltage to zero volts. The PCM then compensates for transfer case gear reduction in the
transmission output shaft speed (OSS) sensor signal. The PCM uses the transmission OSS sensor signal to
adjust shift points, line pressure and torque converter clutch (TCC) scheduling.
For vehicles not equipped with an active transfer case, the 4WD low circuit consists of the PCM, a transfer case
switch and the circuit wiring. The transfer case switch controls the 4WD low signal on the signal circuit. When
the operator selects 4WD low, the transfer case switch closes and the 4WD low signal voltage on the signal
circuit changes from ignition voltage to zero volts. The PCM then compensates for transfer case gear reduction
in the transmission output shaft speed (OSS) sensor signal. The PCM uses the transmission OSS sensor signal
to adjust shift points, line pressure and TCC scheduling.
When the PCM detects a continuous open, short to ground or short to power in the 4WD low circuit, then DTC
P1875 sets. DTC P1875 is a type B DTC.
z
No TP sensor DTCs P0122, or P0123.
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z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z

No 1-2 SS valve DTCs P0751 or P0753.
The vehicle speed is greater than 11 km/h (7 mph).
The shift solenoid performance counters are zero.
The TFT is 20-130C (68-266F).
DTC P1875 sets if one of the following conditions occurs:

Condition 1
z
z
z
z
The 4WD low switch is in 4WD low.

The transfer case is not in 4WD low.
The TCC slip speed is -3,000 to -50 RPM.
The transfer case ratio is 0.08-1.2, the transfer case ratio is the engine speed divided by the transfer case
output speed.
Condition 2
z
z
z
z
z
z
The 4WD low switch is not in 4WD low.

The transfer case is in 4WD low.
The TCC is commanded ON.
The TCC slip speed is 100 to 3,000 RPM.
The transfer case ratio is 2.5-2.9.

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z
z
The PCM commands a normal shift pattern, not a 4WD low shift pattern.

z
z
z
passes.
Test Description
3. This step tests for a short to ground in the 4WD low signal circuit (CKT 1694).
4. This step tests for an open in the 4WD low signal circuit (CKT 1694) or a faulty transfer case control
module, active transfer case vehicles, or transfer case switch, non-active transfer case vehicles.
Fig. 139: DTC P1875 (Steps 1 - 7)
Fig. 140: DTC P1875 (Steps 8 - 10)
SYMPTOMS-AUTOMATIC TRANSMISSION
Fig. 141: Symptoms-Automatic Transmission (1 Of 2)
Fig. 142: Symptoms-Automatic Transmission (2 Of 2)
RANGE SELECTOR DISPLAYS INCORRECT RANGE
Fig. 143: Range Selector Displays Incorrect Range
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Circuit Description
The transmission range (TR) switch is part of the park/neutral position (PNP) and back-up lamp switch
assembly, which is externally mounted on the transmission manual shaft. The TR switch contains four internal
switches that indicate the transmission gear range selector lever position. The PCM supplies ignition voltage to
each switch circuit. As the gear range selector lever is moved, the state of each switch may change, causing the
circuit to open or close. An open circuit or switch indicates a high voltage signal. A closed circuit or switch
indicates a low voltage signal. The PCM detects the selected gear range by deciphering the combination of the
voltage signals. The PCM compares the actual voltage combination of the switch signals to a TR switch
combination chart stored in memory.
Diagnostic Aids
Refer to the Transmission Range Switch Logic table for valid combinations of switch signal circuits A, B, C
and Parity. On the table, HI indicates an ignition voltage signal. LOW indicates a zero voltage signal.
Test Description
4. By disconnecting the TR switch, the ground path of all TR switch circuits is removed and the PCM
should recognize all circuits as open. The scan tool should display HI for all range signal states.
5. This step tests the TR switch wiring for an open or the lack of the signal voltage from the PCM.
6. This step tests the TR switch wiring and the PCM by providing a ground path through a fused jumper
wire. When grounded, the scan tool range signal states should change to LOW.
Fig. 144: Range Selector Displays Incorrect Range (Steps 1 - 7)
TOW/HAUL SWITCH/INDICATOR ALWAYS ON OR INOPERATIVE
Fig. 146: Tow/Haul Switch/Indicator Always On Or Inoperative
Circuit Description
Tow/haul mode enables the operator to achieve enhanced shift performance when towing or hauling a load.
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When tow/haul mode is selected, the tow/haul switch input signal to the body control module (BCM) is
momentarily toggled to zero volts. This signals the powertrain control module (PCM) to extend the length of
time between upshifts and increase transmission line pressure. Cycling the tow/haul switch again disables
tow/haul mode and returns the transmission to a normal shift pattern.
Diagnostic Aids
If the electrical circuit tests are OK and the tow/haul shift pattern is not occurring, there may be a
mechanical/hydraulic condition that prevents tow/haul operation. Refer to Symptoms-Automatic
Transmission .
Test Description
2. This step tests for a faulty tow/haul switch.
3. This step tests for voltage input from the BCM to the tow/haul switch.
6. This step tests for ground integrity.
TRANSMISSION FLUID CHECKING PROCEDURE
1. Start the engine and operate the vehicle for 15 minutes or until the transmission fluid reaches an operating
temperature of 82-93C (180-200F).
2. Park the vehicle on a level surface.
3. With your foot on the brake, move the shift lever through each gear range. Pause for about 3 seconds in
each range, ending in Park.
4. Apply the parking brake and let the engine idle for 3 minutes.
5. Remove the transmission fluid level indicator. Wipe the indicator clean. Reinsert the indicator. Give the
indicator a full twist in order to close.
6. Wait 3 seconds and remove the indicator.
7. Read both sides of the indicator. The fluid must be within the hot cross-hatched area using the lowest
level reading.
Fig. 148: Transmission Fluid Checking Procedure (Steps 1 - 16)
Fig. 149: Transmission Fluid Checking Procedure (Steps 17 - 19)
LINE PRESSURE CHECK PROCEDURE
Tools Required
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J 21867 Pressure Gage

CAUTION: Keep the brakes applied at all times in order to prevent unexpected vehicle
motion. Personal injury may result If the vehicle moves unexpectedly.
IMPORTANT: Before performing the line pressure check, verify that the transmission
pressure control (PC) solenoid is operating correctly.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Install a scan tool.

Start the engine.
Inspect the transmission for the proper fluid levels. Refer to Transmission Fluid Checking Procedure .
Use the scan tool to inspect for any active or stored diagnostic trouble codes.
Inspect the manual linkage at the transmission for proper function.
Turn the engine OFF.
Remove the pressure plug.
Install the J 21867.
Access the Scan Tool Output Control for the PC Solenoid.
Start the engine.
IMPORTANT: In order to achieve accurate line pressure readings, the following
procedure must be performed at least three times in order to gather
uniform pressure readings.
The scan tool is only able to control the PC solenoid in PARK and NEUTRAL with engine speeds below
1500 RPM. This protects the clutches from extreme high or low line pressures.
11. Begin commanding PC Solenoid at 1.0 amp and lower the amperage in one-tenth increments (0.01) until
maximum line pressure is achieved.
12. Allow the pressure to stabilize between increments.
13. Compare your pressure readings to the Line Pressure table. Refer to Line Pressure .
14. If the pressure readings vary greatly from the line pressure table, refer to Oil Pressure High Or Low .
15. Turn the engine OFF.
16. Remove the J 21867.
17. Install the pressure plug.
Tighten
Tighten the pressure plug to 8-14 N.m (6-10 lb ft).
ROAD TEST PROCEDURE
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IMPORTANT: The Road Test Procedure should be performed only as part of the Symptom
Diagnosis. Refer to Symptoms-Automatic Transmission .
z
z
z
z
z
z
z

Upshift Control and Torque Converter Clutch (TCC) Apply
Manual Downshifts
Coasting Downshifts
{ REVERSE
{ Manual FIRST
{ Manual SECOND
{ Manual THIRD
IMPORTANT: Complete the test in the sequence given. Incomplete testing cannot
z
z
z

Transmission fluid level is correct. Refer to the Transmission Fluid Checking Procedure .
z
z
z
z

View the scan tool data while conducting this test.
Take along qualified help in order to operate the vehicle safely.

z
z
Transmission fluid level. Refer to the Transmission Fluid Checking Procedure .

Diagnostic Trouble Codes (DTCs) that may have set during the testing. Refer to the applicable DTC.
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Perform this check first, in order to ensure the electronic transmission components are connected and
functioning properly. If these components are not checked, a simple electrical condition could be misdiagnosed.
1.
2.
3.
4.
Connect the scan tool.

Ensure the gear selector is in PARK and set the parking brake.
Start the engine.
Verify that the following scan tool data can be obtained and is functioning properly.
Refer to Transmission Scan Tool Data List for typical data values. Data that is questionable may indicate
a concern.
Engine Speed
z Transmission output speed
z Vehicle speed
z TFP manual valve position switch
z Transmission range, engine list
z Commanded gear, current gear
z PC solenoid reference current
z PC solenoid actual current
z PC solenoid duty cycle
z Brake switch
z Engine coolant temperature
z Transmission fluid temperature
z Throttle angle
z Ignition voltage
z 1-2 shift solenoid
z TCC solenoid duty cycle
z TCC slip speed
display:
z Closed when the brake pedal is released.
z Open when the brake pedal is depressed.
6. Check the garage shifts.
6.1. Apply the brake pedal and ensure that the parking brake is set.
z
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6.2. Move the gear selector through the following ranges:

6.2.1. PARK to REVERSE
6.2.2. REVERSE to NEUTRAL
6.2.3. NEUTRAL to DRIVE
6.3. Pause 2 to 3 seconds in each gear position.
6.4. Verify the gear engagements are immediate and not harsh.
IMPORTANT: Harsh engagement may be caused by any of the following conditions:
z
z
High idle speed. Compare engine idle speed to desired idle speed.
Commanded low PC solenoid current. Compare PC solenoid reference current to PC solenoid
actual current.
A default condition caused by certain DTCs that result in maximum line pressure to prevent
slippage.
IMPORTANT: Soft or delayed engagement may be caused by any of the following
conditions:
Low idle speed. Compare engine idle speed to desired idle speed.
z Low fluid level
z Commanded high PC solenoid current. Compare PC solenoid reference current to PC solenoid
actual current.
z Cold transmission fluid. Check for low transmission fluid temperature.
7. Monitor transmission range on the scan tool, engine list.
7.1. Apply the brake pedal and ensure the parking brake is set.
7.2. Move the gear selector through all ranges.
7.3. Pause 2 to 3 seconds in each range.
7.4. Return gear selector to PARK.
7.5. Verify that all selector positions match the scan tool display.
8. Check throttle angle input.
8.1. Apply the brake pedal and ensure that the parking brake is set.
8.2. Ensure the gear selector is in PARK.
8.3. Monitor throttle angle while increasing and decreasing engine speed with the throttle pedal.
The scan tool throttle angle should increase and decrease with engine speed.
z
test.
The PCM calculates the upshift points based primarily on two inputs: throttle angle and vehicle speed. When
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the PCM determines that conditions are met for a shift to occur, the PCM commands the shift by closing or
opening the ground circuit for the appropriate solenoid.
Perform the following steps:
1. Refer to the Shift Speed table in this section and choose a throttle position of 12 percent, 25 percent or 50
percent. All throttle angles shown should be tested to cover the normal driving range.
z Throttle angle
z Vehicle speed
z Engine speed
z Output shaft speed
z Commanded gear
z Slip speed
z Solenoid states
3. Place the gear selector in the OVERDRIVE position.
should be a noticeable shift feel or engine speed change within 1 to 2 seconds of the commanded gear
change.
6. Compare the shift speeds to the Shift Speed table. Refer to Shift Speed . Shift speeds may vary slightly
due to transmission fluid temperature or hydraulic delays in responding to electronic controls.
z Note any harsh, soft or delayed shifts or slipping.
z Note any noise or vibration.
7. Repeat steps 1 through 6 to complete all throttle angles.
IMPORTANT: This transmission is equipped with an electronically controlled capacity
clutch (ECCC). The pressure plate does not fully lock to the torque
converter cover. Instead, the pressure plate maintains a small amount of
slippage, about 20 RPM, in SECOND, THIRD and FOURTH gears,
depending on the vehicle application. ECCC was developed to reduce the
possibility of noise, vibration or chuggle caused by TCC apply. Typical
apply speeds are 49-52 km/h (30-32 mph) in THIRD gear and 65-73 km/h
(40-45 mph) in FOURTH gear. Full lockup is available at highway speeds
on some applications.
IMPORTANT: The TCC will not engage until the engine is in closed loop operation and
the vehicle speed is as shown in the Shift Speed table. Refer to Shift
Speed . The vehicle must be in a near-cruise condition, not accelerating or
coasting, and on a level road surface.
8. Check for TCC apply in THIRD and FOURTH gear.
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z
z
Note the TCC apply point. When the TCC applies there should be a noticeable drop in engine speed
and a drop in slip speed to below 100 RPM. If the TCC apply can not be detected:
Check for DTCs.
Refer to Torque Converter Diagnosis Procedure .
Refer to the Shift Speed table for the correct apply speeds.
Lightly tap and release the brake pedal. The TCC will release on most applications.
1.
2.
3.
4.
Place the gear selector in the OVERDRIVE position.

Accelerate the vehicle to 64-88 km/h (40-55 mph) in FOURTH gear.
Quickly increase throttle angle to greater than 50 percent.
Verify the following:
z The TCC releases
z The transmission downshifts immediately to THIRD gear
Full Throttle Detent Downshift
1.
2.
3.
4.

Accelerate the vehicle to speeds of 64-88 km/h (40-55 mph) in FOURTH gear.
Quickly increase throttle angle to 100 percent (WOT).
z The TCC releases
z The transmission downshifts immediately to SECOND gear
Manual Downshifts
The shift solenoid valves do not control the initial downshift for the 4-3 or the 3-2 manual downshifts. The 4-3
and the 3-2 manual downshifts are hydraulic. The 2-1 manual downshift is electronic. The solenoid states
should change during or shortly after a manual downshift is selected.
1.
2.
3.
4.

Release the throttle while moving the gear selector to THIRD.
z The TCC releases
z The engine slows the vehicle
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1.
2.
3.
4.

Accelerate the vehicle to 64-72 km/h (40-45 mph).
Release the throttle while moving the gear selector to SECOND.
z The TCC releases
1.
2.
3.
4.

Accelerate the vehicle to 48 km/h (30 mph).
Release the throttle while moving the gear selector to FIRST.
z The TCC releases.
z The transmission downshifts immediately to FIRST gear.
z The engine slows the vehicle.
Coasting Downshifts
1.
2.
3.
4.

Accelerate the vehicle to FOURTH gear with the TCC applied.
z The TCC releases
z Downshifts occur at speeds shown in the Shift Speed table. Refer to Shift Speed .
The shift solenoids control the upshifts in the manual gear ranges.
Perform the following tests using 10 to 15 percent throttle angle.
Reverse
1. With the vehicle stopped, move the gear selector to REVERSE.

Manual First
1. With the vehicle stopped, move the gear selector to FIRST.

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2. Accelerate the vehicle to 32 km/h (20 mph).

3. Verify the following:
z No upshifts occur
z The TCC does not apply
z There is no noticeable slip, noise, or vibration
Manual Second
1. With the vehicle stopped, move the gear selector to SECOND.

z The 1-2 shift occurs
z The 2-3 shift does not occur
z There is no noticeable slip, noise or vibration
Manual Third
1. With the vehicle stopped, move the gear selector to THIRD.

z There is no noticeable slip, noise or vibration
TORQUE CONVERTER DIAGNOSIS PROCEDURE
z
z

Poor Acceleration at Low Speed
If the stator is freewheeling at all times, the car tends to have poor acceleration from a standstill. At speeds
above 50-55 km/h (30-35 mph), the car may act normally. For poor acceleration, you should first determine that
the exhaust system is not blocked, and the transmission is in First gear when starting out.
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If the engine freely accelerates to high RPM in NEUTRAL, you can assume that the engine and the exhaust
system are normal. Check for poor performance in DRIVE and REVERSE to help determine if the stator is
freewheeling at all times.
Poor Acceleration at High Speed
and car speed are limited or restricted at high speeds. Visual examination of the converter may reveal a blue
If the converter has been removed, you can check the stator roller clutch by inserting a finger into the splined
inner race clockwise, but you should have difficulty in moving the inner race counterclockwise or you may be
Noise
IMPORTANT: Do not confuse this noise with pump whine noise, which is usually noticeable
in PARK, NEUTRAL and all other gear ranges. Pump whine will vary with line
pressure.
You may notice a torque converter whine when the vehicle is stopped and the transmission is in DRIVE or
REVERSE. This noise will increase as you increase the engine RPM. The noise will stop when the vehicle is
same speed.
2. Put the gear selector in DRIVE.
NOTE:
You may damage the transmission if you depress the accelerator for more
than 6 seconds.
3. Depress the accelerator to approximately 1,200 RPM for no more than six seconds.
A torque converter noise will increase under this load.
conditions.
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If Shudder Occurs During TCC Apply or Release
z
z
z

One of the following conditions may be causing the problem to occur:
z
z
z
z
Leaking turbine shaft seals

A restricted release orifice
A distorted clutch or housing surface due to long converter bolts
Defective friction material on the TCC plate
If Shudder Occurs After TCC has Applied
If shudder occurs after the TCC has applied, most of the time there is nothing wrong with the transmission. The
TCC is not likely to slip after the TCC has been applied. Engine problems may go unnoticed under light throttle
and load, but they become noticeable after the TCC apply when going up a hill or accelerating. This is due to
the mechanical coupling between the engine and the transmission.
Once TCC is applied, there is no torque converter (fluid coupling) assistance. Engine or driveline vibrations
Inspect the following components in order to avoid misdiagnosis of TCC shudder. An inspection will also avoid
the unnecessary disassembly of a transmission or the unnecessary replacement of a torque converter.
z
z
z
z
z
z
Spark plugs-Inspect for cracks, high resistance or a broken insulator.

Plug wires-Look in each end. If there is red dust (ozone) or a black substance (carbon) present, then the
wires are bad. Also look for a white discoloration of the wire. This indicates arcing during hard
acceleration.
Coil-Look for a black discoloration on the bottom of the coil. This indicates arcing while the engine is
misfiring.
Fuel injector-The filter may be plugged.
Vacuum leak-The engine will not get a correct amount of fuel. The mixture may run rich or lean
depending on where the leak occurs.
EGR valve-The valve may let in too much or too little unburnable exhaust gas and could cause the engine
to run rich or lean.
MAP/MAF sensor-Like a vacuum leak, the engine will not get the correct amount of fuel for proper
engine operation.
Carbon on the intake valves-Carbon restricts the proper flow of air/fuel mixture into the cylinders.
Flat cam-Valves do not open enough to let the proper fuel/air mixture into the cylinders.
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z
z
z
z
z
z
z
Oxygen sensor-This sensor may command the engine too rich or too lean for too long.
Fuel pressure-This may be too low.
Engine mounts-Vibration of the mounts can be multiplied by TCC engagement.
Axle joints-Check for vibration.
TP Sensor-The TCC apply and release depends on the TP Sensor in many engines. If the TP Sensor is out
of specification, TCC may remain applied during initial engine loading.
Cylinder balance-Bad piston rings or poorly sealing valves can cause low power in a cylinder.
Fuel contamination-This causes poor engine performance.
Replace the torque converter if any of the following conditions exist:
z
z
z
z
z
z
z
z
z
z
z
External leaks appear in the hub weld area.

The converter hub is scored or damaged.
The converter pilot is broken, damaged, or fits poorly into the crankshaft.
You discover steel particles after flushing the cooler and the cooler lines.
The pump is damaged, or you discover steel particles in the converter.
The vehicle has TCC shudder and/or no TCC apply. Replace the torque converter only after all hydraulic
and electrical diagnoses have been made. The converter clutch material may be glazed.
The converter has an imbalance which cannot be corrected. Refer to Flexplate/Torque Converter
Vibration Test .
The converter is contaminated with engine coolant which contains antifreeze.
An internal failure occurs in the stator roller clutch.
You notice excessive end play.
Overheating produces heavy debris in the clutch.
You discover steel particles or clutch lining material in the fluid filter or on the magnet, when no internal
parts in the unit are worn or damaged. This condition indicates that lining material came from the
converter.
Do not replace the torque converter if you discover any of the following symptoms:
z
z
The oil has an odor or the oil is discolored, even though metal or clutch facing particles are not present.
The threads in one or more of the converter bolt holds are damaged. Correct the condition with a new
thread inset.
Transmission failure did not display evidence of damaged or worn internal parts, steel particles or clutch
plate lining material in the unit and inside the fluid filter.
The vehicle has been exposed to high mileage only. An exception may exist where the lining of the
torque converter clutch dampener plate has seen excess wear by vehicles operated in heavy and/or
constant traffic, such as taxi, delivery, or police use.
FLEXPLATE/TORQUE CONVERTER VIBRATION TEST

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Isolating Vibration
NOTE:
Some engine/transaxle combinations cannot be balanced in this manner due to

limited clearances between the torque converter bolts and the engine. Ensure
that the bolts do not bottom out in the lug nuts or the torque converter cover
could be dented and cause internal damage.
To isolate and correct a flywheel or torque converter vibration, separate the torque converter from the flywheel
to determine if vibration is in the engine or transmission.
1.
2.
3.
4.
5.
6.
7.
8.
With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration.
Turn the engine OFF.
Raise and suitably support the vehicle. Refer to LIFTING AND JACKING THE VEHICLE .
Remove the transmission converter cover bolts and the cover.
Mark the relationship of the converter to the flywheel.
Remove the bolts attaching the converter to the flywheel.
Slide the torque converter away from the flywheel.
Rotate the flywheel and torque converter to inspect for defects or missing balance weights. Refer to
ENGINE FLYWHEEL CLEANING AND INSPECTION - 4.3L or ENGINE FLYWHEEL
CLEANING AND INSPECTION - 4.8L, 5.3L and 6.0L.
9. Lower the vehicle.
10. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration. Refer
to DIAGNOSTIC STARTING POINT - VIBRATION DIAGNOSIS AND CORRECTION .
Indexing Torque Converter
To determine and correct a torque converter vibration, the following procedure may have to be performed
several times to achieve the best possible torque converter to flywheel balance.
1. Raise and suitably support the vehicle. Refer to LIFTING AND JACKING THE VEHICLE .
2. Rotate the torque converter one bolt position.
Fig. 150: Rotating Torque Converter
3. Align the torque converter hub (2) in the engine crankshaft (3) and install the torque converter to flywheel
bolts.
5. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration. Refer
to NOISE AND VIBRATION ANALYSIS .
Repeat this procedure until you obtain the best possible balance.
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6. Install the transmission converter cover bolts and the cover.

NOISE AND VIBRATION ANALYSIS
A noise or vibration that is noticeable when the vehicle is in motion MAY NOT be the result of the
transmission.
If noise or vibration is noticeable in PARK and NEUTRAL with the engine at idle, but is less noticeable as
RPM increases, the cause may be from poor engine performance.
z
z
z
Inspect the tire for the following:

{ Uneven wear
{ Imbalance
{ Mixed sizes
{ Mixed radial and bias ply
Inspect the suspension components for the following:
{ Alignment and wear
{ Loose fasteners
Inspect the engine and transmission mounts for damage and loose bolts.
Inspect the transmission case mounting holes for the following:
{ Missing bolts, nuts, and studs
{ Stripped threads
{ Cracks
Inspect the flywheel for the following:
{ Missing or loose bolts
{ Cracks
{ Imbalance
Inspect the torque converter for the following:
{ Missing or loose bolts or lugs
{ Missing or loose balance weights
{ Imbalance
CLUTCH PLATE DIAGNOSIS

Composition Plates
Dry the plates and inspect the plates for the following conditions:
z
z
z
Pitting
Flaking
Wear
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z
z
z
z
Glazing
Cracking
Charring
Chips or metal particles embedded in the lining
Replace a composition plate which shows any of these conditions.

Steel Plates
Wipe the plates dry and check the plates for heat discoloration. If the surfaces are smooth, even if color smear is
indicated, you can reuse the plate. If the plate is discolored with heat spots or if the surface is scuffed, replace
the plate.
Causes of Burned Clutch Plates
The following conditions can result in a burned clutch plate:

z
z
z
z
z
z
Incorrect usage of clutch plates

Engine coolant in the transmission fluid
A cracked clutch piston
Damaged or missing seals
Low line pressure
Valve body conditions
{ The valve body face is not flat.
{ Porosity is between channels.
{ The valve bushing clips are improperly installed.
{ The checkballs are misplaced.
The Teflon(R) seal rings are worn or damaged.
ENGINE COOLANT IN TRANSMISSION

NOTE:
The antifreeze will deteriorate the Viton O-ring seals and the glue that bonds the
clutch material to the pressure plate. Both conditions may cause damage to the
transmission.
If the transmission oil cooler has developed a leak allowing engine coolant to enter the transmission, perform
the following:
1. Disassemble the transmission.
2. Replace all of the rubber type seals (the coolant will attack the seal material which will cause leakage).
3. Replace the composition-faced clutch plate assemblies (the facing material may separate from the steel
center portion).
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4.
5.
6.
7.
Replace all of the nylon parts (washers).

Replace the torque converter.
Thoroughly clean and rebuild the transmission, using new gaskets and oil filter.
Flush the cooler lines after the transmission cooler has been properly repaired or replaced.
FLUID LEAK DIAGNOSIS

General Method
1.
2.
3.
4.
5.
6.
7.
Verify that the leak is transmission fluid.

Thoroughly clean the suspected leak area.
Operate the vehicle for 24 km (15 mi), or until normal operating temperatures are reached.
Park the vehicle over clean paper or cardboard.
Shut OFF the engine.
Look for fluid spots on the paper.
Make the necessary repairs.
Powder Method
1.
2.
3.
4.
5.
6.
7.
Thoroughly clean the suspected leak area with solvent.

Apply an aerosol type powder, such as foot powder, to the suspected leak area.
Inspect the suspected leak area.
Trace the leak path through the powder in order to find the source of the leak.
Dye and Black Light Method
A fluid dye and black light kit is available from various tool manufacturers.
1. Follow the manufacturer's instructions in order to determine the amount of dye to use.
2. Detect the leak with the black light.
3. Make the necessary repairs.
Find the Cause of the Leak
Pinpoint the leak and trace the leak back to the source. You must determine the cause of the leak in order to
repair the leak properly. For example, if you replace a gasket, but the sealing flange is bent, the new gasket will
not repair the leak. You must also repair the bent flange. Before you attempt to repair a leak, check for the
following conditions, and make repairs as necessary:
Gaskets
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Fluid level/pressure is too high

Plugged vent or drain-back holes
Improperly tightened fasteners
Dirty or damaged threads
Warped flanges or sealing surface
Scratches, burrs, or other damage to the sealing surface
Damaged or worn gasket
Cracking or porosity of the component
Improper sealant used, where applicable
Incorrect gasket
Seals
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Damaged seal bore
Damaged or worn seal
Improper installation
Cracks in component
Manual or output shaft surface is scratched, nicked, or damaged
Loose or worn bearing causing excess seal wear
Possible Points of Fluid Leaks

Transmission Oil Pan
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Incorrectly tightened oil pan bolts

Improperly installed or damaged oil pan gasket
Damaged oil pan or mounting face
Incorrect oil pan gasket
Case Leak
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Damaged or missing fill tube seal

Mislocated fill tube bracket
Damaged vehicle speed sensor seal
Damaged manual shaft seal
Loose or damaged oil cooler connector fittings
Worn or damaged propeller shaft oil seal
Loose line pressure pipe plug
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Porous casting
Leak at the Torque Converter End

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Converter leak in the weld area

Converter seal lip cut. Check the converter hub for damage
Converter seal bushing moved forward and damaged
Converter seal garter spring missing from the seal
Porous casting of the transmission case or the oil pump
Leak at the Vent Pipe or the Fluid Fill Tube

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Overfilled system
Water or coolant in the fluid. The fluid will appear milky
Transmission case porous
Incorrect fluid level indicator
Plugged vent
Drain-back holes plugged
Mispositioned oil pump to case gasket, if equipped
Fig. 151: Leak Inspection Points

CASE POROSITY REPAIR
Some external leaks are caused by case porosity in non-pressurized areas. You can usually repair these leaks
with the transmission in the car.
1. Thoroughly clean the area to be repaired with a cleaning solvent. Air dry the area.
CAUTION: Epoxy adhesive may cause skin Irritations and eye damage. Read
and follow all information on the container label as provided by the
manufacturer.
2. Using instructions from the manufacturer, mix a sufficient amount of an epoxy to make the repair.
3. While the transmission case is still hot, apply the epoxy. You can use a clean, dry soldering acid brush to
clean the area and also to apply the epoxy cement. Make certain that the area to be repaired is fully
covered.
4. Allow the epoxy cement to cure for three hours before starting the engine.
5. Repeat the fluid leak diagnosis procedures.
SHIFT SOLENOID LEAK TEST
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Tools Required
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J 44246 Solenoid Testing Kit

J 35616 A GM Terminal Test Kit
Leak Test Procedure
IMPORTANT:
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This procedure tests On/Off type solenoid valves.

Visually inspect the physical condition of the solenoid before testing.
Inspect the O-rings before and after the test to be sure that they are not
cut or damaged.
1. Remove the shift solenoid valve from the control valve body or the TCC solenoid valve from the
transmission case. Refer to Control And Shift Solenoids Replacement or Torque Converter Clutch
Pulse Width Modulation (TCC Pwm) Solenoid, TCC Solenoid, And Wiring Harness .
Fig. 152: Installing Solenoid Valve
2. Install the TCC solenoid valve, the 1-2 shift solenoid valve or the 2-3 shift solenoid valve into bore
number 2 of the J 44246 and install the factory retainer clip to retain the solenoid.
Fig. 153: Connecting Solenoid Testing Harness
IMPORTANT: The supplied solenoid testing harness will not power the 4L60-E TCC
On/Off solenoid. To energize this solenoid, apply battery, 12 V, positive
and negative (-) to the TCC On/Off solenoid wiring harness using
connector test adapter kit J 35616-A. Use terminal E, Red, Power, and
terminal T, Black, Ground. Refer to the Automatic Transmission Inline 20Way Connector End View .
3. Connect the solenoid testing harness supplied with the J 44246 to the solenoid.
IMPORTANT: Do not use air pressure in excess of 827.4 kPa (120 psi). Excessive
pressure will not allow the solenoid ball check valve to seat properly.
Recommended air pressure is 344.75 kPa (50 psi).
4. Apply compressed air to the J 44246.
5. Air should flow through the solenoid. If air does not flow through the solenoid, replace the solenoid.
Refer to Control And Shift Solenoids Replacement .
6. Connect the solenoid testing harness to the, 12 volt, positive and negative (-) battery terminals.
7. Observe if the solenoid is operating electrically. An audible clicking noise can be heard when connecting
or disconnecting power.
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IMPORTANT:
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All solenoids need to be energized to seal.

A small amount of air leakage is normal 21 kPa (3 psi).
8. Observe the air flow through the solenoid. The flow will completely or nearly completely stop. Replace
the solenoid if there continues to be an obvious air leak when the solenoid is energized.
IMPORTANT: Inspect the O-rings after the test to be sure that they are not cut or
damaged.
9. Install the shift solenoid valve into the control valve body or the TCC solenoid valve into the transmission
case. Refer to Control And Shift Solenoids Replacement or Torque Converter Clutch Pulse Width
Modulation (TCC Pwm) Solenoid, TCC Solenoid, And Wiring Harness .
AUTOMATIC TRANSMISSION OIL COOLER FLUSHING AND FLOW TEST
GM studies indicate that plugged or restricted transmission oil coolers and pipes cause insufficient transmission
lubrication and elevated operating temperatures which can lead to premature transmission wear-out. Many
repeat repair cases could have been prevented by following published procedures for transmission oil cooler
flushing and flow checking. This procedure includes flow checking and flushing the auxiliary transmission oil
cooler, if equipped.
IMPORTANT: Use the J 35944-A or equivalent to flush the transmission oil cooler and the oil
cooler pipes whenever the transaxle is removed for the following repairs:
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Torque converter
Oil pump
Oil pump drive shaft
Drive sprocket support
Transaxle overhaul complete
Transaxle assembly replacement
cooler pipes whenever the transmission is removed for the following repairs:
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Torque converter
Oil pump
Turbine shaft
Transmission overhaul complete
Transmission assembly replacement
Only GM Goodwrench DEXRON(R)III automatic transmission fluid should be used when doing a repair on a
GM transmission.
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Time allowance for performing the cooler flow checking and flushing procedure has been included in the
appropriate labor time guide operations since the 1987 model year. The service procedure steps for oil cooler
flushing are as follows:
Cooler Flow Check and Flushing Steps
1.
2.
3.
4.
5.
6.
Tools Required
Preparation
Back Flush
Forward Flush
Flow Check
Clean-up
Tools Required
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J 35944-A Transmission Oil Cooler Flusher

J 35944-22 Transmission Oil Cooler Flushing Fluid
J 35944-200 Cooler Flushing Adapter
Measuring cup
Funnel
Water supply, hot water recommended
Water hose, at least 16 mm (5/8 in) ID
Shop air supply, with water/oil filters, regulator and pressure gage
Air chuck, with clip if available
Oil drain container
Pail with lid 19 L (5 gallon)
Eye protection
Rubber gloves
Preparation
1. During the installation of the repaired or replacement transmission, do not connect the oil cooler pipes.
Fig. 154: Identifying Cooler Flushing Equipments
NOTE:
Do not use solutions that contain alcohol or glycol. Use of solutions that
contain alcohol or glycol may damage the J 35944-A, oil cooler
components and/or transmission components.
IMPORTANT: The J 35944-22 is environmentally safe, yet powerful enough to cut

through transmission fluid to dislodge any contaminants from the cooler.
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The safety precautions on the label, regarding potential skin and eye
irritations associated with prolonged exposure, are typical precautions
that apply to many similar cleaning solutions. It should be noted that
according to GM, use of other non-approved fluids for cooler flushing can
have an adverse reaction to the seals inside the transmission.
2. Remove the fill cap (9) on the J 35944-A and fill the flusher tank (4) with 0.6 L (20-21 oz) of J 35944-22,
using the measuring cup (6). Do not overfill.
3. Install the fill cap (9) on the J 35944-A and pressurize the flusher tank (4) to 550-700 kPa (80-100 psi),
using the shop air supply at the tank air valve (2).
4. With the water supply valve (1) on the J 35944-A in the OFF position, connect the water supply hose
from the J 35944-A to the water supply at the faucet.
5. Turn ON the water supply at the faucet.
Back Flush
1. Inspect the transmission oil cooler pipes for kinks or damage. Repair as necessary.
Fig. 155: Flushing System Feed Supply Hose, Discharge Hose & Water Supply Valve
2. Connect the J 35944-A to the oil cooler feed bottom connector. Use the J 35944-200, if required.
3. Clip the discharge hose (2) onto the oil drain container.
4. Attach the J 35944-A to the undercarriage of the vehicle with the hook provided and connect the flushing
system feed supply hose (1) from the J 35944-A to the top connector oil cooler return pipe. Use the J
35944-200, if required.
5. Turn the J 35944-A water supply valve (3) to the ON position and allow water to flow through the oil
cooler and pipes for 10 seconds to remove any remaining transmission fluid. If water does not flow
through the oil cooler and pipes, the cause of the blockage must be diagnosed and the plugged component
must be repaired or replaced. Continue with the cooler flushing and flow check procedure once the
blockage is corrected.
6. Turn the J 35944-A water supply valve (3) to the OFF position and clip the discharge hose onto a 19 liter
(5 gallon) pail with a lid, to avoid splashback.
Fig. 156: Trigger, Flushing System Feed Air Valve & J 35944-A Water Supply Valve
IMPORTANT: Flushing for approximately 2 minutes in each cooler line direction will
result in a total of about 8-10 gallons of waste fluid. This mixture of water
and flushing fluid is to be captured in a bucket or similar container.
7. Turn the J 35944-A water supply valve (3) to the ON position and depress the trigger (1) to mix cooler
flushing solution into the water flow.
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Use the clip provided on the handle to hold the trigger (1) down. The discharge will foam vigorously
when the solution is introduced into the water stream.
8. Flush the oil cooler and pipes with water and solution for 2 minutes. During this flush, attach the shop air
supply 825 kPa (120 psi) to the flushing system feed air valve (2) located on the J 35944-A, for 3-5
seconds at the end of every 15-20 second interval to create a surging action.
9. Release the trigger (1) and turn the J 35944-A water supply valve (3) to the OFF position.
Forward Flush
Fig. 157: Disconnecting Hoses

1. Disconnect both hoses (1 and 2) from the oil cooler pipes and connect them to the opposite oil cooler
pipe. This will allow the oil cooler and pipes to be flushed in the normal flow direction.
2. Repeat Step 6 and 7 of the Back Flush.
Fig. 158: Trigger, Flushing System Feed Air Valve & J 35944-A Water Supply Valve
3. Release the trigger (1) of the J 35944-A and allow water only to rinse the oil cooler and pipes for 1
minute.
4. Turn the J 35944-A water supply valve (3) to the OFF position and turn OFF the water supply at the
faucet.
5. Attach the shop air supply to the flushing system feed air valve (2) on the J 35944-A and blow out the
water from the oil cooler and pipes.
Continue, until no water comes out of the discharge hose.
Flow Test
Fig. 159: Clipping Discharge Hose

IMPORTANT: The Flow Test must be performed after the flush to ensure that all flushing
solution and water is removed from the oil cooling system.
1. Disconnect the hose from the oil cooler pipe. Connect the oil cooler feed pipe, bottom connector, to the
transmission for normal flow.
2. Clip the discharge hose (1) to an empty oil container.
3. Confirm the transmission is filled with automatic transmission fluid. Refer to Fluid Capacity
Specifications for the correct automatic transmission fluid capacity.
4. Start the engine with the transmission in PARK range and run for 30 seconds after fluid begins to flow
from the discharge hose (1). A minimum of 1.9 L (2 quarts) must be discharged during this 30 second run
time.
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5. If the fluid flow meets or exceeds 1.9 L (2 quarts) in 30 seconds, connect the oil cooler feed pipe to the
bottom connector on the transmission.
6. If fluid flow is less than 1.9 L (2 qt) in 30 seconds, perform the following diagnosis:
6.1. Disconnect the J 35944-A discharge hose (1) from the oil cooler return pipe.
6.2. Disconnect the oil cooler feed pipe at the radiator.
6.3. Connect the J 35944-A discharge hose (1) to the oil cooler feed pipe, radiator end.
6.4. Clip the discharge hose (1) onto the oil drain container.
6.5. Start the engine with the transmission in PARK range and run for 30 seconds after fluid begins
to flow from the discharge hose (1). A minimum of 1.9 L (2 qt) must be discharged during this 30
second run time.
7. If the amount of transmission fluid flow remains less than 1.9 L (2 qt) in 30 seconds, inspect the oil
cooler feed pipe, bottom connector, for restrictions or damage. If no condition is found with the feed pipe,
bottom connector, inspect the transmission.
Clean-up
1. Disconnect the water supply hose from the J 35944-A and bleed any remaining air pressure from the
flusher tank.
2. Remove the fill cap from the J 35944-A and return any unused flushing solution to its container. Rinse the
J 35944-A with water. Do not store the J 35944-A with flushing solution in it.
3. After every third use, clean the J 35944-A as described in the instructions included with the tool.
4. Dispose of any waste water/solution and transmission fluid in accordance with local regulations.
TRANSMISSION OVERHEATS
OIL PRESSURE HIGH OR LOW
Fig. 161: Oil Pressure High Or Low
HARSH SHIFTS
Fig. 162: Harsh Shifts
INACCURATE SHIFT POINTS
Fig. 163: Inaccurate Shift Points
FIRST GEAR RANGE ONLY- NO UPSHIFT
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Fig. 164: First Gear Range Only - No Upshift

SLIPS IN FIRST GEAR
Fig. 165: Slips In First Gear (1 Of 2)
Fig. 166: Slips In First Gear (2 Of 2))
SLIPPING OR HARSH 1-2 SHIFT
Fig. 167: Slipping Or Harsh 1-2 Shift
NO 2-3 SHIFT OR 2-3 SHIFT SLIPS, ROUGH OR HUNTING
Fig. 168: No 2-3 Shift or 2-3 Shift Slips, Rough Or Hunting
SECOND/THIRD GEAR ONLY OR FIRST/FOURTH GEARS ONLY
Fig. 169: Second/Third Gear Only Or First/Fourth Gears Only
NO FIRST OR SECOND GEAR/NO THIRD OR FOURTH GEAR
Fig. 170: No first Or Second Gear/No Third Or Fourth Gear
NO SECOND GEAR, NO FOURTH GEAR, AND NO REVERSE GEAR
Fig. 171: No Second Gear, No Fourth Gear, & No Reverse Gear
THIRD GEAR ONLY
Fig. 172: Third Gear Only
3-2 FLARE OR TIE-UP
Fig. 173: 3-2 Flare Or Tie-Up
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NO 3-4 SHIFT, SLIPS OR ROUGH 3-4 SHIFT

Fig. 174: No 3-4 Shift, Slips Or Rough 3-4 Shift
NO REVERSE OR SLIPS IN REVERSE
Fig. 175: No Reverse Or Slips In Reverse
NO PART THROTTLE OR DELAYED DOWNSHIFTS
Fig. 176: No Part Throttle Or Delayed Downshifts
HARSH GARAGE SHIFT
Fig. 177: Harsh Garage Shift
NO OVERRUN BRAKING-MANUAL 3-2-1
Fig. 178: No Overrun Braking-Manual 3-2-1
NO TORQUE CONVERTER CLUTCH (TCC) APPLY (300 RPM SLIP)
Fig. 179: No Torque Converter Clutch (TCC) Apply (300 RPM Slip)
TORQUE CONVERTER CLUTCH (TCC) SHUDDER
Fig. 180: Torque Converter Clutch (TCC) Shudder (1 Of 2)
Fig. 181: Torque Converter Clutch (TCC) Shudder (1 Of 2)
NO TORQUE CONVERTER CLUTCH (TCC) RELEASE
Fig. 182: No Torque Converter Clutch (TCC) Release
TORQUE CONVERTER CLUTCH (TCC) SLIP - 100 RPM SLIP
Fig. 183: Torque Converter Clutch (TCC) Slip - 100 RPM Slip
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TORQUE CONVERTER CLUTCH (TCC) SLIP WITH STALL/STUMBLE
Fig. 184: Torque Converter Clutch (TCC) Slip With Stall/Stumble
TORQUE CONVERTER CLUTCH (TCC) INTERMITTENT-OK COLD/SLIPS HOT
Fig. 185: Torque Converter Clutch (TCC) Intermittent-OK Cold/Slips Hot
NO FOURTH GEAR, OR SLIPS IN FOURTH GEAR
Fig. 186: No Fourth Gear, Or Slips In Fourth Gear
SLIP/FLARE IN ANY GEAR
Fig. 187: Slip/Flare In Any Gear
NO THIRD GEAR
Fig. 188: No Third Gear
DRIVES IN NEUTRAL
Fig. 189: Drives In Neutral
SECOND GEAR START
Fig. 190: Second Gear Start
NO PARK
Fig. 191: No Park
OIL OUT THE VENT
Fig. 192: Oil Out Vent
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VIBRATION IN REVERSE AND WHINING NOISE IN PARK

Fig. 193: Vibration In Reverse & Whining Noise In Park
RATCHETING NOISE
Fig. 194: Ratcheting Noise
POPPING NOISE
Fig. 195: Popping Noise
WHINE NOISE VARYING WITH RPM OR FLUID PRESSURE
Fig. 196: Whine Noise Varying With RPM Or Fluid Pressure
BUZZ NOISE OR HIGH FREQUENCY RATTLE SOUND
Fig. 197: Buzz Noise Or High Frequency Rattle Sound
NOISE IN RANDOM RANGES
Fig. 198: Noise In Random Ranges
NO DRIVE IN ALL RANGE
Fig. 199: No Drive In All Range
NO DRIVE IN DRIVE RANGE
Fig. 200: No Drive In Drive Range
SHIFT LEVER INDICATES WRONG GEAR
Fig. 201: Shift Lever Indicates Wrong Gear
NO GEAR SELECTION
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Fig. 202: No Gear Selection

ENGINE STARTS IN GEAR
Fig. 203: Engine Starts In Gear
DELAY IN DRIVE AND REVERSE
Fig. 204: Delay In Drive & Reverse
LACK OF POWER OR HESITATION
Fig. 205: Lack Of Power Or Hesitation
REPAIR INSTRUCTIONS
AUTOMATIC TRANSMISSION RANGE SELECTOR CABLE REPLACEMENT
Removal Procedure
1.
2.
3.
4.
5.
Position the steering column shift lever to the park position.

Remove the instrument panel knee bolster. Refer to KNEE BOLSTER REPLACEMENT .
Remove the driver's seat. Refer to SEAT REPLACEMENT-FRONT BUCKET .
Pull back the carpet and insulation around the driver's area.
Remove the retainer securing the cable to the steering column.
Fig. 206: Removing Cable Retainer
6. Remove the cable end from the steering column ball stud.
7. Depress the tangs and remove the cable from the steering column bracket.
Fig. 207: Removing Cable From Steering Column Bracket
8. Remove the bolt securing the cable support to the brace.
Fig. 208: Removing Cable Support Brace Bolt
IMPORTANT: Avoid unnecessary twisting/bending of the range selector cable when
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removing the cable from the support.

9. Remove the range selector cable from the support.
Fig. 209: Removing Range Selector Cable From Support
10. Remove the cable grommet from the floor panel.
Fig. 210: Removing Cable Grommet From Floor Panel
12. Remove the clips on the cable from the floor panel reinforcement.
Fig. 211: Removing Clips
13. Ensure the transmission manual shaft is positioned in mechanical park.
14. Remove the retainer that secures the cable to the bracket.
Fig. 212: Removing Retainer Securing Cable To Bracket
15.
16.
17.
18.
Remove the cable clip on the transfer case, if equipped.

Remove the range selector cable end (2) from the transmission range selector lever ball stud (1).
Depress the tangs and remove the cable from the bracket.
Lower the vehicle and ensure that the steering column shift lever is still in the park position.
Fig. 213: Removing Range Selector Cable End
Installation Procedure
1.
2.
3.
4.
Ensure that the transmission manual shaft lever is in the mechanical park position.
Align and install the cable to the bracket.
Install the range selector cable end (2) to the transmission range selector lever ball stud (1).
Install the cable clip on the transfer case, if equipped.
Fig. 214: Installing Range Selector Cable End
5. Install the retainer that secures the cable to the bracket.

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Fig. 215: Installing Retainer Securing Cable To Bracket

6. Install the clips on the cable to the floor panel reinforcement.
Fig. 216: Installing Clips
8. Install the cable grommet to the floor panel.
Fig. 217: Installing Cable Grommet To Floor Panel
installing the cable to the support.
9. Install the range selector cable to the support.
Fig. 218: Installing Range Selector Cable To Support
NOTE:
Refer to FASTENER NOTICE .
10. Install the bolt securing the cable support to the brace.
Tighten
Tighten the bolt to 10 N.m (89 lb in).
Fig. 219: Installing Cable Support Brace Bolt
11. Install the cable to the steering column bracket.
12. Ensure the tangs fully seat (snap) into the steering column bracket.
13. Install the cable end to the steering column ball stud.
Fig. 220: Installing Cable To Steering Column Bracket
14.
15.
16.
17.
Install the retainer securing the cable to the steering column.

Position the carpet and insulation around the driver's area.
Install the driver's seat. Refer to SEAT REPLACEMENT-FRONT BUCKET .
Install the instrument panel knee bolster. Refer to KNEE BOLSTER REPLACEMENT .
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18. Test the transmission for proper shift operation.

19. If all of the gear positions cannot be achieved, adjust the cable. Refer to Automatic Transmission Range
Selector Cable Adjustment .
Fig. 221: Installing Cable Retainer
AUTOMATIC TRANSMISSION RANGE SELECTOR CABLE BRACKET REPLACEMENT
Removal Procedure
1.
2.
3.
4.
5.
Apply the park brake.

Shift the transmission into neutral.
Remove the retainer that secures the cable to the bracket.
6. Remove the bolts (1) securing the transmission range selector cable bracket (2) to the transmission.
7. Remove the transmission range selector cable bracket.
Fig. 223: Transmission Range Selector Cable Bracket Bolts
1. Install the transmission range selector cable bracket.

NOTE:
2. Install the transmission range selector cable bracket bolts (1).

Tighten
Tighten the bolts to 25 N.m (18 lb ft).
Fig. 224: Transmission Range Selector Cable Bracket Bolts
3. Align and install the cable to the bracket.
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6. Check the vehicle for proper operation. If cable adjustment is necessary, refer to Automatic Transmission
Range Selector Cable Adjustment .
Fig. 225: Installing Cable To Bracket
AUTOMATIC TRANSMISSION RANGE SELECTOR CABLE ADJUSTMENT
1. Ensure that the steering column shift lever and the transmission manual shaft lever are in the park (P)
position.
3. Pull back the white plastic cover (1) on the center connector.
Fig. 226: Removing Plastic Cover On Center Connector
4. Pull up on the center tabs of the lock button (2).
Fig. 227: Lock Button Tabs
IMPORTANT: This step must be performed correctly to avoid a misadjusted cable. Do
not grasp the shift cable end (2) during this procedure.
5. Release the shift cable end (2) and allow the blue spring to tension/adjust the shift cable system.
6. Pull the white cover (3) on the shift cable end (1) back.
Fig. 228: Shift Cable End & Cover
7. Push the natural colored lock button (2) down to engage the locking teeth on the shift cable end (1).
Fig. 229: Lock Button & Shift Cable End
8. Release the white cover (1).
Fig. 230: Releasing White Cover
9.
10.
11.
12.
Verify the white cover (1) conceals the natural colored lock (2).
If the white cover (1) does not conceal the natural colored lock (2), the shift cable must be readjusted.
Test the transmission for proper shift operation.
If all of the gear positions cannot be achieved, the shift cable must be readjusted.
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Fig. 231: White Cover & Natural Colored Lock

PARK/NEUTRAL POSITION SWITCH REPLACEMENT
Tools Required
J 41364-A Park Neutral Switch Aligner
Removal Procedure
1. Apply the park brake.

2. Shift the transmission into neutral.
3. If equipped with 4-wheel drive (4WD), remove the front propeller shaft. Refer to PROPELLER SHAFT
REPLACEMENT - FRONT .
5. Disconnect the park/neutral position (PNP) switch electrical connectors (2).
Fig. 232: Disconnecting Park/Neutral Position Switch Electrical Connectors
6.
7.
8.
9.
Remove the manual shaft lever nut.

Remove the transmission control lever from the manual shaft.
Remove the PNP switch bolts.
Remove the PNP switch from the manual shaft. If the PNP switch did not slide off the manual shaft, file
the outer edge of the manual shaft in order to remove any burrs.
Fig. 233: Removing Manual Shaft Lever Nut
1. Install the PNP switch to the transmission manual shaft by aligning the switch hub flats with the manual
shaft flats.
2. Slide the PNP switch onto the transmission manual shaft until the switch mounting bracket contacts the
mounting bosses on the transmission.
IMPORTANT: If a NEW PNP switch is being installed, the switch will come with a
positive assurance bracket. The positive assurance bracket aligns the
new switch in its proper position for installation and the use of the park
neutral switch aligner will not be necessary.
3. Install the PNP switch bolts finger tight.
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Fig. 234: Installing Manual Shaft Lever Nut

4. Install J 41364-A onto the PNP switch. Ensure that the two slots on the switch where the manual shaft is
inserted are lined up with the lower two tabs on the tool.
NOTE:
5. Rotate the tool until the upper locator pin on the tool is lined up with the slot on the top of the switch.
Tighten
6. Remove the J 41364-A from the switch. If installing a new switch, remove the positive assurance bracket
at this time.
Fig. 235: Removing J 41364-A From Switch
7. Install the transmission control lever to the manual shaft with the nut.
Tighten
Tighten the nut to 25 N.m (18 lb ft).
Fig. 236: Installing Transmission Control Lever To Manual Shaft
8. Connect the PNP switch electrical connectors (2).
9. If equipped with 4WD, install the front propeller shaft. Refer to PROPELLER SHAFT
11. Check the switch for proper operation. The engine must start in the park (P) or neutral (N) positions only.
If proper operation of the switch can not be obtained, replace the switch.
Fig. 237: Connecting PNP Switch Electrical Connectors
PARK/NEUTRAL POSITION SWITCH ADJUSTMENT
IMPORTANT:
The following procedure is for vehicles that have not had the park/neutral
position (PNP) switch removed or replaced. If the PNP switch has been
removed or replaced, refer to Park/Neutral Position Switch Replacement
for the proper adjustment procedure.
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z
z
z

The engine must start in the park (P) or neutral (N) positions only.
Check the PNP switch for proper operation. If adjustment is required,
proceed as follows:
1. Place the transmission range selector in the neutral (N) position.

2. With an assistant in the drivers seat, raise and suitably support the vehicle. Refer to LIFTING AND
JACKING THE VEHICLE .
3. Loosen the park/neutral position (PNP) switch bolts.
4. With the vehicle in the neutral (N) position, rotate the switch while the assistant attempts to start the
engine.
5. Following a successful start, turn the engine off.
NOTE:
6. Tighten the PNP switch bolts.

Tighten
8. Check the PNP switch for proper operation. The engine must start in the park (P) or neutral (N) positions
only.
9. Replace the PNP switch if proper operation can not be achieved. Refer to Park/Neutral Position Switch
Replacement .
AUTOMATIC TRANSMISSION FLUID/FILTER REPLACEMENT
Removal Procedure
CAUTION: When the transmission is at operating temperatures, take necessary

precautions when removing the drain plug, to avoid being burned by
draining fluid.
1.
2.
3.
4.
Place a drain pan under the transmission oil pan.
Remove the oil pan drain plug, if equipped.
If necessary, remove the bolts and position aside the range selector cable bracket for clearance while
lowering the pan. It is not necessary to remove the cable from the lever or bracket.
Fig. 238: Placing Drain Pan Under Transmission Oil Pan
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5.
6.
7.
8.
Remove the oil pan bolts from the front and sides of the pan only.
Loosen the rear oil pan bolts approximately 4 turns.
Lightly tap the oil pan with a rubber mallet in order to loosen the pan to allow the fluid to drain.
Remove the remaining oil pan bolts.
Fig. 239: Removing Oil Pan Bolts
9. Remove the oil pan and the gasket.

Fig. 240: Removing Oil Pan & Gasket
10. Grasp firmly while pulling down with a twisting motion in order to remove the filter.
Fig. 241: Removing Filter
11. Remove and discard the filter seal. The filter seal may be stuck in the pump; if necessary, carefully use
pliers or another suitable tool to remove the seal.
12. Inspect the fluid color.
13. Inspect the filter. Pry the metal crimping away from the top of the filter and pull apart. The filter may
contain the following evidence for root cause diagnosis:
z Clutch material
z Bronze silvers indicating bushing wear
z Steel particles
14. Clean the transmission case and the oil pan gasket surfaces with solvent, and air dry. You must remove
all traces of the old gasket material.
Fig. 242: Removing Filter Seal
1. Coat the NEW filter seal with automatic transmission fluid.

2. Install the NEW filter seal into the transmission case. Tap the seal into place using a suitable size socket.
3. Install the NEW filter.
Fig. 243: Installing Filter & Seal
4. Install the oil pan and NEW gasket.
Fig. 244: Installing Oil Pan & Gasket
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NOTE:
5. Install the oil pan bolts.

Tighten
Tighten the bolts alternately and evenly to 11 N.m (97 lb in).
6. If previously removed, install the range selector cable bracket and bolts.
Tighten
7. Apply a small amount of sealant GM P/N 12346004 (Canadian P/N 10953480), or equivalent to the
threads of the oil pan drain plug, if equipped.
8. Install the oil pan drain plug, if equipped.
Tighten
Tighten the plug to 18 N.m (13 lb ft).
Fig. 245: Installing Oil Pan Drain Plug & Bolts
10. Fill the transmission to the proper level with DEXRON(R)III transmission fluid. Refer to Transmission
Fluid Checking Procedure and Fluid Capacity Specifications .
11. Check the COLD fluid level reading for initial fill only.
12. Inspect the oil pan gasket for leaks.
TRANSMISSION FLUID COOLER HOSE/PIPE REPLACEMENT
Removal Procedure
1. Remove the front grill assembly. Refer to GRILLE REPLACEMENT (OLD STYLE) or GRILLE
REPLACEMENT (NEW STYLE GMC) or GRILLE REPLACEMENT (NEW STYLE
CHEVROLET) .
2. Remove the transmission fluid cooler hose from the Auxiliary oil cooler. Refer to Transmission Oil
Cooler Line Quick Connect Fitting .
3. Remove the transmission fluid cooler hose from the radiator. Refer to Transmission Oil Cooler Line
Quick Connect Fitting .
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Fig. 246: Removing Transmission Fluid Cooler Hose

4. Raise the vehicle. Refer to LIFTING AND JACKING THE VEHICLE .
5. Remove the engine protection shield.
6. Remove the cooling lines from the transmission. Refer to Transmission Oil Cooler Line Quick Connect
Fitting .
7. Remove the oil cooling lines from the vehicle.
Fig. 247: Removing Oil Cooling Lines
1. Install the transmission oil cooler lines to the vehicle.

2. Install the cooling lines to the transmission. Refer to Transmission Oil Cooler Line Quick Connect
Fitting .
Fig. 248: Installing Transmission Oil Cooler Lines
3. Install the engine protection shield.
5. Install the transmission fluid cooler hose to the radiator. Refer to Transmission Oil Cooler Line Quick
Connect Fitting .
6. Install the transmission fluid cooler hose to the Auxiliary oil cooler. Refer to Transmission Oil Cooler
Line Quick Connect Fitting .
7. Install the front grill assembly. Refer to GRILLE REPLACEMENT (OLD STYLE) or GRILLE
CHEVROLET) .
Fig. 249: Installing Transmission Fluid Cooler Hose
TRANSMISSION OIL COOLER LINE QUICK CONNECT FITTING
Removal Procedure
IMPORTANT: Perform the following procedure when removing the retaining rings and cooler
lines from the quick connect fittings located on the radiator and/or the
transmission.
1. Pull the plastic cap back from the quick connect fitting and down along the cooler line about 5 cm (2 in).
2. Using a bent-tip screwdriver, pull on one of the open ends of the retaining ring in order to rotate the
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retaining ring around the quick connect fitting until the retaining ring is out of position and can be
completely removed.
3. Remove the retaining ring from the quick connect fitting.
4. Discard the retaining ring.
Fig. 250: Removing Retaining Ring From Quick Connect Fitting
5. Pull the cooler line straight out from the quick connect fitting.
Fig. 251: Pulling Cooler Line From Quick Connect Fitting
IMPORTANT:
Do not reuse any of the existing oil lines or oil line fittings if there is
excessive corrosion.
Do not reuse any of the existing retaining rings that were removed from
the existing quick connect fittings. Install new retaining rings.
Ensure the following procedures are performed when installing the new
retaining rings onto the fittings.
1. Install a new retaining ring into the quick connect fitting using the following procedure:
2. Hook one of the open ends of the retaining ring in one of the slots in the quick connect fitting.
Fig. 252: Installing Retaining Ring
3. Rotate the retaining ring around the fitting until the retaining ring is positioned with all three ears through
the three slots on the fitting.
Fig. 253: Rotating Retaining Ring Around Fitting
4. Do not install the new retaining ring onto the fitting by pushing the retaining ring.
Fig. 254: Ensuring Proper Installment Of Retaining Ring
5. Ensure that the three retaining ring ears are seen from inside the fitting and that the retaining ring moves
freely in the fitting slots.
Fig. 255: Locating Retaining Ring Ears
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6. Install the cooler line into the quick connect fitting.

7. Insert the cooler line end into the quick connect fitting until a click is either heard or felt.
Fig. 256: Installing Cooler Line
8. Do not use the plastic cap on the cooler line in order to install the cooler line into the fitting.
9. Pull back sharply on the cooler line in order to ensure that the cooler line is fastened into the quick
connect fitting.
Fig. 257: Ensuring Proper Installment Of Cooler Line
IMPORTANT: Do not manually depress the retaining clip when installing the plastic cap.
10. Position (snap) the plastic cap onto the fitting. Do not manually depress the retaining ring when installing
the plastic cap onto the quick connect fitting.
11. Ensure that the plastic cap is fully seated against the fitting.
Fig. 258: Positioning Plastic Cap Onto Fitting
12. Ensure that no gap is present between the cap and the fitting.
Fig. 259: Ensuring No Gap Is Between Cap & Fitting
13. Ensure that the yellow identification band on the tube is hidden within the quick connect fitting.
Fig. 260: View Of Identification Band Position
14. A hidden yellow identification band indicates proper joint seating.
15. Fill the transmission to the proper level with DEXRON(R) III transmission fluid. Refer to Transmission
Fluid Checking Procedure .
Fig. 261: View Of Identification Band Indicating Proper Joint Seating
TRANSMISSION FLUID AUXILIARY COOLER REPLACEMENT
Removal Procedure
1. Remove the front grill assembly. Refer to GRILLE REPLACEMENT (OLD STYLE) or GRILLE
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2.
3.
4.
5.
CHEVROLET) .
Place a drain pan under the vehicle.
Disconnect the transmission oil cooler lines from the auxiliary cooler. Refer to Transmission Oil Cooler
Remove the auxiliary oil cooler bolts (1) and push pins (2).
Remove the auxiliary oil cooler from the vehicle.
Fig. 262: Transmission Fluid Auxiliary Cooler
1. Install the auxiliary oil cooler to the vehicle.

NOTE:
2. Install the bolts (1) and the push pins (2) that retain the auxiliary oil cooler to the radiator brace.
Tighten
3. Connect the transmission oil cooler lines to the auxiliary cooler. Refer to Transmission Oil Cooler Line
4. Install the front grill assembly. Refer to GRILLE REPLACEMENT (OLD STYLE) or GRILLE
CHEVROLET) .
Fig. 263: Transmission Fluid Auxiliary Cooler
2-4 SERVO
Tools Required
J 29714-A Servo Cover Depressor
Removal Procedure
1. Remove the exhaust pipe.

2. Remove the heat shield bolts.
3. Remove the heat shield.
Fig. 264: Removing Heat Shield & Bolts
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4. Remove the oil pan bolt below the servo.

5. Install the J 29714-A.
6. Tighten the bolt on J 29714-A in order to compress the servo cover.
Fig. 265: Installing J 29714-A
7. Remove the servo cover ring.
8. Remove the J 29714-A.
Fig. 266: Removing Servo Cover Ring & J 29714-A
9. Remove the servo cover and O-ring seal. If the cover is hung up on the seal, use a pick (2) in order to pull
and stretch the seal (1) out of the groove. Cut and remove the O-ring seal before removing the cover.
Fig. 267: Removing Servo Cover & O-Ring Seal
10. Remove the 2-4 servo.
11. Inspect the 4th apply piston, 2-4 servo converter, 2nd apply piston, and the servo piston inner housing for
the following defects:
z Cracks
z Scoring
z Burrs and nicks
Fig. 268: Removing 2-4 Servo
1. Install NEW seals onto the servo pistons and the servo cover.
2. Install the 2-4 servo.
3. Install the J 29714-A.
Fig. 269: Installing Seals, 2-4 Servo & J 29714-A
4. Tighten the bolt on J 29714-A in order to compress the servo cover.
5. Install the servo cover ring.
6. Remove the J 29714-A.
NOTE:
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7. Install the oil pan bolt.

Tighten
Fig. 270: Installing Oil Pan Bolt
8. Install the heat shield and bolts.
Tighten
9. Install the exhaust pipe.
Fig. 271: Installing Heat Shield & Bolts
PRESSURE REGULATOR REPLACEMENT
Removal Procedure
1. Remove the transmission filter. Refer to Automatic Transmission Fluid/Filter Replacement .

2. Compress the reverse boost valve sleeve into the bore of the oil pump to release tension on the reverse
boost valve retaining ring.
3. Remove the reverse boost valve retaining ring, then slowly release tension on the reverse boost valve
sleeve.
Fig. 272: Removing Reverse Boost Valve Retaining Ring
4. Remove the reverse boost valve sleeve (5) and the reverse boost valve (4).
5. Remove the pressure regulator isolator spring (3) and the pressure regulator valve spring (2).
6. Remove the pressure regulator valve (1).
Fig. 273: Removing Pressure Regulator Valve
1. Install the pressure regulator valve (1).

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2. Install the pressure regulator isolator spring (3) and the pressure regulator valve spring (2).
3. Install the reverse boost valve (4) in the reverse boost valve sleeve (5).
4. Install the reverse boost valve (4) and sleeve (5) in the oil pump cover.
Fig. 274: Installing Pressure Regulator Valve
5. Compress the reverse boost valve sleeve into the bore of the oil pump to expose the retaining ring slot.
6. Install the reverse boost valve retaining ring, then slowly release tension on the reverse boost valve
sleeve.
7. Install the transmission filter. Refer to Automatic Transmission Fluid/Filter Replacement .
Fig. 275: Installing Reverse Boost Valve Retaining Ring
FILLER TUBE AND SEAL REPLACEMENT
Removal Procedure
1.
2.
3.
4.
Remove the transmission oil level indicator.

Support the transmission using a suitable jack.
Remove the transmission mount nut.
Fig. 276: Removing Transmission Oil Level Indicator
5. Remove the transmission crossmember bolts/nuts.

6. Remove the transmission crossmember.
Fig. 277: Removing Transmission Crossmember & Bolts/Nuts
7. Loosen the left exhaust pipe nuts.
Fig. 278: Loosening Left Exhaust Pipe Nuts
8. Loosen the right exhaust pipe nuts.
Fig. 279: Loosening Right Exhaust Pipe Nuts
9. Remove the insulator nuts and insulator from the bracket.
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10. Remove the exhaust pipe hanger bracket bolts and bracket.
11. Lower the transmission slightly.
Fig. 280: Removing Exhaust Pipe Hanger Bracket & Bolts
12. Disconnect the transmission oil cooler lines. Refer to Transmission Oil Cooler Line Quick Connect
Fitting .
13. Plug the transmission oil cooler line fittings.
Fig. 281: Transmission Oil Cooler Line Fittings
14. Remove the indicator tube nut.
Fig. 282: Removing Indicator Tube Nut
15. Remove the oil level indicator tube.
16. Remove the seal from the transmission, if necessary.
Fig. 283: Removing Oil Level Indicator Tube
1. Install a NEW seal to the indicator tube.

2. Install the oil level indicator tube.
Fig. 284: Installing Oil Level Indicator Tube
NOTE:
3. Install the indicator tube nut.

Tighten
Fig. 285: Installing Indicator Tube Nut
4. Remove the plugs from the transmission oil cooler line fittings.
5. Connect the transmission oil cooler lines. Refer to Transmission Oil Cooler Line Quick Connect
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Fitting .
Fig. 286: Removing Plugs From Transmission Oil Cooler Line Fittings
6. Install the exhaust pipe hanger bracket and bolts.
Tighten
7. Install the insulator and nuts to the bracket.
Tighten
Tighten the nuts to 17 N.m (12 lb ft).
Fig. 287: Installing Exhaust Pipe Hanger Bracket & Bolts
8. Tighten the right exhaust pipe nuts.
Tighten
Fig. 288: Tightening Right Exhaust Pipe Nuts
9. Tighten the left exhaust pipe nuts.
Tighten
Fig. 289: Tightening Left Exhaust Pipe Nuts
10. Install the transmission crossmember.
11. Install the transmission crossmember bolts/nuts.
Tighten
Tighten the bolts/nuts to 95 N.m (70 lb ft).
Fig. 290: Installing Transmission Crossmember & Bolts
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12. Install the transmission mount nut.
Tighten
13.
14.
15.
16.
Remove the support from the transmission.

Lower the vehicle.
Install the transmission oil level indicator.
Fill the transmission to the proper level with DEXRON(R) III transmission fluid. Refer to Transmission
Fig. 291: Installing Transmission Mount Nut
MANUAL SHIFT SHAFT SEAL REPLACEMENT

Tools Required
z
z
J 43911 Selector Shaft Seal Remover

J 43909 Selector Shaft Seal Installer
Removal Procedure
1. Remove the park/neutral position (PNP) switch. Refer to Park/Neutral Position Switch Replacement .
2. Ensure that the jackscrew for J 43911 is backed off and will not interfere with installation of the removal
tool. Slide the seal remover tool over the selector shaft (2) with the threaded end of the tool towards the
seal.
Fig. 292: Steel Shell & Selector Shaft
3. Rotate the removal tool so that the threads on the end of the tool engage the steel shell (1) of the seal. Use
a wrench to ensure that the removal tool is firmly attached to the seal shell.
4. Rotate the jackscrew in the clockwise direction to remove the seal from the bore. Discard the seal that
was removed.
1. Carefully slide a new selector shaft seal (1) over the selector shaft (2) with the wide face of the steel case
facing outward. Position the seal so that it is starting to enter the seal bore.
2. Obtain J 43909 and remove the inner sleeve so that the tool will slide over the selector shaft.
3. Slide the J 43909 into position so that the end of the tool contacts the seal being installed. Use a mallet to
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strike the J 43909 and drive the new seal into the bore until it is seated at the bottom of the bore.
4. Install the PNP switch. Refer to Park/Neutral Position Switch Replacement .
Fig. 293: Selector Shaft & Seal
VALVE BODY AND PRESSURE SWITCH REPLACEMENT
Removal Procedure
1. Ensure that removal of the valve body is necessary before proceeding.

IMPORTANT: The following components can be serviced without removing the valve
body from the transmission:
z
z
z
z
z
z
z
z
The torque converter clutch solenoid (1)

The pressure control solenoid (2)
The internal wiring harness (3)
The 2-3 shift solenoid (4)
The transmission fluid pressure manual valve position switch (6)
The torque converter clutch pulse width modulation (TCC PWM) solenoid (8)
Fig. 294: Removing Valve Body Components
2. Remove the fluid level indicator.

4. Disconnect the internal wiring harness electrical connectors from the following components:
z The transmission fluid pressure manual valve position switch (1)
z The 1-2 shift solenoid (2)
z The pressure control solenoid (4)
z The TCC PWM solenoid (5)
Fig. 295: Internal Wiring Harness Electrical Connectors
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5. Remove the fluid indicator stop bracket bolt (2).

6. Remove the fluid indicator bracket (1).
Fig. 296: Removing Fluid Indicator Bracket & Bolt
7. Remove the TCC PWM solenoid retainer (2) with a small screwdriver. Rotate the solenoid (1) in the
bore, if necessary, until the flat part of the retainer (2) is visible.
8. Remove the TCC PWM solenoid (1) in order to access the TCC solenoid bolts.
Fig. 297: Removing TCC PWM Solenoid & Retainer
9. Remove the TCC solenoid bolts.
Fig. 298: Removing TCC Solenoid Bolts
10. Remove the TCC solenoid (with O-ring seal) and wiring harness from the valve body.
11. Reposition the harness to the side of the transmission case.
Fig. 299: Removing TCC Solenoid & Wiring Harness From Valve Body
12. Remove the valve body bolts which retain the transmission fluid pressure switch to the valve body.
13. Remove the transmission fluid pressure switch.
Fig. 300: Removing Transmission Fluid Pressure Switch & Valve Body Bolts
14. Inspect the transmission fluid pressure switch for damage or debris.
Fig. 301: Inspecting Transmission Fluid Pressure Switch
15. Remove the manual detent spring bolt.
16. Remove the manual detent spring.
17. Inspect the manual detent spring for cracks or damage.
Fig. 302: Removing Manual Detent Spring & Bolt
IMPORTANT: Keep the valve body level when lowering it from the vehicle. This will
prevent the loss of checkballs located in the valve body passages.
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18. Remove the remaining valve body bolts.

19. Carefully lower the valve body from the transmission case while simultaneously disconnecting the
manual valve link.
Fig. 303: Removing Valve Body & Bolts
1. Install the checkballs (1-7) into the valve body.

Fig. 304: Installing Checkballs Into Valve Body
2. Install the valve body to the transmission case while simultaneously connecting the manual valve link to
the manual valve.
Fig. 305: Installing Valve Body
3. Verify that the manual valve link (3) is installed properly to the inside detent lever (1) and the manual
valve (2).
Fig. 306: Ensuring Proper Installation Of Manual Valve Link
4. Install one bolt (M6 X 1.0 X 47.5) hand tight in the center (1) of the valve body to hold it in place.
Fig. 307: Installing Valve Body Bolt
IMPORTANT: When installing bolts throughout this procedure, be sure to use the
correct bolt size and length in the correct location as specified.
5. Do not install the transmission fluid indicator stop bracket and bolt at this time.
Install but do not tighten the valve body bolts which retain only the valve body directly.
Each numbered bolt location corresponds to a specific bolt size and length, as indicated by the following:
z
z
z
z
z
M6 X 1.0 X 65.0 (1)

M6 X 1.0 X 54.4 (2)
M6 X 1.0 X 47.5 (3)
M6 X 1.0 X 35.0 (4)
M8 X 1.0 X 20.0 (5)
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z
z
M6 X 1.0 X 12.0 (6)

M6 X 1.0 X 18.0 (7)
Fig. 308: Installing Valve Body Bolts
6. Install the manual detent spring.

7. Install but do not tighten the manual detent spring bolt.
Fig. 309: Installing Manual Detent Spring
8. Install the transmission fluid pressure switch.
9. Install but do not tighten the valve body bolts which retain the transmission fluid pressure switch to the
valve body.
Fig. 310: Installing Valve Body Bolts
NOTE:
NOTE:
Torque valve body bolts in a spiral pattern starting from the center. If the
bolts are torqued at random, valve bores may be distorted and inhibit
valve operation.
10. Tighten the valve body bolts in a spiral pattern starting from the center, as indicated by the arrows.
Tighten
Tighten the bolts in the sequence shown to 11 N.m (97 lb in).
Fig. 311: Tightening Valve Body Bolts
11. Ensure that the manual detent spring is aligned properly with the detent lever.
Tighten
Fig. 312: Tightening Manual Detent Spring Bolt
12. Install the TCC solenoid with a NEW O-ring seal to the valve body.
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Fig. 313: Installing TCC Solenoid With O-Ring Seal

13. Install the TCC solenoid bolts.
Tighten
Tighten the bolts to 11 N.m (97 lb in).
Fig. 314: Installing TCC Solenoid Bolts
14. Install the internal wiring harness to the valve body. The internal wiring harness has a tab (1) on the edge
of the conduit.
Fig. 315: Installing Internal Wiring Harness
15. Place the tab between the valve body and the pressure switch in the location shown (2). Press the harness
into position on the valve body bolt bosses (1, 3).
Fig. 316: Valve Body & Bolt Bosses
16. Install the TCC PWM solenoid (1) to the valve body.
17. Install the TCC PWM solenoid retainer (2).
Fig. 317: Installing TCC PWM Solenoid & Retainer
18. Install the transmission fluid indicator stop bracket (1) and bolt (2).
Tighten
Fig. 318: Installing Transmission Fluid Indicator Stop Bracket & Bolt
19. Connect the internal wiring harness electrical connectors to the following components:
z The TCC PWM solenoid (5)
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z
Fig. 319: Connecting Internal Wiring Harness Electrical Connectors

CONTROL AND SHIFT SOLENOIDS REPLACEMENT
Removal Procedure

IMPORTANT: Do not remove the valve body for the following procedures. Removal of
the 1-2 accumulator is necessary only if servicing the pressure control
solenoid.
2. Remove the 1-2 accumulator, if necessary. Refer to Accumulator Assembly, Spacer Plate, And Gaskets .
z Transmission fluid pressure switch (1)
z 1-2 shift control solenoid (2)
z Pressure control solenoid (4)
z Torque converter clutch pulse width modulation (TCC PWM) solenoid (5)
z 3-2 control solenoid (6)
Fig. 320: Disconnecting Internal Wiring Harness Electrical Connectors
4. Remove the pressure control solenoid retainer.
5. Remove the pressure control solenoid.
Fig. 321: Removing Pressure Control Solenoid & Retainer
6. Remove the 1-2 and 2-3 shift solenoid retainers.
7. Remove the 1-2 and 2-3 shift solenoids.
Fig. 322: Removing Shift Solenoids & Retainers
8. Remove the 3-2 control solenoid retainer.
9. Remove the 3-2 control solenoid.
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Fig. 323: Removing Control Solenoid & Retainer

1. Install the 3-2 control solenoid.

2. Install the 3-2 control solenoid retainer.
Fig. 324: Installing Control Solenoid & Retainer
3. Install the 1-2 and 2-3 shift solenoids.
4. Install the 1-2 and 2-3 shift solenoid retainers.
Fig. 325: Installing Shift Solenoids & Retainers
5. Install the pressure control solenoid.
Ensure that the electrical tabs are facing outboard.
NOTE:
6. Install the pressure control solenoid retainer and bolt.

Tighten
Fig. 326: Installing Pressure Control Solenoid Retainer & Bolt
z TCC PWM solenoid (5)
8. Install the 1-2 accumulator, if necessary. Refer to Accumulator Assembly, Spacer Plate, And Gaskets .
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TORQUE CONVERTER CLUTCH PULSE WIDTH MODULATION (TCC PWM) SOLENOID, TCC
SOLENOID, AND WIRING HARNESS
Tools Required
J 28458 Seal Protector Retainer Installer
Removal Procedure

2. Disconnect the transmission harness 20-way connector (1) from the transmission internal harness passthrough connector.
Depress both tabs on the connector and pull straight up; do not pry the connector.
IMPORTANT: Removal of the valve body is not necessary for the following procedure.
Fig. 328: Disconnecting Transmission Harness Connector
3. Remove the 1-2 accumulator. Do not remove the spacer plate. Refer to Accumulator Assembly, Spacer
Plate, And Gaskets .
z Torque converter clutch pulse width modulation (TCC PWM) solenoid (5)
Fig. 329: Disconnecting Internal Wiring Harness Electrical Connectors
5. Remove the TCC PWM solenoid retainer.
6. Remove the TCC PWM solenoid in order to access one of the TCC solenoid bolts.
Fig. 330: Removing TCC PWM Solenoid & Retainer
7. Remove the pressure control solenoid retainer.
8. Remove the pressure control solenoid.
Fig. 331: Removing Pressure Control Solenoid & Retainer
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9. Remove the TCC solenoid bolts and the valve body bolts which retain the internal wiring harness.
Fig. 332: Removing TCC Solenoid Bolts & Valve Body Bolts
10. Using J 28458, release the pass-through electrical connector from the transmission case.
10.1. Use the small end of the J 28458 over the top of the connector.
10.2. Twist in order to release the four tabs retaining the connector.
10.3. Pull the harness connector down through the transmission case.
11. Remove the TCC solenoid (with O-ring seal) and wiring harness.
Fig. 333: Removing TCC Solenoid & Wiring Harness
12. Inspect the TCC solenoid and wiring harness for the following defects:
z Damage
z Cracked connectors
z Exposed wires
z Loose pins
Fig. 334: Inspecting TCC Solenoid & Wiring Harness
1. Install the wiring harness and TCC solenoid with a new O-ring seal to the transmission.
2. Install the pass-through electrical connector to the transmission case.
Fig. 335: Installing Wiring Harness & TCC Solenoid
NOTE:
3. Install the valve body bolts which retain the internal wiring harness and install the TCC solenoid bolts.
Tighten
z
z
Tighten the control valve body bolts to 11 N.m (97 lb in).

Tighten the TCC solenoid bolts to 11 N.m (97 lb in).
Fig. 336: Installing Valve Body Bolts & TCC Solenoid Bolts
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4. Install the pressure control solenoid.

Ensure that the electrical tabs are facing outboard.
5. Install the pressure control solenoid retainer and bolt.
Tighten
Fig. 337: Installing Pressure Control Solenoid, Retainer & Bolt
6. Install the TCC PWM solenoid to the control valve body.
7. Install the TCC PWM solenoid retainer.
Fig. 338: Installing TCC PWM Solenoid & Retainer
z TCC PWM solenoid (5)
9. Install the 1-2 accumulator. Refer to Accumulator Assembly, Spacer Plate, And Gaskets .
10. Connect the transmission harness 20-way connector (1) to the transmission pass-through connector.
Align the arrows on each half of the connector and insert straight down.
Fig. 340: Connecting Transmission Harness 20-Way Connector
ACCUMULATOR ASSEMBLY, SPACER PLATE, AND GASKETS
Tools Required
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z
z
J 25025-B Pump and Valve Body Alignment Pin Set

J 36850 Transjel Lubricant
Removal Procedure

IMPORTANT: The 1-2 accumulator can be removed without removing the valve body.
2. Remove the valve body. Refer to Valve Body And Pressure Switch Replacement .
3. Remove the accumulator cover bolts.
4. Remove the 1-2 accumulator cover.
Fig. 341: Removing Accumulator Cover & Bolts
5. Disassemble the 1-2 accumulator.
5.1. Blow compressed air into the 1-2 accumulator cover, as shown, in order to remove the 1-2
accumulator piston.
5.2. Remove the 1-2 accumulator inner and outer springs.
6. Inspect the 1-2 accumulator inner and outer springs for cracks.
Fig. 342: Inspecting 1-2 Accumulator Inner & Outer Springs For Cracks
7. Remove the 1-2 accumulator piston seal (1) from the 1-2 accumulator piston.
8. Inspect the 1-2 accumulator piston for the following defects:
z Porosity
z Cracks
z Scoring
z Nicks and scratches
Fig. 343: Removing 1-2 Accumulator Piston Seal
9. Inspect the 1-2 accumulator cover for the following defects:
z Porosity
z Cracks
z Scoring
Fig. 344: Inspecting 1-2 Accumulator Cover
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10. Remove the spacer plate support bolts.
IMPORTANT: Use care not to drop the following items that will be removed along with
the spacer plate:
The number 1 checkball
z The 3-4 accumulator spring
z The 3-4 accumulator pin
11. Remove the spacer plate support.
z
Fig. 345: Removing Spacer Plate Support & Bolts

12. Remove the spacer plate to valve body gasket, the spacer plate and the spacer plate to transmission case
gasket.
Fig. 346: Removing Spacer Plate To Valve Body Gasket
13. Remove the 3-4 accumulator piston (2).
14. Inspect the 3-4 accumulator spring for cracks.
Fig. 347: Removing 3-4 Accumulator Piston
15. Remove the 3-4 accumulator piston seal (1) from the 3-4 accumulator piston.
16. Inspect the 3-4 accumulator piston for the following defects:
z Porosity
z Cracks
z Scoring
Fig. 348: Removing 3-4 Accumulator Piston Seal
1. Install a new 3-4 accumulator piston seal (1) to the 3-4 accumulator piston.
Fig. 349: Installing 3-4 Accumulator Piston Seal
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2. Install the 3-4 accumulator pin (1) into the transmission case and retain the pin with J 36850.
Fig. 350: Installing 3-4 Accumulator Pin
3. Install the 3-4 accumulator piston (2) onto the pin (1) in the transmission case.
Ensure that the 3-4 accumulator piston legs face away from the transmission case.
Fig. 351: Installing 3-4 Accumulator Piston Onto Pin
4. Install the J 25025-B (2, 3) to the transmission case.
Fig. 352: Installing J 25025-B To Transmission Case
5. Install the spacer plate to transmission case gasket and the spacer plate to valve body gasket to the spacer
plate; use J 36850 in order to retain the gaskets to the spacer plate.
z The case gasket is identified by a C.
Be sure to place the case gasket on the transmission case side of the spacer plate.
z
The valve body gasket is identified by a V.

Be sure to place the valve body gasket on the valve body side of the spacer plate.
6.
7.
8.
9.
Ensure that the solenoid screens (1, 2) are in place on the spacer plate.
Place the checkball (3) on the spacer plate in the location shown.
Place the 3-4 accumulator spring (4) on the spacer plate.
Install the spacer plate and related components to the transmission.
Fig. 353: Solenoid Screens, Checkball & 3-4 Accumulator Spring
NOTE:
10. Install the spacer plate support and the spacer plate support bolts.
Tighten
Fig. 354: Installing Spacer Plate Support & Bolts
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11. After installing the spacer plate support (2), look through the hole in the spacer plate to ensure that the
checkball (1) has remained in the proper location.
Fig. 355: Checkball & Spacer Plate Support
12. Install a new 1-2 accumulator piston seal (1) to the 1-2 accumulator piston.
Fig. 356: Installing 1-2 Accumulator Piston Seal
13. Install the 1-2 accumulator inner and outer springs to the 1-2 accumulator cover.
14. Install the 1-2 accumulator piston onto the pin in the 1-2 accumulator cover.
Ensure that the piston legs face the accumulator cover.
Fig. 357: Installing 1-2 Accumulator Inner & Outer Springs & Piston
15. Install the 1-2 accumulator cover and the accumulator cover bolts.
Tighten
16. Remove the J 25025-B from the transmission case.
17. Install the valve body. Refer to Valve Body And Pressure Switch Replacement .
Fig. 358: Installing 1-2 Accumulator Cover & Bolts
TRANSMISSION EXTENSION HOUSING REAR OIL SEAL REPLACEMENT
Tools Required
z
z
J 21426 Extension Housing Seal Installer

J 36850 Transjel Lubricant
Removal Procedure

2. Place a drain pan under the vehicle.
3. Remove the propeller shaft. Refer to PROPELLER SHAFT REPLACEMENT - ONE PIECE or
PROPELLER SHAFT REPLACEMENT - TWO PIECE .
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4. Remove the case extension housing rear oil seal. Use a flat bladed tool and carefully pry the seal from the
housing.
Fig. 359: Removing Case Extension Housing Rear Oil Seal
5. Inspect the case extension housing for damage. Replace the extension housing if necessary. Refer to
Transmission Extension Housing Assembly Replacement .
1.
2.
3.
4.
Lubricate the inside diameter of the new seal with J 36850.

Use the J 21426 with a soft faced mallet to install the seal.
Install the seal to the extension housing.
Install the propeller shaft. Refer to PROPELLER SHAFT REPLACEMENT - ONE PIECE or
5. Remove the drain pan and lower the vehicle.
Fig. 360: Installing Seal To Extension Housing
TRANSMISSION EXTENSION HOUSING ASSEMBLY REPLACEMENT
Removal Procedure
1.
2.
3.
4.
Support the transmission with a transmission jack.
Remove the propeller shaft. Refer to PROPELLER SHAFT REPLACEMENT - ONE PIECE or
5. Remove the transmission mount. Refer to Transmission Mount Replacement .
6. Remove the case extension bolts (1).
7. Remove the case extension (2).
Fig. 361: Removing Case Extension & Bolts
8. Remove and discard the case extension O ring seal (3).
1. Install a new case extension O ring seal (3).

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2. Install the case extension (2).

NOTE:
3. Install the case extension bolts (1).

Tighten
Tighten the bolts (1) to 45 N.m (33 lb ft).
4. Install the transmission mount. Refer to Transmission Mount Replacement .
5. Install the propeller shaft. Refer to PROPELLER SHAFT REPLACEMENT - ONE PIECE or
6. Remove the drain pan and the transmission jack.
Fig. 362: Installing Case Extension & Bolts
VEHICLE SPEED SENSOR (VSS) REPLACEMENT
Removal Procedure
2. Disconnect the vehicle speed sensor (VSS) electrical connector (2).
Fig. 363: Disconnecting Vehicle Speed Sensor Electrical Connector
3. Remove the VSS bolt (2).
4. Remove the VSS (1).
5. Remove the O-ring seal (3).
Fig. 364: Removing O-Ring Seal, Vehicle Speed Sensor & Bolt
1. Install the O-ring seal (3) onto the VSS (1).

2. Coat the O-ring seal (3) with a thin film of transmission fluid.
3. Install the VSS (1).
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NOTE:
4. Install the VSS bolt (2).

Tighten
Fig. 365: Installing O-Ring Seal, Vehicle Speed Sensor & Bolt
5. Connect the VSS electrical connector (2).
7. Refill the fluid as required.
Fig. 366: Connecting Vehicle Speed Sensor Electrical Connector
TRANSMISSION MOUNT REPLACEMENT
Removal Procedure
1. Raise and support the vehicle. Refer to LIFTING AND JACKING THE VEHICLE .
2. Support the transmission with a transmission jack.
3. Remove the transmission mount to the transmission support retaining nut or nuts.
Fig. 367: Transmission Mount To Transmission Support Retaining Nut
4.
5.
6.
7.
Raise the transmission to take the weight off of the mount.

Remove the transmission mount to the transmission or transfer case adapter mounting bolts (1).
Raise the transmission just enough to remove the transmission mount.
Remove the transmission mount from the vehicle.
Fig. 368: Removing Transfer Case Adapter Mounting Bolts
1. Install the transmission mount to the vehicle.

NOTE:
2. Install the transmission mount to the transmission or transfer case adapter mounting bolts (1).
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Tighten
Fig. 369: Transmission Mount To Transfer Case Adapter Mounting Bolts
3. Lower the transmission.
4. Install the transmission mount to the transmission support retaining nut or nuts.
Tighten
Tighten the nut or nuts to 40 N.m (30 lb ft).
5. Remove the transmission jack.
Fig. 370: Installing Transmission Support Retaining Nut
TRANSMISSION REPLACEMENT
Tools Required
J 21366 Converter Holding Strap
Removal Procedure
1.
2.
3.
4.
Disconnect the negative battery cable. Refer to BATTERY DISCONNECT CAUTION .

Drain the transmission fluid.
Remove the rear propeller shaft. Refer to PROPELLER SHAFT REPLACEMENT - TWO PIECE or
PROPELLER SHAFT REPLACEMENT - ONE PIECE .
6. Remove the nut securing the transmission mount to the transmission support.
7. Remove the nuts and bolts securing the transmission support to the frame.
Fig. 371: Removing Transmission Support Retaining Nut
8.
9.
10.
11.
Raise the transmission slightly and remove the transmission support from the vehicle.
Remove the exhaust pipe.
Remove the starter motor. Refer to STARTER MOTOR .
If the vehicle is equipped with a transfer case, remove the front propeller shaft. Refer to PROPELLER
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12.
13.
14.
15.
16.
17.
18.
SHAFT REPLACEMENT - FRONT .

Lower the transmission to gain access to the top and sides of the transmission.
Disconnect the vent tube hose and the electrical connections from the transfer case, if equipped.
Remove the transmission mount.
Remove the transfer case, if equipped. Refer to the appropriate procedure:
z TRANSFER CASE ASSEMBLY REPLACEMENT for NVG 261-NP2
z TRANSFER CASE ASSEMBLY REPLACEMENT for NVG 149-NP
Remove the shift cable end from the transmission shift lever ball stud and the pan rail bracket. Refer to
Automatic Transmission Range Selector Cable Replacement .
Remove the transmission heat shield.
Disconnect the transmission vent hose, the park/neutral position switch connector, and the main electrical
connector from the transmission. Refer to Park/Neutral Position Switch Replacement .
Fig. 372: Removing Transmission Heat Shield
19.
20.
21.
22.
Remove the bolt that secures the fuel line bracket to the left side of the transmission.
Remove the torque converter access plug.
Remove the flywheel to torque converter bolts.
Disconnect the transmission oil cooler lines from the transmission. Refer to Transmission Oil Cooler
23. Plug the transmission oil cooler line connectors in the transmission case.
Fig. 373: Plugging Transmission Oil Cooler Line Connectors In Transmission Case
24. Remove the stud and the bolt securing the transmission to the engine.
Fig. 374: Removing Stud & Bolt
25.
26.
27.
28.
Remove the six studs and one bolt securing the transmission to the engine.
Install the J 21366 onto the transmission bell housing to retain the torque converter.
Pull the transmission straight back.
Remove the transmission from the vehicle while simultaneously removing the fluid level indicator tube.
Fig. 375: Removing Studs & Bolt
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1.
2.
3.
4.
5.
Install the J 21366 onto the transmission bell housing to retain the torque converter.
Raise the transmission into place while simultaneously installing the fluid indicator tube.
Remove the J 21366 from the transmission.
Slide the transmission straight onto the locating pins while lining up the marks on the flywheel and the
torque converter.
The torque converter must rotate freely by hand.
NOTE:
6. Install six studs and one bolt securing the transmission to the engine.
Tighten
Tighten the studs and the bolt to 50 N.m (37 lb ft).
Fig. 376: Installing Studs & Bolts
7. Install the stud and bolt securing the transmission to the engine.
Tighten
Tighten the stud and the bolt to 50 N.m (37 lb ft).
Fig. 377: Installing Stud & Bolt
8. Install the flywheel to torque converter bolts.
Tighten
9. Install the torque converter access plug.
Fig. 378: Installing Flywheel To Torque Converter Bolts
10. Install the transmission vent hose, fuel lines, and the wiring harness to the transmission.
Fig. 379: Installing Transmission Vent Hose, Fuel Lines & Wiring Harness
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11. Install the two bolts securing the heat shield to the transmission.
Tighten
Tighten the bolt to 17 N.m (13 lb ft).
12. Install the shift cable to the shift lever ball stud and the bracket. Refer to Automatic Transmission Range
Selector Cable Replacement .
13. Install the transfer case, if equipped. Refer to the appropriate procedure:
z TRANSFER CASE ASSEMBLY REPLACEMENT for NVG 149-NP
Fig. 380: Installing Bolts Securing Heat Shield
14. Install the two bolts and nut securing the transmission rear mount to the transmission.
Tighten
Tighten the bolts and nut to 25 N.m (18 lb ft).
15. Connect the vent hose and electrical connectors to the transfer case, if equipped.
16. If the vehicle is equipped with a transfer case, install the front propeller shaft. Refer to PROPELLER
SHAFT REPLACEMENT - FRONT .
17. Install the starter motor. Refer to STARTER MOTOR .
Fig. 381: Installing Transmission Rear Mount Securing Nut
18. Install the exhaust pipe assembly.
19. Install the transmission support to the vehicle.
Tighten
20. Install the transmission mount to transmission support nut.
Tighten
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22. Install the rear propeller shaft. Refer to or

23. Flush the transmission oil cooler and cooling lines if necessary.
24. Connect the oil cooler lines to the transmission. Refer to Transmission Fluid Cooler Hose/Pipe
Replacement .
26. Connect the negative battery cable. BATTERY DISCONNECT CAUTION .
DESCRIPTION AND OPERATION

TRANSMISSION GENERAL INFORMATION
How to Use This Section
This section provides the following information:

z
z
General diagnosis information on transmissions

Procedures for diagnosing the Hydra-matic transmission
When you diagnose any condition of the Hydra-matic transmission, begin with A Diagnostic Starting Point.
This procedure indicates the proper path of diagnosing the transmission by describing the basic checks. This
procedure will then refer you to the locations of specific checks. After you have determined the cause of a
condition, refer to Repair Instructions for repair procedures. If the faulty component is not serviceable without
removing the transmission from the vehicle, refer to Unit Repair for repair information.
Basic Knowledge
NOTE:
Do not, under any circumstances, attempt to diagnose a powertrain condition

without basic knowledge of this powertrain. If you perform diagnostic
procedures without this basic knowledge, you may incorrectly diagnose the
condition or damage the powertrain components.
You must be familiar with some basic electronics in order to use this section of the service manual. You should
also be able to use the following special tools:
z
z
z
z
A digital multimeter (DMM)

A circuit tester
Jumper wires or leads
A line pressure gage set
Diagnosis
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NOTE:
If you probe a wire with a sharp instrument and do not properly seal the wire
afterward, the wire corrodes and an open circuit results.
Diagnostic test probes are now available that allow you to probe individual wires without leaving the wire open
to the environment. These probe devices are inexpensive and easy to install, and they permanently seal the wire
from corrosion.
DEFINITIONS AND ABBREVIATIONS
Throttle Positions
Engine Braking: A condition where the engine is used to slow the vehicle by manually downshifting during a
zero throttle coastdown.
Full Throttle Detent Downshift: A quick apply of the accelerator pedal to its full travel, forcing a downshift.
Heavy Throttle: Approximately 3/4 of accelerator pedal travel (75 percent throttle position).
Light Throttle: Approximately 1/4 of accelerator pedal travel (25 percent throttle position).
Medium Throttle: Approximately 1/2 of accelerator pedal travel (50 percent throttle position).
Minimum Throttle: The least amount of throttle opening required for an upshift.
Wide Open Throttle (WOT): Full travel of the accelerator pedal (100 percent throttle position).
Zero Throttle Coastdown: A full release of the accelerator pedal while the vehicle is in motion and in drive
range.
Shift Condition Definitions
Bump: A sudden and forceful apply of a clutch or a band.

Chuggle: A bucking or jerking. This condition may be most noticeable when the converter clutch is engaged. It
is similar to the feel of towing a trailer.
Delayed: A condition where a shift is expected but does not occur for a period of time. This could be described
as a clutch or band engagement that does not occur as quickly as expected during a part throttle or wide open
throttle apply of the accelerator, or during manual downshifting to a lower range. This term is also defined as
LATE or EXTENDED.
Double Bump (Double Feel): Two sudden and forceful applies of a clutch or a band.
Early: A condition where the shift occurs before the car has reached proper speed. This condition tends to labor
the engine after the upshift.
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End Bump: A firmer feel at the end of a shift than at the start of the shift. This is also defined as END FEEL or
SLIP BUMP.
Firm: A noticeably quick apply of a clutch or band that is considered normal with a medium to heavy throttle.
This apply should not be confused with HARSH or ROUGH.
Flare: A quick increase in engine RPM along with a momentary loss of torque. This most generally occurs
during a shift. This condition is also defined as SLIPPING.
Harsh (Rough): A more noticeable apply of a clutch or band than FIRM. This condition is considered
undesirable at any throttle position.
Hunting: A repeating quick series of upshifts and downshifts that causes a noticeable change in engine RPM,
such as a 4-3-4 shift pattern. This condition is also defined as BUSYNESS.
Initial Feel: A distinctly firmer feel at the start of a shift than at the finish of the shift.
Late: A shift that occurs when the engine RPM is higher than normal for a given amount of throttle.
Shudder: A repeating jerking condition similar to CHUGGLE but more severe and rapid. This condition may
be most noticeable during certain ranges of vehicle speed.
Slipping: A noticeable increase in engine RPM without a vehicle speed increase. A slip usually occurs during
or after initial clutch or band apply.
Soft: A slow, almost unnoticeable clutch or band apply with very little shift feel.
Surge: A repeating engine related condition of acceleration and deceleration that is less intense than
CHUGGLE.
Tie-Up: A condition where two opposing clutch and/or bands are attempting to apply at the same time causing
the engine to labor with a noticeable loss of engine RPM.
Noise Conditions
Drive Link Noise: A whine or growl that increases or fades with vehicle speed, and is most noticeable under a
light throttle acceleration. It may also be noticeable in PARK or NEUTRAL operating ranges with the vehicle
stationary.
Final Drive Noise: A hum related to vehicle speed which is most noticeable under a light throttle acceleration.
Planetary Gear Noise: A whine related to vehicle speed, which is most noticeable in FIRST gear, SECOND
gear, FOURTH gear or REVERSE. The condition may become less noticeable, or go away, after an upshift.
Pump Noise: A high pitched whine that increases in intensity with engine RPM. This condition may also be
noticeable in all operating ranges with the vehicle stationary or moving.
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Torque Converter Noise: A whine usually noticed when a vehicle is stopped, and the transmission is in
DRIVE or REVERSE. The noise will increase with engine RPM.
Transmission Abbreviations
A/C: Air Conditioning

AC: Alternating Current
AT: Automatic Transmission
CCDIC: Climate Control Driver Information Center
DC: Direct Current
DIC: Driver Information Center
DLC: Diagnostic Link Connector
DMM: Digital Multimeter
DTC: Diagnostic Trouble Code
ECT: Engine Coolant Temperature
EMI: Electromagnetic Interference
IAT: Intake Air Temperature
IGN: Ignition
MAP: Manifold Absolute Pressure
MIL: Malfunction Indicator Lamp
NC: Normally Closed
NO: Normally Open
OBD: On Board Diagnostic
OSS: Output (Shaft) Speed Sensor
PC: Pressure Control
PCM: Powertrain Control Module
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PWM: Pulse Width Modulation

RPM: Revolutions Per Minute
SS: Shift Solenoid
TAP: Transmission Adaptive Pressure
TCC: Torque Converter Clutch
TFP: Transmission Fluid Pressure
TFT: Transmission Fluid Temperature
TP: Throttle Position
TV: Throttle Valve
VSS: Vehicle Speed Sensor
WOT: Wide Open Throttle
4WD: Four-Wheel Drive
TRANSMISSION IDENTIFICATION INFORMATION
Fig. 382: Toledo Or Romulus Build
Fig. 383: Ramos Arizpe, Mexico
Fig. 384: Bar Code Label Contents
Fig. 385: Transmission Specifications
TRANSMISSION COMPONENT AND SYSTEM DESCRIPTION
The mechanical components of the 4L60-E are as follows:
z
z
z
Torque converter assembly

Servo assembly and 2-4 band assembly
Reverse input clutch and housing
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z
z
z
z
z
z
z
z
z
Overrun clutch
Forward clutch
3-4 clutch
Forward sprag clutch assembly
Lo and reverse roller clutch assembly
Lo and reverse clutch assembly
Two planetary gear sets: Input and Reaction
Oil pump assembly
Control valve body assembly
The electrical components of the 4L60-E are as follows:

z
z
z
z
z
z
z
z
1-2 and 2-3 shift solenoid valves

3-2 shift solenoid valve assembly
Transmission pressure control (PC) solenoid
Torque converter clutch (TCC) solenoid valve
TCC pulse width modulation (PWM) solenoid valve
Automatic transmission fluid pressure (TFP) manual valve position switch
Automatic transmission fluid temperature (TFT) sensor
Vehicle speed sensor assembly
For more information, refer to Electronic Component Description .

TRANSMISSION ADAPTIVE FUNCTIONS
The 4L60-E transmission utilizes a line pressure control system during upshifts to compensate for the normal
wear of transmission components. By adjusting the line pressure, the PCM can maintain acceptable
transmission shift times. This process is known as "adaptive learning" or "shift adapts" and is similar to the
closed loop fuel control system used for the engine.
In order for the PCM to perform a "shift adapt," it must first identify if an upshift is acceptable to analyze.
For example, upshifts that occur during cycling of the A/C compressor or under extreme throttle changes could
cause the PCM to incorrectly adjust line pressure. When an upshift is initiated, a number of contingencies, such
as throttle position, transmission temperature, and vehicle speed, are checked in order to determine if the actual
shift time is valid to compare to a calibrated desired shift time. If all the contingencies are met during the entire
shift, then the shift is considered valid and the adapt function may be utilized if necessary.
Once an adaptable shift is identified, the PCM compares the actual shift time to the desired shift time and
calculates the difference between them. This difference is known as the shift error. The actual shift time is
determined from the time that the PCM commands the shift to the start of the engine RPM drop initiated by the
shift. If the actual shift time is longer than the calibrated desired shift time, a soft feel or slow engagement, then
the PCM decreases current to the pressure control (PC) solenoid in order to increase line pressure for the next,
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same, upshift under identical conditions. If the actual shift time is shorter than the calibrated desired shift time,
a firm engagement, then the PCM increases current to the PC solenoid in order to decrease line pressure for the
next, same, upshift under identical conditions.
The purpose of the adapt function is to automatically compensate the shift quality for the various vehicle shift
control systems. It is a continuous process that will help to maintain optimal shift quality throughout the life of
the vehicle.
Clearing Transmission Adaptive Pressure (TAP)
Transmission adaptive pressure (TAP) information is displayed and may be reset using a scan tool.
The adapt function is a feature of the PCM that either adds or subtracts line pressure from a calibrated base line
pressure in order to compensate for normal transmission wear. The TAP information is divided into 13 units,
called cells. The cells are numbered 4 through 16. Each cell represents a given torque range. TAP cell 4 is the
lowest adaptable torque range and TAP cell 16 is the highest adaptable torque range. It is normal for TAP cell
values to display zero or negative numbers. This indicates that the PCM has adjusted line pressure at or below
the calibrated base line pressure.
Updating TAP information is a learning function of the PCM designed to maintain acceptable shift times. It is
not recommended that TAP information be reset unless one of the following repairs has been made:
z
z
z
Transmission overhaul or replacement

Repair or replacement of an apply or release component, clutch, band, piston, servo
Repair or replacement of a component or assembly which directly affects line pressure
Resetting the TAP values using a scan tool will erase all learned values in all cells. As a result, the PCM will
need to relearn TAP values. Transmission performance may be affected as new TAPs are learned. Learning can
only take place when the PCM has determined that an acceptable shift has occurred. The PCM must also relearn
TAP values if it is replaced.
TRANSMISSION INDICATORS AND MESSAGES
The following transmission-related indicators and messages may be displayed on the Instrument Panel Cluster
(IPC). For a complete listing and description of all vehicle indicators and messages, refer to
INDICATOR/WARNING MESSAGE DESCRIPTION AND OPERATION .
4WD: This indicator illuminates when the PCM detects that 4WD has been requested.
Tow/Haul: This indicator illuminates when the PCM detects that tow/haul mode has been requested.
"Trans Fluid Hot": This message is displayed when the PCM detects a transmission fluid temperature (TFT)
equal to or greater than 130C (266F) for 5 seconds.
"Trans Hot...Idle Engine": This message is displayed when the PCM detects a transmission fluid temperature
(TFT) equal to or greater than 135C (275F).
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1-2 and 2-3 Shift Solenoid Valves
Fig. 386: 1-2 & 2-3 Shift Solenoid Valves

The 1-2 and 2-3 shift solenoid valves (also called A and B solenoids) are identical devices that control the
movement of the 1-2 and 2-3 shift valves (the 3-4 shift valve is not directly controlled by a shift solenoid). The
solenoids are normally-open exhaust valves that work in four combinations to shift the transmission into
different gears.
The PCM energizes each solenoid by grounding the solenoid through an internal quad driver. This sends current
through the coil winding in the solenoid and moves the internal plunger out of the exhaust position. When ON,
the solenoid redirects fluid to move a shift valve.
IMPORTANT: The manual valve hydraulically can override the shift solenoids. Only in D4 do
the shift solenoid states totally determine what gear the transmission is in. In
the other manual valve positions, the transmission shifts hydraulically and the
shift solenoid states CATCH UP when the throttle position and the vehicle
speed fall into the correct ranges.
The PCM-controlled shift solenoids eliminate the need for TV and governor pressures to control shift valve
operation.
3-2 Shift Solenoid Valve Assembly
Fig. 387: 3-2 Shift Solenoid Valve Assembly

The 3-2 shift solenoid valve assembly is a normally-closed, 3-port, ON/OFF device that is used in order to
improve the 3-2 downshift. The solenoid regulates the release of the 3-4 clutch and the 2-4 band apply.
Transmission Pressure Control Solenoid
Fig. 388: Transmission Pressure Control Solenoid

The transmission pressure control solenoid is an electronic pressure regulator that controls pressure based on the
current flow through its coil winding. The magnetic field produced by the coil moves the solenoid's internal
valve which varies pressure to the pressure regulator valve.
The PCM controls the pressure control solenoid by commanding current between 0.1 and 1.1 amps. This
changes the duty cycle of the solenoid, which can range between 5 percent and 95 percent (typically less than
60 percent). High amperage (1.1 amps) corresponds to minimum line pressure, and low amperage (0.1 amp)
corresponds to maximum line pressure (if the solenoid loses power, the transmission defaults to maximum line
pressure).
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The PCM commands the line pressure values, using inputs such as engine speed and throttle position sensor
voltage.
The pressure control solenoid takes the place of the throttle valve or the vacuum modulator that was used on
past model transmissions.
Torque Converter Clutch Solenoid Valve
Fig. 389: Torque Converter Clutch Solenoid Valve

The torque converter clutch (TCC) solenoid valve is a normally-open exhaust valve that is used to control
torque converter clutch apply and release. When grounded (energized) by the PCM, the TCC solenoid valve
stops converter signal oil from exhausting. This causes converter signal oil pressure to increase and move the
TCC solenoid valve into the apply position.
Torque Converter Clutch Pulse Width Modulation Solenoid Valve
Fig. 390: Torque Converter Clutch Pulse Width Modulation Solenoid Valve
The torque converter clutch pulse width modulation solenoid valve controls the fluid acting on the converter
clutch valve. The converter clutch valve controls the TCC apply and release. This solenoid is attached to the
control valve body assembly within the transmission. The TCC PWM solenoid valve provides a smooth
engagement of the torque converter clutch by operating during a duty cycle percent of ON time.
Transmission Fluid Pressure (TFP) Manual Valve Position Switch
Fig. 391: Transmission Fluid Pressure (TFP) Manual Valve Position Switch
IMPORTANT: Seven valid combinations and two invalid combinations are available from the
TFP manual valve position switch. Refer to the Transmission Fluid Pressure
(Tfp) Manual Valve Position Switch Logic table for valid/invalid combinations
for range signal circuts A, B and C.
The transmission fluid pressure (TFP) manual valve position switch consists of five pressure switches (two
normally-closed and three normally-open) on the control valve body that sense whether fluid pressure is present
in five different valve body passages. The combination of switches that are open and closed is used by the PCM
in order to determine the actual manual valve position. The TFP manual valve position switch, however, cannot
distinguish between PARK and NEUTRAL because the monitored valve body pressures are identical in both
cases.
The switches are wired to provide three signal lines that are monitored by the PCM. These signals are used to
help control line pressure, torque converter clutch apply and shift solenoid valve operation. Voltage at each of
the signal lines is either zero or twelve volts.
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In order to monitor the TFP manual valve position switch operation, the PCM compares the actual voltage
combination of the switches to a TFP combination table stored in its memory.
The TFP manual valve position switch signal voltage can be measured from each pin-to-ground and compared
to the combination table. On the automatic transmission (AT) wiring harness assembly, pin N is signal A, pin R
is signal B, and pin P is signal C. With the AT wiring harness assembly connected and the engine running, a
voltage measurement of these three lines will indicate a high reading (near 12 volts) when a circuit is open, and
a low reading (zero volts) when the circuit is switched to ground.
The transmission fluid temperature (TFT) sensor is part of the TFP manual valve position switch assembly.
Vehicle Speed Sensor Assembly
Fig. 392: Vehicle Speed Sensor Assembly

The vehicle speed sensor (VSS) assembly provides vehicle speed information to the PCM. The VSS assembly is
a permanent magnet (PM) generator. The PM generator produces a pulsing AC voltage as rotor teeth on the
transmission output shaft pass through the sensor's magnetic field. The AC voltage level and the number of
pulses increase as the speed of the vehicle increases. Output voltage varies with speed from a minimum of 0.5
volts at 100 RPM to more than 100 volts at 8000 RPM. The PCM converts the pulsing voltage to vehicle speed.
The PCM uses the vehicle speed signal to determine shift timing and TCC scheduling.
Automatic Transmission Fluid Temperature Sensor
the resistance decreases and as the temperature decreases, the resistance increases.
The PCM supplies a 5-volt reference signal to the TFT sensor and measures the voltage drop in the circuit.
When the transmission fluid is cold, the sensor resistance is high and the PCM detects high signal voltage. As
the fluid temperature warms to a normal operating temperature, the resistance becomes less and the signal
voltage decreases. Refer to TFT Sensor Specifications for a complete comparison of sensor resistance,
temperature and signal voltage.
The PCM uses the TFT sensor information to control shift quality and TCC application.
Transmission Range Switch
Fig. 393: Transmission Range Switch

The transmission range (TR) switch is part of the park/neutral position (PNP) and backup lamp switch
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AUTOMATIC TRANSMISSION INLINE 20-WAY CONNECTOR DESCRIPTION
Fig. 394: Automatic Transmission Inline 20-Way Connector Description
The transmission electrical connector is an important part of the transmission operating system. Any
interference with the electrical connection can cause the transmission to set diagnostic trouble codes or affect
proper operation.
The following items can affect the electrical connection:
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Bent pins in the connector from rough handling during connection and disconnection
Wires backing away from the pins or coming uncrimped, in either the internal or the external wiring
harness
Dirt contamination entering the connector when disconnected
Pins in the internal wiring connector backing out of the connector or pushed out of the connector during
reconnection
Transmission fluid leaking into the connector, wicking up into the external wiring harness and degrading
the wire insulation
Moisture intrusion in the connector
Low pin retention in the external connector from excessive connection and disconnection of the wiring
connector assembly
Pin corrosion from contamination
Damaged connector assembly
Remember the following points:

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In order to remove the connector, squeeze the two tabs toward each other and pull straight up without
pulling by the wires.
Limit twisting or wiggling the connector during removal. Bent pins can occur.
Do not pry the connector off with a screwdriver or other tool.
Visually inspect the seals to ensure that they are not damaged during handling.
In order to reinstall the external wiring connector, first orient the pins by lining up the arrows on each half
of the connector. Push the connector straight down into the transmission without twisting or angling the
mating parts.
The connector should click into place with a positive feel and/or noise.
Whenever the transmission external wiring connector is disconnected from the internal harness and the
engine is operating, DTCs will set. Clear these DTCs after reconnecting the external connector.
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SPECIAL TOOLS AND EQUIPMENT

Fig. 395: Special Tools (1 Of 4)
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2003 TRANSMISSION Automatic Transmission - 4L80-E - Silverado & Sierra
2003 TRANSMISSION
Automatic Transmission - 4L80-E - Silverado & Sierra
SPECIFICATIONS
TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR SPECIFICATIONS
Fig. 1: Transmission Fluid Temperature (TFF) Sensor Specifications
FASTENER TIGHTENING SPECIFICATIONS
TRANSMISSION GENERAL SPECIFICATIONS
Fig. 4: Transmission General Specifications
FLUID CAPACITY SPECIFICATIONS
Fig. 5: Fluid Capacity Specifications
RANGE REFERENCE
Fig. 6: Range Reference
SHIFT SOLENOID VALVE STATE AND GEAR RATIO
Fig. 7: Shift Solenoid Valve State & Gear Ratio
SHIFT SPEED
Fig. 8: Shift Speed
TRANSMISSION RANGE SWITCH LOGIC
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Fig. 9: Transmission Range Switch Logic

TRANSMISSION FLUID PRESSURE (TFP) MANUAL VALUE POSITION SWITCH LOGIC
Fig. 10: Transmission Fluid Pressure (TFP) Manual Valve Position Switch Logic
LINE PRESSURE
Fig. 11: Line Pressure
Fig. 12: Component Resistance
SCHEMATIC AND ROUTING DIAGRAMS

AUTOMATIC TRANSMISSION SCHEMATIC ICONS
Fig. 13: Automatic Transmission Schematic Icons
AUTOMATIC TRANSMISSION CONTROLS SCHEMATICS
Fig. 14: Automatic Transmission Controls Schematic (Valve Controls & Break Switch)
Fig. 15: Automatic Transmission Controls Schematics (Switch Inputs)
Fig. 16: Automatic Transmission Control Schematics (Tow/Haul Switch & PNP Switch Inputs)
Fig. 17: Auto Transmission Controls Schematics (Vehicle Speed Signal & 4WD Low Signal
COMPONENT LOCATOR
AUTOMATIC TRANSMISSION ELECTRONIC COMPONENT VIEWS (INTERNAL)
Fig. 18: Automatic Transmission Internal Electronic Components (4L-80-E)
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DISASSEMBLED VIEWS
Fig. 22: Oil Pump Assembly
Fig. 25: Accumulator Assembly
Fig. 26: Overrun Clutch Assembly
Fig. 27: Fourth Clutch Assembly
Fig. 28: Forward Clutch Assembly
Fig. 29: Direct Clutch & Intermediate Sprag Assembly
Fig. 30: Intermediate Clutch Plates & Manual 2-1 Band Assembly
Fig. 31: Center Support & Gear Unit Assembly
Fig. 32: Parking Lock & Actuator Assembly
COMPONENT LOCATION
Fig. 33: Bushing & Bearing Locations
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Fig. 34: Seals
Fig. 35: Ball Check Valve Locations (Case, Control Valve Body Side)
Fig. 36: Ball Check Valve Locations (Control Valve Body, Case Side)
AUTOMATIC TRANSMISSION INLINE 20-WAY CONNECTOR END VIEW
Fig. 37: Inline Harness Connector C103, Engine Side
Fig. 38: Inline Harness Connector-Transmission Side
AUTOMATIC TRANSMISSION INTERNAL CONNECTOR END VIEWS
Fig. 39: Automatic Transmission Fluid Pressure Manual Valve Position Switch Connector, Wiring
Harness Side
Fig. 40: 1-2 Shift Solenoid Valve Connector, Wiring Harness Side
Fig. 41: 2-3 Shift Solenoid Valve Connector, Wiring Harness Side
Fig. 42: Torque Converter Clutch Pulse Width Modulated (TCC PWM) Solenoid Value Connector,
Wiring Harness Side
Fig. 43: Pressure Control Solenoid Value Connector, Wiring Harness Side
Fig. 44: Transmission Fluid Temperature (TFT) Sensor Connector, Wiring Harness Side
AUTOMATIC TRANSMISSION RELATED CONNECTOR END VIEWS
Fig. 45: Automatic Transmission Input Shaft Speed (AT ISS) Sensor Connector
Fig. 46: Automatic Transmission Output Shaft Speed (AT OSS) Sensor Connector
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Fig. 47: Transmission Range Switch Connector, Wiring Harness Side
Fig. 48: Tow/Haul Switch Connector, Column Wiring Harness Side
Fig. 49: Park/Neutral Position Switch(C2)
DIAGNOSTIC INFORMATION AND PROCEDURES

DIAGNOSTIC STARTING POINT-AUTOMATIC TRANSMISSION
Begin the system diagnosis with DIAGNOSTIC SYSTEM CHECK - ENGINE CONTROLS . The
Diagnostic System Check provides the following information:
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The identification of the control module which commands the system

The ability of the control module to communicate through the serial data circuit
The identification and status of stored diagnostic trouble codes (DTCs)
The use of DIAGNOSTIC SYSTEM CHECK - ENGINE CONTROLS identifies the correct
procedure for diagnosing the system and where the procedure is located.
Symptoms
When it has been determined through DIAGNOSTIC SYSTEM CHECK - ENGINE CONTROLS that no
DTCs are present, begin symptom diagnosis by reviewing the Transmission Component And System
Description . Transmission Component and System Description information enables you to understand the
operation of the system. This helps you determine if the condition described by the customer is normal or if a
malfunction exists. If it is determined that a malfunction exists, identify the concern by referring to SymptomsAutomatic Transmission . Symptoms-Automatic Transmission provides common diagnostic categories which
relate directly to diagnostic information or procedures.
DIAGNOSTIC SYSTEM CHECK-AUTOMATIC TRANSMISSION
Circuit Description
The Diagnostic System Check-Automatic Transmission is an organized approach to identify a condition created
by an automatic transmission. The Diagnostic System check is the diagnostic starting point for an automatic
transmission concern. The Diagnostic System Check directs you to the next logical step for diagnosing a
transmission condition.
Perform this check only if there is a driveability concern or if you have been directed here from another service
information section.
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Follow the table to help reduce diagnostic time and help prevent unnecessary replacement of good parts.
Diagnostic Aids
IMPORTANT:
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Do not clear the DTC unless directed by a diagnostic procedure. Clearing

the DTCs will erase all Freeze Frame and Failure Records stored in PCM
memory.
driveability condition. In order to avoid misdiagnosis of the automatic
transmission, always perform DIAGNOSTIC SYSTEM CHECK - ENGINE
CONTROLS .
Use a scan tool that is known to function correctly. If necessary, test the
scan tool on another vehicle.
The scan tool will display a loss of communication error message under
the following conditions:
{ PCM power is interrupted
{ The ignition switch is turned OFF
{ The battery voltage level is very low
{ A poor connection at the diagnostic link connector (DLC)
Test Description
1. This step determines if the scan tool is receiving power through the DLC connector.
2. The MIL should illuminate whenever the ignition is ON and the engine is not running.
3. This step determines if the PCM is transmitting Class 2 serial data to the DLC and that the Class 2 data
4. This step determines if a DTC is current or stored in history.
Fig. 50: Diagnostic System Check - Automatic Transmission
SCAN TOOLS OUTPUT CONTROLS
Scan Tools Output Controls
Fig. 51: Scan Tools Output Controls (1 Of 4)

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TRANSMISSION SCAN TOOL DATA LIST
Use the Scan Tool Data List under the following conditions:
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The Powertrain On-Board Diagnostic (OBD) System Check is complete.

The On-Board Diagnostics are functioning properly.
No DTCs are present.
The values below represent a typical display recorded from a properly functioning system.
IMPORTANT: Do not use a scan tool that displays faulty data. Report the condition to
the scan tool manufacturer. The use of a faulty scan tool can result in
misdiagnosis and the unnecessary replacement of parts.
Only the parameters listed below are used in this manual for diagnosing. If a scan tool displays other
parameters, the values are not recommended by General Motors for use in diagnosis.
Scan tool values below were recorded under the following conditions:
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Engine at idle
Upper radiator hose hot
Closed throttle
Transmission in Park
Closed Loop Operation
Accessories OFF
Brake pedal not applied
Transmissions Scan Tools Data List
Fig. 55: Transmissions Scan Tool Data List (1 Of 2)

Fig. 56: Transmissions Scan Tool Data List (2 Of 2)
TRANSMISSION SCAN TOOL DATA DEFINITIONS
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time. A positive number indicates the actual shift time was longer than the desired shift time.
1-2 Shift Time: This parameter is the actual time of the last 1-2 shift. The shift time is based on the gear ratio
change after the commanded 1-2 shift. This value is only accurate if the adaptable shift parameter indicates Yes.
1-2 Solenoid: Displays ON or OFF. These parameters are the commanded status of the 1-2 shift solenoid valve.
ON represents a commanded energized state. Current is flowing through the solenoid. OFF represents a noncommanded state. Current is not flowing through the solenoid.
1-2 Solenoid Open/Short to Ground: Displays Yes or No. This parameter indicates if an open or a short to
ground exists in the feedback signal from the 1-2 shift solenoid valve to the PCM.
1-2 Solenoid Short to Volts: Displays Yes or No. This parameter indicates if a short to B+ exists in the
feedback signal from the 1-2 shift solenoid valve to the PCM.
calibrated base line pressure for shifts. Each TAP cell is based on a calibrated shift torque value. Each TAP cell
value is calculated from the last shift time. This cell pressure is used in addition to the calibrated base line
change after the commanded 2-3 shift. This value is only accurate if the adaptable shift parameter indicates Yes.
2-3 Solenoid: Displays ON or OFF. These parameters are the commanded status of the 2-3 shift solenoid valve.
ON represents a commanded energized state. Current is flowing through the solenoid. OFF represents a noncommanded state. Current is not flowing through the solenoid.
2-3 Solenoid Open/Short to Ground: Displays Yes or No. This parameter indicates if an open or a short to
ground exists in the feedback signal from the 2-3 shift solenoid valve to the PCM.
2-3 Solenoid Short to Volts: Displays Yes or No. This parameter indicates if a short to B+ exists in the
feedback signal from the 2-3 shift solenoid valve to the PCM.
calibrated base line pressure for shifts. Each TAP cell is based on a calibrated shift torque value. Each TAP cell
value is calculated from the last shift time. This cell pressure is used in addition to the calibrated base line
change after the commanded 3-4 shift.
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4WD: Displays Enabled or Disabled. This parameter indicates whether the vehicle is currently in a four-wheel
drive mode.
4WD Low: Displays Enabled or Disabled. This parameter is the signal state of the four-wheel drive low circuit.
Enabled indicates a 0 voltage signal requesting 4WD low. Disabled indicates a B+ voltage signal which does
not request 4WD low.
A/C Clutch: Displays ON or OFF. This represents the commanded state of the A/C clutch control relay. The
clutch should be engaged whenever ON is displayed. The PCM compensates for the additional engine load that
is accompanied with the A/C clutch engaged.
Commanded Gear: Displays 1, 2, 3, or 4. This parameter indicates the current commanded state of the shift
solenoids.
Cruise: Displays ENABLED or DISABLED. This parameter indicates whether the PCM is allowing cruise
operation. The PCM has the ability to disable cruise control under certain conditions.
Current TAP (Transmission Adaptive Pressure) Cell: Displays cells 4-16. This parameter indicates the
current TAP cell in use for transmission line pressure adaptation. The cells are based on engine torque. The
higher the engine torque, the higher the current TAP cell. The last cell used will remain displayed until the next
adaptable upshift occurs.
ECT (Engine Coolant Temperature): This parameter is the input signal of the engine coolant temperature
sensor. Engine coolant temperature is high when the signal voltage is low, 0 volts, and engine coolant
temperature is low when the signal voltage is high, 5 volts.
Engine Run Time: This parameter measures how long the engine has been operating. When you turn the
ignition switch OFF, the value resets to zero.
Engine Speed: This parameter indicates the rotational speed of the engine expressed as revolutions per minute.
Engine Torque: This parameter is a calculated value based on engine load, throttle position, mass air flow, and
other engine inputs. This parameter is accurate to within 15 ft/lb of actual measured engine torque.
Gear Ratio: This parameter is the actual gear ratio of the current commanded gear. In the commanded gear of
R, D3, D2, and D1, it is calculated by dividing the input speed by the output speed. In the current gear of D4
with TCC lock up, the gear ratio is calculated by dividing the turbine speed by the output speed.
Ignition Voltage: This parameter represents the system voltage measured by the PCM at the ignition feed.
Last Shift Time: This parameter is the actual shift time of the last upshift.
PC (Pressure Control) Solenoid Act. (Actual) Current: This parameter is the actual current of the pressure
control solenoid circuit at the control module. Zero amp (no current flow) indicates an actual higher line
pressure. A reading of 1.1 amp, high current flow, indicates an actual lower line pressure.
PC (Pressure Control) Solenoid Duty Cycle: This parameter is the commanded state of the pressure control
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solenoid expressed as a percentage of energized ON time. A reading of 0 percent indicates zero ON time, non
energized, or no current flow. Approximately 60 percent at idle indicates maximum ON time, energized, or high
current flow.
PC (Pressure Control) Solenoid Ref. (Reference) Current: This parameter is the commanded current of the
pressure control solenoid circuit at the control module. Zero amp, no current flow, indicates a commanded
higher line pressure. A reading of 1.1 amp, high current flow, indicates a commanded lower line pressure.
Power Take-Off: Displays ON or OFF. This parameter indicates when the Power Take Off (PTO) is engaged.
PTO mode disables all transmission diagnostics.
Speed Ratio: This parameter indicates engine speed divided by transmission output speed.
TCC Brake Switch (Gas Application): Displays Open or Closed. This parameter indicates the state of the
TCC brake switch circuit input. Open indicates a zero voltage input. The brake switch is open and the brake
pedal is applied. Closed indicates a B+ voltage input. The brake switch is closed and the brake pedal is not
applied.
TCC Duty Cycle: This parameter is the commanded percentage of ON time of the TCC PWM solenoid. 90
percent represents an ON, energized, commanded state. 0 percent represents an OFF, non-energized,
commanded state.
TCC Duty Cycle Open/Short to Ground: Displays Yes or No. This parameter indicates if an open or a short
to ground exists in the feedback signal from the TCC PWM solenoid valve to the PCM.
TCC Duty Short to Volts: Displays Yes or No. This parameter indicates if a short to B+ exists in the feedback
signal from the TCC PWM solenoid valve to the PCM.
TCC (Torque Converter Clutch) Slip Speed: This parameter is the difference between transmission input
speed and engine speed. A negative value indicates that the engine speed is less than the input speed,
deceleration. A positive value indicates that the engine speed is greater than the input speed, acceleration. A
value of zero indicates that the engine speed is equal to the input speed, TCC is applied.
TFP Sw.: Displays Park/Neutral, Reverse, Drive4, Drive3, Drive2, Drive1 or Invalid. This parameter is the
decoded status of the three A/B/C inputs from the automatic transmission fluid pressure manual valve position
switch. Invalid is displayed when the PCM does not recognize a valid combination of inputs.
TFP Switch A/B/C: Displays HI/LOW, HI/LOW, HI/LOW. These parameters are the three inputs from the
automatic transmission fluid pressure manual valve position switch Assembly. HI represents a 0 voltage signal.
LOW represents a B+ voltage signal.
TFT (Transmission Fluid Temperature) Sensor: When the transmission fluid is cold, the sensor resistance is
high and the PCM senses a high signal voltage. As the transmission fluid temperature warms to normal
operating temperature, the sensor resistance becomes less and the voltage decreases to about 1.5-2.0 volts.
TP (Throttle Position) Angle: The TP angle is computed by the PCM from TP voltage. The TP angle should
display 0 percent at idle and 100 percent at wide open throttle (WOT).
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TP Indicated Angle: This parameter indicates the PCM desired throttle angle for operating conditions present
at the time.
TP (Throttle Position) Sensor: The PCM uses the TP sensor in order to determine the amount of throttle
demanded by the driver. Voltage is below 1 volt at idle. Voltage is above 4 volts at wide open throttle (WOT).
Tow/Haul Mode: Displays Yes or No. This parameter indicates when the transmission is operating in a
Tow/Haul mode. In Tow/Haul mode, the PCM commands a different shift pattern that increases performance
when towing and hauling. Shift quality and TCC scheduling are also affected during Tow/Haul mode operation.
Traction Control: Displays Active or Inactive. When the PCM receives a request for torque reduction from the
electronic brake control module Active is displayed.
Transfer Case Ratio: This parameter indicates the ratio of the transfer case calculated by input speed divided
by transmission output speed based on transmission commanded gear.
Trans. Fluid Temp. (TFT): This parameter is the input signal of the transmission fluid temperature sensor.
Transmission fluid temperature is high when the signal voltage is low, 0 volts, and transmission fluid
temperature is low when the signal voltage is high, 5 volts.
Trans. Slip Counter: Displays 0, 1 or 2. This parameter is the number of times the P0894 Diagnostic test has
identified a slipping condition. This diagnostic test is required to identify a slipping condition three times in a
row in order to set the DTC P0894 Transmission Component Slipping Diagnostic code.
Transmission Hot Mode: Displays ON or OFF. This parameter monitors the transmission fluid temperature.
YES indicates that the transmission fluid temperature has exceeded 135C (275F).
Transmission ISS (Input Shaft Speed): This parameter measures the rotational speed of the input shaft
expressed as revolutions per minute.
Transmission OSS (Output Shaft Speed): This parameter indicates the rotational speed of the transmission
output shaft expressed as revolutions per minute. On four-wheel drive applications, the transfer case output
shaft speed is measured.
TR Sw. A/B/C/P: Displays HI/LOW, HI/LOW, HI/LOW, HI/LOW. This parameter indicates the status of the
four inputs from the transmission range switch to the PCM. HI indicates an ignition voltage input to the PCM.
LOW indicates a zero voltage input to the PCM.
TR Sw.: Displays Park/Neutral, Reverse, Drive4, Drive3, Drive2, Drive1, or invalid. This parameter is the
decoded status of the four A/B/C/P inputs from the transmission range switch. Invalid is displayed when the
PCM does not recognize a valid combination of inputs.
Turbine Speed: This parameter indicates the rotational speed of the torque converter turbine shaft expressed as
revolutions per minute. In commanded gears 1, 2, and 3, the turbine speed equals the input speed. In
commanded gear 4, the turbine speed equals 3/4 of the input speed.
Vehicle Speed: This parameter is the input signal from the OSS sensor.
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DIAGNOSTIC TROUBLE CODE (DTC) TYPE DEFINITIONS

The DTC Type Definitions contain the characteristics for all types of DTCs. Each DTC type may or may not be
found in this section. The DTC type is based on the action that the PCM takes when storing DTC information,
and whether or not the PCM illuminates a service lamp or displays a message on a driver information center
(DIC). The DTC descriptions in the Diagnostic Trouble Code List/Type are listed in numeric order and indicate
the DTC types for domestic and export vehicle applications. Each DTC is categorized into one of the following
types:
Type A
This DTC is emissions related. The PCM stores the DTC in History, Freeze Frame and Failure Records during
the first trip in which the conditions for setting the DTC are met. The PCM also illuminates the malfunction
indicator lamp (MIL) during the first trip in which the conditions for setting the DTC are met.
Type B
This DTC is emissions related. The PCM stores the DTC in Failure Records during the first trip in which the
conditions for setting the DTC are met. The PCM stores the DTC in History and Freeze Frame during the
second consecutive trip in which the conditions for setting the DTC are met. The PCM also illuminates the MIL
during the second consecutive trip in which the conditions for setting the DTC are met.
Type C
This DTC is non-emissions related. The PCM stores the DTC in History and Failure Records during the first
trip in which the conditions for setting the DTC are met. The PCM does not store the DTC in Freeze Frame and
does not illuminate the MIL. For some type C DTCs, a message may be displayed on a DIC, if equipped. For
other type C DTCs, a separate service lamp, other than the MIL, may be illuminated. Type C DTCs that do not
display a message on the DIC or illuminate a separate service lamp were formerly referred to as type D.
Type X
This DTC is available in the PCM software, but has been disabled, or turned off. In this case, the diagnostic
does not run, DTCs are not stored, and the MIL does not illuminate. Type X DTCs are used primarily for export
vehicles that do not require MIL illumination or DTC storing.
The service information contained in this manual refers to the domestic, federal, calibration package. Domestic
calibrations apply to vehicles sold in the United States, Canada and Japan. Export calibrations exist for both
leaded and unleaded vehicles. DTC types may change for some export vehicles, and some DTCs may be turned
off for leaded export vehicles. Differences between domestic and export calibrations are not reflected on DTC
support information pages. DTC types for export calibrations are referenced only in the Diagnostic Trouble
Code List/Type.
DIAGNOSTIC TROUBLE CODE (DTC) LIST/TYPE
Diagnostic Trouble Code (DTC) List/Type
DTC
California <14000 GVW
Federal >8600 GVW
Export
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B2722
P0218
P0502
P0503
P0706
P0711
P0712
P0713
P0716
P0717
P0719
P0724
P0730
P0741
P0742
P0748
P0751
P0752
P0753
P0756
P0757
P0758
P0894
P1810
P1860
P1875
C
B
B
C
C
C
C
B
B
C
C
C
B
B
C
B
B
B
A
A
A
B
B
B
B
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
DTC B2722
Fig. 57: DTC B2722
Circuit Description
Tow/Haul mode enables the operator to achieve enhanced shift performance when towing or hauling a load.
When tow/haul is selected, the tow/haul switch input signal to the body control module (BCM) is momentarily
toggled to zero volts. The BCM sends a serial data message to the powertrain control module (PCM) and
instrument panel controller (IPC). The PCM extends the length of time between upshifts, increases transmission
line pressure and the IPC illuminates the tow/haul indicator lamp. Cycling the tow/haul switch again disables
the tow/haul mode and returns the transmission to a normal shift pattern.
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The battery voltage must be 9-16 volts.

Ignition switch in the RUN position.
The Tow/Haul switch must be activated.

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The signal circuit of the Tow/Haul switch is shorted to ground for approximately 3 minutes.
The Tow/Haul switch is activated, stuck, for approximately 3 minutes.
Tow/Haul mode is inoperative.

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This DTC will clear on current status after the condition for setting the fault is corrected.
A history DTC will clear after 100 consecutive ignition cycles without a fault present.
History and current DTCs can be cleared using a scan tool.
Diagnostic Aids
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Perform a visual inspection for loose or poor connections at all related components.
Refer to TESTING FOR INTERMITTENT AND POOR CONNECTIONS .
Test Description
2. The normal state is the state of the input before activation.
4. The normal state is the state of the input before activation.
8. After replacement of the BCM you must calibrate the new module for proper operation.
Fig. 58: DTC B2722 (Steps 1 - 7)
Fig. 59: DTC B2722 (Steps 8 - 10)
DTC P0218
Fig. 60: DTC P0218
Circuit Description
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The flow of transmission fluid starts in the transmission pan. It is then drawn through the filter and transmission
case into the oil pump assembly. The oil pump assembly pressurizes the fluid line pressure, which becomes the
main supply line of fluid. This fluid is directed to various components and hydraulic circuits within the
transmission. The pressure regulator valve receives this fluid and directs it to the converter clutch shift valve.
The converter clutch shift valve directs hot fluid leaving the torque converter or regulated converter feed fluid,
through the cooler line to the transmission oil cooler. The transmission oil cooler is located in the radiator. The
vehicle may also be equipped with an auxiliary oil cooler. The cooled fluid, center lube, is returned to the
transmission through the return cooler line and into center lube port of the transmission. The automatic
transmission fluid temperature (TFT) sensor, senses the fluid temperature in the transmission pan.
If the powertrain control module (PCM) detects a high TFT for a long period of time, then DTC P0218 sets.
DTC P0218 is a type C DTC.
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No TFT sensor DTCs P0711, P0712 or P0713.

The engine is running for greater than 7 seconds.
The TFT is greater than 130C (266F) for greater than 600 seconds (10 minutes).
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A scan tool clears the DTC from PCM history.

Diagnostic Aids
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Verify the driving habits of the customer, such as trailer towing, etc.
The scan tool transmission fluid temperature (TFT) should rise steadily during warm-up cycles then
stabilize.
DTC P0218 may set approximately 600 seconds (10 minutes) after DTC P0711 has set. Follow the
diagnostic table for DTC P0711 before proceeding to the diagnostic table for DTC P0218. Repair of the
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condition that set DTC P0711 will likely eliminate DTC P0218.
Test Description
The number below refers to the step number on the diagnostic table.
4. This step inspects for air restrictions and loss of transmission fluid flow, causing an extremely high
TFT.
Fig. 61: DTC P0218 (Steps 1 - 4)
Fig. 62: DTC P0218 (Steps 5 - 8)
DTC P0502
Fig. 63: DTC P0502
Circuit Description
The automatic transmission output shaft speed (AT OSS) sensor, which is a permanent magnet generator,
produces an AC voltage as the transmission speed sensors rotor teeth pass through the magnetic field of the
sensor. The AC voltage level and the number of pulses increase as the speed of the vehicle increases. The
powertrain control module (PCM) converts the voltage to a digital signal for vehicle speed. The vehicle speed is
used for engine and transmission calculations.
If the PCM detects a low vehicle speed and there is a high engine speed in a drive gear range, DTC P0502 sets.
DTC P0502 is a type C DTC. For California emissions and vehicles under 8,600 GVW, DTC P0502 is a type B
DTC.
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No MAF sensor DTCs P0101, P0102 or P0103.

No MAP sensor DTCs P0106, P0107 or P0108.
No TP sensor DTCs P0121, P0122 or P0123.
No ISS DTCs P0716 or P0717.
No VSS DTC P0503.
The engine torque must be 108-576 N.m (80-425 lb ft).
No change in 4WD low for at least 2 seconds.
The input speed is greater than 1,400 RPM.
The gear range is not PARK or NEUTRAL.
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Throttle angle is greater than 10 percent.
The AT OSS is less than 50 RPM for at least 4 seconds.

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For California emission equipped vehicles, the PCM illuminates the malfunction indicator lamp (MIL)
during the second consecutive trip in which the Conditions for Setting the DTC are met. For Federal
emission equipped vehicles, the MIL is not illuminated.
The PCM freezes the shift adapts.
The PCM defaults a calculated output speed value by using the AT ISS values.
stores this information as Freeze Frame, California only, and Failure Records, California and Federal.
The PCM stores the DTC P0502 in PCM history during the second consecutive trip, California, or the
first trip, Federal, in which the Conditions for Setting the DTC are met.

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For California emissions, the PCM turns OFF the MIL during the third consecutive trip in which the
diagnostic test runs and passes.
For California emissions, the PCM clears the DTC from PCM history if the vehicle completes 40 warmup cycles without an emission related diagnostic fault occurring.
For Federal emissions, the PCM clears the DTC from PCM history if the vehicle completes 40 warm-up
cycles without a non-emission related diagnostic fault occurring.
The PCM cancels the DTC default actions when the fault no longer exists and the ignition switch is OFF
long enough in order to power down the PCM.
Diagnostic Aids
DTC P0502 defaults to an elevated line pressure condition which may result in partial TCC apply. This may
produce an idle surge that could stall the engine.
Test Description
4. This step tests the AT OSS circuit.
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7. This step tests the integrity of the AT OSS sensor.

Fig. 64: DTC P0502 (Steps 1 - 3)
Fig. 65: DTC P0502 (Steps 4 - 12)
Fig. 66: DTC P0502 (Steps 13 - 16)
DTC P0503
Fig. 67: DTC P0503
Circuit Description
The automatic transmission output shaft speed (AT OSS) sensor, which is a permanent magnet generator,
produces an AC voltage as the transmission speed sensors rotor teeth pass through the magnetic field of the
sensor. The AC voltage level and the number of pulses increase as the speed of the vehicle increases. The
powertrain control module (PCM) converts the voltage to a digital signal for vehicle speed. The vehicle speed is
used for engine and transmission calculations.
If the PCM detects a low vehicle speed and there is a high engine speed in a drive gear range, DTC P0503 sets.
DTC P0503 is a type C DTC. For California emissions and vehicles under 8,600 GVW, DTC P0503 is a type B
DTC.
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The system voltage is between 8-18 volts.
No TFP manual valve position switch changes for greater than 6 seconds.
No 4WD low switch change within 2 seconds.
No AT OSS increase greater than 250 RPM within 2 seconds.

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The gear range is not PARK or NEUTRAL.

The AT OSS RPM has dropped greater than 1,000 RPM for at least 4 seconds.

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The PCM freezes the shift adapts.
The PCM defaults a calculated output speed value by using the AT ISS values.

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Diagnostic Aids
Test Description
3. This step tests the AT OSS assembly circuit.
4. This step tests the integrity of the AT OSS sensor.
Fig. 68: DTC P0503 (Steps 1 - 9)
Fig. 69: DTC P0503 (Steps 10 - 16)
DTC P0706
Fig. 70: DTC P0706
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Circuit Description
The transmission range (TR) switch is part of the park/neutral position and back-up lamp switch assembly and
is externally mounted on the transmission manual shaft. The TR switch is a multi-signal switch. The powertrain
control module (PCM) supplies ignition voltage to the TR switch on four signal circuits, A, B, C, and P. Each
gear selector lever position grounds one or more of the switch circuits. In order to determine the gear range
selected by the driver, the PCM compares the voltage combinations on the signal circuits to a look up table
stored in the PCM memory. PCM detects the selected gear range by the state change of the switch input. Refer
to Transmission Range Switch Logic .
Switch input to the PCM is represented on the scan tool as HI and Low. HI indicates an ignition voltage signal.
Low indicates a zero voltage signal. The four parameters represent transmission range switch signal A, B, C and
Parity.
DTC P0706 sets if the PCM detects vehicle speed in the PARK or NEUTRAL range. DTC P0706 is a type C
DTC.
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No TPS DTCs P0121, P0122 or P0123.

No VSS DTCs P0502 or P0503.
No DTC P0730.
The engine is running greater than 60 seconds.
The commanded gear is 3rd or 4th.
The PTO mode is not active.
The PCM detects PARK or NEUTRAL and the following conditions occur for 10 seconds:
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Throttle is 5 percent or greater.

Engine torque is greater than 68 N.m (50 lb ft).
Vehicle speed is 32 km/h (20 mph) or greater.

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The PCM will use TFP Switch to determine gear range.


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Test Description
5. By disconnecting the transmission range switch, the ground path of all TR switch circuits would be
removed and the PCM would recognize all circuits as open. The scan tool will display HI for all range
signals.
6. This step tests TR switch wiring for an open or the lack of the signal voltage from the PCM.
When grounded, the scan tool range signal A should change to LOW.
When grounded, the scan tool range signal B should change to LOW.
When grounded, the scan tool range signal C should change to LOW.
Fig. 71: DTC P0706 (Steps 1 - 2)
Fig. 72: DTC P0706 (Steps 3 - 10)
Fig. 73: DTC P0706 (Steps 11 - 17)
DTC P0711
Fig. 74: DTC P0711
Circuit Description
The automatic transmission fluid temperature (TFT) sensor is part of the 4L80-E automatic transmission (AT)
wiring harness assembly. The TFT sensor is a resistor, or thermistor, which changes value based on
temperature. The sensor has a negative temperature coefficient. This means that as the temperature increases,
the resistance decreases, and as the temperature decreases the resistance increases. The powertrain control
module (PCM) supplies a 5 volt reference signal to the sensor and measures the voltage drop in the circuit.
voltage decreases. The PCM uses this information to control shift quality and torque converter clutch apply.
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If the PCM detects the TFT sensor resistance has no change, or an unrealistic change in a short amount of time,
multiple changes within seconds, then DTC P0711 sets. DTC P0711 is a type C DTC.
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No AT ISS DTC P0716 or P0717.

No OSS DTC P0502 or P0503.
No ECT DTCs P0117 or P0118.
No component slipping DTC P0894.
System voltage is 8-18 volts.
The TFT is -40 to +21C (-40 to +70F) at start up.
The engine coolant temperature (ECT) is greater than 85C (185F).
ECT has changed at least 55C (99F) since start up.
The vehicle speed is greater than 8 km/h (5 mph) for at least 750 seconds (12.5 minutes) cumulatively.
The TCC slip speed is greater than 60 RPM for at least 500 seconds (8.3 minutes) cumulatively.
One of the following conditions occurs:

Condition 1
The TFT has not changed more than 2.25C (4F), in more than 80 seconds.
Condition 2
The TFT has an unrealistic temperature change of more than 20C (36F) 14 times in 7 seconds.
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The PCM does not illuminates the malfunction indicator lamp (MIL).
The PCM commands increased line pressure.
The PCM freezes shift adapts.
The PCM determines default transmission fluid temperature using the following:
{ If the engine run time is less than 60 seconds then default TFT equals 47C (117F).
{ If ECT is less than 20C (68F), then default TFT equals IAT.
{ If the ECT is 20-110C (68-230F) then default TFT equals ECT.
{ If the ECT is greater than 110C (230F) then default TFT is set to 140C (284F) and transmission
shift pattern is in hot mode.
{ If ECT and TFT DTCs are both set then default TFT is 140C (284F).
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Diagnostic Aids
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DTC P0218 may set approximately 600 seconds (10 minutes) after DTC P0711 has set. Follow the
diagnostic table for DTC P0711 before proceeding to the diagnostic table for DTC P0218.
DTC P0711 defaults to an elevated line pressure condition which may result in partial TCC apply. This
may produce an idle surge that could stall the engine.
Test Description
2. This step tests for proper AT fluid level and condition.
3. This step verifies which condition has set DTC P0711.
5. The 12 volt test lamp is used as a fixed resistance.
6. This step ensures that the PCM monitors the TFT sensor Signal circuit (CKT 1227).
Fig. 75: DTC P0711 (Steps 1 - 8)
Fig. 76: DTC P0711 (Steps 9 - 10)
DTC P0712
Fig. 77: DTC P0712
Circuit Description
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If the PCM detects a continuous short to ground in the TFT sensor or signal circuit, then DTC P0712 sets. DTC
P0712 is a type C DTC.
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No TFT DTC P0713.

The TFT sensor indicates a voltage of less than 0.14 volts for 17 seconds.
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The PCM does not illuminates the malfunction indicator lamp (MIL).
The PCM determines default transmission fluid temperature using the following:
shift pattern is in hot mode

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Diagnostic Aids
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Test Description
3. This step tests for a short to ground or a skewed sensor by verifying the fault exists.
4. This step tests for an internal fault within the transmission by creating an open.
6. This step inspects the TFT sensor signal circuit (CKT 1227) of the AT wiring harness assembly for
being shorted to ground.
Fig. 78: DTC P0712 (Steps 1 - 4)
Fig. 79: DTC P0712 (Steps 5 - 13)
DTC P0713
Fig. 80: DTC P0713
Circuit Description
If the PCM detects a continuous open or short to voltage in the TFT signal circuit or the TFT sensor, then DTC
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No TFT sensor DTC P0712.

The TFT sensor indicates a voltage greater than 4.94 volts for 407 seconds (6.8 minutes).
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The PCM determines a default transmission fluid temperature (TFT) using the following matrix:
shift pattern is in hot mode.

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Diagnostic Aids
Test Description
3. This step verifies a condition in the TFT sensor circuit inside the transmission.
6. This step tests for higher than normal circuit voltage which may also damage the TFT sensor.
Fig. 81: DTC P0713 (Steps 1 - 4)
Fig. 82: DTC P0713 (Steps 5 - 10)
DTC P0716
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Fig. 83: DTC P0716

Circuit Description
The automatic transmission input shaft speed (AT ISS) sensor provides transmission input speed to the
powertrain control module (PCM). The AT ISS sensor is a permanent magnet generator. The sensor mounts
into the transmission case and maintains a slight air gap between the sensor and the forward clutch housing. The
PM generator produces an AC voltage as the forward clutch housing rotor teeth pass through the magnetic field
of the sensor. The AC voltage level increases as the turbine shaft speed increases. The PCM converts the AC
voltage into a digital signal. The PCM determines actual turbine speed using the digital signal. The PCM uses
the input speed to calculate torque converter slip speed, and gear ratios.
When the PCM detects an unreasonably large change in the input speed, in a very short period of time, then
DTC P0716 sets. DTC P0716 is a type C DTC. For California emissions vehicles, DTC P0716 is a type B DTC.
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No VSS DTC P0502 or P0503.
No ISS DTC P0717.
AT ISS DTC P0717 has run and passed.
No 1-2 shift solenoid DTCs P0751, P0752 or P0753.
The throttle angle is greater than 10 percent.
The input speed varies by 1,300 RPM for greater than 5 seconds.
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The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip for all
California emission equipped vehicles in which the Conditions for Setting the DTC are met.
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Diagnostic Aids
Test Description
2. This step tests for proper operation to the AT ISS sensor.
10. This step tests for proper AT ISS circuit operation up to the PCM connections. Remove the fuel pump
relay in order to eliminate a flooding condition during this step.
Fig. 84: DTC P0716 (Steps 1 - 5)
Fig. 85: DTC P0716 (Steps 6 - 14)
DTC P0717
Fig. 86: DTC P0717
Circuit Description
The automatic transmission input shaft speed (AT ISS) sensor provides transmission input speed to the
powertrain control module (PCM). The AT ISS sensor is a permanent magnet (PM) generator. The sensor
mounts into the transmission case and maintains a slight air gap between the sensor and the forward clutch
housing. The PM generator produces an AC voltage as the forward clutch housing rotor teeth pass through the
magnetic field of the sensor. The AC voltage level increases as the turbine shaft speed increases. The PCM
converts the AC voltage into a digital signal. The PCM determines actual turbine speed using the digital signal.
The PCM uses the input speed to calculate torque converter slip speed, and gear ratios.
When the PCM detects a low or no input speed during high vehicle and high engine speeds, then DTC P0717
sets. DTC P0717 is a type C DTC. For California emissions vehicles, DTC P0717 is a type B DTC.
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No AT VSS DTC P0502 or P0503.

TFP manual valve position switch is not indicating PARK or NEUTRAL.
The input speed is less than 100 RPM for at least 5 seconds.
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The PCM defaults the transmission to maximum line pressure.

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Diagnostic Aids
Test Description
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3. This step tests for proper circuit operation up to the PCM connections.
6. This step tests for proper operation of the AT ISS sensor.
Fig. 87: DTC P0717 (Steps 1 - 5)
Fig. 88: DTC P0717 (Steps 6 - 14)
DTC P0719
Fig. 89: DTC P0719
Circuit Description
The TCC/Stop lamp switch indicates the brake pedal status. The normally closed TCC/Stop lamp switch
supplies a B+ signal to the powertrain control module (PCM). The signal voltage circuit opens when the brake
pedal is applied.
If the PCM detects an open TCC/Stop lamp switch circuit during accelerations, then DTC P0719 sets. DTC

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All conditions are met for 8 occurrences.

The PCM detects an open TCC/Stop lamp switch/circuit, 0 volts, for 15 minutes.
The following sequence of events occurs:
1. The vehicle speed is less than 8 km/h (5 mph).
2. Then the vehicle speed is 8-40 km/h (5-25 mph) for 1.7 seconds.
3. Then the vehicle speed is greater than 40 km/h (25 mph) for 7 seconds.

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For TCC scheduling, the PCM disregards the brake switch state if the throttle angle is greater than 1.5
percent and the vehicle speed is greater than 32 km/h (20 mph).
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Diagnostic Aids

Test Description
4. This step tests for TCC/Stop lamp switch voltage to the PCM connector.
7. This step isolates the TCC/Stop lamp switch as a source for setting the DTC.
10. This step tests for a short to ground in the brake fuse circuit (CKT 441).
12. This step tests for a short to ground in the TCC brake switch signal circuit (CKT 420), from the
TCC/Stop lamp switch to the PCM.
13. This step isolates the PCM as a source for causing the fuse to open.
Fig. 90: DTC P0719 (Steps 1 - 6)
Fig. 91: DTC P0719 (Steps 7 - 15)
Fig. 92: DTC P0719 (Steps 16 - 17)
DTC P0724
Fig. 93: DTC P0724
Circuit Description
The TCC/Stop lamp switch indicates the brake pedal status. The normally closed TCC brake switch supplies a
B+ signal to the powertrain control module (PCM). The signal voltage circuit opens when the brake pedal is
applied.
If the PCM detects a closed TCC/Stop lamp switch during decelerations, then DTC P0724 sets. DTC P0724 is a
type C DTC.
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The PCM detects a closed TCC/Stop lamp switch circuit, 12 volts, during decelerations.
The following sequence of events occurs 10 consecutive times:
1. The vehicle speed is greater than 40 km/h (25 mph) for 7 seconds.
2. Then the vehicle speed is 8-40 km/h (5-25 mph) for 2.5 seconds.
3. Then the vehicle speed is less than 8 km/h (5 mph).
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Diagnostic Aids

Test Description
The number below refers to the step numbers on the diagnostic table.
3. This step isolates the TCC/Stop lamp switch as a source for setting the DTC.
Fig. 94: DTC P0724 (Steps 1 - 6)
Fig. 95: DTC P0724 (Steps 7 - 8)
DTC P0730
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Circuit Description
The powertrain control module (PCM) calculates the gear ratio based on the automatic transmission input shaft
speed sensor (AT ISS) and output shaft speed sensor (AT OSS) input. The PCM compares the known
transmission gear ratio to the calculated ratio for the selected gear ranges. Refer to Shift Solenoid Valve State
And Gear Ratio .
If the PCM detects an unknown transmission gear ratio, then DTC P0730 sets. DTC P0730 is a type C DTC.
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No MAP sensor DTCs P0106, P0107, or P0108.

No TP sensor DTCs P0121, P0122, or P0123.
No AT OSS DTCs P0502 or P0503.
No 4WD low DTC P1875.
The TFT is greater than 20C (68F).
No gear range change for greater than 6 seconds.
The engine is running greater than 7 seconds.
The transfer ratio is 0.95-1.05.
One of the following conditions occur for 10 seconds:

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The gear ratio is greater than 2.51:1.

The gear ratio is 2.12:1 to 2.43:1.
The gear ratio is less than 0.97:1.

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Diagnostic Aids
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A false or incorrect AT OSS or AT ISS signal can set DTC P0730.

DTC P0894 detects an incorrect gear ratio in fourth gear with TCC applied.
Inspect for any improperly installed aftermarket equipment.
Sticking or contamination of shift valves may cause intermittent incorrect gear ratios.
DTC P0730 defaults to an elevated line pressure which may result in partial TCC apply. This may
Test Description
3. This step tests the indicated range signal to the actual selected range. A faulty TFP manual valve
position switch could set DTC P1810.
4. This step tests for proper ratios in each commanded gear state.
Fig. 96: DTC P0730 (Steps 1 - 7)
Fig. 97: DTC P0730 (Steps 8 - 9)
DTC P0741
Fig. 98: DTC P0741
Circuit Description
IMPORTANT: DTC P0741 detects high torque converter clutch (TCC) slip speed in
commanded 2nd and 3rd gears only. TCC is only commanded on in these gears
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during hot mode, wide open throttle (WOT), or if the gear selector indicates
Drive 3 or Drive 2.
The powertrain control module (PCM) energizes the torque converter clutch pulse width modulated (TCC
PWM) solenoid valve by closing the control circuit. This blocks the exhaust for TCC signal fluid and allows
filtered 2-3 drive fluid to feed the TCC signal circuit. When the vehicle operating conditions are appropriate for
TCC application, the PCM increases the TCC duty cycle to approximately 30 percent. This allows TCC signal
fluid pressure to move the converter clutch shift valve into the apply position and direct regulated apply fluid to
the torque converter. The PCM then increases, ramps, the duty cycle to approximately 60 percent, where
regulated apply fluid pressure, applies the converter clutch. The vehicle application determines the TCC apply
rate. Once the TCC applies, the duty cycle immediately increases to approximately 70 percent to achieve full
apply pressure, in the regulated apply fluid circuit.
The TCC PWM solenoid valve is de-energized by the PCM opening the control circuit. This action allows the
TCC signal fluid to exhaust through the solenoid and blocks filtered 2-3 drive fluid from entering the TCC
signal circuit. The loss of fluid pressure in the TCC signal circuit releases the TCC.
If the PCM detects high TCC slip when the TCC is commanded ON, then DTC P0741 sets. DTC P0741 is a
type C DTC. For California emissions vehicles DTC P0741 is a type B DTC.
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No VSS DTCs P0502, or P0503.
No AT ISS DTCs P0716 or P0717.
No TCC DTCs P0742 or P1860.
The gear ratio must indicate 2nd or 3rd gear.
The throttle position is 10-100 percent.
The TFP manual valve position switch must be in D4, D3, or D2 and has not changed in 6 seconds.
The transmission fluid temperature (TFT) is 20-150C (68-302F).
The TCC duty cycle is greater than 60 percent and locked on greater than 1 second.

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The TCC slip speed is greater than 125 RPM, for 3 seconds.
All conditions must be met for a total of 4 occurrences.

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The PCM increases line pressure.

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Diagnostic Aids
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Residue or contamination may cause TCC hydraulic valves to stick intermittently.

Test Description
2. This step tests for excessive TCC slip when TCC is commanded on.
3. This step inspects for possible causes of no TCC apply.
Fig. 99: DTC P0741 (Steps 1 - 3)
Fig. 100: DTC P0741 (Steps 4 - 6)
DTC P0742
Fig. 101: DTC P0742
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Circuit Description
The powertrain control module (PCM) energizes the torque converter clutch pulse width modulated (TCC
PWM) solenoid valve by grounding the control circuit. This blocks the exhaust for TCC signal fluid and allows
filtered 2-3 drive fluid to feed the TCC signal circuit. When the vehicle operating conditions are appropriate for
TCC application, the PCM increases the TCC duty cycle to approximately 30 percent. This allows TCC signal
fluid pressure to move the converter clutch shift valve into the apply position and direct regulated apply fluid to
the torque converter. The PCM then increases the duty cycle to approximately 60 percent, where regulated
apply fluid pressure, applies the converter clutch. The vehicle application determines the TCC apply rate. Once
the TCC applies, the duty cycle immediately increases to approximately 70 percent to achieve full apply
pressure, in the regulated apply fluid circuit.
The TCC PWM solenoid valve is de-energized by the PCM opening the control circuit. This action allows the
TCC signal fluid to exhaust through the solenoid and blocks filtered 2-3 drive fluid from entering the TCC
signal circuit. The loss of fluid pressure in the TCC signal circuit releases the TCC.
If the PCM detects low TCC slip when the TCC is commanded OFF, then DTC P0742 sets. DTC P0742 is a
type C DTC. For California emissions vehicles DTC P0742 is a type B DTC.
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No transmission component slipping DTC P0894.
No TCC DTCs P0741 or P1860.
The speed ratio is 0.95-2.18.
The transmission fluid temperature (TFT) is 20-130C (68-266F).
No TFP manual valve position switch change within 6 seconds.
The TFP manual valve position switch indicates D4.
The commanded gear is not 1st.
Engine speed is 800-4,400 RPM.
The throttle position (TP) is 12-100 percent.

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The TCC slip speed must be -15 to +15 RPM for at least 3 seconds.
All conditions met for 4 occurrences.
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Diagnostic Aids
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If the TCC is mechanically stuck ON with the parking brake applied and any gear range selected, the
TCC fluid mechanically applies the TCC. TCC fluid mechanically applying the TCC can cause an engine
stall.
DTC P0742 defaults to an elevated line pressure which may result in partial TCC apply. This may
A stuck throttle position sensor may set a DTC P0742.
Test Description
The number below refers to the step number on the diagnostic table.
3. This step tests the mechanical state of the TCC. When the PCM commands the TCC solenoid OFF, the
slip speed should increase.
Fig. 102: DTC P0742 (Steps 1 - 3)
Fig. 103: DTC P0742 (Steps 4 - 6)
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DTC P0748
Fig. 104: DTC P0748
Circuit Description
The pressure control (PC) solenoid valve is a powertrain control module (PCM) controlled device that regulates
the transmission line pressure. The PCM compares throttle position (TP) sensor voltage, engine RPM, and other
inputs in order to determine the appropriate line pressure for a given load. The PCM regulates line pressure by
applying a varying duty cycle to the PC solenoid valve based on the resistance of the solenoid, and the
amperage needed to obtain optimum line pressure. The applied amperage varies from 0.1 amps for maximum
line pressure to 1.1 amps for minimum line pressure.
If the PCM detects a PC duty cycle that exceeds 95 percent or less than 0.5 percent, then DTC P0748 sets. DTC
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The system voltage is greater than 11 volts at -40C (-40F) TFT or 12 volts at 150C (302F) TFT.
The engine must be running for at least 7 seconds.
The pressure control solenoid is enabled.

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The PC duty cycle exceeds 95 percent or is less than 0.5 percent.

All conditions are met for 700 milliseconds (0.7 second).

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The PCM disables the PC solenoid valve, defaulting the transmission to maximum line pressure.

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Diagnostic Aids
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Inspect the PC solenoid wiring for aftermarket products designed to alter transmission line pressure.
Test Description
2. This step tests the ability of the PCM to command the PC solenoid valve.
3. This step tests the PC solenoid valve and the AT wiring harness assembly for incorrect resistance.
6. This step tests the PC solenoid valve and the internal wiring harness for a short to ground.
9. This step tests the entire PC solenoid valve circuit up to the PCM for continuity.
10. This step tests for a short to ground in the PC solenoid valve high control circuit (CKT 1228) and the
PC solenoid valve low control circuit (CKT 1229) of the engine harness.
Fig. 105: DTC P0748 (Steps 1 - 5)
Fig. 106: DTC P0748 (Steps 6 - 12)
Fig. 107: DTC P0748 (Steps 13 - 18)
DTC P0751
Fig. 108: DTC P0751
Circuit Description
The 1-2 shift solenoid (SS) valve controls the fluid flow action on the 1-2 and the 3-4 shift valves. The 1-2 SS
valve is a normally-open exhaust valve that is used with the 2-3 SS in order to allow four different shifting
combinations.
When the powertrain control module (PCM) detects a 2-2-3-3 gear ratio, then DTC P0751 sets. DTC P0751 is a
type C DTC. For California emissions vehicles and vehicles under 8,600 GVW, DTC P0751 is a type B DTC.
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No shift solenoid electrical DTCs P0753 or P0758.
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No TCC Stuck On DTC P0742.

No ISS sensor DTCs P0716 or P0717.
Not in 4WD Low.
No MAF sensor DTC P0101, P0102, or P0103.
No TCC Stuck Off DTC P0741.
The engine vacuum is 0-105 kPa.
Transmission OSS is greater than 7 RPM.
Transmission ISS is greater than 7 RPM.
The TP sensor is greater than 10 percent.
The transmission fluid temperature (TFT) is greater than 20C (68F) and less than 130C (266F).

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The commanded gear equals 1st and the ratio equals 2nd for greater than 2 seconds.
The commanded gear equals 4th with the TCC locked and the ratio equals 3rd for greater than 3.75
seconds.

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Diagnostic Aids
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Verify that the transmission meets the specifications in the Shift Speed table. Refer to Shift Speed .
Other internal transmission failures may cause incorrect gear ratios to occur. Refer to Shift Solenoid
Valve State And Gear Ratio .
Test Description
2. This step tests the function of the TFP manual valve position switch.
3. This step tests whether the scan tool commanded all the shifts, or whether all the shift solenoids
responded correctly, but all of the correct shifts did not occur.
Fig. 109: DTC P0751 (Steps 1 - 2)
Fig. 110: DTC P0751 (Steps 3 - 6)
DTC P0752
Fig. 111: DTC P0752
Circuit Description
valve is a normally-open exhaust valve that is used with the 2-3 SS in order to allow four different shifting
combinations.
type C DTC. For California emissions vehicles and vehicles under 8,600 GVW, DTC P0752 is a type B DTC.
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No ISS sensor DTCs P0716 or P0717.
No MAF DTC P0101, P0102, or P0103.
No shift solenoid electrical DTC P0753 or P0758.
Not in 4WD Low.
The TP sensor is greater than 10 percent.
The transmission fluid temperature (TFT) is greater than 20C (68F).

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The commanded gear equals 2nd and the ratio equals 1st for greater than 2.25 seconds.

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The PCM inhibits 3-2 downshifts above 40 km/h (25 mph).
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Diagnostic Aids
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Other internal transmission failures may cause incorrect gear ratios to occur. Refer to Shift Solenoid
Valve State And Gear Ratio .
Test Description
3. This step tests whether the shift solenoids responded correctly as commanded by the scan tool.
Fig. 112: DTC P0752 (Steps 1 - 3)
Fig. 113: DTC P0752 (Steps 4 - 6)
DTC P0753
Fig. 114: DTC P0753
Circuit Description
valve is a normally open exhaust valve that is used with the 2-3 SS valve to allow for four different shifting
combinations. The 1-2 SS valve attaches to the control valve body within the transmission. The ignition voltage
goes directly to the 1-2 SS valve. The PCM controls the 1-2 SS valve by providing the ground path through the
1-2 SS valve control circuit. When the powertrain control module (PCM) detects a continuous open or short in
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the 1-2 SS valve circuit or the 1-2 SS valve, then DTC P0753 sets. DTC P0753 is a type C DTC. For California
emissions vehicles, and vehicles under 8,600 GVW, DTC P0753 is a type A DTC.
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All conditions for running the DTC are met and either of the following conditions occur for 4.3 out of 5
seconds.
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The PCM commands the solenoid on, and the voltage input remains high, B+.
The PCM commands the solenoid off and the voltage input remains low.

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The PCM inhibits 3-2 downshifts above 40 km/h (25 mph).

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Diagnostic Aids
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An open ignition feed on the Off/Run/Crank voltage circuit (CKT 1020) can cause multiple DTCs to set.
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Test Description
4. This step tests the function of the 1-2 SS valve and the internal wiring harness.
5. This step tests the power to the 1-2 SS valve from the ignition through the fuse.
12. This step measures the resistance of the automatic transmission wiring harness assembly and the 1-2
SS valve.
Fig. 115: DTC P0753 (Steps 1 - 4)
Fig. 116: DTC P0753 (Steps 5 - 14)
Fig. 117: DTC P0753 (Steps 15 - 20)
DTC P0756
Fig. 118: DTC P0756
Circuit Description
The 2-3 shift solenoid (SS) valve controls fluid flow acting on the 2-3 shift valves. The 2-3 SS valve is a
normally-open exhaust valve used with the 1-2 SS valve in order to allow for four different shift combinations.
type C DTC. For California emissions vehicles and vehicles under 8,600 GVW, DTC P0756 is a type A DTC.
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No TCC PWM electrical DTC P1860.

Not in 4WD low.

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The commanded gear is 1st and the ratio equals 4th for greater than 2.5 seconds.
The commanded gear is 2nd and the ratio equals 3rd for greater than 2.7 seconds.

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The PCM illuminates the malfunction indicator lamp (MIL) for California emissions vehicles.
The PCM commands a soft landing to 2nd gear.

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Diagnostic Aids
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Other internal transmission failures may cause incorrect gear ratios to occur.
The customer may have concern of an engine over-rev condition or neutral condition in 4th gear. Refer to
Shift Solenoid Valve State And Gear Ratio .
Test Description
3. This step tests for a selected gear ratio versus a ratio not obtainable under normal operating conditions.
Fig. 119: DTC P0756 (Steps 1 - 3)
Fig. 120: DTC P0756 (Steps 4 - 6)
DTC P0757
Fig. 121: DTC P0757
Circuit Description
The 2-3 shift solenoid (SS) valve controls fluid flow acting on the 2-3 shift valves. The 2-3 SS valve is a
normally open exhaust valve used with the 1-2 SS valve in order to allow for four different shift combinations.
If the powertrain control module (PCM) detects a non third gear ratio while third gear is commanded, then DTC
P0757 sets. DTC P0757 is a type C DTC. For California emissions vehicles and vehicles under 8,600 GVW,
DTC P0757 is a type A DTC.
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No 4WD low DTC P1875.
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No TCC PWM electrical DTC P1860.
Not in 4WD low.

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The commanded gear equals 3rd and the ratio is 2nd for greater than 2.25 seconds.

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The PCM illuminates the malfunction indicator lamp (MIL) for California emissions vehicles.
The PCM commands a soft landing to 2nd gear.
The PCM inhibits 4th gear.

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For California emissions, the PCM turn OFF the MIL during the third consecutive trip in which the
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Diagnostic Aids
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Other internal transmission failures may cause incorrect gear ratios to occur in 3rd gear.
The customer may have concern of an engine over-rev condition or neutral condition in 4th gear. Refer to
Shift Solenoid Valve State And Gear Ratio .
Test Description
3. This step tests for a selected gear ratio versus a ratio not obtainable under normal operating conditions.
Fig. 122: DTC P0757 (Steps 1 - 3)
Fig. 123: DTC P0757 (Steps 4 - 6)
DTC P0758
Fig. 124: DTC P0758
Circuit Description
The 2-3 shift solenoid (SS) valve controls fluid acting on the 2-3 shift valve. The 2-3 SS valve is a normally
open exhaust valve used with the 1-2 SS valve in order to allow four different shifting combinations. The 2-3
SS valve attaches to the control valve body within the transmission. The ignition voltage goes directly to the 2-3
SS valve. The powertrain control module (PCM) controls the 2-3 SS valve by providing a ground path through
the 2-3 shift solenoid valve control circuit.
If the PCM detects a continuous open or short in the 2-3 SS valve circuit or the 2-3 SS valve, then DTC P0758
sets. DTC P0758 is a type C DTC. For California emissions vehicles and vehicles under 8,600 GVW, DTC
P0758 is a type A DTC.
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The engine is running more than 400 RPM for greater than 7 seconds.

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The above conditions are met and either of the following conditions occur for 4.3 out of 5 seconds.
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The PCM commands the 2-3 SS valve ON, and the voltage input remains high, B+.
The PCM commands the 2-3 SS valve OFF, and the voltage input remains low, 0 volts.

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The PCM illuminates the malfunction indicator lamp (MIL) for California emission vehicles.
The PCM commands a soft landing to second gear.
The PCM freezes shift adapts form being updated.

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Diagnostic Aids
produce an idle surge that could stall the engine. Refer to Shift Solenoid Valve State And Gear Ratio .
Test Description
4. This step tests the function of the 2-3 SS valve and the internal wiring harness.
5. This step tests the power to the 2-3 SS valve from the ignition through the fuse.
12. This step measures the resistance of the automatic transmission (AT) wiring harness assembly and the
2-3 SS valve.
Fig. 125: DTC P0758 (Steps 1 - 5)
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Fig. 126: DTC P0758 (Steps 6 - 15)

Fig. 127: DTC P0758 (Steps 16 - 20)
DTC P0894
Fig. 128: DTC P0894
Circuit Description
The powertrain control module (PCM) monitors the engine speed and the transmission output shaft speed. The
PCM calculates turbine shaft speed and torque converter clutch (TCC) slip speed by using inputs from the
automatic transmission input shaft speed sensor (AT ISS), automatic transmission output shaft speed sensor
(AT OSS), and other transmission components. The forward clutch housing is used as the AT ISS rotor.
Whenever the TCC is engaged, engine speed and turbine speed will closely match, indicating low TCC slip
speed. In D3, with the TCC engaged, calculated transmission component slip can only occur in the torque
converter. In D4 OVERDRIVE, with the TCC engaged, transmission component slip can occur in the TCC or
the fourth clutch assembly.
If the PCM detects an excessive TCC slip speed in D4 OVERDRIVE, when the TCC should be engaged, then
DTC P0894 sets. DTC P0894 is a type C DTC. For California emissions vehicles, DTC P0894 is a type B DTC.
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No VSS DTC P0502 or P0503.
The throttle angle is 10-100 percent.
Engine speed is 1,250-5,000 RPM.
The TFT is 20-130C (68-266F).
Vehicle speed is 56-177 km/h (35-110 mph).
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TFP manual valve position switch indicates D4.

Speed ratio is 2.25-0.70.
The TCC is commanded ON for 0.04 second or greater.
TCC is locked ON for greater than 0.1 second.
Commanded gear is 4th.
The PCM detects slip in the torque converter clutch and/or the fourth gear clutch pack with the TCC in an apply
or locked mode. DTC P0894 sets during the second consecutive trip when one of the following condition
occurs:
Condition 1
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The TCC slip speed is 100-550 for 10 seconds.

All conditions for running the DTC are met for three occurrences.
Condition 2
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The TCC slip speed is 100-550 for 10 seconds, the PCM commands maximum line pressure.
The TCC slip speed is 100-550 for 12.5 seconds, the PCM commands the TCC Off for 2 seconds.
The TCC slip speed is 100-550 for 15 seconds.
Action Taken When the MIL/DTC Sets

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The PCM commands maximum line capacity.
The PCM inhibits the TCC engagement.

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For California emissions, the PCM clears the DTC from PCM history if the vehicle completes 40 warm-
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up cycles without an emission related diagnostic fault occurring.

Diagnostic Aids
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A TFP manual valve position switch malfunction can set DTC P0894.
A mechanical failure of the shift solenoids or TCC PWM solenoid valve can set DTC P0894.
Internal transmission failures can result in a DTC P0894.
Sticking or contaminated shift valves may cause intermittent slipping in D4.
Test Description
3. This step tests the indicated range signal to the actual selected range. A faulty TFP manual valve
position switch can set a DTC P0894.
4. This step tests for excessive TCC slip speed while in a commanded TCC lock-up state and in fourth
gear; and confirms that the fault is present.
5. This step tests for excessive TCC slip speed while in a commanded TCC lock-up state and in third
gear.
6. This step tests for a sticking TCC shift valve.
7. This step tests for proper transmission line pressure.
Fig. 129: DTC P0894 (Steps 1 - 7)
Fig. 130: DTC P0894 (Steps 8 - 11)
DTC P1810
Fig. 131: DTC P1810
Circuit Description
The automatic transmission fluid pressure (TFP) manual valve position switch consists of five normally-open
pressure switches. The powertrain control module (PCM) supplies battery voltage to each range signal. By
grounding one or more of these circuits through various combinations of the pressure switches, the PCM detects
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what manual valve position has been selected, and compares the actual voltage combination of the switches to a
TFP manual valve position switch combination table stored in memory.
The TFP manual valve position switch assembly cannot distinguish between PARK and NEUTRAL because
the monitored valve body pressures are identical in both cases. With the ignition ON and the engine OFF, D2 is
indicated. When the transmission 20-way connector is disconnected, the ground potential for the three range
signals to the PCM is removed, and with the ignition ON, D2 is indicated.
If the PCM detects an invalid state of the TFP manual valve position switch circuit by deciphering the TFP
manual valve position switch inputs, then DTC P1810 sets. DTC P1810 is a type C DTC. For California
emissions vehicles and vehicles under 8,600 GVW, DTC P1810 is a type B DTC.
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No AT VSS DTCs P0502 or P0503.

No AT ISS DTCs P0716 or P0717.
No PSA DTC P1810.
No MAP DTCs P0106, P0107 or P0108.
No 1-2 SS DTCs P0751, P0752 or P0753.
No 2-3 SS DTCs P0756, P0757 or P0758.
The system voltage is 6.5-18 volts.
DTC P1810 sets on the first occurrence in which any of the following condition occurs:
Condition 1
The PCM detects the engine speed is greater than 400 RPM for 7 seconds, an illegal TFP manual valve position
switch combination for 60 seconds.
Condition 2
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The engine speed is less than 50 RPM for 0.3 second; then 50-525 RPM for 0.025 second; then the engine
speed is greater than 525 RPM.
The vehicle speed is less than 8 km/h (5 mph).
Engine RPM sequence must occur within 30 seconds of key ON.
The PCM detects the gear range D2, D4 or REVERSE before and after start up.
All conditions are met for 7 seconds and AT ISS is greater than 200 RPM.
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Condition 3
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The PCM detects an invalid TFP switch combination state.
The TFP switch indicates the following:
{ P/N when the ratio indicates third or fourth gear for greater than 15 seconds
{ Reverse when the ratio indicates D4, D3, D2, and D1 for greater than 15 seconds
{ D4, D3, D2, and D1 when the ratio indicates reverse for greater than 7 seconds

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The PCM assumes D4 for the PRNDL shift pattern.
The PCM forces the TCC on in FOURTH gear.

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For California emission, the PCM clears the DTC from PCM history if the vehicle completes 40 warm-up
cycles without an emission related diagnostic fault occurring.
Diagnostic Aids
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Refer to Tramsmission Fluid Pressure (Tfp) Manual Value Position Switch Logic for the normal range
signals and the illegal of invalid switch combinations.
DTC P1810 can set from low pump pressure, a stuck pressure regulator, or unit refill from overhaul and
pan removal.
DTC P1810 can be set by a slipping forward clutch, allowing a 2.08:1 ratio, reverse, when the manual
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valve position is indicated as D4.

Test Description
3. This step tests the indicated range signal to the manual valve that is actually selected.
5. This step tests the voltage from the PCM to the transmission 20-way connector.
Fig. 132: DTC P1810 (Steps 1 - 6)
Fig. 133: DTC P1810 (Steps 7 - 15)
Fig. 134: DTC P1810 (Steps 16 - 18)
DTC P1860
Fig. 135: DTC P1860
Circuit Description
The torque converter clutch pulse width modulation (TCC PWM) solenoid valve controls fluid acting on the
converter clutch valve, which then controls TCC apply and release. The TCC PWM solenoid valve attaches to
the control valve body within the transmission. Ignition voltage goes directly to the TCC PWM solenoid valve.
The powertrain control module (PCM) controls the TCC PWM solenoid valve by providing a ground path on
the control circuit. The current flows through the TCC PWM solenoid valve coil according to the duty cycle,
percentage of ON time. The TCC PWM solenoid valve provides a smooth engagement of the torque converter
clutch by operating on a duty cycle percent of ON time.
If the PCM detects a continuous open or short in the TCC PWM solenoid valve circuit or the TCC PWM
solenoid valve, then DTC P1860 sets. DTC P1860 is a type C DTC. For California emission vehicles and
vehicles under 8,600 GVW, DTC P1860 is a type B DTC.
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All conditions for running the DTC are met, and either of the following conditions occur for 4.3 out of 5
seconds.
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The PCM commands the TCC PWM solenoid valve to OFF, 0 percent, and the voltage input remains
low, zero volts.
The PCM commands the TCC PWM solenoid valve to ON, 100 percent, and the voltage input remains
high, B+.

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during the second consecutive trip in which the Conditions for Setting the DTC are met.

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Diagnostic Aids
Test Description
4. This step tests for voltage to the TCC PWM solenoid valve circuit at the 20-way connector.
10. This step tests the resistance of the TCC PWM solenoid valve and the internal wiring harness.
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Fig. 136: DTC P1860 (Steps 1 - 4)

Fig. 137: DTC P1860 (Steps 5 - 15)
Fig. 138: DTC P1860 (Steps 16 - 21)
DTC P1875
Fig. 139: DTC P1875
Circuit Description
Vehicles equipped with an active transfer case have a four-wheel drive (4WD) low circuit consisting of a
powertrain control module (PCM), an active transfer case control module, and the circuit wiring. The active
transfer case control module controls the 4WD low signal circuit. When the operator selects 4WD low, the
active transfer case control module grounds the low signal circuit, and the 4WD low signal voltage on the
circuit changes from ignition voltage to zero. The PCM then compensates for transfer case gear reduction in the
automatic transmission output shaft speed (AT OSS) signal. The PCM uses the transmission OSS signal to
adjust shift points, line pressure and torque converter clutch (TCC) scheduling.
Vehicles not equipped with an active transfer case have a 4WD low circuit consisting of a PCM, transfer case
switch, and the circuit wiring. The transfer case switch is used to control the 4WD low signal circuit. When the
operator moves the 4WD selector lever to 4WD low, the transfer case switch closes, and the 4WD low signal
circuit changes from B+ voltage to zero volts. The PCM then compensates for transfer case gear reduction in
the automatic transmission output shaft speed sensor (AT OSS) readings. The PCM uses the transmission OSS
signal in order to adjust shift points, line pressure and TCC scheduling.
If the PCM detects a continuous open or short to ground in the 4WD low signal circuit, then DTC P1875 sets.
DTC P1875 is a type C DTC. For California emissions vehicles DTC P1875 is a type B DTC.
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No MAF DTCs P0101, P0102 or P0103.

No 1-2 SS valve DTCs P0751, P0752 or P0753.
No 2-3 SS valve DTCs P0756, P0757 or P0758.
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No TCC PWM solenoid DTC P1860.

Throttle angle is 5-100 percent.
The TFT is 20-132C (68-266F).
The TFP manual valve position switch is D4.
Vehicle speed is greater than 2 km/h (1 mph).
All conditions for running the DTC are met, and one of the following conditions occur:
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The four-wheel drive low circuit is closed, grounded, for more than 7 seconds with a transfer case ratio of
0.95-1.05:1, for 1 occurrence.
The four-wheel drive low circuit is open for 2 seconds, with a transfer case ratio of 2.65-2.76:1 in two
different commanded gears, for 2 occurrences.

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The PCM assumes a 4WD low state if measured transfer case ratio is 2.65-2.76.
The PCM assumes a non-4WD low state if the measured transfer case ratio is 0.95-1.05.

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Diagnostic Aids
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Low pump pressure and a slipping transmission may cause DTC P1875 to set.
Transfer case ratio is calculated by dividing the ISS by the OSS.
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Test Description
3. This step tests for a short to ground in the 4WD Low signal circuit (CKT 1694).
4. This step tests for an open in the 4WD Low signal circuit (CKT 1694), a faulty transfer case control
module, active transfer case vehicles, or transfer case switch, non-active transfer case vehicles.
Fig. 140: DTC P1875 (Steps 1 - 3)
Fig. 141: DTC P1875 (Steps 4 - 10)
SYMPTOMS-AUTOMATIC TRANSMISSION
Fig. 142: Symptoms - Automatic Transmission (1 Of 3)
RANGE SELECTOR DISPLAYS INCORRECT RANGE
Fig. 145: Range Selector Displays Incorrect Range
Circuit Description
The transmission range (TR) switch is part of the park/neutral position (PNP) and back-up lamp switch
Diagnostic Aids
Refer to Transmission Range Switch Logic for valid combinations of switch signal circuits A, B, C and Parity.
In the Transmission Range Switch Logic table Hi indicates an ignition voltage signal and LOW indicates a zero
voltage signal.
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Test Description
4. By disconnecting the TR switch, the ground path of all TR switch circuits is removed and the PCM
should recognize all circuits as open. The scan tool should display HI for all range signal states.
6. This step tests the TR switch wiring for an open or the lack of the signal voltage from the PCM.
TOW/HAUL SWITCH/INDICATOR ALWAYS ON OR INOPERATIVE
Circuit Description
Tow/haul mode enables the operator to achieve enhanced shift performance when towing or hauling a load.
When tow/haul mode is selected, the tow/haul switch input signal to the body control module (BCM) is
momentarily toggled to zero volts. This signals the powertrain control module (PCM) to extend the length of
time between upshifts and increase transmission line pressure. Cycling the tow/haul switch again disables
tow/haul mode and returns the transmission to a normal shift pattern.
Diagnostic Aids
If the electrical circuit checks are OK and the tow/haul shift pattern is not occurring, there may be a
mechanical/hydraulic condition that prevents tow/haul operation. Refer to Symptoms-Automatic
Transmission .
Test Description
2. This step tests for a faulty tow/haul switch.
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3. This step tests for voltage input from the BCM to the tow/haul switch.
6. This step tests for ground integrity.
TRANSMISSION FLUID CHECKING PROCEDURE
1. Start the engine and operate the vehicle for 15 minutes or until the transmission fluid reaches an operating
temperature of 82-93C (180-200F).
2. Park the vehicle on a level surface.
3. With your foot on the brake, move the shift lever through each gear range. Pause for about three seconds
in each range, ending in Park.
4. Apply the parking brake and let the engine idle for 3 minutes.
5. Remove the transmission fluid level indicator. Wipe the indicator clean. Insert the indicator. Give the
indicator a full twist in order to close.
6. Wait 3 seconds and remove the indicator.
7. Read both sides of the indicator. The fluid must be within the hot cross-hatched area using the lowest
level reading.
Fig. 150: Transmission Fluid Checking Procedure
LINE PRESSURE CHECK PROCEDURE
Fig. 151: Checking Line Pressure
Tools Required
J 21867 Pressure Gage

Line pressures are calibrated for two sets of gear ranges-Drive-Park-Neutral, and Reverse. This allows the
transmission line pressure to be appropriate for different pressure needs in different gear ranges:
Fig. 152: Line Pressure Specifications
Before performing a line pressure check, verify that the pressure control solenoid for the transmission is
receiving the correct electrical signal from the vehicle computer:
1. Install a scan tool.
CAUTION: Keep the brakes applied at all times in order to prevent unexpected
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vehicle motion. Personal injury may result if the vehicle moves

unexpectedly.
IMPORTANT: The transmission may experience harsh, soft or mushy shifts for up to
two days later.
2. Start the engine and set the parking brake.
3. Check for diagnostic trouble codes, including the diagnostic code for a pressure control solenoid.
4. Repair the vehicle if necessary. Include the following areas:
z Inspect the fluid level.
z Inspect the manual linkage at the transmission.
z Install or connect the scan tool.
z Install or connect the J 21867 at the line pressure tap.
5. Put the gear selector in PARK and set the parking brake.
6. Start the engine and allow the engine to warm up at idle.
7. Access the Override Pressure Control Solenoid test on the scan tool.
8. Increase the Pressure Control Solenoid Current in 0.1 amp increments. Read the corresponding line
pressure on the J 21867. Allow the pressure to stabilize for 5 seconds after each current change.
9. Compare your data to the Drive-Park-Neutral Line Pressure .
IMPORTANT: Be sure to apply pipe thread sealant with Teflon GM P/N 12346004
(Canadian P/N 10953480) to the line pressure plug.
11. Install the line pressure tap plug.
If your pressure readings differ greatly from the line pressure table, refer to the Diagnostic Tables.
The scan tool is only able to control the pressure control solenoid in PARK and NEUTRAL with the vehicle
stopped at idle. This protects the clutches from extremely high or low pressures in DRIVE or REVERSE
ranges.
ROAD TEST PROCEDURE
z
z
z
z

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z
z
z
Manual Downshifts
Coasting Downshifts
{ REVERSE
{ Manual FIRST
{ Manual SECOND
{ Manual THIRD
IMPORTANT: Complete the test in the sequence given. Incomplete testing cannot
z
z
z

Transmission fluid level is correct.
z
z
z
z

View the scan tool data while conducting this test.
Take along qualified help in order to operate the vehicle safely.

z
z
z
Transmission fluid level. Refer to Transmission Fluid Checking Procedure .

Diagnostic Trouble Codes (DTCs) that may have set during the testing. Refer to the applicable DTC.
Perform this check first, in order to ensure the electronic transmission components are connected and
functioning properly. If these components are not checked, a simple electrical condition could be misdiagnosed.
1. Connect the scan tool.
2. Ensure the gear selector is in PARK and set the parking brake.
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3. Start the engine.

4. Verify that the following scan tool data can be obtained and is functioning properly.
Refer to Transmission Scan Tool Data List for typical data values. Data that is questionable may indicate
a concern.
Engine speed
z Transmission input speed, turbine
z Transmission output speed
z Vehicle speed
z TFP manual valve position switch
z Transmission range, engine list
z 4WD low
z Commanded gear
z PC solenoid reference current
z PC solenoid actual current
z PC solenoid duty cycle
z Brake switch
z Engine coolant temperature
z Transmission fluid temperature
z Throttle angle
z Ignition voltage
z TCC solenoid duty cycle
z TCC slip speed
display:
z Closed when the brake pedal is released
z Open when the brake pedal is depressed
6. Check the garage shifts
6.2. Move the gear selector through the following ranges:
6.2.1. PARK to REVERSE
6.2.2. REVERSE to NEUTRAL
6.2.3. NEUTRAL to DRIVE
6.3. Pause 2-3 seconds in each gear position.
6.4. Verify the gear engagements are immediate and not harsh.
z
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IMPORTANT: Harsh engagement may be caused by any of the following conditions:

z
High idle speed

Compare engine idle speed to desired idle speed.
Commanded low PC solenoid current

Compare PC solenoid reference current to PC solenoid actual current.
A default condition caused by certain DTCs that result in maximum line pressure to prevent
slippage
IMPORTANT: Soft or delayed engagement may be caused by any of the following
conditions:
Low idle speed

Compare engine idle speed to desired idle speed.
z
z
Low fluid level

Commanded high PC solenoid current
Compare PC solenoid reference current to PC solenoid actual current.
Cold transmission fluid

Check for low transmission fluid temperature.
7. Monitor transmission range on the scan tool, engine list.

7.2. Move the gear selector through all ranges.
7.3. Pause 2-3 seconds in each range.
7.4. Return gear selector to PARK.
7.5. Verify that all selector positions match the scan tool display.
8. Check throttle angle input.
8.2. Ensure the gear selector is in PARK.
8.3. Monitor throttle angle while increasing and decreasing engine speed with the throttle pedal.
The scan tool throttle angle should increase and decrease with engine speed.
test.
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Upshifts Control and Torque Converter Clutch (TCC) Apply
The PCM calculates the upshifts points based primarily on two inputs: throttle angle and vehicle speed. When
the PCM determines that conditions are met for a shift to occur, the PCM commands the shift by closing or
opening the ground circuit for the appropriate solenoid.
Perform the following steps:
1. Refer to Shift Speed and choose a throttle position of 10 percent, 25 percent or 50 percent. All throttle
angles shown should be tested to cover the normal driving range.
z Throttle angle
z Vehicle speed
z Engine speed
z Output shaft speed
z Commanded gear
z Slip speed
z Solenoid states
3. Place the gear selector in the OVERDRIVE position.
should be a noticeable shift feel or engine speed change within 1-2 seconds of the commanded gear
change.
6. Compare the shift speeds to the Shift Speed table. Refer to Shift Speed . Shift speeds may vary slightly
due to transmission fluid temperature or hydraulic delays in responding to electronic controls.
z Note any harsh, soft or delayed shifts or slipping.
z Note any noise or vibration.
7. Repeat steps 1-6 to complete all throttle angles.
IMPORTANT: The TCC will not engage until the engine is in closed loop operation. The
vehicle must be in a near-cruise condition, not accelerating or coasting,
and on a level road surface.
8. Check for TCC apply in THIRD and FOURTH gear. Typical apply speeds in FOURTH gear range from
72-88 km/h (45-55 mph) depending on engine size, engine type and axle ratio.
z Note the TCC apply point. When the TCC applies there should be a noticeable drop in engine speed
and a drop in slip speed to below 100 RPM. If the TCC apply can not be detected:
Check for DTCs.
Refer to Torque Converter Diagnosis Procedure .
z Lightly tap and release the brake pedal. The TCC will release.
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1.
2.
3.
4.

Quickly increase throttle angle to greater than 50 percent.
z The TCC releases
Full Throttle Detent Downshift
1.
2.
3.
4.

Accelerate the vehicle to speeds of 64-88 km/h (40-55 mph) in FOURTH gear.
Quickly increase throttle angle to 100 percent (WOT).
z The TCC releases
Manual Downshifts
The shift solenoid valves do not control manual downshifts. All manual downshifts are hydraulic. The solenoid
states will change during, or shortly after, a manual downshift is selected.
1.
2.
3.
4.

Release the throttle while moving the gear selector to THIRD.
1.
2.
3.
4.

Accelerate the vehicle to 64-72 km/h (40-45 mph).
Release the throttle while moving the gear selector to SECOND.
z The TCC releases
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1.
2.
3.
4.

Accelerate the vehicle to 64 km/h (40 mph).
Release the throttle while moving the gear selector to FIRST.
z The TCC releases
z The transmission immediately downshifts to FIRST Gear.
z The engine slows the vehicle.
Coasting Downshifts
1.
2.
3.
4.

Accelerate the vehicle to FOURTH gear with the TCC applied.
z The TCC releases
z Downshifts occur at speeds shown in the Shift Speed table. Refer to Shift Speed .
The shift solenoid control the upshifts in the manual gear ranges.
Perform the following tests using 10 percent to 15 percent throttle angle.
Reverse
1. With the vehicle stopped, move the gear selector to REVERSE.

Manual First
1. With the vehicle stopped, move the gear selector to FIRST.

z No upshifts occur.
z The TCC does not apply.
z There is no noticeable slip, noise, or vibration.
Manual Second
1. With the vehicle stopped, move the gear selector to SECOND.

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z The 1-2 shift occurs.
z The 2-3 shifts does not occur.
Manual Third
1. With the vehicle stopped, move the gear selector to THIRD.

TORQUE CONVERTER DIAGNOSIS PROCEDURE
z
z

Poor Acceleration at Low Speed
If the stator is freewheeling at all times, the vehicle tends to have poor acceleration from a standstill. At speeds
above 50-55 km/h (30-35 mph), the vehicle may act normally. For poor acceleration, you should first determine
that the exhaust system is not blocked, and the transmission is in First gear when starting out.
If the engine freely accelerates to high RPM in NEUTRAL, you can assume that the engine and the exhaust
system are normal. Check for poor performance in Drive and REVERSE to help determine if the stator is
freewheeling at all times.
Poor Acceleration at High Speed
and vehicle speed are limited or restricted at high speeds. Visual examination of the converter may reveal a blue
If the converter has been removed, you can inspect the stator roller clutch by inserting a finger into the splined
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inner race clockwise, but you should have difficulty, in moving the inner race counterclockwise or you may be
Whine Noise
IMPORTANT: Do not confuse this noise with pump whine noise, which is usually noticeable
in PARK, NEUTRAL and all other gear ranges. Pump whine will vary with line
pressure.
You may notice a torque converter whine when the vehicle is stopped and the transmission is in DRIVE or
REVERSE. This noise will increase as you increase the engine RPM. The noise will stop when the vehicle is
same speed.
2. Put the gear selector in DRIVE.
NOTE:
You may damage the transmission if you depress the accelerator for more
than 6 seconds.
3. Depress the accelerator to approximately 1,200 RPM for no more than six seconds.
A torque converter noise will increase under this load.
conditions.
z
z
z

One of the following conditions may be causing the condition to occur:
Leaking turbine shaft seals
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z
z
z
A restricted release orifice

A distorted clutch or housing surface due to long converter bolts
Defective friction material on the TCC plate
If Shudder Occurs After TCC has Applied
IMPORTANT: If shudder occurs after the TCC has applied, most of the time there is nothing
wrong with the transmission.
As mentioned above, the TCC is not likely to slip after the TCC has been applied. Engine problems may go
unnoticed under light throttle and load, but they become noticeable after the TCC apply when going up a hill or
accelerating. This is due to the mechanical coupling between the engine and the transmission.
Once TCC is applied, there is no torque converter, fluid coupling, assistance. Engine or driveline vibrations
Inspect the following components in order to avoid misdiagnosis of TCC shudder. An inspection will also avoid
the unnecessary disassembly of a transmission or the unnecessary replacement of a torque converter.
z
Spark plugs
Inspect for cracks, high resistance or a broken insulator.
Plug wires
Look in each end. If there is red dust, ozone, or a black substance, carbon, present, the wires are bad. Also
look for a white discoloration of the wire. This indicates arcing during hard acceleration.
Coil
Look for a black discoloration on the bottom of the coil. This indicates arcing while the engine is
misfiring.
Fuel injector
The filter may be plugged.
Vacuum leak
The engine will not get a correct amount of fuel. The mixture may run rich or lean depending on where
the leak occurs.
EGR valve
The valve may let in too much or too little unburnable exhaust gas and could cause the engine to run rich
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or lean.
z
MAP/MAF sensor
Like a vacuum leak, the engine will not get the correct amount of fuel for proper engine operation.
Carbon on the intake valves

Carbon restricts the proper flow of air/fuel mixture into the cylinders.
Flat cam
Valves do not open enough to let the proper fuel/air mixture into the cylinders.
Oxygen sensor
This sensor may command the engine too rich or too lean for too long.
Fuel pressure
This may be too low.
Engine mounts
Vibration of the mounts can be multiplied by TCC engagement.
Axle joints
Check for vibration.
TP Sensor
The TCC apply and release depends on the TP sensor in many engines. If the TP sensor is out of
specification, TCC may remain applied during initial engine loading.
Cylinder balance
Bad piston rings or poorly sealing valves can cause low power in a cylinder.
Fuel contamination
This causes poor engine performance.
Torque Converter Evaluation and Diagnosis
Replace the torque converter if any of the following conditions exist:

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z
z
z
z
z
z
z
z
z
z
z
External leaks appear in the hub weld area.

The converter hub is scored or damaged.
The converter pilot is broken, damaged, or fits poorly into the crankshaft.
You discover steel particles after flushing the cooler and the cooler lines.
The pump is damaged, or you discover steel particles in the converter.
The vehicle has TCC shudder and/or no TCC apply. Replace the torque converter only after all hydraulic
and electrical diagnoses have been made. The converter clutch material may be glazed.
The converter has an imbalance which cannot be corrected. Refer to Flexplate/Torque Converter
Vibration Test .
The converter is contaminated with engine coolant which contains antifreeze.
An internal failure occurs in the stator roller clutch.
You notice excessive end play.
Overheating produces heavy debris in the clutch.
You discover steel particles or clutch lining material in the fluid filter or on the magnet, when no internal
parts in the unit are worn or damaged. This condition indicates that lining material came from the
converter.
Do Not Replace the Torque Converter if you discover any of the following symptoms:
z
z
The oil has an odor or the oil is discolored, even though metal or clutch facing particles are not present.
The threads in one or more of the converter bolt holds are damaged. Correct the condition with a new
thread insert.
Transmission failure did not display evidence of damaged or worn internal parts, steel particles or clutch
plate lining material in the unit and inside the fluid filter.
The vehicle has been exposed to high mileage only. An exception may exist where the lining of the
torque converter clutch dampener plate has seen excess wear by vehicles operated in heavy and/or
constant traffic, such as taxi, delivery, or police use.
FLEXPLATE/TORQUE CONVERTER VIBRATION TEST

Isolating Vibration
NOTE:
Some engine/transaxle combinations cannot be balanced in this manner due to

limited clearances between the torque converter bolts and the engine. Ensure
that the bolts do not bottom out in the lug nuts or the torque converter cover
could be dented and cause internal damage.
To isolate and correct a flywheel or torque converter vibration, separate the torque converter from the flywheel
to determine if vibration is in the engine or transmission.
1. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration.
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3. Raise and suitably support the vehicle.

Refer to LIFTING AND JACKING THE VEHICLE .
4.
5.
6.
7.
8.
Remove the transmission converter cover bolts and the cover.

Mark the relationship of the converter to the flywheel.
Remove the bolts attaching the converter to the flywheel.
Slide the torque converter away from the flywheel.
Rotate the flywheel and torque converter to inspect for defects or missing balance weights.
Refer to ENGINE FLYWHEEL CLEANING AND INSPECTION .

Refer to DIAGNOSTIC STARTING POINT - VIBRATION DIAGNOSIS & CORRECTION .
Indexing Torque Converter
To determine and correct a torque converter vibration, the following procedure may have to be performed
several times to achieve the best possible torque converter to flywheel balance.
1. Raise and suitably support the vehicle.
Refer to LIFTING AND JACKING THE VEHICLE .
2. Rotate the torque converter one bolt position.
Fig. 153: Aligning Torque Converter Hub In Engine Crankshaft
3. Align the torque converter hub (2) in the engine crankshaft (3) and install the torque converter to flywheel
bolts.
Refer to Noise And Vibration Analysis .
Repeat this procedure until you obtain the best possible balance.
6. Install the transmission converter cover bolts and the cover.
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NOISE AND VIBRATION ANALYSIS

A noise or vibration that is noticeable when the vehicle is in motion MAY NOT be the result of the
transmission.
If noise or vibration is noticeable in PARK and NEUTRAL with the engine at idle, but is less noticeable as
RPM increases, the cause may be from poor engine performance.
z
z
z
Inspect the tire for the following:

{ Uneven wear
{ Imbalance
{ Mixed sizes
{ Mixed radial and bias ply
Inspect the suspension components for the following:
{ Alignment and wear
{ Loose fasteners
Inspect the engine and transmission mounts for damage and loose bolts.
Inspect the transmission case mounting holes for the following:
{ Missing bolts, nuts, and studs
{ Stripped threads
{ Cracks
Inspect the flywheel for the following:
{ Missing or loose bolts
{ Cracks
{ Imbalance
Inspect the torque converter for the following:
{ Missing or loose bolts or lugs
{ Missing or loose balance weights
{ Imbalance
CLUTCH PLATE DIAGNOSIS

Composition Plates
Dry the plates and inspect the plates for the following conditions:
z
z
z
z
z
Pitting
Flaking
Wear
Glazing
Cracking
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z
z
Charring
Chips or metal particles embedded in the lining
Replace a composition plate which shows any of these conditions.

Steel Plates
Wipe the plates dry and check the plates for heat discoloration. If the surfaces are smooth, even if color smear is
indicated, you can reuse the plate. If the plate is discolored with heat spots or if the surface is scuffed, replace
the plate.
Causes of Burned Clutch Plates
The following conditions can result in a burned clutch plate:

z
z
z
z
z
z
Incorrect usage of clutch plates

Engine coolant in the transmission fluid
A cracked clutch piston
Damaged or missing seals
Low line pressure
Valve body conditions
{ The valve body face is not flat.
{ Porosity is between channels.
{ The valve bushing clips are improperly installed.
{ The checkballs are misplaced.
The Teflon(R) seal rings are worn or damaged.
ENGINE COOLANT IN TRANSMISSION

NOTE:
The antifreeze will deteriorate the Viton O-ring seals and the glue that bonds the
clutch material to the pressure plate. Both conditions may cause damage to the
transmission.
If the transmission oil cooler has developed a leak allowing engine coolant to enter the transmission, perform
the following:
1. Disassemble the transmission.
2. Replace all of the rubber type seals. The coolant will attack the seal material which will cause leakage.
3. Replace the composition-faced clutch plate assemblies. The facing material may separate from the steel
center portion.
4. Replace all of the nylon parts-washers.
5. Replace the torque converter.
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6. Thoroughly clean and rebuild the transmission, using new gaskets and oil filter.
7. Flush the cooler lines after the transmission cooler has been properly repaired or replaced.
FLUID LEAK DIAGNOSIS
General Method
1.
2.
3.
4.
5.
6.
7.
Verify that the leak is transmission fluid.

Thoroughly clean the suspected leak area.
Park the vehicle over clean paper or cardboard.
Look for fluid spots on the paper.
Powder Method
1.
2.
3.
4.
5.
6.
7.
Thoroughly clean the suspected leak area with solvent.

Apply an aerosol type powder, such as foot powder, to the suspected leak area.
Inspect the suspected leak area.
Trace the leak path through the powder in order to find the source of the leak.
Dye and Black Light Method
A fluid dye and black light kit is available from various tool manufacturers.
1. Follow the manufacturer's instructions in order to determine the amount of dye to use.
2. Detect the leak with the black light.
3. Make the necessary repairs.
Find the Cause of the Leak
Pinpoint the leak and trace the leak back to the source. You must determine the cause of the leak in order to
repair the leak properly. For example, if you replace a gasket, but the sealing flange is bent, the new gasket will
not repair the leak. You must also repair the bent flange. Before you attempt to repair a leak, check for the
following conditions, and make repairs as necessary:
Gaskets
z
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z
z
z
z
z
z
z
z
z

Improperly tightened fasteners
Dirty or damaged threads
Warped flanges or sealing surface
Scratches, burrs, or other damage to the sealing surface
Damaged or worn gasket
Cracking or porosity of the component
Improper sealant used, where applicable
Incorrect gasket
Seals
z
z
z
z
z
z
z
z

Damaged seal bore
Damaged or worn seal
Improper installation
Cracks in component
Manual or output shaft surface is scratched, nicked, or damaged
Loose or worn bearing causing excess seal wear
Possible Points of Fluid Leaks

Transmission Oil Pan
z
z
z
z
Incorrectly tightened oil pan bolts

Improperly installed or damaged oil pan gasket
Damaged oil pan or mounting face
Incorrect oil pan gasket
Case Leak
z
z
z
z
z
z
z
z
Damaged or missing fill tube seal

Mislocated fill tube bracket
Damaged vehicle speed sensor seal
Damaged manual shaft seal
Loose or damaged oil cooler connector fittings
Worn or damaged propeller shaft oil seal
Loose line pressure pipe plug
Porous casting
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Leak at the Torque Converter End

z
z
z
z
z
Converter leak in the weld area

Converter seal lip cut. Check the converter hub for damage
Converter seal bushing moved forward and damaged
Converter seal garter spring missing from the seal
Porous casting of the transmission case or the oil pump
Leak at the Vent Pipe or the Fluid Fill Tube

z
z
z
z
z
z
z
Overfilled system
Water or coolant in the fluid. The fluid will appear milky
Transmission case porous
Incorrect fluid level indicator
Plugged vent
Drain-back holes plugged
Mispositioned oil pump to case gasket, if equipped
Fig. 154: Possible Fluid Leaking Points

CASE POROSITY REPAIR
Some external leaks are caused by case porosity in non-pressurized areas. You can usually repair these leaks
with the transmission in the car.
1. Thoroughly clean the area to be repaired with a cleaning solvent. Air dry the area.
CAUTION: Epoxy adhesive may cause skin irritations and eye damage. Read
and follow all information on the container label as provided by the
manufacturer.
2. Using instructions from the manufacturer, mix a sufficient amount of an epoxy to make the repair.
3. While the transmission case is still hot, apply the epoxy. You can use a clean, dry soldering acid brush to
clean the area and also to apply the epoxy cement. Make certain that the area to be repaired is fully
covered.
4. Allow the epoxy cement to cure for three hours before starting the engine.
5. Repeat the fluid leak diagnosis procedures.
SHIFT SOLENOID LEAK TEST
Tools Required
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J 44246 Solenoid Testing Kit

IMPORTANT:
z
z
This procedure tests On/Off type solenoid valves.

Visually inspect the physical condition of the solenoid before testing.
Inspect the O-ring before and after the test to be sure that they are not cut
or damaged.
1. Remove the solenoid from the control valve body.

Refer to Valve Body And Pressure Switch Replacement .
Fig. 155: Installing Shift Solenoid Valve Into J 44246 Bore
2. Install the 1-2 shift solenoid valve or the 2-3 shift solenoid valve into bore number 1 of the J 44246 and
install the factory bolt to retain the solenoid.
Fig. 156: Connecting Solenoid Testing Harness
3. Connect the solenoid testing harness supplied with the J 44246 to the solenoid.
IMPORTANT: Do not use air pressure in excess of 120 psi. Excessive pressure will not
allow the solenoid ball check valve to seat properly. Recommended air
pressure is 50 psi.
4. Apply compressed air to the J 44246.
5. Air should flow through the solenoid. If air does not flow through the solenoid, replace the solenoid.
Refer to Valve Body And Pressure Switch Replacement .
6. Connect the solenoid testing harness to the 12 volt positive and negative (-) battery terminals.
7. Observe if the solenoid is operating electrically. An audible clicking noise can be heard when connecting
or disconnecting power.
IMPORTANT:
z
z
All solenoids need to be energized to seal.

A small amount of air leakage is normal +/-21 kPa (+/-3 psi).
8. Observe the air flow through the solenoid. The flow will completely or nearly completely stop. Replace
the solenoid if there continues to be an obvious air leak when the solenoid is energized.
IMPORTANT: Inspect the O-rings after the test to be sure that they are not cut or
damaged.
9. Install the solenoid into the control valve body. Refer to Valve Body And Pressure Switch Replacement .
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AUTOMATIC TRANSMISSION OIL COOLER FLUSHING AND FLOW TEST

GM studies indicate that plugged or restricted transmission oil coolers and pipes cause insufficient transmission
lubrication and elevated operating temperatures which can lead to premature transmission wear-out. Many
repeat repair cases could have been prevented by following published procedures for transmission oil cooler
flushing and flowchecking. This procedure includes flow checking and flushing the auxiliary transmission oil
cooler, if equipped.
cooler pipes whenever the transaxle is removed for the following repairs:
z
z
z
z
z
z
Torque converter
Oil pump
Oil pump drive shaft
Drive sprocket support
Transaxle overhaul complete
Transaxle assembly replacement
IMPORTANT: Use the J 35944-A or equivalent to flush the transmission oil cooler and
the oil cooler pipes whenever the transmission is removed for the
following repairs:
z
z
z
z
z
Torque converter
Oil pump
Turbine shaft
Transmission overhaul complete
Transmission assembly replacement
Only GM Goodwrench DEXRON(R)III automatic transmission fluid should be used when doing a repair on a
GM transmission.
Time allowance for performing the cooler flow checking and flushing procedure has been included in the
appropriate labor time guide operations since the 1987 model year. The service procedure steps for oil cooler
flushing are as follows:
Cooler Flow Check and Flushing Steps
1.
2.
3.
4.
5.
Tools Required
Preparation
Back Flush
Forward Flush
Flow Check
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6. Clean-up
Tools Required
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J 35944-A Transmission Oil Cooler and Line Flusher

J 35944-22 Transmission Oil Cooler Flushing Fluid
J 35944-200 Cooler Flushing Adapter
Measuring cup
Funnel
Water supply-hot water recommended
Water hose, at least 16 mm (5/8 in) ID
Shop air supply with water/oil filters, regulator and pressure gage
Air chuck with clip, if available
Oil drain container
Pail with lid - 19 L (5 gallon)
Eye protection
Rubber gloves
Preparation
1. During the installation of the repaired or replacement transmission, do not connect the oil cooler pipes.
Fig. 157: Identifying Cooler Flushing Equipments
NOTE:
Do not use solutions that contain alcohol or glycol. Use of solutions that
contain alcohol or glycol may damage the J 35944-A, oil cooler
components and/or transmission components.
IMPORTANT: The J 35944-22 is environmentally safe, yet powerful enough to cut

through transmission fluid to dislodge any contaminants from the cooler.
The safety precautions on the label, regarding potential skin and eye
irritations associated with prolonged exposure, are typical precautions
that apply to many similar cleaning solutions. It should be noted that
according to GM, use of other non-approved fluids for cooler flushing can
have an adverse reaction to the seals inside the transmission.
2. Remove the fill cap (9) on the J 35944-A and fill the flusher tank (4) with 0.6 L (20-21 oz) of J 35944-22,
using the measuring cup (6). Do not overfill.
3. Install the fill cap (9) on the J 35944-A and pressurize the flusher tank (4) to 550-700 kPa (80-100 psi),
using the shop air supply at the tank air valve (2).
4. With the water supply valve (1) on the J 35944-A in the OFF position, connect the water supply hose
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from the J 35944-A to the water supply at the faucet.

5. Turn ON the water supply at the faucet.
Back Flush
1. Inspect the transmission oil cooler pipes for kinks or damage. Repair as necessary.
Fig. 158: Identifying J 35944-A Water Supply Valve Position (1 Of 2)
2. Connect the J 35944-A to the oil cooler feed front connector. Use the J 35944-200, if required.
3. Clip the discharge hose (2) onto the oil drain container.
4. Attach the J 35944-A to the undercarriage of the vehicle with the hook provided and connect the flushing
system feed supply hose (1) from the J 35944-A to the rear connector oil cooler return pipe. Use the J
35944-200, if required.
5. Turn the J 35944-A water supply valve (3) to the ON position and allow water to flow through the oil
cooler and pipes for 10 seconds to remove any remaining transmission fluid. If water does not flow
through the oil cooler and pipes, the cause of the blockage must be diagnosed and the plugged component
must be repaired or replaced. Continue with the cooler flushing and flow check procedure once the
blockage is corrected.
6. Turn the J 35944-A water supply valve (3) to the OFF position and clip the discharge hose onto a 19 liter
(5 gallon) pail with a lid, to avoid splashback.
Fig. 159: Identifying J 35944-A Water Supply Valve Position (2 Of 2)
IMPORTANT: Flushing for approximately 2 minutes in each cooler line direction will
result in a total of about 8-10 gallons of waste fluid. This mixture of water
and flushing fluid is to be captured in a bucket or similar container.
7. Turn the J 35944-A water supply valve (3) to the ON position and depress the trigger (1) to mix cooler
flushing solution into the water flow. Use the clip provided on the handle to hold the trigger (1) down.
The discharge will foam vigorously when the solution is introduced into the water stream.
8. Flush the oil cooler and pipes with water and solution for 2 minutes. During this flush, attach the shop air
supply 825 kPa (120 psi) to the flushing system feed air valve (2) located on the J 35944-A, for 3-5
seconds at the end of every 15-20 second interval to create a surging action.
9. Release the trigger (1) and turn the J 35944-A water supply valve (3) to the OFF position.
Forward Flush
Fig. 160: Identifying J 35944-A Water Supply Valve Position

1. Disconnect both hoses (1 and 2) from the oil cooler pipes and connect them to the opposite oil cooler
pipe. This will allow the oil cooler and pipes to be flushed in the normal flow direction.
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2. Repeat Step 6 and 7 of the Back Flush.

Fig. 161: Identifying J 35944-A Water Supply Valve Position
3. Release the trigger (1) of the J 35944-A and allow water only to rinse the oil cooler and pipes for 1
minute.
4. Turn the J 35944-A water supply valve (3) to the OFF position and turn OFF the water supply at the
faucet.
5. Attach the shop air supply to the flushing system feed air valve (2) on the J 35944-A and blow out the
water from the oil cooler and pipes. Continue, until no water comes out of the discharge hose.
Flow Test
Fig. 162: Identifying Transmission Oil Flow Test Procedure

IMPORTANT: The Flow Test must be performed after the flush to ensure that all flushing
solution and water is removed from the oil cooling system.
1. Disconnect the hose from the oil cooler pipe. Connect the oil cooler feed pipe, front connector, to the
transmission for normal flow.
2. Clip the discharge hose (1) to an empty oil container.
3. Confirm the transmission is filled with automatic transmission fluid. Refer to Fluid Capacity
Specifications for the correct automatic transmission fluid capacity.
4. Start the engine with the transmission in PARK range and run for 30 seconds after fluid begins to flow
from the discharge hose (1). A minimum of 1.9 L (2 quarts) must be discharged during this 30 second run
time.
5. If the fluid flow meets or exceeds 1.9 L (2 quarts) in 30 seconds, connect the oil cooler feed pipe to the
front connector on the transmission.
6. If fluid flow is less than 1.9 L (2 qt) in 30 seconds, perform the following diagnosis:
6.1. Disconnect the J 35944-A discharge hose (1) from the oil cooler return pipe.
6.2. Disconnect the oil cooler feed pipe at the radiator.
6.3. Connect the J 35944-A discharge hose (1) to the oil cooler feed pipe, radiator end.
6.4. Clip the discharge hose (1) onto the oil drain container.
6.5. Start the engine with the transmission in PARK range and run for 30 seconds after fluid begins
to flow from the discharge hose (1). A minimum of 1.9 L (2 qt) must be discharged during this 30
second run time.
7. If the amount of transmission fluid flow remains less than 1.9 L (2 qt) in 30 seconds, inspect the oil
cooler feed pipe, front connector, for restrictions or damage. If no condition is found with the feed pipe,
front connector, inspect the transmission.
Clean-up
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1. Disconnect the water supply hose from the J 35944-A and bleed any remaining air pressure from the
flusher tank.
2. Remove the fill cap from the J 35944-A and return any unused flushing solution to its container. Rinse the
J 35944-A with water. Do not store the J 35944-A with flushing solution in it.
3. After every third use, clean the J 35944-A as described in the instructions included with the tool.
4. Dispose of any waste water/solution and transmission fluid in accordance with local regulations.
AUTOMATIC TRANSMISSION FLUID LEAKS
Fig. 163: Automatic Transmission Fluid Leaks (1 Of 2)
Fig. 164: Automatic Transmission Fluid Leaks (2 Of 2)
HIGH LINE PRESSURE
Fig. 165: High Line Pressure
FORWARD MOTION IN NEUTRAL
Fig. 166: Forward Motion In Neutral
INADEQUATE LUBRICATION AT LOW LINE OR HEAVY LOADS
Fig. 167: Inadequate Lubrication At Low Line Or Heavy Loads
INADEQUATE LUBRICATION
Fig. 168: Inadequate Lubrication
ENGINE STALL IN NEUTRAL
Fig. 169: Engine Stall In Neutral
LOSS OF POWER
Fig. 170: Loss Of Power
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NO TORQUE IN REVERSE AND THIRD

Fig. 171: No Torque In Reverse & Third
TRANSMISSION OVERHEATS
TRANSMISSION OVERHEATS AT WOT
Fig. 173: Transmission Overheats At WOT
LOW LINE PRESSURE
Fig. 174: Low Line Pressure
ENGINE STARTS IN GEAR
Fig. 175: Engine Starts In Gear
SHIFT LEVER INDICATES WRONG GEAR
Fig. 176: Shift Lever Indicates Wrong Gear
NO GEAR SELECTION
Fig. 177: No Gear Selection
LOSS OF DRIVE
Fig. 178: Loss Of Drive
NO PARK
Fig. 179: No Park
REMAINS IN PARK
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Fig. 180: Remains In Park

DIFFICULT TO SHIFT OUT OF PARK
Fig. 181: Difficult To Shift Out Of Park
DOES NOT STAY IN PARK
Fig. 182: Does Not Stay In Park
NO REVERSE
Fig. 183: No Reverse
NO FIRST GEAR-D1
Fig. 184: No First Gear - D1
NO SECOND GEAR-D1
Fig. 185: No Second Gear - D1
NO OVERRUN BRAKING-D1
Fig. 186: No Overrun Braking - D1
NO ENGINE BRAKING-D1
Fig. 187: No Engine Braking - D1
NO FIRST GEAR-D2
NO SECOND GEAR-D2
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NO SECOND GEAR ENGINE BRAKING-D2
Fig. 192: No Second Gear Engine Braking - D2
NO FIRST GEAR-D3
NO SECOND GEAR-D3
NO THIRD GEAR-D3
Fig. 195: No Third Gear - D3
NO FIRST GEAR-D4
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FIRST GEAR ONLY-D4

Fig. 199: First Gear Only - D4
FIRST AND SECOND GEAR ONLY-D4
Fig. 200: First & Second Gear Only - D4
SECOND GEAR ONLY-D4
Fig. 201: Second Gear Only - D4
SECOND AND THIRD GEAR ONLY-D4
Fig. 202: Second & Third Gear Only - D4
FIRST AND FOURTH GEAR ONLY-D4
Fig. 203: First & Fourth Gear Only - D4
THIRD AND FOURTH GEAR ONLY-D4
Fig. 204: Third & Fourth Gear Only - D4
NO SECOND GEAR-D4
NO THIRD GEAR-D4
Fig. 206: No Third Gear - D4
NO FOURTH GEAR-D4
Fig. 207: No Fourth Gear - D4
NO TORQUE CONVERTER CLUTCH (TCC) APPLY
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Fig. 208: No Torque Converter Clutch (TCC) Apply

SOFT TORQUE CONVERTER CLUTCH (TCC) APPLY
Fig. 209: Soft Torque Converter Clutch (TCC) Apply
TORQUE CONVERTER CLUTCH (TCC) SLIPPING
Fig. 210: Torque Converter Clutch (TCC) Slipping
TORQUE CONVERTER CLUTCH (TCC) STUCK ON
Fig. 211: Torque Converter Clutch (TCC) Stuck On
INCORRECT TORQUE CONVERTER CLUTCH (TCC) APPLY OR RELEASE
Fig. 212: Incorrect Torque Converter Clutch (TCC) Apply Or Release
CONVERTER BALLOONING
Fig. 213: Converter Ballooning
NO TORQUE MULTIPLICATION
Fig. 214: No Torque Multiplication
FLUID FOAMING
Fig. 215: Fluid Foaming
NOISE
Fig. 216: Noise
ENGINE STALL
Fig. 217: Engine Stall
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VIBRATION
Fig. 218: Vibration
OIL OUT THE VENT TUBE
Fig. 219: Oil Out Vent Tube
NO TORQUE IN SECOND GEAR
Fig. 220: No Torque In Second Gear
SECOND GEAR STARTS
Fig. 221: Second Gear Starts
THIRD GEAR STARTS
Fig. 222: Third Gear Starts
FOURTH GEAR STARTS
Fig. 223: Fourth Gear Starts
ERRATIC SHIFT QUALITY
Fig. 224: Erratic Shift Quality
TRANSMISSION SLIPS
Fig. 225: Transmission Slips
CASE EXTENSION BEARING/SEAL FAILED
Fig. 226: Case Extension Bearing/Seal Failed
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INACCURATE SHIFT POINTS

Fig. 227: Inaccurate Shift Points
HARSH SHIFT
Fig. 228: Harsh Shift
HARSH SHIFT D TO R
Fig. 229: Harsh Shift D To R
HARSH SHIFT 3 TO 4
Fig. 230: Harsh Shift 3 To 4
HARSH SHIFT 4 TO 3
Fig. 231: Harsh Shift 4 To 3
HARSH SHIFT D4 TO D3, D2, OR D1
Fig. 232: Harsh Shift D4 To D3, D2 Or D1
SOFT SHIFTS
Fig. 233: Soft Shifts
SOFT SHIFT INTO R
Fig. 234: Soft Shift Into R
SOFT SHIFT R TO D
Fig. 235: Soft Shift R To D
SOFT SHIFT 2 TO 1
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Fig. 236: Soft Shift 2 To 1

SOFT SHIFT 2 TO 3
SOFT SHIFT 3 TO 2
SOFT SHIFT D3 TO D2
Fig. 239: Soft Shift D3 To D2
DELAYED SHIFT 1 TO 2
Fig. 240: Delayed Shift 1 To 2
NO D2 TO D1
Fig. 241: No D2 To D1
NO D3 TO D2
Fig. 242: No D3 To D2
REPAIR INSTRUCTIONS
AUTOMATIC TRANSMISSION RANGE SELECTOR CABLE REPLACEMENT
Removal Procedure
1.
2.
3.
4.
5.
Position the steering column shift lever to the park position.

Remove the instrument panel knee bolster. Refer to KNEE BOLSTER REPLACEMENT .
Remove the driver's seat. Refer to SEAT REPLACEMENT-FRONT BUCKET .
Pull back the carpet and insulation around the driver's area.
Remove the retainer securing the cable to the steering column.
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Fig. 243: Removing Retainer Securing Cable To Steering Column

6. Remove the cable end from the steering column ball stud.
7. Depress the tangs and remove the cable from the steering column bracket.
Fig. 244: Removing Cable From Steering Column Bracket
8. Remove the bolt securing the cable support to the brace.
Fig. 245: Removing Bolt Securing Cable Support To Brace
removing the cable from the support.
9. Remove the range selector cable from the support.
Fig. 246: Removing Range Selector Cable From Support
10. Remove the cable grommet from the floor panel.
Fig. 247: Removing Cable Grommet From Floor Panel
12. Remove the clips on the cable from the floor panel reinforcement.
Fig. 248: Removing Clips On Cable From Floor Panel Reinforcement
13. Ensure the transmission manual shaft is positioned in mechanical park.
14. Remove the retainer that secures the cable to the bracket.
15.
16.
17.
18.
Remove the cable clip on the transfer case, if equipped.

Remove the range selector cable end (2) from the transmission range selector lever ball stud (1).
Lower the vehicle and ensure that the steering column shift lever is still in the park position.
Fig. 250: Removing Range Selector Cable End From Transmission Range Selector Lever Ball Stud
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1.
2.
3.
4.
Ensure that the transmission manual shaft lever is in the mechanical park position.
Align and install the cable to the bracket.
Install the range selector cable end (2) to the transmission range selector lever ball stud (1).
Install the cable clip on the transfer case, if equipped.
Fig. 251: Installing Range Selector Cable End To Transmission Range Selector Lever Ball Stud

Fig. 252: Installing Retainer Securing Cable To Bracket
6. Install the clips on the cable to the floor panel reinforcement.
Fig. 253: Installing Clips On Cable To Floor Panel Reinforcement
8. Install the cable grommet to the floor panel.
Fig. 254: Installing Cable Grommet To Floor Panel
installing the cable to the support.
9. Install the range selector cable to the support.
Fig. 255: Installing Range Selector Cable To Support
NOTE:
10. Install the bolt securing the cable support to the brace.
Tighten
Fig. 256: Installing Bolt Securing Cable Support To Brace
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11. Install the cable to the steering column bracket.
12. Ensure the tangs fully seat (snap) into the steering column bracket.
13. Install the cable end to the steering column ball stud.
Fig. 257: Installing Cable End To Steering Column Ball Stud
14.
15.
16.
17.
18.
19.
Install the retainer securing the cable to the steering column.

Position the carpet and insulation around the driver's area.
Install the driver's seat. Refer to SEAT REPLACEMENT-FRONT BUCKET .
Install the instrument panel knee bolster. Refer to KNEE BOLSTER REPLACEMENT .
If all of the gear positions cannot be achieved, adjust the cable. Refer to Automatic Transmission Range
Selector Cable Adjustment .
Fig. 258: Installing Retainer Securing Cable To Steering Column
AUTOMATIC TRANSMISSION RANGE SELECTOR CABLE BRACKET REPLACEMENT

Removal Procedure
1.
2.
3.
4.
Apply the parking brake.

Shift the transmission into neutral.
Raise the vehicle. Refer to LIFTING AND JACKING THE VEHICLE .
Disconnect the transmission range selector cable from the shift lever and the bracket (2). Refer to
5. Remove the bolts (1) securing the transmission range selector cable bracket (2) to the transmission.
6. Remove the transmission range selector cable bracket from the vehicle.
Fig. 259: Removing Automatic Transmission Range Selector Cable Bracket
1. Install the transmission range selector cable bracket to the vehicle.

NOTE:
2. Install the transmission range selector cable bracket bolts (1).

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Tighten
3. Install the transmission range selector cable to the bracket (2) and the lever. Refer to Automatic
Transmission Range Selector Cable Replacement .
5. Check the vehicle for proper operation. If adjustment of the cable is necessary, refer to Automatic
Transmission Range Selector Cable Adjustment .
Fig. 260: Installing Automatic Transmission Range Selector Cable Bracket
AUTOMATIC TRANSMISSION RANGE SELECTOR CABLE ADJUSTMENT
1. Ensure that the steering column shift lever and the transmission manual shaft lever are in the park (P)
position.
3. Pull back the white plastic cover (1) on the center connector.
Fig. 261: Pulling Back White Plastic Cover On Center Connector
4. Pull up on the center tabs of the lock button (2).
Fig. 262: Pulling Up On Lock Button Center Tabs
IMPORTANT: This step must be performed correctly to avoid a misadjusted cable. Do
not grasp the shift cable end (2) during this procedure.
5. Release the shift cable end (2) and allow the blue spring to tension/adjust the shift cable system.
6. Pull the white cover (3) on the shift cable end (1) back.
Fig. 263: Releasing Shift Cable End
7. Push the natural colored lock button (2) down to engage the locking teeth on the shift cable end (1).
Fig. 264: Engaging Locking Teeth On Shift Cable End
8. Release the white cover (1).
Fig. 265: Releasing White Cover
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9.
10.
11.
12.
Verify the white cover (1) conceals the natural colored lock (2).
If the white cover (1) does not conceal the natural colored lock (2), the shift cable must be readjusted.
If all of the gear positions cannot be achieved, the shift cable must be readjusted.
Fig. 266: Verifying White Cover Conceals Natural Colored Lock
PARK/NEUTRAL POSITION SWITCH REPLACEMENT

Tools Required
J 41364-A Park Neutral Switch Aligner
Removal Procedure
1. Apply the park brake.

2. Shift the transmission into neutral.
3. If equipped with 4-wheel drive (4WD), remove the front propeller shaft. Refer to PROPELLER SHAFT
5. Disconnect the park/neutral position (PNP) switch electrical connectors (5).
Fig. 267: Disconnecting Park/Neutral Position (PNP) Switch Electrical Connectors
6. Remove the range selector cable end (2) from the range selector lever ball stud (1).
Fig. 268: Removing Range Selector Cable End From Range Selector Lever Ball Stud
7.
8.
9.
10.
Remove the control lever to the manual shaft nut.

Remove the control lever from the manual shaft.
Remove the PNP switch bolts.
Remove the PNP switch from the manual shaft. If the PNP switch does not slide off the manual shaft, file
the outer edge of the manual shaft in order to remove any burrs.
Fig. 269: Removing PNP Switch & Bolts
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1. Install the PNP switch to the manual shaft by aligning the switch hub flats with the manual shaft flats.
2. Slide the PNP switch onto the manual shaft until the switch mounting bracket contacts the mounting
bosses on the transmission.
IMPORTANT: If a new PNP switch is being installed, the switch will come with a positive
assurance bracket. The positive assurance bracket aligns the new switch
in its proper position for installation and the use of the park neutral switch
aligner will not be necessary.
3. Install the PNP switch bolts finger tight.
Fig. 270: Installing PNP Switch & Bolts
4. Position the J 41364-A onto the PNP switch. Ensure that the two slots on the switch where the manual
shaft is inserted are lined up with the lower two tabs on the tool.
NOTE:
5. Rotate J 41364-A until the upper locator pin on the tool is lined up with the slot on the top of the switch.
Tighten
6. Remove J 41364-A from the PNP switch. If installing a new switch, remove the positive assurance
bracket at this time.
Fig. 271: Positioning J 41364-A Onto PNP Switch
7. Install the control lever to the manual shaft with the nut.
8. Install the manual shaft nut.
Tighten
Fig. 272: Installing Control Lever & Manual Shaft Nut
9. Install the range selector cable end (2) to the range selector lever ball stud (1).
Fig. 273: Installing Range Selector Cable End
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10. Connect the PNP switch electrical connectors (5).

11. If equipped with 4WD, install the front propeller shaft. Refer to PROPELLER SHAFT
only. If proper operation of the switch can not be obtained, replace the switch.
Fig. 274: Connecting PNP Switch Electrical Connectors
PARK/NEUTRAL POSITION SWITCH ADJUSTMENT
IMPORTANT:
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The following procedure is for vehicles that have not had the park/neutral
position (PNP) switch removed or replaced. If the switch has been
removed or replaced, refer to Park/Neutral Position Switch Replacement
for the proper adjustment procedure.
The engine must start in the park (P) or neutral (N) positions only.
Check the PNP switch for proper operation. If adjustment is required,
proceed as follows:
1. Place the shift lever in the neutral (N) position.

2. With an assistant in the drivers seat, raise and suitably support the vehicle. Refer to LIFTING AND
JACKING THE VEHICLE .
3. Loosen the PNP switch bolts.
4. With the vehicle in neutral (N), rotate the PNP switch while the assistant attempts to start the engine.
5. Following a successful start, turn the engine off.
NOTE:
6. Tighten the PNP switch bolts.

Tighten
only.
9. Replace the PNP switch if proper operation can not be achieved. Refer to Park/Neutral Position Switch
Replacement .
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AUTOMATIC TRANSMISSION FLUID/FILTER REPLACEMENT

Removal Procedure
1.
2.
3.
4.
5.
6.
7.
Place a drain pan under the transmission oil pan.
Remove the oil pan drain plug, if equipped.
Remove the oil pan bolts.
Remove the oil pan.
Remove the gasket.
Remove the magnet.
Fig. 275: Removing Oil Pan & Bolts
8.
9.
10.
11.
Remove the oil filter.

Remove the filter neck seal.
The transmission oil pan gasket is reusable. Inspect the gasket and replace if required.
Clean the transmission case and the oil pan gasket surfaces with solvent.
Fig. 276: Removing Filter Neck Seal
1. Install the filter neck seal.

2. Install the oil filter.
Fig. 277: Installing Filter Neck Seal
3. Install the oil pan gasket to the pan.
4. Install the magnet into the bottom of the pan.
NOTE:
5. Install the oil pan bolts.

Tighten
6. Apply a small amount of sealant GM P/N 12346004 (Canadian P/N 10953480), or equivalent to the
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treads of the drain plug, if equipped.

7. Install the oil pan drain plug, if equipped.
Tighten
Tighten the plug to 18 N.m (13 lb ft).
Fig. 278: Installing Oil Pan & Bolts
FILLER TUBE AND SEAL REPLACEMENT
Removal Procedure
1.
2.
3.
4.
Remove the oil level indicator.

Remove the fill tube bracket nut.
Place a drain pan under the transmission.
Fig. 279: Removing Fill Tube Bracket Nut
5. Remove the fill tube.

6. Remove the transmission fill tube seal.
Fig. 280: Removing Transmission Fill Tube & Seal
1. Install the transmission fill tube seal.

2. Install the fill tube.
3. Remove the drain pan from under the transmission.
Fig. 281: Installing Transmission Fill Tube & Seal
4. Install the fill tube bracket nut.
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NOTE:
6. Install the oil level indicator.

Tighten
Fig. 282: Installing Fill Tube Bracket Nut
INPUT SHAFT SPEED SENSOR REPLACEMENT
Removal Procedure
2. Disconnect the input speed sensor electrical connector (1).
Fig. 283: Disconnecting Input Speed Sensor Electrical Connector
3. Remove the input speed sensor bolt.
4. Remove the input speed sensor (1).
5. Inspect the input speed sensor (1) for any evidence of damage.
Fig. 284: Removing Input Speed Sensor
1. Lubricate the input speed sensor seal with automatic transmission fluid.
2. Install the input speed sensor (1).
NOTE:
3. Install the input speed sensor bolt.

Tighten
Fig. 285: Installing Input Speed Sensor
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4. Connect the input speed sensor electrical connector (1).
Fig. 286: Connecting Input Speed Sensor Electrical Connector
OUTPUT SHAFT SPEED SENSOR REPLACEMENT
Removal Procedure
IMPORTANT: This procedure is for 2-wheel drive (2WD) vehicles only. If the vehicle is
equipped with 4-wheel drive (4WD), the output speed sensor is located on the
transfer case.
2. Disconnect the output speed sensor (2) electrical connector.
Fig. 287: Disconnecting Output Speed Sensor Electrical Connector
3. Remove the output speed sensor bolt.
4. Remove the output speed sensor (2).
5. Inspect the output speed sensor (2) for any evidence of damage.
Fig. 288: Removing Output Speed Sensor
1. Lubricate the output speed sensor seal with automatic transmission fluid.
2. Install the output speed sensor (2).
NOTE:
3. Install the output speed sensor bolt.

Tighten
Fig. 289: Installing Output Speed Sensor
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4. Connect the output speed sensor (2) electrical connector.

Fig. 290: Connecting Output Speed Sensor Electrical Connector
PARK LOCK PAWL AND ACTUATOR REPLACEMENT
Removal Procedure
1.
2.
3.
4.
5.
6.
Remove the transmission filter. Refer to Automatic Transmission Fluid/Filter Replacement .

Remove the park/neutral position (PNP) switch. Refer to Park/Neutral Position Switch Replacement .
Remove the manual shaft nut and pin.
Remove the detent lever and actuator.
Remove the parking pawl bracket bolts.
Remove the parking pawl return spring.
Fig. 291: Removing Manual Shaft Pin, Detent Lever & Actuator
7. Use the modified screw extractor in order to remove the plug.

8. Remove the parking pawl shaft retainer, shaft and pawl.
IMPORTANT: If the manual shaft binds in the case during removal, file or sand the shaft
in the area adjacent to the detent lever.
9. Remove the manual shaft.
10. Remove the manual shaft seal.
Fig. 292: Removing Parking Pawl Shaft Retainer, Shaft & Pawl
1.
2.
3.
4.
Install the pawl shaft.

Install the parking pawl.
Install the plug using a 8 mm or (5/16 inch) rod with Loctite(R) or equivalent.
Install the retainer.
Fig. 293: Installing Parking Pawl Shaft Retainer, Shaft & Pawl
5. Install the pawl return spring.

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6.
7.
8.
9.
10.
11.
Install the detent lever to the actuator.

Install the actuator over the parking pawl.
Install the manual shaft seal.
Lubricate the manual shaft with transmission oil and install the manual shaft into the case.
Install the nut on the shaft.
Install the roll pin.
NOTE:
12. Install the parking lock bracket bolts.

Tighten
13. Install the PNP switch. Refer to Park/Neutral Position Switch Replacement .
Fig. 294: Installing Manual Shaft Seal, Detent Lever & Actuator
PRESSURE REGULATOR REPLACEMENT
Tools Required
J 36850 Transjel(R)
Removal Procedure
CAUTION: Valve springs can be tightly compressed. Use care when removing
retainers and plugs. Personal injury could result.
3. Remove the reverse boost valve bushing retainer ring (2).
Fig. 295: Removing Reverse Boost Valve Bushing Retainer Ring
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4. Remove the following from the reverse boost valve cylinder:

z The reverse boost valve bushing
z The reverse boost valve
z The pressure regulator spring retainer
z The pressure regulator spring
z The pressure regulator valve
Fig. 296: Removing Reverse Boost Valve Cylinder Components
1. Install the pressure regulator valve using J 36850.

2. Pre-assemble the following parts:
z A new reverse boost valve
z A new pressure regulator spring retainer
z The added isolator pressure regulator spring
z The pressure regulator spring
3. Install the pre-assembled parts into the pump bore.
Fig. 297: Installing Reverse Boost Valve Cylinder Components
4. Install the reverse boost valve bushing retainer ring while holding the reverse boost valve bushing in
place.
Ensure the retainer ring (2) is in the groove.
Fig. 298: Installing Reverse Boost Valve Bushing Retainer Ring
TORQUE CONVERTER CLUTCH (TCC) VALVE AND SPRING REPLACEMENT
Removal Procedure

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CAUTION: Valve springs can be tightly compressed. Use care when removing
retainers and plugs. Personal injury could result.
2. Remove the valve bore plug retainer ring (1).
Fig. 299: Removing Valve Bore Plug Retainer Ring
3. Remove the following parts:
z The valve bore plug
z The TCC valve
z The TCC valve spring
Fig. 300: Removing Valve Bore Plug, TCC Valve & Spring
1. Install the following parts:

z The TCC valve spring
z The TCC valve
z The valve bore plug
Fig. 301: Installing Valve Bore Plug, TCC Valve & Spring
2. Install the valve bore plug retainer ring (1).
Fig. 302: Installing Valve Bore Plug Retainer Ring
ACCUMULATOR HOUSING REPLACEMENT
Tools Required
J 25025-5 Valve Body Align Pin
Removal Procedure
1. Remove the valve body. Refer to Valve Body And Pressure Switch Replacement .
2. Remove the 3rd and 4th clutch accumulator housing bolts (1).
3. Remove the 3rd and 4th clutch accumulator housing (8).
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4. Remove the accumulator housing gasket (6). The accumulator housing gasket may be stuck to the spacer
plate (5).
5. Remove the 3rd clutch accumulator piston spring (7).
6. Remove the 4th clutch accumulator piston spring (2).
7. Remove the valve body spacer plate (5).
8. Remove the valve body to spacer plate gasket (4) from the spacer plate (5).
Fig. 303: Removing Accumulator Housing
Third and Fourth Clutch Accumulator Disassembly
IMPORTANT: Apply low pressure compressed air to the hole at the top of the accumulator
housing to assist with the piston removal.
1. Remove the 3rd clutch accumulator piston (2).
2. Remove the 3rd clutch accumulator piston seals (1,3).
Fig. 304: Removing 3rd Clutch Accumulator Piston & Seals
3. Remove the 4th clutch accumulator piston pin retainer ring (5).
4. Remove the 4th clutch accumulator piston (4) and pin (2) from the accumulator housing (1).
5. Remove the 4th clutch accumulator piston pin (2) from the accumulator housing (1).
Fig. 305: Removing 4th Clutch Accumulator Piston, Pin & Seal
6. Remove the 4th clutch accumulator piston seal (3) from the accumulator housing (1).
Third and Fourth Clutch Accumulator Assembly
1. Install the 3rd clutch accumulator piston inner (3) and outer (1) seals. Lubricate the 3rd clutch
accumulator piston seals (1,3) with DEXRON(R) III automatic transmission fluid.
2. Install the 3rd clutch accumulator piston (2).
Fig. 306: Installing 3rd Clutch Accumulator Piston Inner & Outer Seals
3. Install the 4th clutch accumulator piston seal (3). Lubricate the 4th clutch accumulator piston seal (3) with
DEXRON(R) III automatic transmission fluid.
4. Assemble the 4th clutch accumulator piston pin (2) with the 4th clutch accumulator piston pin(4).
5. Install the 4th clutch accumulator piston assembly into the accumulator housing (1).
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6. Install the 4th clutch accumulator piston pin retainer ring (5) onto the 4th clutch accumulator piston pin
(2).
Fig. 307: Installing 4th Clutch Accumulator Piston & Seal
1. Install J 25025 into the valve body bolt hole where the manual shaft detent roller and spring is mounted.
2. Install the valve body gasket (2) onto the accumulator housing (1).
3. Install the valve body spacer plate (3) onto the valve body gasket (2).
Fig. 308: Installing Valve Body Gasket & Valve Body Spacer Plate
4.
5.
6.
7.
Install the third and fourth clutch accumulator housing gasket (3).
Install the third clutch accumulator piston spring (1). This spring is the longer of the two springs.
Install the fourth clutch accumulator piston spring (4).
Install the third and fourth clutch accumulator housing assembly (5) onto the control valve body assembly
(2).
8. Install the six accumulator housing bolts (6). Start the bolts finger tight and work towards the opposite
end.
Fig. 309: Installing Third & Fourth Clutch Accumulator Housing, Gasket, Piston Spring & Bolts
NOTE:
9. Tighten the accumulator housing bolts sequentially.

Tighten
11. Install the valve body. Refer to Valve Body And Pressure Switch Replacement .
Fig. 310: Identifying Accumulator Housing Bolts Tightening Sequence
REVERSE SERVO REPLACEMENT
Removal Procedure
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2. Remove the rear servo from the transmission case in the following order:
2.1. Cover bolts (6)
2.2. Cover (5)
2.3. Cover gasket (4)
2.4. Bottom retaining clip (3)
2.5. Servo piston (2)
2.6. Outer ring oil seal (1)
2.7. Inner ring oil seal (7)
2.8. Accumulator piston (8)
2.9. Piston seal (9)
2.10. Washer (10)
2.11. Servo spring (11)
2.12. Servo spring retainer (12)
2.13. Selective pin (13)
2.14. Accumulator spring (14)
Fig. 311: Removing Rear Servo
1. Install the rear servo to the transmission in the following order:

1.1. Accumulator spring (14)
1.2. Selective pin (13)
1.3. Servo spring retainer (12)
1.4. Servo spring (11)
1.5. Washer (10)
1.6. Piston seal (9)
1.7. Accumulator piston (8)
1.8. Inner ring oil seal (7)
1.9. Outer ring oil seal (1)
1.11. Bottom retaining clip (3)
1.12. Cover gasket (4)
1.13. Cover (5)
1.14. Cover bolts (6)
Fig. 312: Installing Rear Servo
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NOTE:
2. Tighten the cover bolts (61).

Tighten
TRANSMISSION OIL COOLER LINE QUICK CONNECT FITTING
Removal Procedure
IMPORTANT: Perform the following procedure when removing the retaining rings and cooler
lines from the quick connect fittings located on the radiator and/or the
transmission.
1. Pull the plastic cap back from the quick connect fitting and down along the cooler line about 5 cm (2 in).
2. Using a bent-tip screwdriver, pull on one of the open ends of the retaining ring in order to rotate the
retaining ring around the quick connect fitting until the retaining ring is out of position and can be
completely removed.
3. Remove the retaining ring from the quick connect fitting.
4. Discard the retaining ring.
Fig. 313: Removing Retaining Ring From Quick Connect Fitting
5. Pull the cooler line straight out from the quick connect fitting.
Fig. 314: Pulling Cooler Line Out From Quick Connect Fitting
IMPORTANT:
Do not reuse any of the existing oil lines or oil line fittings if there is
excessive corrosion.
Do not reuse any of the existing retaining rings that were removed from
the existing quick connect fittings. Install new retaining rings.
Ensure the following procedures are performed when installing the new
retaining rings onto the fittings.
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1. Install a new retaining ring into the quick connect fitting using the following procedure:
2. Hook one of the open ends of the retaining ring in one of the slots in the quick connect fitting.
Fig. 315: Installing Retaining Ring Into Quick Connect Fitting
3. Rotate the retaining ring around the fitting until the retaining ring is positioned with all three ears through
the three slots on the fitting.
Fig. 316: Rotating Retaining Ring Around Fitting
4. Do not install the new retaining ring onto the fitting by pushing the retaining ring.
Fig. 317: View Of Improper Installation Of Retaining Ring
5. Ensure that the three retaining ring ears are seen from inside the fitting and that the retaining ring moves
freely in the fitting slots.
Fig. 318: Verifying Retaining Ring Moves Freely In Fitting Slots
6. Install the cooler line into the quick connect fitting.
7. Insert the cooler line end into the quick connect fitting until a click is either heard or felt.
Fig. 319: Installing Cooler Line Into Quick Connect Fitting
8. Do not use the plastic cap on the cooler line in order to install the cooler line into the fitting.
9. Pull back sharply on the cooler line in order to ensure that the cooler line is fastened into the quick
connect fitting.
Fig. 320: Installing Cooler Line Into Fitting
IMPORTANT: Do not manually depress the retaining clip when installing the plastic cap.
10. Position (snap) the plastic cap onto the fitting. Do not manually depress the retaining ring when installing
the plastic cap onto the quick connect fitting.
11. Ensure that the plastic cap is fully seated against the fitting.
Fig. 321: Installing Plastic Cap Onto Quick Connect Fitting
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12. Ensure that no gap is present between the cap and the fitting.
Fig. 322: Ensuring No Gap Is Present Between Cap & Fitting
13. Ensure that the yellow identification band on the tube is hidden within the quick connect fitting.
Fig. 323: Verifying Yellow Identification Band On Tube Is Hidden Within Quick Connect Fitting
14. A hidden yellow identification band indicates proper joint seating.
15. Fill the transmission to the proper level with DEXRON(R) III transmission fluid. Refer to
TRANSMISSION FLUID CHECKING PROCEDURE .
Fig. 324: View Of Hidden Yellow Identification Band
FORWARD SERVO REPLACEMENT
Removal Procedure

2. Remove the forward servo cover bolts, cover, and gasket.
3. Remove the following parts:
3.1. Forward servo piston pin (5)
3.2. O-ring seal (4)
3.4. Retainer (2)
3.5. Piston spring (1)
Fig. 325: Forward Servo Piston, Pin, O-Ring Seal, Retainer & Piston Spring
1. Install the following parts:

z Piston spring (1)
z Retainer (2)
z Servo piston (3)
z O-ring seal (4)
z Forward servo piston pin (5)
NOTE:
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2. Install the forward servo gasket, cover, and bolts.

Tighten
Fig. 326: Forward Servo Piston, Pin, O-Ring Seal, Retainer & Piston Spring
TRANSMISSION FLUID COOLER HOSE/PIPE REPLACEMENT
Removal Procedure
1. Remove the grille assembly. Refer to GRILLE REPLACEMENT (OLD STYLE) or GRILLE
CHEVROLET) .
2. Remove the transmission fluid cooler hose from the Auxiliary oil cooler. Refer to Transmission Oil
Cooler Line Quick Connect Fitting
Fig. 327: Removing Transmission Fluid Cooler Hose From Auxiliary Oil Cooler
3. Remove the transmission fluid cooler hose from the radiator. Refer to Transmission Oil Cooler Line
Quick Connect Fitting
Fig. 328: Removing Transmission Fluid Cooler Hose
5. Remove the engine protection shield. Refer to Engine Protection Shield Replacement in Frame and
Underbody.
6. Remove the transmission fluid cooler hoses from the transmission. Refer to Transmission Oil Cooler
Line Quick Connect Fitting
7. Remove the transmission fluid cooler hoses from the retainer on the engine.
8. Remove the transmission fluid cooler hoses from the vehicle.
Fig. 329: Removing Transmission Fluid Cooler Hoses
1. Install the transmission fluid cooler hoses to the vehicle.

2. Install the transmission fluid cooler hoses to the transmission. Refer to Transmission Oil Cooler Line
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Quick Connect Fitting

3. Install the transmission fluid cooler hoses to the retainer on the engine.
4. Install the engine protection shield. Refer to Engine Protection Shield Replacement in Frame and
Underbody.
Fig. 330: Installing Transmission Fluid Cooler Hoses
6. Install the transmission fluid cooler hose to the radiator. Refer to Transmission Oil Cooler Line Quick
Connect Fitting
Fig. 331: Installing Transmission Fluid Cooler Hose
7. Install the transmission fluid cooler hose from the Auxiliary oil cooler. Refer to Transmission Oil Cooler
8. Install the grille assembly. Refer to GRILLE REPLACEMENT (OLD STYLE) or GRILLE
CHEVROLET) .
Fig. 332: Installing Transmission Fluid Cooler Hose From Auxiliary Oil Cooler
TRANSMISSION FLUID AUXILIARY COOLER REPLACEMENT
Removal Procedure
1. Remove the grille assembly. Refer to GRILLE REPLACEMENT (OLD STYLE) or GRILLE
CHEVROLET) .
2. Remove the transmission fluid cooler hoses from the auxiliary cooler. Refer to Transmission Oil Cooler
3. Remove the auxiliary oil cooler bolts (1).
4. Remove the auxiliary oil cooler push pins (2).
5. Remove the auxiliary oil cooler from the vehicle.
Fig. 333: Removing Auxiliary Oil Cooler, Bolts & Push Pins
1. Install the auxiliary oil cooler to the vehicle.
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NOTE:
2. Install the bolts (1) to the radiator brace.

Tighten
3. Install the push pins (2) to the radiator brace.
4. Connect the transmission oil cooler lines to the auxiliary cooler. Refer to Transmission Oil Cooler Line
5. Install the grille assembly. Refer to GRILLE REPLACEMENT (OLD STYLE) or GRILLE
CHEVROLET) .
Fig. 334: Installing Auxiliary Oil Cooler, Bolts & Push Pins
VENT HOSE
Removal Procedure
1. Remove the vent hose clip.

2. Remove the vent hose from the transmission vent.
Fig. 335: Removing Vent Hose
1. Install the vent hose to the transmission.

2. Install the vent hose to the clip.
NOTE:
3. Install the bolt and the clamp.

Tighten
Fig. 336: Installing Vent Hose
MANUAL SHIFT SHAFT SEAL REPLACEMENT
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Tools Required
z
z
J 43911 Selector Shaft Seal Remover

J 43909 Selector Shaft Seal Installer
Removal Procedure
1. Remove the park/neutral position (PNP) switch. Refer to PARK/NEUTRAL POSITION SWITCH
REPLACEMENT .
2. Ensure that the jackscrew for J 43911 is backed off and will not interfere with installation of the removal
tool. Slide the seal remover tool over the selector shaft (2) with the threaded end of the tool towards the
seal.
Fig. 337: Sliding Seal Remover Tool Over Selector Shaft
3. Rotate the J 43911 so that the threads on the end of the tool engage the steel shell (1) of the seal. Use a
wrench to be sure that the removal tool is firmly attached to the seal shell.
4. Rotate the jackscrew in the clockwise direction to remove the seal from the bore. Discard the seal that
was removed.
1. Carefully slide a new selector shaft seal (1) over the selector shaft (2) with the wide face of the steel case
facing outward. Position the seal so that it is starting to enter the seal bore.
2. Using J 43909, remove the inner sleeve so that the tool will slide over the selector shaft.
3. Slide the J 43909 into position so that the end of the tool contacts the seal being installed. Use a mallet to
strike the J 43909 and drive the new seal into the seal bore until it is seated at the bottom of the bore.
4. Install the PNP switch. Refer to PARK/NEUTRAL POSITION SWITCH REPLACEMENT .
5. Fill the transmission to the proper level with DEXRON(R) III transmission fluid. Refer to
TRANSMISSION FLUID CHECKING PROCEDURE .
Fig. 338: Installing Main Shift Shaft Seal
VALVE BODY AND PRESSURE SWITCH REPLACEMENT
Tools Required
z
z
J 25025-5 Valve Body Align Pin

J 36850 Transjel(R)
Removal Procedure
1. Ensure that removal of the valve body is necessary before proceeding.

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IMPORTANT: The following components can be serviced without removing the valve
body:
The 2-3 solenoid (1)
z The internal wiring harness (2)
z The transmission fluid temperature sensor (4)
z The torque converter clutch pulse width modulation (TCC PWM) solenoid (7)
2. Remove the fluid level indicator.
z
Fig. 339: Removing Transmission Fluid Temperature Sensor & Components

4. Disconnect the internal wire harness from the transmission fluid pressure (TFP) manual valve position
switch.
IMPORTANT: Use care not to loose the 5 O-rings that are located between the TFP
manual valve position switch and the valve body.
5. Remove the valve body bolts (1) that retain the (TFP) manual valve position switch (2).
6. Remove the TFP manual valve position switch.
7. Disconnect the internal wiring harness electrical connectors from the remaining valve body electrical
components.
Fig. 340: Valve Body Bolts & Manual Valve Position Switch
8. Remove the lube oil pipe bolt (6) and retainer (7).
9. Remove the lube oil pipe (5).
10. Remove the manual shaft detent spring bolt and spring (3).
IMPORTANT: Keep the control valve body level when lowering it from the vehicle. This
will prevent the loss of checkballs located in the valve body passages.
11. Remove the remaining valve body bolts.
12. Carefully lower the valve body from the transmission. Use care not to drop the manual shaft valve.
13. Remove the valve body (2) which includes the following:
z The accumulator housing (1)
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z
z
The valve body to the spacer plate gasket

The spacer plate
Fig. 341: Removing Valve Body
14. Remove the manual valve (1) from the valve body.
15. Inspect the manual valve for nicks and burrs.
Fig. 342: Removing Manual Valve From Valve Body
16. Remove the spacer plate to case gasket (2) from the case. The gasket may stick to the spacer plate.
17. Remove the PWM screen (1) from the case passage.
Fig. 343: Removing PWM Screen
18. Remove the manual 2-1 band servo (1).
19. Remove the servo piston cushion spring (2).
Fig. 344: Removing Manual 2-1 Band Servo & Piston Cushion Spring
20. Remove the manual 2-1 band servo piston pin retainer ring (4).
21. Remove the manual 2-1 band servo piston pin (1).
22. Remove the manual 2-1 band servo piston seal (2).
Fig. 345: Manual 2-1 Band Servo Piston Pin Retainer Ring, Pin & Seal
IMPORTANT: Do not use a magnet in order to remove the checkballs. Using a magnet to
remove the checkballs may magnetize the checkballs, causing metal
particles to stick.
23. Remove the eight checkballs (nine checkballs for some models).
Fig. 346: Removing Eight Checkballs
1. Install the 8 checkballs (9 checkballs for some models) into the valve body.
z The checkball marked as number 2, is used on RCP, RDP, ZJP and ZLP models only
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To hold the checkballs in place, use the J 36850.

2. Install the PWM screen into the valve body.
z
Fig. 347: Installing PWM Screen Into Valve Body

3. Install the new manual 2-1 band servo piston seal (2) onto the manual 2-1 band servo piston (3).
4. Install the manual 2-1 band servo piston pin (1) into the manual 2-1 band servo piston (3).
5. Install the manual 2-1 band servo piston pin retainer ring (4).
Fig. 348: Manual 2-1 Band Servo Piston Seal, Pin & Retainer Ring
6. Install the manual 2-1 band servo piston cushion spring (2).
IMPORTANT: Make certain that the tapered end of the manual 2-1 band servo piston pin
contacts the manual 2-1 band.
7. Install the manual 2-1 band servo piston (1).
Fig. 349: Installing Manual 2-1 Band Servo Piston
8. Install the manual valve (1) into the valve body.
Fig. 350: Installing Manual Valve Into Valve Body
9. To aid in alignment and assembly, install J 25025-5.
10. Install the valve body gasket (6).
11. Install the valve body (5). Attach the manual valve to the detent lever while installing the valve body.
Fig. 351: Installing Valve Body & Gasket
12. Install the transmission fluid pressure manual valve position switch (2).
13. Install the transmission fluid pressure manual valve position switch bolts (1) finger tight.
Fig. 352: Installing Transmission Fluid Pressure Manual Valve Position Switch & Bolts
14. Tighten the bolts in the order shown.
Tighten
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15. Remove J 25025-5.
Fig. 353: Identifying Bolts Tightening Sequence
16.
17.
18.
19.
20.
Install the manual shaft detent roller and spring (3) and bolts.
Install the 2 wiring harness clips (1) and bolts (2).
Install the wiring harness clip (1) and bolts (2).
Install the lube oil pipe (5) with the short end into the valve body.
Install the lube oil pipe retainer (7) and the bolt (6).
Fig. 354: Installing Lube Oil Pipe Retainer & Bolt
NOTE:
21. Install the valve body bolts and tighten in the order shown.
Tighten
22. Install the remaining valve body bolts.
Tighten
23. Connect the internal wiring harness to the valve body electrical components.
Fig. 355: Identifying Valve Body Bolts Tightening Sequence
TRANSMISSION EXTENSION HOUSING REAR OIL SEAL REPLACEMENT
Tools Required
z
z
z
z
J 41505 Output Shaft Seal Installer

J 6125-1B Slide Hammer
J 23129 Universal Seal Remover
J 36850 Transmission Assembly Lubricant
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Removal Procedure

2. Place a drain pan under the vehicle.
3. Remove the propeller shaft. Refer to PROPELLER SHAFT REPLACEMENT - ONE PIECE or
4. Using the J 6125-1B (1) and the J 23129 (2), remove the output shaft seal (3) from the extension housing
(4).
5. Inspect the case extension housing for damage. Replace the extension housing if necessary. Refer to
Transmission Extension Housing Assembly Replacement .
Fig. 356: Removing Output Shaft Seal From Extension Housing
1.
2.
3.
4.
Lubricate the inside diameter of the new seal with J 36850.

Use the J 41505 (1) with a soft faced mallet to install the seal (2).
Install the seal (2) to the extension housing (3).
Install the propeller shaft. Refer to PROPELLER SHAFT REPLACEMENT - ONE PIECE or
5. Remove the drain pan and lower the vehicle.
Fig. 357: Installing Output Shaft Seal
TRANSMISSION EXTENSION HOUSING ASSEMBLY REPLACEMENT
Removal Procedure
1.
2.
3.
4.
5.
6.
7.
8.
Remove the propeller shaft. Refer to PROPELLER SHAFT REPLACEMENT - ONE PIECE or
Remove the transmission support and the transmission mount. Refer to Transmission Mount
Replacement .
Remove the case extension bolts (3).
Remove the case extension (1).
Remove and discard the case extension O ring seal (2).
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Fig. 358: Removing Case Extension & Bolts

1. Install a new case extension O ring seal (2).

2. Install the case extension (1).
NOTE:
3. Install the case extension bolts (3).

Tighten
Tighten the bolts (3) to 34 N.m (25 lb ft).
4. Install the transmission support and the transmission mount. Refer to Transmission Mount
Replacement .
5. Install the propeller shaft. Refer to PROPELLER SHAFT REPLACEMENT - ONE PIECE or
6. Remove the drain pan and the transmission jack.
Fig. 359: Installing Case Extension & Bolts
TRANSMISSION MOUNT REPLACEMENT
Removal Procedure
1. Raise and support the vehicle. Refer to LIFTING AND JACKING THE VEHICLE .
3. Remove the transmission mount to the transmission support retaining nut or nuts.
Fig. 360: Removing Transmission Mount Nut
4.
5.
6.
7.
Raise the transmission to take the weight off of the mount.

Remove the transmission mount to the transmission or transfer case adapter mounting bolts (1).
Raise the transmission just enough to remove the transmission mount.
Remove the transmission mount from the vehicle.
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Fig. 361: Removing Transfer Case Adapter Mounting Bolts

1. Install the transmission mount to the vehicle.

NOTE:
2. Install the transmission mount to the transmission or transfer case adapter mounting bolts (1).
Tighten
Fig. 362: Installing Transfer Case Adapter Mounting Bolts
3. Lower the transmission.
4. Install the transmission mount to the transmission support retaining nut or nuts.
Tighten
Tighten the nut or nuts to 40 N.m (30 lb ft).
Fig. 363: Installing Transmission Mount Nut
TRANSMISSION REPLACEMENT
Tools Required
J 21366 Converter Holding Strap
Removal Procedure

2. Drain the transmission fluid. Refer to Automatic Transmission Fluid/Filter Replacement .
3. Remove the rear propeller shaft. Refer to PROPELLER SHAFT REPLACEMENT - ONE PIECE or
4. Support the transmission with a suitable jack.
5. Remove the transmission support. Refer to Transmission Support Replacement in Frame and Underbody.
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6. Remove the exhaust manifold pipe.

7. Remove the transmission mount. Refer to Transmission Mount Replacement .
Fig. 364: Removing Transmission Mount
8. Remove the transfer case, if equipped. Refer to TRANSFER CASE ASSEMBLY REPLACEMENT
for NVG 149-NP or TRANSFER CASE ASSEMBLY REPLACEMENT for NVG 236/246-NP8.
9. Remove the range selecter cable from the transmission range selecter lever ball stud and bracket. Refer to
10. Disconnect the electrical harness from the park/neutral position switch, the input speed sensor, and the
output speed sensor.
11. Disconnect the wire harness from the wire loom on the left side of the transmission.
12. Cut the tie strap to separate the vent hose from the wiring harness.
Fig. 365: Disconnecting Wire Harness From Wire Loom
13. Remove the flywheel inspection cover.
14. Mark the torque converter to flywheel orientation.
15. Remove the torque converter bolts.
Fig. 366: Removing Torque Converter & Bolts
16. Remove the transmission heat shield.
Fig. 367: Removing Transmission Heat Shield
17. Disconnect the transmission oil cooler lines from the transmission. Refer to Transmission Oil Cooler
18. Plug the transmission oil cooler line connectors in the transmission case.
Fig. 368: Plugging Transmission Oil Cooler Line Connectors In Transmission Case
19. Remove the stud and the bolt on the right side securing the transmission to the engine.
Fig. 369: Removing Stud & Bolt
20. Remove the remaining six studs and the one bolt securing the transmission to the engine.
21. Install the J 21366 onto the transmission bell housing to retain the torque converter.
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22. Pull the transmission straight back.

23. Remove the transmission from the vehicle.
Fig. 370: Removing Studs & Bolt Securing Transmission To Engine
1. Install the J 21366 onto the transmission bell housing to retain the torque converter.
2. Raise the transmission into place and remove the J 21366 from the transmission.
3. Slide the transmission straight onto the locating pins while lining up the marks on the flywheel and the
torque converter. The torque converter must rotate freely by hand.
NOTE:
4. Install studs and bolt securing the transmission to the engine.

Tighten
Tighten the studs and the bolt to 50 N.m (37 lb ft).
Fig. 371: Installing Studs & Bolt Securing Transmission To Engine
5. Install the stud and bolt on the right side securing the transmission to the engine.
Tighten
Tighten the stud and the bolt to 50 N.m (37 lb ft).
Fig. 372: Installing Stud & Bolt
6. Line up the marks made during removal and install the flywheel to torque converter bolts.
Tighten
7. Install the torque converter cover to the transmission.
8. Install the bolts securing the torque converter cover.
Tighten
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Fig. 373: Installing Torque Converter Cover To Transmission

9. Install the vent hose to the wiring harness using a new tie strap.
10. Connect the wiring harness to the wiring loom on the left side of the transmission.
11. Connect the electrical harness to the park/neutral position switch, the input speed sensor, and the output
speed sensor.
12. Install the range selecter cable to the transmission range selecter lever ball stud and bracket. Refer to
Fig. 374: Connecting Wiring Harness To Wiring Loom On Left Side Of Transmission
13. Install the transfer case, if equipped. Refer to TRANSFER CASE ASSEMBLY REPLACEMENT for
NVG 149-NP or TRANSFER CASE ASSEMBLY REPLACEMENT for NVG 236/246-NP8.
14. Install the transmission mount. Refer to Transmission Mount Replacement .
15. Install the exhaust manifold pipe.
16. Install the transmission support. Refer to Transmission Support Replacement in Frame and Underbody.
18. Install the rear propeller shaft. Refer to PROPELLER SHAFT REPLACEMENT - ONE PIECE or
Fig. 375: Installing Transmission Mount
19. Flush the transmission oil cooler and lines at this time. Refer to Automatic Transmission Oil Cooler
Flushing And Flow Test .
20. Connect the transmission oil cooler lines to the transmission. Refer to Transmission Oil Cooler Line
Fig. 376: Connecting Transmission Oil Cooler Lines To Transmission
21. Install the transmission heat shield.
22. Install the bolts securing the heat shield to the transmission.
Tighten
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Fig. 377: Installing Transmission Heat Shield & Bolts

DESCRIPTION AND OPERATION

TRANSMISSION GENERAL INFORMATION
How to Use This Section
This section provides the following information:

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General diagnosis information on transmissions

Procedures for diagnosing the Hydra-Matic(R) transmission
When you diagnose any condition of the Hydra-Matic(R) transmission, begin with Diagnostic Starting
Point. This procedure indicates the proper path of diagnosing the transmission by describing the basic
checks. This procedure will then refer you to the locations of specific checks. After you have determined
the cause of a condition, refer to Repair Instructions for repair procedures. If the faulty component is not
serviceable without removing the transmission from the vehicle, refer to Unit Repair for repair
information.
Basic Knowledge
NOTE:
Do not, under any circumstances, attempt to diagnose a powertrain condition

without basic knowledge of this powertrain. If you perform diagnostic
procedures without this basic knowledge, you may incorrectly diagnose the
condition or damage the powertrain components.
You must be familiar with some basic electronics in order to use this section of the service manual. You should
also be able to use the following special tools:
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A Digital Multimeter (DMM)

A circuit tester
Jumper wires or leads
A line pressure gauge set
Diagnosis
NOTE:
If you probe a wire with a sharp instrument and do not properly seal the wire
afterward, the wire corrodes and an open circuit results.
Diagnostic test probes are now available that allow you to probe individual wires without leaving the wire open
to the environment. These probe devices are inexpensive and easy to install, and they permanently seal the wire
from corrosion.
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TRANSMISSION IDENTIFICATION INFORMATION

Fig. 378: Transmission Identification Information
DEFINITIONS AND ABBREVIATIONS
Throttle Positions
Engine Braking: A condition where the engine is used to slow the vehicle by manually downshifting during a
zero throttle coastdown.
Full Throttle Detent Downshift: A quick apply of the accelerator pedal to its full travel, forcing a downshift.
Heavy Throttle: Approximately 3/4 of accelerator pedal travel, 75 percent throttle position.
Light Throttle: Approximately 1/4 of accelerator pedal travel, 25 percent throttle position.
Medium Throttle: Approximately 1/2 of accelerator pedal travel, 50 percent throttle position.
Minimum Throttle: The least amount of throttle opening required for an upshift.
Wide Open Throttle (WOT): Full travel of the accelerator pedal, 100 percent throttle position.
Zero Throttle Coastdown: A full release of the accelerator pedal while the vehicle is in motion and in drive
range.
Shift Condition Definitions
Bump: A sudden and forceful apply of a clutch or a band.

Chuggle: A bucking or jerking. This condition may be most noticeable when the converter clutch is engaged. It
is similar to the feel of towing a trailer.
Delayed: A condition where a shift is expected but does not occur for a period of time. This could be described
as a clutch or band engagement that does not occur as quickly as expected during a part throttle or wide open
throttle apply of the accelerator, or during manual downshifting to a lower range. This term is also defined as
LATE or EXTENDED.
Double Bump-Double Feel: Two sudden and forceful applies of a clutch or a band.
Early: A condition where the shift occurs before the car has reached proper speed. This condition tends to labor
the engine after the upshift.
End Bump: A firmer feel at the end of a shift than at the start of the shift. This is also defined as END FEEL or
SLIP BUMP.
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Firm: A noticeably quick apply of a clutch or band that is considered normal with a medium to heavy throttle.
This apply should not be confused with HARSH or ROUGH.
Flare: A quick increase in engine RPM along with a momentary loss of torque. This most generally occurs
during a shift. This condition is also defined as SLIPPING.
Harsh-Rough: A more noticeable apply of a clutch or band than FIRM. This condition is considered
undesirable at any throttle position.
Hunting: A repeating quick series of upshifts and downshifts that causes a noticeable change in engine RPM,
such as a 4-3-4 shift pattern. This condition is also defined as BUSYNESS.
Initial Feel: A distinctly firmer feel at the start of a shift than at the finish of the shift.
Late: A shift that occurs when the engine RPM is higher than normal for a given amount of throttle.
Shudder: A repeating jerking condition similar to CHUGGLE but more severe and rapid. This condition may
be most noticeable during certain ranges of vehicle speed.
Slipping: A noticeable increase in engine RPM without a vehicle speed increase. A slip usually occurs during
or after initial clutch or band apply.
Soft: A slow, almost unnoticeable clutch or band apply with very little shift feel.
Surge: A repeating engine related condition of acceleration and deceleration that is less intense than
CHUGGLE.
Tie-Up: A condition where two opposing clutch and/or bands are attempting to apply at the same time causing
the engine to labor with a noticeable loss of engine RPM.
Noise Conditions
Drive Link Noise: A whine or growl that increases or fades with vehicle speed, and is most noticeable under a
light throttle acceleration. It may also be noticeable in PARK or NEUTRAL operating ranges with the vehicle
stationary.
Final Drive Noise: A hum related to vehicle speed which is most noticeable under a light throttle acceleration.
Planetary Gear Noise: A whine related to vehicle speed, which is most noticeable in FIRST gear, SECOND
gear, FOURTH gear or REVERSE. The condition may become less noticeable, or go away, after an upshift.
Pump Noise: A high pitched whine that increases in intensity with engine RPM. This condition may also be
noticeable in all operating ranges with the vehicle stationary or moving.
Torque Converter Noise: A whine usually noticed when a vehicle is stopped, and the transmission is in
DRIVE or REVERSE. The noise will increase with engine RPM.
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Transmission Abbreviations
A/C: Air Conditioning

AC: Alternating Current
AT: Automatic Transmission
CCDIC: Climate Control Driver Information Center
DC: Direct Current
DIC: Driver Information Center
DLC: Diagnostic Link Connector
DMM: Digital Multimeter
DTC: Diagnostic Trouble Code
EBTCM: Electronic Brake/Traction Control Module
ECCC: Electronically-Controlled Capacity Clutch
ECT: Engine Coolant Temperature
EMI: Electromagnetic Interference
IAT: Intake Air Temperature
IGN: Ignition
IMS: Internal Mode Switch
ISS: Input Speed Sensor
MAP: Manifold Absolute Pressure
MIL: Malfunction Indicator Lamp
NC: Normally Closed
NO: Normally Open
OBD: On Board Diagnostic
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OSS: Output Speed Sensor

PC: Pressure Control
PCM: Powertrain Control Module
PWM: Pulse Width Modulation
RPM: Revolutions Per Minute
SS: Shift Solenoid
STL: Service Transmission Lamp
TAP: Transmission Adaptive Pressure
TCC: Torque Converter Clutch
TCM: Transmission Control Module
TFP: Transmission Fluid Pressure
TFT: Transmission Fluid Temperature
TP: Throttle Position
TV: Throttle Valve
VCM: Vehicle Control Module
VSS: Vehicle Speed Sensor
WOT: Wide Open Throttle
TRANSMISSION GENERAL DESCRIPTION
The 4L80-E is a fully automatic rear wheel drive electronically controlled transmission. The 4L80-E provides
four forward ranges including overdrive and reverse. A gear type of oil pump controls shift points. The PCM
and the pressure control (PC) solenoid (force motor) regulate these shift points. The PCM also controls shift
schedules and TCC apply rates. Transmission temperature also influences shift schedules and TCC apply rates.
You can operate the transmission in any one of the following seven modes:
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P-PARK position prevents the vehicle from rolling either forward or backward on vehicles less than
15,000 G.V.W. For safety reasons, use the parking brake in addition to the park position.
R-REVERSE allows the vehicle to be operated in a rearward direction.
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N-NEUTRAL allows the engine to be started and operated while driving the vehicle. If necessary, you
may select this position in order to restart the engine with the vehicle moving.
OD-OVERDRIVE is used for all normal driving conditions. Overdrive provides four gear ratios plus a
converter clutch operation. Depress the accelerator in order to downshift for safe passing.
D-DRIVE position is used for city traffic, and hilly terrain. Drive provides three gear ranges. Depress the
accelerator in order to downshift.
2 - Manual SECOND provides acceleration and engine braking or greater traction from a stop. When you
choose manual SECOND, the vehicle will start out in first gear and upshift to second gear. You may
select this gear at a vehicle speed of up to 22 km/h (35 mph).
1 - Manual LOW provides maximum engine braking. You may select this gear at a vehicle speed of up to
13 km/h (20 mph).
TRANSMISSION COMPONENT AND SYSTEM DESCRIPTION

The mechanical components of this unit are as follows:
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A torque converter with a torque converter clutch (TCC)

A gear type oil pump
Five multiple disk clutches
Two band assemblies
Three planetary gear sets
One sprag clutch
Two roller clutches
A control valve body assembly
The electrical components of this unit are as follows:
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Two shift solenoid valves, 1-2 and 2-3

A torque converter clutch (TCC) solenoid valve
A transmission pressure control (PC) solenoid valve
An automatic transmission fluid temperature (TFT) sensor
An automatic transmission fluid pressure (TFP) manual valve position switch assembly
An output speed sensor (OSS)
An input speed sensor (ISS)
For more information refer to Electronic Component Description .
TRANSMISSION ADAPTIVE FUNCTIONS

The 4L80-E transmission uses a line pressure control system that has the ability to adapt line pressure to
compensate for normal wear of the following parts:
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The clutch fiber plates

The springs and seals
The apply bands
This adaptive feature is similar to the fuel and idle control systems, where the PCM has the ability to
learn and adjust for monitored system changes.
The PCM maintains information for the following transmission adaptive systems:
1-2, 2-3, 3-4 Upshift Adapts-The PCM monitors the automatic transmission input shaft speed sensor (AT
ISS) and the output speed sensor (OSS), to determine when the transmission has started, and completed
an upshift. The PCM looks at the time from the beginning, until the completion of the upshift. If the time
of the upshift was longer than a calibrated value, then the PCM adjusts the current to the transmission
pressure control (PC) solenoid to increase line pressure for the next, same, upshift under identical
conditions. If the time of the upshift was shorter than a calibrated value, then the PCM adjusts the current,
to the transmission PC solenoid, to decrease line pressure for the next, same, upshift under identical
conditions.
Clearing Transmission Adaptive Pressure (TAP)
Transmission adaptive pressure (TAP) information is displayed and may be reset using a scan tool. The adapt
function is a feature of the PCM that either adds or subtracts line pressure from a calibrated base line pressure in
order to compensate for normal transmission wear. The TAP information is divided into 13 units, called cells.
The cells are numbered 4 through 16. Each cell represents a given torque range. TAP cell 4 is the lowest
adaptable torque range and TAP cell 16 is the highest adaptable torque range. It is normal for TAP cell values to
display zero or negative numbers. This indicates that the PCM has adjusted line pressure at or below the
calibrated base line pressure.
Updating TAP information is a learning function of the PCM designed to maintain acceptable shift times. It is
not recommended that TAP information be reset unless one of the following repairs has been made:
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Transmission overhaul or replacement

Repair or replacement of an apply or release component, such as the clutch, band, piston, or servo.
Repair or replacement of a component or assembly which directly affects line pressure Resetting the TAP
values, using a scan tool, will erase all learned values in all cells. As a result, the PCM will need to
relearn TAP values. Transmission performance may be affected as new TAPs are learned. Learning can
only take place when the PCM has determined that an acceptable shift has occurred. The PCM must also
relearn TAP values if it is replaced.
TRANSMISSION INDICATORS AND MESSAGES

The following transmission-related indicators and messages may be displayed on the Instrument Panel Cluster
(IPC). For a complete listing and description of all vehicle indicators and messages, refer to
INDICATOR/WARNING MESSAGE DESCRIPTION AND OPERATION .
4WD: This indicator illuminates when the PCM detects that 4WD has been requested.
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Tow/Haul: This indicator illuminates when the PCM detects that tow/haul mode has been requested.
"Trans Fluid Hot": This message is displayed when the PCM detects a transmission fluid temperature (TFT)
equal to or greater than 130C (266F) for 5 seconds.
"Trans Hot...Idle Engine": This message is displayed when the PCM detects a transmission fluid temperature
(TFT) equal to or greater than 135C (275F).
Torque Converter Clutch Solenoid Valve
Fig. 379: Torque Converter Clutch Solenoid Valve

The PCM energizes the torque converter clutch pulse width modulated (TCC PWM) solenoid valve, which is
located on the transmission valve body. The TCC PWM solenoid valve acts on the TCC apply valve in order to
control the torque converter clutch application.
The TCC PWM solenoid valve is pulse width modulated by the PCM. This means that the PCM pulses the
solenoid so that the hydraulic pressure against the torque converter clutch modulates. This modulated pressure
allows the TCC to slip slightly, thus keeping the TCC balanced just at the point of engagement.
One diagnostic code is associated with the TCC PWM solenoid valve Code P1860, TCC solenoid circuitelectrical, detects a fault in the TCC circuit. While Code P1860 is set, both fourth gear in hot mode and the TCC
are inhibited. Shift adapts do not update and the MIL illuminates. Recovery can occur on the next ignition
cycle.
Transmission Pressure Control Solenoid Valve-Force Motor
Fig. 380: Transmission Pressure Control Solenoid Valve-Force Motor

The pressure control (PC) solenoid valve is attached to the valve body. The valve controls line pressure by
moving a pressure regulator valve against spring pressure. The PC solenoid valve takes the place of the throttle
valve or the vacuum modulator, which was used on past model transmissions.
The PCM varies line pressure based on engine load. Engine load is calculated from various inputs, especially
the TP sensor switch. Line pressure is actually varied by changing the amperage applied to the PC solenoid
valve from 0 amps, high pressure, to 1.1 amps, low pressure. The PC solenoid valve current is periodically
pulsed in order to prevent contamination from sticking the pressure regulator valve.
One diagnostic code is associated with the PC solenoid valve. Code P0748 sets when the PCM detects a
difference of 0.16 amp or more between the amperage commanded and actual amperage. While the code is set,
the PC solenoid valve turns OFF. Recovery can occur after the next ignition cycle. Code P0748 does not sense a
hydraulic problem such as a stuck valve.
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1-2 Shift Solenoid Valve
Fig. 381: 1-2 Shift Solenoid Valve

The 1-2 shift solenoid (SS) valve is a normally open exhaust valve that is attached to the valve body. The PCM
controls the solenoid by grounding the solenoid through an internal quad driver. The 1-2 SS valve is ON in
FIRST and FOURTH gear. When commanded ON, the 1-2 SS valve redirects fluid to act on the 1-2 shift valve.
There are two PCM related diagnostic trouble codes (DTCs) associated with the 1-2 SS valve: P0751 and
P0753.
The PCM monitors the 1-2 SS circuit for an open or short to ground condition. If the PCM detects an open or
short to ground condition, then DTC P0753 sets. If the PCM detects an incorrect gear ratio, then DTC P0751
sets. When DTC P0753 or P0751 sets, the PCM commands maximum line pressure, freezes shift adapts from
being updated, and inhibits 3-2 downshifts.
2-3 Shift Solenoid Valve
Fig. 382: 2-3 Shift Solenoid Valve

The 2-3 shift solenoid (SS) valve is a normally open exhaust valve that is attached to the valve body. The PCM
controls the solenoid by grounding the solenoid through an internal quad driver. The 2-3 SS valve is ON in
THIRD and FOURTH gear. When commanded ON, the 2-3 SS valve redirects fluid to act on the 2-3 shift
valve.
There are two PCM related diagnostic trouble codes (DTCs) associated with the 2-3 SS valve: P0756 and
P0758.
The PCM monitors the 2-3 SS circuit for an open or short to ground condition. If the PCM detects an open or
short to ground condition, then DTC P0758 sets. If the PCM detects an incorrect gear ratio, then DTC P0756
sets. When DTC P0758 or P0756 sets, the PCM commands maximum line pressure, freezes shift adapts from
being updated, and inhibits 3-2 downshifts.
Automatic Transmission Fluid Pressure Manual Valve Position Switch Assembly
Fig. 383: Automatic Transmission Fluid Pressure Manual Valve Position Switch Assembly
A gear range sensing device call an automatic transmission fluid pressure (TFP) manual valve position switch
assembly is used by the PCM in order to sense which gear range has been selected by the vehicle operator. The
TFP manual valve position switch assembly is located on the valve body, and consists of five pressure switches
combined into one unit. The PCM applies system voltage to the TFP manual valve position switch assembly on
three separate wires. These three circuits are either grounded or open, depending on which gear range has been
selected, and on which combination of the five switches gave pressure applied to them.
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When the vehicle is in PARK, with the key ON and the engine OFF, the normal state of the TFP manual valve
position switch assembly will be DRIVE 2. When the key is ON and the engine is running, the normal state of
the TFP manual valve position switch assembly is in PARK/NEUTRAL.
There are two possible combinations of the switches within the pressure switch manifold that do not represent
an actual gear range. If the PCM detects either of these combinations, then a diagnostic trouble code (DTC)
sets.
The PCM TFP DTC P1810 sets when the TFP switch indicates the following:
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An illegal gear range

DRIVE4, DRIVE2 or REVERSE position before and after start-up
PARK/NEUTRAL with a ratio greater than 1.05
REVERSE with ratio indicating outside of REVERSE
DRIVE4, DRIVE3, DRIVE2 or DRIVE1 with ratio indicating REVERSE
While DTC P1810 is present, the PCM assumes DRIVE4 for shift pattern, sets line pressure to maximum,
freezes shift adapts, and forces TCC ON with 4th gear commanded.
Oil Pressure and Circuit Combination Table
Fig. 384: Oil Pressure & Circuit Combination Table

Automatic Transmission Input Shaft Speed,Output Shaft Speed Sensors
Fig. 385: Automatic Transmission Input Shaft Speed

Both of the automatic transmission input shaft speed (AT ISS) and the automatic transmission output shaft
speed (AT OSS) sensors are magnetic induction sensors. The input and the output sensors are accessible from
the left hand side of the transmission. The AT ISS sensor is located just forward of center and the AT OSS
sensor is located near the rear. A voltage signal is induced in the AT ISS sensor by serrations, which are cut in
the outside diameter of the forward clutch housing. Voltage is induced in the output sensor by gear teeth, which
are pressed on the outside diameter of the rear carrier assembly.
Fig. 386: Output Shaft Speed Sensors
The PCM used speed information from these sensors in order to determine the following:
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Whether the engine is running

Vehicle speed
Calculation of the gear ratio
Calculation of TCC slip
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Calculation of turbine speed

Code P0502 and P0503 set if a fault exists in the AT OSS sensor circuit, and the PCM calculates a default
value using the AT ISS sensor values. As long as the fault remains, and the code is set, the PCM also
commands maximum line pressure, freeze shift adapts, and the MIL illuminates. If the fault is removed,
normal operation resumes after the next ignition cycle.
Automatic Transmission Fluid Temperature Sensor Assembly
Fig. 387: Automatic Transmission Fluid Temperature Sensor Assembly

The automatic transmission fluid temperature (TFT) sensor assembly is a thermistor which is mounted in the
wiring harness assembly. Low transmission temperature produces high resistance, while high temperature
produces low resistance. The PCM supplies a 5-volt signal to the TFT sensor assembly through an internal
resistor. Then the PCM measures the voltage drop in the circuit. Voltage is high when the transmission is cold
and low when the transmission is hot.
The PCM uses the TFT sensor assembly in order to regulate torque converter clutch apply, as well as shift
quality.
DTCs P0711, P0712 and P0713 indicate a fault in the TFT Sensor Assembly circuit. After the vehicle has been
started, transmission temperature should rise steadily and stabilize between 90-115C (194-239F), depending
on load. All three DTCs causes the PCM to use a default value of 140C (284F), thus reacting as if the
transmission were hot in either case. When DTCs P0711, P0712 or P0713 are set, the PCM freezes the shift
adapts from being updated, and the MIL illuminates. Some driveability symptoms will be noticed, especially
when cold.
Transmission Range Switch
Fig. 388: Transmission Range Switch

The transmission range (TR) switch is part of the park/neutral position (PNP) and backup lamp switch
AUTOMATIC TRANSMISSION INLINE 20-WAY CONNECTOR DESCRIPTION
Fig. 389: Automatic Transmission Inline 20-Way Connector
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The transmission electrical connector is an important part of the transmission operating system. Any
interference with the electrical connection can cause the transmission to set diagnostic trouble codes or affect
proper operation.
The following items can affect the electrical connection:
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Bent pins in the connector from rough handling during connection and disconnection
Wires backing away from the pins or coming uncrimped, in either the internal or the external wiring
harness
Dirt contamination entering the connector when disconnected
Pins in the internal wiring connector backing out of the connector or pushed out of the connector during
reconnection.
Transmission fluid leaking into the connector, wicking up into the external wiring harness and degrading
the wire insulation
Moisture intrusion in the connector
Low pin retention in the external connector from excessive connection and disconnection of the wiring
connector assembly
Pin corrosion from contamination
Damaged connector assembly
Remember the following points:
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In order to remove the connector, squeeze the two tabs toward each other and pull straight up without
pulling by the wires.
Limit twisting or wiggling the connector during removal. Bent pins can occur.
Do not pry the connector off with a screwdriver or other tool.
Visually inspect the seals to ensure that they are not damaged during handling.
In order to reinstall the external wiring connector, first orient the pins by lining up the arrows on each half
of the connector. Push the connector straight down into the transmission without twisting or angling the
mating parts.
The connector should click into place with a positive feel and/or noise.
Whenever the transmission external wiring connector is disconnected from the internal harness and the
engine is operating, DTCs will set. Clear these DTCs after reconnecting the external connector.
SPECIAL TOOLS AND EQUIPMENT

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At Diagnosis

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At Diagnosis

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2003 Chevrolet Silverado 1500

2003 AUTOMATIC TRANSMISSIONS Allison LCT 1000 Diagnosis

2003 AUTOMATIC TRANSMISSIONS

2005 Mitchell Repair Information Company, LLC.

2003 Chevrolet Silverado 1500

Fig. 1: Locating Transmission Identification Plate

DESCRIPTION & OPERATION

Direct mount to engine block.

2005 Mitchell Repair Information Company, LLC.

2003 Chevrolet Silverado 1500

Provision for remote transmission fluid cooler.

TRANSMISSION COMPONENTS & SYSTEMS

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2003 Chevrolet Silverado 1500

When replacing a failed transmission with a replacement unit, it is important to

2005 Mitchell Repair Information Company, LLC.

2003 Chevrolet Silverado 1500

2005 Mitchell Repair Information Company, LLC.

2003 Chevrolet Silverado 1500

TRANSMISSION INDICATORS & MESSAGES

Inhibits which result in a blinking PRNDL are as follows:

Malfunctions which may cause a blinking PRNDL are as follows:

2005 Mitchell Repair Information Company, LLC.

2003 Chevrolet Silverado 1500

failed and the transmission cannot attain the requested range.

Conditions which may cause a blank PRNDL are as follows:

ELECTRONIC COMPONENT DESCRIPTION

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2003 Chevrolet Silverado 1500

Fig. 2: Identifying Transmission Control Module

2005 Mitchell Repair Information Company, LLC.

2003 Chevrolet Silverado 1500

Fig. 3: Identifying Speed Sensor

2005 Mitchell Repair Information Company, LLC.

2003 Chevrolet Silverado 1500

2005 Mitchell Repair Information Company, LLC.

2003 Chevrolet Silverado 1500

Fig. 4: Identifying PNP Switch

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2003 Chevrolet Silverado 1500

Fig. 5: Identifying Shift Solenoids

2005 Mitchell Repair Information Company, LLC.

2003 Chevrolet Silverado 1500

Fig. 6: Identifying Pressure Switch Manifold

2005 Mitchell Repair Information Company, LLC.

2003 Chevrolet Silverado 1500

Courtesy of GENERAL MOTORS CORP.

Fig. 7: Identifying Transmission Internal Wiring Harness

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2003 Chevrolet Silverado 1500

For system description and repair information, see appropriate SHIFT

Transmission replacement or internal service/overhaul.

F3: Special Functions.

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2003 Chevrolet Silverado 1500

When performing Fast Learn, the following conditions must be met:

Block drive wheels.

CAUTION: While in Drive, if the scan tool loses communication, or becomes

CAUTION: While in Reverse, if the scan tool loses communication, or becomes

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2003 Chevrolet Silverado 1500

All shifts will be left in "fast" adaptive mode at this point.

Transmission fluid temperature at 40-100C.

Any diagnosis should begin with confirming the customer's complaint. If