Converter Clutch Cycling on Dodge Trucks ‘unplug the scan tooi and road test te verify the symp tom. Simply having the scan tool connected can cous the PCM tu comeand TES on and off, commanded torque converter Such eelng on ed ff (TOC or a0-S0 MPH iso omamoo probe on Dodge fll size ‘Ram pickups, Dako and Durengos. "There are several causes fr ti, ome cof wich depend on the wile yea, ‘onto! sprem, and engine configs: tion In tis ie wee ping fo Break the wowblebooting down into e85) eps to solve this commanded TOC Shing problem. "TCE abuting on these visi ssinly beste the Poweain Conta ‘Modile (CM) is very ses othe [TrSsignal Phcttone in heTPS sige ‘ml pnt than 20 voliscan ese the PCM wo command he TOC to reese, {hen egy. The pobre i the TPS senor or ccs themselves, the TPS spl being flected by ut tide erence, of noe fom her leeical sys "TCC utiag ca happen nti ten o continuously. Ak the veil ‘owner piel what sped andr {ng conitons the TCC shutle occurs [Note whether or ao they were tg tr hauing withthe veel: Sometimes ‘Sevehicle wll nly havethe TOC sho Somtapeii speed, tote opines. ‘rund cern engine fod onion, {eimporant to know te conditions cf {he prbley, yon ean dle hose ‘oon 19 vet the complain rd tomate sue its gone sore rea All Applications ‘aptng the aan tool and road test the weit verify the mpton. ‘ Simply baviag sean tol connected tes tks cuneate he PCM to (embed the TOC on ad of. TS {voto say tat you can't drive the ‘elle ner witha soa ool connec el for diagnos, br ist yor need {O vey whether the problem exit ‘wi he san tol eu ofthe pice Iter aay repair work, ung tbe ean ol, thn oad tet the tick 10 tee ifs fed. ‘Lad or impdaace tt the bat reves "Chan the batey terminals (Gwe 1 even thy dent have any Srpeent “iz” on ten. AD takes {f'n Title oxide buldup between the ‘tery post ad cable clamp to cause tovble Dizsel Have two bats, te ure to cles and test bot Also, follow the negave batey cable bck {o he engite back and clean the pow feeain ground conection Abad bate (eyo aed rsinanee from corrode ‘or looe beey tomas or grows fedoces the batery's bility 10 bot {er te caring system, This eaten incensed genet pple a0 chao tage fictions. “xtedgeveaor wil diode fl ae nasing too uch pple or nie is fpother commun cause oF TCC se Qgock wey denote he peerior fom the system is slp 10 diab the generate by Scoanetng ll of 8s wis and taping the off wi lcri- {al tape (Ggue 2), Hen road test the Sehice Ifthe sap gos way st Td epi he gneror ad czng System as oes. “The geveator output waveforms ‘Easy Solutions fora Common Problem | bye Van ke ‘can also be ted with a esillosope {oven conest generar operation (eer toW of ocoscope tes poser: (arson page 8) ‘he enor inp an alet TCC cprntin, ad ie a god dea oak tre you ara dang with anther Sensor problem besides the TPS, Sean (Situ on thas tracks canbe prey iow to respond aod update, 20 Hs best © ‘eck seater sigmls and TCC come rand by rcording a mapaot of ea {hia yen he smo is occuring. ep i id that a Sensor gal pecble ty ot bea bd enor, cece Eomnccor tens fr corosion oF Toone fi and wie looms fr ebafing, pecially dis! mppietions whee the ‘ean of the Gel engine tends 0 agrees problems. Monite the TPS, as well os the ‘Outpt Speed Season, Bate Temperature, Engine Coolant ‘Tonpentre sod Tension Fd ‘Temperature signals for significant Focttioes The batery temperance feesor i undereth the drive's ie rnery on mot detl spins, Banery acid sometimes leaks down GEARS. uty 2006“The fact, Allomatc supplies friction plates that are the highest quality and the best value on the market — designed, manufactured and dynamometer-tested for better performance and reduced comebacks, and ofered ina range of materials assure the right ction plate for every appaton. When new PRODUCTS CO. ‘transmissions are introduced, Allomatic will meet the dernand with better performance ad value, Get the fats. Choose Allomatic products can. chaney streets PO, 804 267» Sliven, IN-47B82+ Toll Fee 18005664390» Fax: 516775513 + wr. allomaticcom‘Troubleshooting Terque Converter Clutch Cycling on Dodge Trucks nd corrode the ses, wies and ‘Somoecor, casing en ac signal Ft, tke sre you've lion the generate, pounds, sod bat fey probleme before ging sy fret. (Once you'resure they" olay, thereaTe Sone specie cesk you can ak Daimler Chyler as pda POM calibration to adres the TOC sting problem ca S9L, 24anlve Giese splcatons wih © prodacon dc berweon Jesuay 1, 1998 and December 18, 198. Check the PCM forthe atest calratizn or sea he PCM scoring 10 Daler Cirle: ‘Tsp 1802.99, "The Accelerator Pedal Poston ‘Sensor (APPS) eres on tee US fe diferent than the TPS cuts co the eas engine or ere dese appa tions, The APPS signal rat gous othe Engine compe The engine compat then send he gpl Suton separate ‘isto the FCM. "The problem wth ome pao tay emtborn tusk, the APPS signa coning from the ECM may aot be ‘Sewn encugh The solani obypess {he ECM and rin te APPS sigma sgh to the PCM (Ogu 3). Don fut the wire going Gom the APPS 10 the ECM, a the ECU sll needs hs flgal Here's Now bypas the f= tery wing “ap ta the APPS sgaal wie at she APPS (Tema 3, Light Blue Black wir). ‘Re jmper wie te he FCM. ‘+ Cut he wire w the POM (cones- tor I, Teri! 23, OrngeDark Buc wi) + Connect the jumper tthe PCM. Fold the abandoned signal wire buck end ape it the PCM har Diesel Applications Before 1998 7A conmon piles specific 1 ‘tes wus low TPS geal ole tee: When th vb ir ven st 0 ‘ermal cise he TPS seal vlogs Sin aly be on be tstold of Sled trol. cas the POM 0 tople e tole escent between ‘Ted sod pr ote, ed 0 cancel fc reply ge conver ch Toe TFS wn hs wl eel ‘tguoton ib owned on iw jer Pp lskage i he engin compet Fe ge, Te ier pang TPS tage boomes wo and aes he “PS ign volgs to he sewed nwer fas meee Toe sini eo SSjest e TPS, or epee {Be Unkage to rosters TPS sang Room cloud hota TPS sa sal wala fr 050-060 ols. Check te ons pcctge i som ta Should read’ vro st ord iol If {Treads igor an ee TPS wil fave to beaded tome he ign runs: Raother to watch fr on el998 diesels is wising mess hing especially on the pat of th engine aren hat ra {oe TPS, Thee! engines vtete tule it and any ensuppare wing ftom ita contact meal is sbjet £2 _abbing thowgh nd sorting ox Gas Engine Applications ‘again ker pov ceed the bate, raed od harglag tn bans fee ling fort 6 Ste fae “Te ost cmon prob it scape elas sin) aba 7S. onside simply ping 8 TPS sd Seplocing eOBarse veep wit { onllncope Paue 3. Aes be ‘left metteig Oe TS in ‘Sin dat, St fa on most of tse ‘eck a be prey slow ad may ot ‘how 19 sen gis depts Receding ssl when the TCC hating ecaving is mae bet ut unt se wT ey TPS peclons Nike se iit ny mitre « seoniary pce pobiens ca 8 {Bane expos aplzsion se EM {Gecsemagiese rca) 28 re {Sr vesting fem sco ion publ can dud he TPS sia ‘On some. ssbbom eas engine spinon yoo ital» ple ie ps ita ote PS ial (itt PeM a len wp he sia (Gost 6 br 'sbow 2 Cot te TPS signal wire at POM GEARS July 2006WE COME THROUGH IN THE CLUTCH. Ford Motor Company Genuine Parts Clutch Kits. Absolutely New. Absolutely OE. Sate ett GENUINE PARTSTroubleshooting Torque Converter Clutch Cycling on Dodge Tucks Figue Retro 2 of osclloscope tes proceedures em mameene ee coanecor I, ein! 23 (OrangeDark Blue wi). ‘+ Taga 233K resto nda Tu, 16-volt xpacior shows. You ca we Rac Shack PIN 271-1328 for {be resimor and Rabie Shack PIN 272-1836 fer the capcter The caper is polar 0 be erin ‘nna the + etal (naked with a spe 00 the ‘Sector bly) tote TPS cio, nd the epi ‘By lokng athe pear pblcns that as the ck {yaw working wih yoe'l narrow dows he posses, {be that mech clnerto fing de problem. Aer al {ime is money! TPS Low Pass Fite Moaication Fite For tuto cd tops er co be aaa - tedace mse on he TS hea aT yee WEI ts tPeed fe aerate ener Me eee Re ea) Pen ree an eee es hoa See ee eee i aan feet researc: ee ees ee creer) eestor) eon corre etaGEE CHRYSLER RE DIAGNOSTICS PRESENTED BY WAYNE COLONNA FROM THE AUTOMATIC TRANSMISSION SERVICE GROUPNet cj RESeries Diagnostics Introduction Welcome to ATSG’s Chrysler RWD RE series diagnostic technical training seminar. This transmission operates like no other on the road today. With a governor pressure sensor taking, care of the 1-2-3 shift and a separate solenoid used to make the 3-4 shift, system diagnostics become unique to itself. This course is not only designed to educate the student inthe systems operation but actual problems with solutions. Many of the problems that frustrate shops across ‘the country are in this diagnostic training seminar along withthe solution making the time you spend with tis training a valuable commodity. ATSG is a technical support group that any vehicle repair facility can profit from. We have telephone technicians with years of experience along with a very extensive library. Why turn transmission work away when you can have a back up like ATSG. Visit our WEB site at wirwaatsg.biz or www.atsgmiami.com for subscribership information or call 1.800.245.7722 and speak to Susan Dietrick our Director of Member Services. ‘No part of any ATSG publication may bereproduced, stored in any retrieval system or transmitted in any formor by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise, without written permission of Automatic Transmission Service Group. Ths includes all tex illustrations, ‘ables and chars, ‘The information and part numbers contained inthis booklet have ‘been carefully compiled from industry sources known for their reliability, but ATSG does not guarante its accuracy. Copyright © ATSG 2006 WAYNE COLONNA, DALE ENGLAND JIM DIAL, ‘TECHNICAL CONSULTANT ‘TECHNICAL CONSULTANT TECHNICAL CONSULTANT PETER LUBAN ED KRUSE. ‘TECHNICAL CONSULTANT ‘TECHNICAL CONSULTANT JON GLATSTEIN GREGORY LIPNICK "TECHNICAL CONSULTANT "TECHNICAL CONSULTANT ‘GERALD CAMPBELL DAVID CHALKER TECHNICAL CONSULTANT ‘TECHNICAL CONSULTANT MIKE SOUZA. JOHN CACIA ‘TECHNICAL CONSULTANT ‘TECHNICAL CONSULTANT ROLAND ALVAREZ, JERRY GOTT TRCHNICAL CONSULTANT ‘TECHNICAL CONSULTANT AUTOMATIC TRANSMISSION SERVICE GROUP 9200 S. DADELAND BLVD. SUITE 720 MIAMI, FLORIDA 33156 (805) 670-4161ATSG] Chryster'sRE Series Transmission Diagnostics 2] INDEX Preliminary Information. ..rncnee 3 Case Stucies, au Design Changes. 26 GovernorPressure Sensor Codes. 4 P1740 TOC/OD Solenoid Performance Error. . 46 ‘TCC Cycling Inand Out, Other TPS Issues. Variety of Problems and Solutions. (Check Ball 1 and Locations... AUTOMATIC TRANSMISSION SERVICE GROUP 9200 South Dadeland Boulevard Suite 720 Miami, Florida 33156 WWWATSGBIZ (305) 670-4161 WWW.ATSGMIAMI.COM.Chrysler's RE Series Transmission Diagnostics 3] 42-47RE TRANSMISSIONS DIAGNOSTIC INFORMATION PRELIMINARY INFORMATION ‘Chrysler's Rear wheel drive Electronic series transmissions ae unlike any other transmission foundon the road today. And forthis reason, diagnosing shift complains and/or solenoid codes becomes entcely unique. Although proper diagnostics begins with an understanding of the solenoid and sensor's principles of operator, there also needs to be an understanding between the TCM and the OBD I ‘computer systems, And o add just another twist, there isa notable difference between gas and diesel ‘govemor pressure strategy. Not knowing thee important fctorshas caused confusion forthe technician ‘sulting in mis- diagnosis and much time wasted tryingto epaira troublesome transmission. ‘To assis the echniciann effectively diagnosing the majority of problems associated with this system it is imperative thatthe fllowingberead and assimilated. GOVERNOR SOLENOID: ‘The purpose of the governor solenoid is to produce governor pressure which in gas vehicles rises proportional to road spzed. For example; at 20 mph there should be approximately 20 pi of governor pressure and at 30 raphthere should be approximately 30 psi end so on. With diesel vehicles, this isnot ‘0, Atapproximately 0 mph gavemor pressure begins to double road speed. So when 20 ph isreached ‘there wil be approximately 40 ps and at 30 mpl there willbe approximately 60 pst of governor pressure. ‘The purpose of this strategy i8 to prevent 4-2 or 3-2 kick downs which would result i high engine revolutions. Problems nay arse her if gas and diesel valve bodies ae improperly interchanged. quick 1-2and 2-3 shifts may oceur if a gas valve body is used ina diesel vehicle while alate 1-2 and 2-3 shift may occur wit dieselvalve body ina gas vehicle. ‘Another point to remember is thatthe governor pressure contol solenoid i no different than atypical line pressure contol solenoid in that when itis unplugged, high pressure occurs. Therefor, whenever the ‘ase connector on any RE units unplugged, governor pressure should each approximately 60 psiatile wlth the selector lever in DRIVE. If pressuce stays low with the coanector unplugged, there is an internal transmission problem, The possblitiescould be adefective governor solenoid, te sereenon the solenoid inlet port is clogged, the overdrive piston support to case gasket is damaged or installed improperly, or an A500'518 overdrive piston support was improperly installed. This solenoid measures approximately 3105 obs in resistances with any typical pressure control solenoid. [fand when scanner wll provide data steam information, the governor solenoid is displayed as being: “Desired Govemor Pressure” asthe solenoid i being controlled by the computer based various inputs such as VSS, TPS, ECT and TT (See Figure 1). NOTE: The selector lever must be placed in Drive before thescanner willprovide governor pressure data. ‘Throughout al years teminal functions atthe transmission case connector bas remained the seme. Itcan be obsorved in Figure 2 that system voltage is supplied to all three solenoids on the valve body. The {governor pressure sensor, the OD solenoid and the TCC solenoid. Terminal Sis the ground wire used by the TCM ar PCM to contol the governor pressure control solenoid. One amp of eurent produces zero psiof governor pressure while zero amps sts maximum goV=rR0: pressure. CCopyrignt © 2000 ATSC Automatic Transmission Service Groupcove Chrysler'sRE Series Transmission Diagnostics 42-47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued OR SENSOR/TRANSDUCER: ‘The greatest misconception ofthe governor sensor (Transducer) i that itis controled by the computer (Module), Te oomputer does not contol the sensor in any way other then supplying it with a5 vol Source, The function ofthe sensor isto provide information TO the computer as to what the output pressure ofthe governor solenoids ie, guveror pressure. This information canbe viewed through the canner as “Act! PSI” (See Figur 1. This tends to be misleading since itis possible to have a senscr fail providing roneous data tothe scanner Its to the technicians sdvantage to verify actual governor ‘pressure with epreseure gauge. NOTE: The selector lever must be placed in Drive before the scanner willprovide governor sensor data. The illustration in Figure 2 shou chat terminal inthe case connector i the 5 vot supply tothe senscr fom the computer. Terminal 3 is the transducer’s ground wire and terminal 4is the wire in which the sensor sends an analog lines electrical signal tthe computer that is related to governor pressure. The tverage typical linear voltage range which the sensor sends tothe computeris approximately 0.5 volts @ 2210 psi of goveror pressure to 3.0 volts @ 60 psi of governor pressure. Iti this linea voltage thatthe Computer reads and compares to a memorized table within itself to determine governor pressure sat. This information is used to tailor the control ofthe governor solenoid for both up shit and down shit operations ‘This govemor sensor was orginally «three wire sensor. In production year 1996 itunderwent «change where the extemslly mounted TFT sensor onthe OD and TCC solenoid bracket was incorporated into the Sensor making ita 4 wire sensor (See Figne 3). This in no way changed any ofthe cese connector pin functions (Figure?). THE OVERDRIVE SOLENOID: ‘Aspreviousl stated, the govemor presture contol solenoid is responsible fo produce governor pressure ‘proportional to road speed, This governor pressure i used fo make the 1 to 2 andthe 2 to 3 up shift in Dopostion to typical throttle pressure. The 0 4.p sifthowever ls nor direct influenced by governor ressurerather, its controlled by the Overdrive solenoid. ‘The OD solenoids fed with 3rd gear il which when the OD solenoid becomes energized, third gear il is used to stroke the 3-4 shift valve to ake the 3-4 up shift If there sa lss of govemnor pressure to the place where ed ger ols is los, the OD solenoid becomes ineffective anda shit into a lower gear will becur and may be desribed as neutralizing. The Overdrive solenoid is supplied system voltage through terminal # 1 and controled on the ground se by the coraputerdhrough the # 6 terminal inthe case connector (See Figure2). ‘THE TCC SOLENOID: ‘The TCC solenoids supplied with 2nd gearoilas stroking pressure for theconvertr clutch switch valve “The solenoid is supplied with system voltage through terminal #1 andis conrolled on te ground side by the computer thicugh the #7 terminal inthe ease connector (See Figure2). Automatic Transmission Service GroupATSB] Chryster'sRE Series TransmissionDiagnostics EB] ‘THE ELECTRONIC GOVERNOR SYSTEM. AND SCANNER NOMENCLATURE Governor Solenoid SCANNER NOMENCLATURE: DESIRED PST Thatsecommanibe computer is giving tothe solenoid ACTUAL PSI Governor pressure converted ‘o an analog linear voltage ignal received by the computer “from the transducer Governor Sensor/Transducer Figure T CASE CONNECTOR PIN FUNCTIONS TCC Solenold H6- OD Solenoid Ground +#1.=13.5 Volt Supply for #8. TET ‘TCC, OD and Governor Solenoid I Signal iS - Gov. Solenoid #2-5 Volt Sensor ‘Ground ‘Supply #4 Gov. Sensor #3- Sensor ‘Signal Ground Fine? Copyright © 2000 ATS Automatic Transmission Service GroupChrysler'sRE Series Transmission Diagnostics [e] NEW DESIGN GOVERNOR PRESSURE SENSOR WITH "TFT" INCORPORATED INSIDE THE SENSOR ce 8 View looking into the Y Governor Pressure Sensor View looking Into New Design Govermor Pressure Sensor Connector ‘Governor Pressure Sensor 3 wire = 56027562 4 te = 56027720 PREVIOUS DESIGN "TFT" SENSOR LOCATION [New Solenoid Assembly for 4 wire sensor = $2118800 Governor Solenoid = 4617210 ‘Transmission Fluid Temperature Sensor Figure3 Automatic Transmission Service GroupChrysler'sRE Series Transmission Diagnostics 42-47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued THETCM: 19934-1995 RE series transmissions havea dedicated computer to control all solenoid operations and it iscalled the “Transmission Control Module” (TCM). This module is loceed under the lft side ofthe dasha seen in Figure 4 The TCM provides system voltage wall hee solenoids outof terminal D-16 69 terminal 1 atthe transmission conndctar (See Figure 5). Tae TCM monitors its operating system and fan ceror is detected a diagnostic trouble code is produced. The module then enters a “default mode" by cauttng the voltage opin placing the vehicle into third gear Codes are accessible over the SC ines in the #2 Data Link Connector wth these ofa scanner [incorrect informations entered into the scanner codes may unrtrievable, One such common mistake is enteriag Cherokee when Grand Cerokeeshould have been beentered. The #2 DLC slack in color ands locaton i illustrate in Figure 4. tf scanner is not available, the Overdrive Off Lamp can be used to Gash out the DTC's using the following procedure: A. Tura ignition key on and off three tims. Than, leave overdkive OFF switch innommal overdsiveON. position. BB. Immediately begincountng the numberof lashes displayedby overdrive OFF switch indicator lamp, (C.Acode 5Sidentities end offlash code transmission. ‘The fault code description sreas follows: 1 Engine RPM input 12 Outputshaf sensor input 13 Veblelespeedinput 14 Governorpressuresensorinput 15. Thxottlepositionsensor input 16 Transmission Mud temperature input 17 Overdrive overide (contr) switch input 1B Systemvoliage 19 Internal feut in modem 21 Govemor pressure solenoid output 22 Overdeivesolenoid ouput 25 Coaverterclutshsolenoid ouput 24 Ovendriveoveride (control sited) lamp outpet 2 Internal faultin modem 26 Govemorpressuresensor offset rit 58 Endofcode transmission THEPCM: 11996, major change took place withthe implementation ofthe Federally Regulated OBD I system. ‘The TCM has been incorporated into the Engine Controller and iti called the "Powertrain Control ‘Modile” (PCM) (See Figuce 6). This PCM is located inthe engine compartment in one or two placesas soen in Figure’ Automatic Transmission Service GroupATSG) Chryster'sRE Series Transmission Diagnostics 42-47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued THE PCM continued: Code retrieval can be performed by eying the ignition 3 times as previouslyexplained with non-OBDIL TCM vehicles. However, tbe codes obtained inthis manner with OBDIL PCM vehicles ae vague and for ‘the moe pact useles, Codes that are usefal can only be achieved with the operation ofa scanner through the Dat inkeConnector (DLC) located below the knee bolster to thelettofte steering eoluma. ‘The fault code description areas follows: ‘Scan ToolDisplayGenerie Scan Tool Code 3-4 shit sol, no rpm drop @ 3-4 shite P0783 Gov prass above 3 psi in gear with 0 mph F157 Gov press not equal to target @ 15-20 psi F756 Gov press sen offic volts foo low or high P1762 Governor pressure sensor volt 00 hi BLT6S Govercor pressure sensor volts ool low BLT Governor pressure solenoidstrans relay cts sora. O”D switch pressed (Lo) more than 5 min Push PIN switch stuck in park or in gear 600 ‘Torque converter clutch, 20 rpm drop at lockup BiT65 ‘Torque converter clutch solenoid/rans relay ckis PI780 ‘Teans 12 volt supply relay coatrotcireat BIT65 ‘Trans 2-4 solenod/trans relay circuits 70753 ‘Trans temp sensor voltage too high P0713, ‘Trans temp sensor voltage too low pon ‘Trans temp sensor, no temp rise after start por ‘THR RELAY: ‘One very notable differences thatthe system voltage supplied topin I at thecase connectoris oo longer lirectly fed from the computer as with the TCM. Battery or system volage is now supplied vi ‘Transtission Control Relay (TCR) (See Figures 6 and). All ela locatios are displayed in Figure 9. The function ofthe TCR isthesameas the EATX clay foundin Chrysler's A604 and A606 ransaxies in ‘that iteuts voltage othe solenoids ater the PCM has determined theta system faultoccuted. Thisaction places the transmission nto w 3rd gear only default mode “Although the function ofthe BATX relay is the sameas the TCR, the operation ofits slightly different ‘The EATX< relay is excited by the TCM via a voltage wire from terminal 15. The TCR however is controlled by the PCM via & ground wire from terminal 30 inthe white # ? or B connector as seen in Figures and 8. Cavity idenifcations are provided for each terminal ofthe TCR connector in Figure. Since tie PCM and the TCR are located inthe engine compartinent, solenoid resistance can be easily performed from thei connectorsas seen and explained in Figure 10. Automatic Transmission Service GroupATSG) Chrysier'sRE Series Transmission Diagnostics [2] THR TCM DATA LINK #2 CONNECTOR DRiver se KICK PANEL Figuea . Cenc trate te FE store The TOM ‘Tat orton Sea taps) Fe omg Bie fe Roe be tea ea aie conta Sad ore BE = ss tenn [aT}-———— nicer scree ew aning ints Comer sce EE Betts Toh TRANG) arr (osm FEp}—— se, ES rnd apa sun Spee HEE} ———— br tink 2 tiey we FE} ———— rea 3 Ts 7 Ee 6 mes fF} ——— sak 5 | 3 atmo ae Spt (ae [ETE awtove - Figure 5 Automatic Transmission Service GroupATSG] chryster'sRE Series Transmission Diagnostics [to] B rm es 1 n|feoo00000000 [jz 3 |(co9s0000900 2 CL “act Grand Cherokee Dakota Ram VaniW. rand Chee Dakota Ram VaiWagen La) eo RELAYS (= dsb Powe from relay ‘TRANS TEMP SENS GOV SOL GND TCE SOL GND 00 SOL GND OUTPUT SHAFT GND VSS SIG OUTPUT SHAFT SIG GOV PRESS SIE TRANS RLY CTRL 5 VOLT SUPPLY Feo Automatic Transmission Service Group(Eaarse] Chrysler's RE Series Transmission Diagnostics POWERTRAIN CONTROL MODULE LOCATION PCM locaiton differ between Dakotas and Jeeps Figure Automatic Transmission Service GroupChrysler'sRE Series Transmission Diagnostics [ai pert it © GovemorSeasor\ | [ o ‘coverwon ressuRe Tranpmssion Case Harness “Connector Connector GOTERIOR ESI NEON HOD, lea [as [o25[ess]e2s] os [aso] m4] nore: POWERTRAIN CONTROL MODULE Wire colors will vary as fom = they are model dependent. ‘eniion Sut Figure 8 Automatic Transmission Service GroupATSG] Chryster'sRE Series Transmission Diagnostics uml on Po can ace [oe "TRANSAISION CONTROL RELAY CONNECTOR PND. FOR “BAND “2k MODELS Relay Location Sheet sy == tbe] ae faPee] eater Ee] reomer | ae | caBy amma « eae | "ae [re Tassie at rcaycomasonnn, || asso cor Soren mo. are eo ae "TRANSMISSION CONTROL RELAY LOCATIONS Location on "AB" Bodies és k 73" Boles (am Van, Wagons & Jeeps) x 7” and Grand Cherokee) TRANSMISSION CONTROL RELAY Figure 9 Automatic Transmission Service GroupChrysler'sRE Series Transmission Diagnostics SOLENOID RESISTANCE THROUGH RELAY AND PCM CONNECTOR ‘With the introduction ofthe On Board Diagnostic Systems Version 2 (OBD Il} in 1996, Chrysler eliminated the previously used TOM (Transmission Control Module) and incorporated it into the engine computer called the PCM (Power Tain Coatrol Module. This system is also known as the TEC (pronounced like Jay Teck) which stands fo Jeep Truck Electronic Contol, Resistance checks onthe Torque Converter Clutch, Governor and Overdrive solenoids may be easly performed between the PCM cnnnector and Transmission Relay counector with a DVOM in the following manner: [Locate he PCM as seen n Figure 7 ‘A) Dakota- Inthe engine compartmentonthe ightinner fender panel. 'B) Ram PickUp- Inthe engine compartment onthe right side of dash panel. ©) Ram Vaw/Wagon- Center of firewall D) Jeep Grand Cherokee - Onrightrear ofengine compartment 2. Locatethe Transmission Control Relay as seenin Figure9. 3, Unplug he Transmission Coatrol Relay and place the positivemeter lead ofa DVOMsetto chmsinto the ‘rans Control Relay Outputterminal as seen in Figure 10below. 4. The PCMbas three 32 pin connectors, black, grey and white, Unplugthemiddleconnestor which isthe ‘white connector. With the negative lend resistance checks onthe Torque Converer Clutch, Governor and Overdrive solenoids may be checked attomminals 8,11 and! individually as seen in Figute 10below. [Both the TCC and OD solenoid should measurebetween 25 and 40 obs, The Governor Pressure Solencid should measure between 30 5 ohms. Ram Pik jiu Check eid rita ‘Grand Cherok “with the negative meter = acting caer (] 8,1 and 21 [= Pace postive ‘meter lead in the < B “Copa patos ete | ma Ly] ttemedor ° 1 feoceoo00000)) 1 cap} Y 21|| 90000000000 ]}|12 up aaren We ceo Gon Send 1-5 obms Re Sie seach a 100 Satie a0chne f Figure 10 Automatic Transmission Service GroupATSG] Chryster'sRE Series TransmissionDiagnostics [15] 42-47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued (CHECKING THE SYSTEM: DIAGNOSTIC TIPS: Data stzeam information from the scanners useful for identifying problems with the vehicle speed sensor, output shaft speed sensor, throttle position sensor, engine coolant temperatare sensor, transmission fluid temperature sensor, oxygen sensor, the P/N suitch , airconditioning and ‘ruse contol operation. Al of which should be viewed and considered when diagnosing driveability complaints. Governor pressure and solenoid operation may also be viewed through the scanner a5, explained in Figure 1. This canbe elpful ut itis important that he technician realize that the governor pressure solenoid and transducer information viewed throug the scanner can bemisleading as they may ‘al mechanically providing false data to the computer. During the intial road test it is good to frst ‘observeal the information the scanner provides including codes. Many imes the problem can be spotted ‘quickly and resolved easly. Should this not happen, the next step wold be to place a actual gauge on the govemor pressure tp as seen in Figure 11 and compare gaged pressure to the scanner pressure. From this comparison the validity of govemor pressure information received via the scanner can be confirmed. Should gauged governor preseurebedideret then tne actaal poi oboerved on the sean the transducer is defective or there ia wiring problem from the trensluerto the TCM or PCM. If gauged pressure end scanner psi match, the transducer is working. If there isa problem with the eovernor pressure not increasing, the governor solenoid may be defective, the governor cicuit inside the ‘transmission has a leak, or there isan electrical problem. To quickly identify which itmay be, amplug the ‘tansmission case connector. I govemor pressure inreases io approximately 6 psi ther isan external electrical problem. If governor pressure sayslovy ther is an interaal wansmission problem. ‘As previously stated. govemor pressure should increase proportional to road speed forthe exception of Diesel applications. The computer controls this pressure on the ground side of the governor solenoid ‘whichis the #5 wire inthe case connector. The governor wansducer (Sensor sends linear voltage back {othe computer through #4 wire i the cese connector. A comparison chart is proved in Fire 12ast0 the approximate voltage seen in relation to governor pressure. The chartia Figure 12 willbe needed for ‘comparison against system problems revealed in Figures 15 018. Asan nidto diagnosing, there figures provides examples of different drive ability complaints experienced with 42RE.Ieputs together how to look at al the information provided by the scanner, volt meter and pressure gauge. These extnples sheets may be considered a ibrary soure of information which can be sed fr comparison purpose. FIGURE 13: The Governor Sotenotd. Figure 13 is an example of monitoring the goveror prossure with the use of Snap-On's press transducer connected fo Snap-On's Vantage digital graphing mult meter. The mul meters setup ina ‘dual sezeen mode making it available ro monitorboth pressure and voltage. Tae voltage being monitored isthe ground side ofthe solenoid which s wire inthe case connector. fa Vantage mult meter snot available atypical pressure gauge can be used on the governor tap and a voltmeter probed into wire #5 with he postive lead andthe negative placed to ground [Note that governor pressure increases proportional to the voltage on the ground side of the governor Solenoid. Itis important to keepin mind two things, 1. The computer controls the governor solenoid and 2, The voltage seen on the ground wire for the governor solenoid is voltage NOT being used. The solenoids supplied with system voltage though wire # inthe ease connector. System voltage could be Automatic Transmission Service GroupChrysler's RE Series Transmission Diagnostics 42-47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued FIGURE 13: The governor solenoid continued. approximately 13 to 13.5 volts. This system voltage goes through the cil n the solenoid and out through the #5 ground wire to the TCM or PCM. Figure 13 shows thet whea the vehicle is not maving and ‘govemor pressure is a 0 psi, approximately 8.5 of unused volts is seen. Since this solenoid is being supplied with approximately 13.5 volts and 8.5 unused vols are observed on the # § ground wite it ‘means that the computer is using 5 vols to fully energize te governor solenoid producing Ops. As the ‘vehicle speed increase, the computer slowly begins to turn the solenoid off explaining the observance ofincreased voltage asthe voltage sen isthe oltagerot being used, When a maximum of60 to 70psis ‘Seon in the governor citeut, system voltage willbe seen onthe #5 ground wie as the solenoid at this pointis completely tumed off ‘The govemor solenoid only control the 1-2 and 2-3 shifts wellas their respective downshifts, The 3-4 shift is controlled by the OD solenoid which is supplied with third gear oil. Should the PCM (96 and late) place the vehicle into fail safe, voltage is cut from wire # 1. This action i the same as unplugging ase connector. The results thied gear only. FIGURE 14: The Governor Sensor.. Figure 14 is an example of « good working governor transducer. The sensor (Transducer is «device sending infomation othe compute sto the approximate pressure inside the governor circuit produced by the governor solenoid, When Opsi exists inte circuit the transducer sends approximately 0.5 volts the TCM or PCM through wire 4 from the case connector As governor pressure increases this pressure presses on the tip ofthe sensor causing the voltage to increase proportional to the pressure increasing ‘When maximurn of 600 70 ps is reached in the governor circuit, the transducer sends approximately 3 volts back othe TCMor PCM, FIGURE 15: Second gear start. Figure 15 isan example of what would be observed with a 2nd gear stat complaint du to a defective ‘governor pressure sensor (Transducer), To make this diagnosis, what should be noticed is that the pressure gauge indicates 100 12 psi at rales per hour, This amount of governor pressure wil ep the 1-2 sift valve stroked in an up shifted 2nd gear position. Comparing this chrtto the one seen in Figure 12, itis noticed in Figue 15 that with 10 pounds of governor pressure the sensor is sending tothe computer a 0.66 voltreading. This indicates fo the computer that thers 0 psi inthe circuit when actualy ‘here ie 10, AC 0 pounds of pressure, approximately 0.9 volts should be observed as seen in Figure 12. ‘With the computer thinking that it contolled the governor solenoid to produce O psi due to faulty data produced by the sensor, it dd not attempt to energize the solenoid any further. Changing the sensor will solve this complaint. FIGURE 16: Second gear start. Figure Gis an example of what would be observed with a second gear start ue twa stuck 1-2 shiftvalve, Notice dat there is 0 psi of governor pressure and the sensor indieats the same in voltage (0.66). The only way a second gear start could be possibleisa I? siftvalvestuck ina stroked position. Automatic Transmission Service GroupChrysler'sRE Series Transmission Diagnostics 42-47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued FIGURE 17: No up shit. Figure 17 isan example of what would be observed ins n0 up shift situation due aleakin the governor circuit or a clogged inlet port to the governor solenoid, Notice thatthe computer i trying 0 raise governor pressure by tuning the solenoid off. The pressure gauge ind cats Ops in the governor circuit andit never ies, The governor sensor remains at 0.66 voltage indicating tothe computer that governor pressures notrising which means the senor is working propery. By 20 mph the compute has turned off the governor solenoid as indicated bythe fll system voltage observedon the ground wire (5). lekcin the governor circuit oa clogged inlet portto the governor solenoid canthen be concluded. FIGURE 18: Third gear start. Figure 18 is an example ofa third gear start problem due to @ mechanically failed governor solenoid. "Notice how governor pressure isa fll 60 pst. The governor sentorissending a2.95 volt reading which tells the computer that governor pressure iat 60 po. The computer then begins to inoreaze currant ds ‘on the governor solenoid to ty to bring down governor pressure. Notice how the voltage is dropping on the $ wire. Remember, the voltage sen on the #5 wire is voltage nat being used, The lowest voltage reading observed is 6.3 volts. Ifyou subtract that fom 13.5 vlts, the eamputerused asmuch a8 72 volts inan attempt to bring down govemor pressure based onthe information it was receiving from the sensor. ‘With the pressure gauge verifying that govemor pressure was high a8 well as having a third gear start problem, a mechanically filed governor solenoid would be the logical reason for this complaint Tt just 50 happened that dis example was taken fom a vehicle where the magnet that was in the pan Was improperly placed onto the Solenoid. The magnet kept the solenoid ina flly aplied position causing {ull governor pressure to remain inthe circuit Another point is that this was a pre 96 vehicle making ita TCM version. Notice that after the computer used as much as 7.2 volts in an attempt to bring down governor pressure it suddenly went to 13.8 volts. Thisaction means the computer had decided o shat the solenoid off going into a failsafe mode. If this was 96 and later veicl, the relay would have been ‘ured offcuting the supply voltage to wire | and wire #5 would have goncto 0 volt. FIGURE 19: Work Sheet, Figure 19 can be used as a work sheet when diagnosing a woublescme unit. Fill inal the data and ‘compare the chartothe one seen in Figure 12 and make your diagnosis. Automatic Transmission Service GroupATSGE) Chrysier'sRE Series Transmission Diagnostics 42-4TRE TRANSMISSIONS DIAGNOSTIC INFORMATION continued ‘Use either a transducer from Snap-On with thelr Vantage ‘OR use. typical pressure gauge on the governor ap MPH xo | » | 3 | 0 | 0 | o GOVERNOR PSI- GAS Cs ce a i a Governor rsi-puser | 0 | 8 | 38 | 60 | 65 | os | 70 WIRE #4 SENSOR SIGNAL, 66 | 90 |iso | 14s | 190 | 215 | 295 VOLTAGE WIRE #5 SOLENOID GROUND 830 | 860 | 94s | 9.80 | 1030 | 10.80 | 13.80 WIRE VOLTAGE Figure 12 Automatic Transmission Service GroupATSG) chryster'sRE Series Transmission Diagnostics 42-47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued Figure 1 Automatic Transmission Service GroupATSG) chryster'sRE Series Transmission Diagnostics 42-47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued on Gov. Tep — figasta— Automatic Transmission Service GroupATSG) Chryster'sRE Series TransmissionDiagnosties [21] 42-47RE TRANSMISSIONS, DIAGNOSTIC INFORMATION continued Example of a 2nd Gear Start due 10 a defective transducer MPH Cs ee ee GOVERNOR PST so | 10 | 2 | 30 | 4 | so | WIRE Aa ‘SENSOR SIGNAL 66 | 65 | 110 | 14s | 1s0 | 24s | 295 ‘VOLTAGE, WIRE #5 SOLENnD GROUND 8.0 | 3.60 | 948 | 9.80 | 1030 | 10.80 | 13.80 WIRE VOLTAGE, J Figure 15, Automatic Transmission Service GroupATSG) chryster'sRE Series TransmissionDiagnostics [22] 42-47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued Example of a 2nd Gear Start due to.a stuck 1-2 shift valve COvERNOR PSL + tw tts lwo|» le wana sexsonsicnat. | ss | 90 [sao | sas | ao0 | 2as | 29s ‘evo Nee Figure 16 Automatic Transmission Service GroupATSB) chryster'sRE Series TransmissionDiagnostics [23] 42-47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued Example of a no up shift condition ‘due to a leak in the governor circuit or a clogged inlet port ‘0 the solenoid a MPH o [ w [2% [% [3% | % | GOVERNOR FSI ofolololole lo WiRE RA SENSOR SIGNAL, 66 | 6 | os | 66 | 66 | 66 | 66 VOLTAGE WIRE #5 SOLENOID GROUND 830 | 860 | 94s | 9.80 | 10.30 |10.80 | 13.80 WIRE VOLTAGE, Figure 17 Automatic Transmission Service GroupChrysler's RE Series Transmission Diagnostics 42-47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued Example of « 3rd Gear Start due to a defective solenoid mechanically MPH Ce GOVERNOR PSI | 6 | o | | | 0 | 6 WIRE FE SENSOR SIGNAL 295 | 295 | 295 | 295 | 295 | 295 | 295 VOLTAGE sousnomenounn | 830 | 800 | 745 | ca | 630 | 1380 | 13.80 WIRE VOLTAGE Figure 18 Automatic Transmission Service GroupChrysler's RE Series Transmission Diagnostics [25] 42-47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued In Shop Work Sheet MPH GOVERNOR PSI WIRE #4 SENSOR SIGNAL VOLTAGE, WIRE #5 SOLENOID GROUND WIRE VOLTAGE Figure 19 Automatic Transmission Service GroupATSG] Chryster'sRE Series Transmission Diagnostics CHRYSLER 42RE, 44RE, 46RE, 47RE GOVERNOR PRESSURE SENSOR AND. SOLENOID ASSEMBLY HARNESS DESIGN CHANGE CHANGE: Beginning in the model year 2000, Chrysler Corporation introduced another new governor pressure sensor (transducer), a3 a running change, which aso required another internal wiring, bhamess forall Chrysler 42RE, 44RE, 46RE and 47RE transmissions. This is wow the 4th design governor pressure sensor that we have seen and we will cove all 4 design level changes thathave ‘cured to date, inthis ballet, PARTS AFFECTED: IST DESIGN: Originally, the Governor Pressure Sensor/Transdicer was « 3 terminal sensos, with the ‘Transmission Fluid Temperature (TFT) Sensor mounted onthe Overdrive/TCC Solenoid. ‘The original 3 wire sersor i illustrated in Figure 1, and the wiring schematic for these modelsis shown ia Figures, . 2ND DESIGN: Beginning atte sat of production forall 1996 models, Chrysler incorporated the externally mounted TFT sensor into anew desig governor seasor, which required a fourth pin tobe added to thenew sensor. This also necessitated an intemal barness change, io accommodate theredesigned 4 terminal govemor sensor. ‘Reason: Increased Transmission Fluid Temperature Sensoe accuracy for improved reliability snd durability, The 2nd design wire vensorisillustatedin Figure2, and the wiring schematic forthese modelsis showm in Figure. Each terminal nthe new sensor has been identified with the leters A, B, Cand D,asshownin Figures2and6. SRD DESIGN: Late inthe 1996 model year, Chrysler again changed the connector on the governor pressure sensor, fom the previous straight, o 490 degree connector, This change however, did not require ‘anew internal harness end solenoid assembly. ‘Reason: - Relieved the tres on the intemal hamess connector, and once again improved selibility and durability ‘The Irddesign 4 wire, 90 degre sensor sillustrated in Figure 3, andthe wiring schematic for these ‘models isshown in Figue 6. Each termina inthe new sensor hasbeen identified with theletersA, B,CandD, at shownis Figures 2and6, Automatic Transmission Service GroupATSG) Chryster'sRE Series Transmission Diagnostics PARTS AFFECTED: (Cont'd from Page !) 4TH DESIGN: During the 2000 model year, Chrysler Corporation introduced another new governor pressure sensor (transducer), as arunning change, which lo requted another new intemal wiring hares, to accommodate the new sensor. The 4th design governor sensor is made of plastic and has fou larger spade” type terminals, ransmits diferent signal, has redesigned connectorand a shorter snout where it goesinto the adapter body. ‘Reason: ~ More cost effective because ofthe material, and the shorter snout allows a rauch improved flow of governor ol tothe sensor, fr greatly improved accuracy and reliability. Refer 10Figure$ for ilustrations of Sd and 4th design sensors i the adapter housing, ‘The ih design 4 wire, 90 degree sensors ilustrated in Figure andthe wing schematic for these ‘models is shown in Figure 7. Each ermisal in the new sensor hasbeen identified with tenumbers 1,2,3 and 4,as shown in Figures 4and 7. ‘The 4th design level isillustated mounted on the valve body in Figure 8. Theres also anew design reiner thet is requied forthe 4th design level pars tndis illustrated Figure 8 INTERCHANGEABILITY: ‘Ist Design Level -3 pin sensors notrecommende for use in any model, andisnolongervailable rom OFM parts department. 2nd Design Level- Will retr-Atbsckonsll models, but requires the upgraded internal harness and Solenoidassembly. Thisonealso isnot recommended andisno longer available. rd Design Level- Will retrofit back onall models, but requires the upgraded internal harness and + solenoid assembly, partnuraber 52118500, as shown below. 4th Design Level ~ "Will Noc"reto-ft back. The Sth design level, i for 2000 model year and later ony, tat are so equipped. Some 2000 models may be equipped with the rd design level parts, Sri Design level pars must be used in 3nl design level vehicles, and 4th design level parts ‘mustbe usedin 4th design level vehicles. They wil notinterchange! NOTE: The reason for the non-interchangeabilty bensoen 4th design an any earlier parts ts ‘primarily due othe change inthe Transmission Fluid Temperature. The temperature coeficlent had changed which aso means the computer ha changed. Previous design Ist, 2nd and 3d level, the TPT measures approximately 0.927 k ohms @ room temperature. The new 4th level davgn ‘measures epproximately 1873 kohms. Ifa dth evel design i used in any previous designs, a No ‘Mh, no TCC complaint will occur. It may also be accompanied with a fluid temperature sensor OPI] andlor P0713 code, Earlier design levelsplacedinto a tthdesign evel vehicle may produce ‘aPOM2eode. SERVICE INFORMATION: Governor Presrure Sensor/Transducer (rd Design Level). 604140308 Internal Harness And Solenoid Assembly (3rd Design Level) “52118500 Retaining Clip Grd Desiga Level) . 4617219 Governor Pressure Seasoo/Transducer (4th Design Level). 56028196AA lta Hames And SoloidAssnbly(h Design. COLIIISRU8S00AB Retaining Bracket (4th Design Level) ‘S2LI7937AB Automatic Transmission Service GroupChrysler'sRE Series Transmission Diagnostics [28 | °IST DESIGN" 3 PIN GOVERNOR PRESSURE SENSOR WITH "TFT" LOCATED ON SOLENOID ASSEMBLY No Longer Available For Service. View looking into the Governor Pressure Sensor, suck Ea one View looking into the "Ist Design™ “Sensor Harness Connector ‘Governor Pressure Sensor Caypright © 2001 A156 Figure t “2ND DESIGN" 4 PIN “STRAIGHT” GOVERNOR PRESSURE SENSOR WITH "TFT" INCORPORATED INSIDE THE SENSOR No Longer Available For Service. A D A D: c 8 fe View looking into the is View looking int "2nd Design”” Governor Pressure Sensor Governor Pressure Sensor Connector Soranetnensaiemaragat or Copyright © 2001 ATSG Governor Pressure Sensor (Silver Can) Figure2 Transmission Service Group"SRD DESIGN" 4 PIN "90 DEGREE” GOVERNOR PRESSURE SENSOR : | HH) ‘ o a c vt nth Dat? Governor Pressure Sensor Connector ‘Copyright © 201 ATSG View looking into the Governor Pressure Sensor View looking at wire side of "th Design” (Governor Pressure Sensor Connector Conyight 2001 ATSC. Governor Pressure Sensor Part Number S602819644 Figures Automatic Transmission Service Group“Thermite” On Ssouena.o | aoe Ta PONS RSS OLDS BY FED TO COFRNOR ese SASS Gaon CONE, GOMER ESE SOTO fo i * 23 7 e s 8 @ TRANSMISSION CASE CONNECTOR LYy 1 coessiemen oman NOTE: 3 [oxo] esi] 6x8 [oss] 638] 06 [os [ose Wire colors will vary as ‘they are model dependent. ]TRANSMISSION CONTROL MODULE (TCM) Copyright© 2001 A186 Figure 5 Automatic Transmission Service Group# io q ay 2 6 6 7 6 58 3 4 ‘TRANSMISSION CASE CONNECTOR : i : tf i VEHICLE HARNESS CONNECTOR jal aoa [ox [ees] Rea] ws [RO] MT NOTE: POWERTRAIN CONTROL MODULE Wire colors will vary as From —— ‘hey are model dependent. enon Sutch Copyright© 2001 ATS Figure 6 Automatic Transmission Service Group' t ' Chrysler's RE Series Transmission Diagnostics 7c FOR 8TH DESICH COVERNOR PRESSURE SENSOR = BY FED 10 GOVRNOH ESSER {GOIN CONTROL SOVERIGRTRESINE SONG TE GROUND FoR COVER CUE OURO. RAESEN OL TAPER GLO PCM 28 4 7 6 8 3 4 ‘TRANSMISSION CASE CONNECTOR VEHICLE HARNESS CONNECTOR 28 4 7 6 (esi ws [uaa ass] wri] 08 [exo] ne] te: POWERTRAIN CONTROL MODULE Wire colors wil vary as From —— they are model dependent. ‘enltion Suite Copyright © 2001 ATS Figure 7 Automatic Transmission Service Group[Now Hold Down Bracket Required | For 4th Design Level Sensor ‘Part Number’ 521179374B ol 3 a 8 9 9 0 38 4th Design Alls Unobstrcted Flow Of Governor Ol To Sensor Viewed From Bottom Of Adapter Housing Copyright © 2001 ATG Figure 8 Automatic Transmission Service GroupChrysler's RE Series Transmission Diagnostics 1996 & LATER JEEP & DODGE TRUCKS WITH RE TRANSMISSIONS AND GAS ENGINES GOVERNOR PRESSURE SENSOR VOLTAGE CODES COMPLAINT: Any 1996 and Inter Dodge or Jeep trucks using an RE series RWD transmission bend {gasoline engines may exhibit chronic "governor pressure sensor volts thigh” code P1763 using the PCM to place the transmission into 3rd gear fuilsafe. This may be accompanied ‘with a customer complaint ofa lss of engine power. The inteaal wiring hamess, solenoids snd sensor may havealready been replaced in an attempt toresolvethe code. 1. One cause could be thatthe ground citcuit forthe govemor pressure sensor has been compromised (See Figures land 2). *.Paulty governorpressure sensor ‘Faulty betery temperature seasor ¢. Faulty hested oxygen sensor(s) 44Feulty wiring splices, other shared sensors orthe PCM 2, Another cause could be that line pressure is runing above factory specification. This, couldbe theresultof valve body modification ora valvebody malfunction. 3A mulfnctioningaltemator producing voltage spikes or high charging voltage would be another consideration. CORRECTION: |. Since the governor pressure sensor ground ctcutis shared with variety of oer sensors including the battery temperttre sensor and the heated oxygen sensor, ther codes may be present with P1763 such as aP1492 "Battery Temperature Sensor Volts To High." A P1762 Governor Sensor Offset volts or dri foo low or too high, ofa P1757 Governor pressure above 3 psi at MPH may also be present. But ofall te above possiblities listed in cause ‘number I, malfunctioning, heated oxygen sensors are the most common cause for ‘compromising the shaed ground path forthe govemor pressure sensor A quick check can ‘bemade by simply clearing the code and unplug both the upstream and downstream sensors ‘and take the tric fora road test. Ifthe code does not return then un the vehicle with the Sensoes plugged in one ata time to determine which oxygen Sensor is causing the code and replace the sensor. If this quick test proves thatthe heated oxygen sensors are not the cause fof any governor pressure sensor codes, a specific wiring schematic fr the vehicle being worked on will ned tobe scquited and each and every seasor sharin the governor sensor ‘round path wil need tobe inspected. 2, Agquick method to determine if code P1763 is being produced as the result of high line pressure is t0 first clear the code or codes. Drive the vehicle with the brake applied ‘Sufficientty enough o activate the brake switch signal preventing converter clutch apply. If 1763 no longer returns, release the brake and allow the converter clutch to engage. Ifthe code is generated immediately after the converter clutch applied, higher line pressure than factory specifications is the cause, Many times this is due to some form of valve body ‘moulfcation in an attempt to frm up shifts and converter clutch apply- One such example ‘eanbeseen onpages 30and31.AK'500-618-L shift comecton package from Superior Automatic Transmission Service GroupATSG) chryster'sRE Series Transmission Diagnostics [35] GOVERNOR PRESSURE SENSOR VOLTAGE CODES CORRECTION: Transmission Parts includes a new governor pressure contol valve. Ths valve allows operating pressure to be raised for heavy-duty use without fear of seting code 1763 Sometimes you nay find that resistor has been installed int the wiring hares near PCM. “B-C2" white connector terminal 29 as seen in figure 3. This resistor ects a8 a voltage vide ad bas proven to work well which is also mentioned in the line se modification on ge30. [NOTE: Code P1763 sets when 4.89 vlts or higher is seen om the governor pressure sensor circuit for 8 seconds or more, If this was eaused due to high pressure, this indicates that governor pressure was between 90096 psiorhigher whileindrive, ‘The computer controls the governor pressure solenoid to provide governor pressure relative to road speed (except diesel applications, see page 18). When this solenoid isofitallows full pressuce into the governor eiruit. Fo it to provide O psi at 0 ‘miles per hour it neods to be fully energized, As vehicle speod increases the ‘computer slowly turns the solenoid of proportonsl to road speed. Once the vehicle is in fourth gear and the converter clutch is commanded oa, the solenoid is trmed completely off Since line pressure is being supplied othe governor solenoig, when ‘the computer tums it of, nex all pressure thatthe solenoid is being fed with now enters the governor circuit. Should line pressure be above 90 psi, so will the governorcircuitbeandafter8 seconds, P1763 ses 3. I the altermator is suspect, clear the codes and road tet the vehicle with the alternator Aisconnected from the circuit. Ifthe code does not return then the altemator should be ‘changed, But if the code does return, cause and correction number Ion the previous page ‘will needto be reviewed before considering the PCM defective. Automatic Transmission Service GroupChrysler'sRE Series TransmissionDiagnostics Pranmision Case “Connecor RGU COND CONGR PSE SOE Fee -YENCLE HARNESS CONNECTOR 2a 4 7 6 6 st had dyads fresno ore: miesace ae comnscted to'iygon senor en some gar CMCC EI MCN Nore: POWERTRAN CONTROL MODULE Wire colors wil vary as sont haar they are model dependent. Figwret Automatic Transmission Service GroupChrysler'sRE Series Transmission Diagnostics GOVERNOR PRESSURE SENSOR VOLTAGE CODES TYPICAL GASOLINE APPLICATION sensor crown} BLACKIE BLUE SPLICE PCM chav a ‘TRANSMISSION CASE CONNECTOR Figure2 THE PCM c B fies Fi) 1 (00000000000) 1 11|}00000000000 ||12 3200000000060, "VU Figure 3 Automatic Transmission Service GroupATSG) Chrysier'sRE Series Transmission Diagnostics COMPLAINT: cause: CORRECTION: CHRYSLER RWD TRANSMISSIONS IMPROVED LINE RISE & THROTTLE RESPONSE, Ieiscommonty known thtlnerise of RWD Chrysler trasmissions, ic 904,727, 500/618, all “PRE” 1996 RE units i sluggish and in many cases insfficient. This causes fechnician to find themseives having to adjust the thotle roweable in an attempt to located «happy medium of shit feel and shit timing. Many times the vehicle is delivered ‘without really achieving the desied shift characteristic. ‘Decrease pressure supplied tothe pressure regulator valve throttle plug which i used to prevent ine pressure from excoading approximately 100 to 120 psi at wide open throttle (Bee Figue By drilling 0.040" exhaust hole through the exterior casting into the decrease pressure circuit by following the “example” steps below and illustrated in Figure 2, «controlied ‘Venting of this oil wil allow a more rapid line rise esponse othrotle opening improving, the shift characteristics ofthe transmission, Ialso will allow a more desirable top end line pressurereading as wells aslightinereasein the converter clutch apply pressure. Step 1 Measure the overal length ofthe pg (480") 25 seen withthe example inFigure2. ‘Siep 2. Measure the lengthof the plug minus one shoulder (430")as seen withthe example inFigue2 Step 3. The difference between the two readingsis.050". By dividing that number in half (0.025")andadding itt the figure acquredin step 2 0.430"), the depth rom the ‘edgeofthebore tothe decrease eieuitcan be marked for drilling at approximately 100435" also shown in Figure2. ‘Note: For 1996 and later vehicles drilling this hole may cause an erroneous code PL763 “Transmission Governor Pressure Sensor Vols Too High.” This can be overcome by r= ‘ashing the PCM according to Chrysier bulletin 21-04-00 which e-alibrates the JTEC. Powertain Control Module with new software (calibration change 96Call8, 97CAl18, 98Cal12,and99CsI14) ‘Another option would be to caeflly solder a 150 ohm 1/4 watt resistor int the governor ‘sensor signal eicuit which wil desensitize the P1763 code setting concer, Radio Shack par#271-1312 Automatic Transmission Service GroupChrysler'sRE Series Transmission Diagnostics GOVERNOR PRESSURE TEST GOVERNOR PRESSURE ‘soup marc FM VEHICLE SPEED GoveRNoR PRESSURE TAP. Figure T "3RD DESIGN” 4 PIN"90 DEGREE” GOVERNOR PRESSURE SENSOR WITH "TFT" INCORPORATED INSIDE THE SENSOR Q B Ta ° aes ew thingie nd De Yiew lookin ie ing into "3rd Design" ose e Caen aemnoer eer oT raptor nO Tonmaovnst pent SyantoRC en ee ; Sere Figure? Automatic Transmission Service GroupChrysler'sRE Series Transmission Diagnostics GOVERNOR PRESSURE SENSOR VERIFICATION “MONITOR GOVERNOR PRESSURE ON ‘SCAN TOOL WITH THE SELECTOR IN THE PARK OR NEUTRAL POSITION (Reading should indicate "0") GOVERNOR PRESSURE GOVERNOR PRESSURE [! INDICATES Op. INDICATES ABOVE gy. | “to cRouNn wire rie 410N. ON. VOLTAGE SHOULD BE BETWEEN 010 0.060 VOLTS RO. ES l TI 76S] NO cotton reine ‘REPLACE GOVERNOR neers ae (PRESSURE SENSOR c "ET CaN REPAIR OPEN BETWEEN [See iretvero| TERMINALS ANDAGAT THE PCM (See Fare 3) Copyright © 2001 ATSC Figured Automatic Transmission Service GroupA ATSG| chrysier'sRE Series Transmission Diagnostics WIRE SCHEMATIC FOR 2ND AND 3RD DESIGN GOVERNOR PRESSURE SENSOR "Tharmter” no Imesrporaa Governor Senor common ' ' 1 1 1 1 ' ' ' 1 1 ' ' ' ' 1 1 1 EPP EP a TRANSMISSION CASE CONNECTOR. ‘VEHICLE HARNESS CONNECTOR 28 a se se AKU 4" NOTE Mist ato connects rotaygentanon en some ga vars aT ot Tees] ean TROT ACT NOTE: POWERTRAIN CONTROL MODULE Wire colors will vary as Fem — they are model dependent. 'gntion swatch Copyright ©2001 ATSC. Figure Automatic Transmission Service GroupChrysler's RE Series Transmission Diagnostics DODGE TRUCKS & VANS WITH RE RWD TRANSMISSIONS ERRATIC GOVERNOR PRESSURE. COMPLAINT: The vehicle shute shifts and when governor pressure is checked itis erratic. The governor prescure sensor voltage, when checked, matches the pressure gauge, itt is erratic. No odesare stored. CAUSE: “The are ofthe valve body where the governor pressure contol solenoid and the governor pressure sensor are locatedis warped (Refer‘oFigure 1). ‘When his area is warped governor pressure from th solenoid tothe sensors leaking causing cermtic governor pressure Which cases te eratic sensor signal voltage (See Figure 2). Tis results in ilat the tip ofthe sensorto vary which eauses the sensor ovary the signal voltage. ‘The PCM will react by varying the solenoid operation which will esult in eratic governor pressure, ‘CORRECTION: ‘Check the crush on the solenoid/sensor gasket which might reveal warpage inthis area. Flat sand th solenoid sensor mounting block as well as that area of the transfer plate section of the valve body (RefertoFigure3). | ee Figure | | Automatic Transmission Service GroupChrysler'sRE Series Transmission Diagnostics CHECK GASKET FOR PROPER CRUSH Figure? ‘GOVERNOR SOLENOID On, SUPPLY ‘TO GOVERNOR PRESSURESENSOR ‘PRESSURE Governor PRESSURE SENSOR Figure Automatic Transmission Service GroupATSG) chryster'sRE Series Transmission Diagnostics [46] CHRYSLER 46RE/47RE DIAGNOSTIC TROUBLE CODE P1740 COMPLAINT: Some 2000-2001Ram Vans, Dakotas, Ram Trucks and Durangos, may exhibit flashing Check Engine Light, eaused by a DIC P1740, (P1740 isa Torque Converter Clutch or (Overdrive Solenoid Performance fal) CAUSE: ‘The cause may be, a Reducing Pressure Exhaust orifice that i too small, which delays the pressure increase needed when the Torque Converter Clutch i applied. Refer to Figures 2 tnd fora partial ydrauliescherotis explaining the Boost Valves function, CORRECTION: Refer to Figure I to locate the Reducing Pressure Exhaust Orifice, which sin the Boost ‘Valve Cover Plate Remove the plate and enlarge the orifice shown to.068."Chrysler also provides a new Boost Valve Cover Plate which will already have the oifice enlarged SERVICE INFORMATION: BOOST VALVE COVER PLATE (Chrysler part no, so O4617012 REDUCING PRESSURE EXHAUST ORIFICE LOCATION REDUCING PRESSURE, EXHAUST ORIFICE. (ORIGINAL DIAMETER 18.048") BOOST VALVE COVER PLATE REMOVE THE BOOST VALVE COVER PLATE AND ENLARGE THE REDUCING PRESSURE EXHAUST ORIFICE 70.069" Conyeght © 2003 ATSC Figured Automatic Transmission Service GroupPAATSE) chrysier'sRE Series TransmissionDiagnostics [54] ‘WIDE EXHAUST SLOT ‘TCC Exhaust Orfice ———— 243 OC—CI00%0006 Conyeght © 2003 A186 Figure3 Automatic Transmission Service GroupEMATSGE) chryster'sRe Series Transmission Diagnostics 47RE/5.9 LITER 24 VALVE DIESEL CUMMINS ‘TORQUE CONVERTER CLUTCH CYCLES IN AND OUT COMPLAINE: 5.9 Liter vehicles wih the 47RE eansmission experiences « eyling in and out of CAUSE: lockup ccneern duting highway speed ‘There sremany possibilities suchas» malfunctioning brake switch or brake support bracket. Temperature sensor, alterators, throttle position sensors, vebicle speed sensors to name a few. Chaysler has even issued a reprogramming procedure (Gillein #18-02-99) for 1996 and ater vehicles which compensates foraltemator or “TPS noise correcting this complaint. Reports of TCC smuttie has also occured while driving wth scanner attached tthe date link connector. Unplug the scanner and the problem goes away. One ather possibilty that may go overlooked isa defective ECM with 1998 and ater vebicls. These vehicles are equipped with an Accelerior Pedal Postion Sensors (APPS) rather than a TPS. The APPS sends «typical TPS signal tothe ECM and the ECM sends that signal tothe PCM. Should the ECM rilfunctian, the incorrect sigual is received by the PCM eausing the shuttle shift complain: See Figure 1). CORRECTION: The APPS is located atthe front lft of the Engine Compartment under a plastic protective cover (See Figure 2), Wher the cover is removed itean be seen how the Aceelerter pedal eae operates a throttle eam which i attached to amounting pate (See Figure 3). On the hack side ofthis assembly isthe where the APPS is located (See Figured), The APPS connector terminal identifications shown in Figure. The ‘number terminal sends & typical Sto 3.5-4.0 throtle opening signal voltage tothe ECM at connector terminal # 25 See Figure 6). The ECM in tum sends that same signal to the PCM from ECM terminal #28 to PCM terminal #23 inthe C1 Black connector (See Figure 7). Simply inspect the voltage from the APPS tothe ECM to insure tha the APPS is functioning correctly. Then inspect the signal from the ECM to the PCU. If the signal i incorect, the ECM will ned to be replaced, For farther ‘veritfeation thatan ECM needs tobe replaced, cutthe wire entering temminal23 in the PCM’s black C1 connector. Run a jumper lead from terminal 3 in the APPS connectortoteeminal3 inthe Cl connector. Ifthe direct signal fom the APPS into ‘he PCM corrects the problem, the ECM has been confirmed faulty SERVICE INFORMATION: APPS. S30 ISTSAF Automatic Transmission Service GroupATSG] Chryster'sRE Series Transmission Diagnostics [53] ‘TORQUE CONVERTER CLUTCH CYCLES IN AND OUT APPS Light Bive ‘th orange ‘ue Tracer 23 PCM Connector C1 Figure 1 Automatic Transmission Service GroupATSG) Chrysier'sRE Series Transmission Diagnostics TORQUE CONVERTER CLUTCH CYCLES iN AND OUT ‘THROTTLE CamLE LEVER APPS PROTECTIVE COVER AND APPS ASSEMBLY Figure? Figured ‘APPS ASSEMBLY “APPS CONNECTOR VIEW ‘AND TERMINAL ID | Apes GROUND APPS SIGNAL, ae 336 ares vor iwue swircu #2 erie wor9. wuzswirca BarTeRy voutAce| Figure 4 Figures Automatic Transmission Service GroupChrysler'sRE Series Transmission Diagnostics [55] ‘TORQUE CONVERTER CLUTCH CYCLES IN AND OUT THE ECM IS LOCATED NEAR THE CENTER OF THE ENGINE UNDER THE FUEL/FILTER HOUSING APPS TERMINAL #3 THROTTLE OPENING Teewnvan #28, THE Bom SIGNAL VOLTAGE TO TERMINAL #25 N THE BOM SENDS THROTTLE POSITION VOLTAGE SIGNAL TO TERMINAL ‘#25 1N THE PC LACE 1 Connscror Figures Automatic Transmission Service Grouptics ATSB) chryster'sRE Series Transmission Diagn TORQUE CONVERTER CLUTCH CYCLES IN AND OUT ‘THE PCM IS LOCATED ON THE PASSENGER SIDE FIREWALL ‘OR ABOVE THE PASSENGER SIDE WHEEL WELL (COVER IN THE ENGINE COMPARTMENT. TERMINAL #23 IN THE PCM'S LACK Cl CONNECTOR RECEIVES A {A TiOTT1e POSITION VOLTAGE “SIONAL FROM TERMINAL qa =) 20IN THE BCH fist) 11 |(00000000000)] 1 21]| 0000000000. 32|\o0000000006))22 TI LACK €1 CONNECTOR Figue7 Automatic Transmission Service GroupATSG) Chrysier'sRE Series Transmission Diagnostics CHRYSLER RE RWD TRANSMISSIONS IN AND OUT OF LOCKUP. COMPLAINT: Vehicles with theRERWD transmissions cyling in and outof lockup CAUSE: Possibly noise onthe TPS signa wire CORRECTION :There ce many causes for electica noise. We most strongly recommend that you repair the ‘SOURCE of the noise rather than filtering the noise. Often the source can be elusive, oF repairing the source expensive. In these cases, the noise may be filtered out ofthe signal using «nL-Ctype “pi filter on the TPS signal line. These filters are reacily available atany car steeo installation shop, and many retail electronics outlets Eehlin RD-13 or equivilent). Itisfatly simpleto assemble yourownas wel. ‘Tobuildant-Cpi filter youwil need the following: 68H micro henry) Choke Coil (Jameco 372103 orequiv) 1 uF (mero farad) Capacitor Jameco 10867PS or equ) 4700 uF (iro farad) Capacitor (ameca 93673PS orev) Abort mountitin Jameco 18913 ocequiv) ‘erimpon Ground Ring (Jameco 302762 r equiv) 2butt connectors (Tamovo 320562 orquiv) Some wire(12" blue, 12” black, 12” violet) Some solder (Optional enough Epoxy to fil hebox (A complete assembled unit is available fom ATSC. Jameco pats ray be obtzined at |nitp:/jameco.com, or yourlocal professional electronics pats store) Solder the pats together as shown in the schematic in Fig 1, end the pictorial in Figure 2. Install te flter by cutting the TPS signal wire and Seeding that signal trough the be wire in the filter (the IF side to the TPS and the 4700 pF side to the computer), then ground the black gound wire toa good ground (the better the ground, the cleaner the signal) a shown in figure. ores. 1 nF 4700 pF Figure 1 Automatic Transmission Service GroupChrysler'sRE Series Transmission Diagnostics CHRYSLER RE RWD TRANSMISSIONS IN AND OUT OF LOCKUP Blue Wire To TPS Blue Wire To TPS Violet Wire To Black Wire Te Ground Figured Automatic Transmission Service GroupATSG) chryster'sRE Series Transmission Diagnostics DODGE TRUCKS LOCKUP SHUTTLE COMPLAINT: Trucks using 12 valve diese engines may exhibit lckxp shuttle condition. The sean tool indicates that he signal remains steadily “ON”. CAUSE: (1) The throtle valve adjustment rods ball joint ype. The socket and elips bat hold the od ia place are plastic. Ashe plastic wears, the rod becomes sloppy resulting inthe lockup shuttle condition. (2) The throttle arm hat the throttle position sensor mounts toplasticbushings onthe shatofthe throtte arm. These bushings wear and cause te throttle lever to wobble causing eatic TPS signal voltage, resulting in a lockup shutle condition. The throtle arm blade also wears resulting ininiproper rotation of the TPS resulting in te same lockup shuttle condition, (Referto igure |) The TPS cannot be adjusted when these itemsere worn. CORRECTION: ()Replage the tote vod with the plastic sockets and clipe with the all metal rod shown fa Figure, {@) Replace theplastic bushings and the throttle arm tis damaged. SERVICE INFORMATION: All Metal Phrotle Rod. Throtte Arm. Throtte Arm Bushing. Automatic Transmission Service GroupChrysler’sRE Series Transmission Diagnostics LOCKUP SHUTTLE ‘THROTTLE ARM BUSHING WEARS, Figure! REPLACEMENT THROTTLE ROD > T§ALL METAL AND HAS NO PLASTIC RETAINING CLIPS Figuez Automatic Transmission Service GroupATSG ae Lor IRD YOUR #1 SOURCE Tech Hotline FOR Tech Manuals Tech Seminars Computer Software 24 Hour internet Tech Fourm AND FOR MORE INFORMATION CALL (800) 245-7722 OR VISIT US ON THE WEB WWW.ATSG.BIZATSG) chryster'sRE Series Transmission Diagnostics DODGE TRUCKS WITH GAS ENGINES & RE TRANSMISSIONS 3-4 SHIFT & TCC SHUTTLE, COMPLAINT: After overhaul, during the road test, between 34 and 43 mph (55 and 70 kph), the vehicle ‘exhibited a 3-4, 4-3 shift shutle, When the vehicle was driven between 43 and 6 mpl (70 snd 90 kph), TCC cycled in and out. The computer signals for the 3-4 shift and TCC apply ‘commanded what the transmission was doing, yet, Toop status always remained closed throughout the cycling. When the trick was driven at various speeds above 62 mpl: (100 ph), the vebicle would experience an occasional “fshbite” effect. CAUSE: ‘This 1999 Dodge 4x4 wit 5.2L engine and 46RE transmission had 126,923 miles (204,264 kilometer) on the odometer. Wom spark plugs (See Figure I)were the cause ofthe above ‘mentioned complaints. CORRECTION: A new set of Mopar spark plugs and an exteaive test dive indiceted thatthe problem was ‘gone. Figure t Automatic Transmission Service GroupATSG] chryster'sRE Series Transmission Diagnostics 45RFE & AW4 NO SHIFT QUICK SHIFT COMPLAINT: Ano shiftoraquicksbiftoccursaterchanging te TPS, cause: Mid 1999 and Later 4.7 liter Jeep Grand Cherokeshad «design change tothe TPS where idle voliage is at approximately 4.5 volts and wideopen throttle voltage at approximately (0.5 volts (See Figure 1). This is opposite othe typical OS voto wide open throttle 4.5 volt DodgedJeep TPS (See Figure 1). these TPS's ar irstaled incorrectly. there will itherbo ‘no up shift condition ora sacked up shift condition. Although these TPS’ shave a significant difereneein design they bots have the same style connectorallowing the installation. CORRECTION: Istallthecorrect TPS, Previous style TPS Late style TPS Idle Throttle Voltage Low Idle Throttle Voltage High Open Throttle Voltage High ‘Opn Throttie Voltage Low (048743714 0501747948 Fine Automatic Transmission Service GroupCOMPLAINT: CAUSE: ‘CORRECTION: JEEP WITH 2.5 OR 4.0 LITER ENGINES & AW4 TRANSMISSION ‘TPS CODE P0123 WILL NOT CLEAR ‘A late model Jeep witha 2.5 or 4.0 iter engine andthe AW transmission comes in withthe NUL" Lamp illuminated and «complain of late shits. A scan reveals x code POI23, “TPS ‘Veltage High”, is stored, The scan tools data ist indicates thatthe TPS signal wire voltage is 315.0 volls at closed trate, ad then ranges upto 11,5 volts. A backup check ofthe TPS signal wire (usualy is an Orange/Dk Blue wire), shows 5.7 vols at closed trot, with a Similar ise in voltage asthe troale is opened, A check of the TPS 5 vol supply and ground cnet prove that both ofthese circuits are good ‘Acheck ofthe TPS signal wire withthe TPS disconnected shows the same 5.7 volts. The ‘echnician now begins an inspection of the wiring between the TPS andthe PCM and TCMto noavail ‘Areplacement TPS does nat cure the problem, neither does replacement ofthe PCM or TeM. ‘The Switch Sense circuit inthe Clockspring in the stering whee! hub hs shorted to battery vellage foe the bom bution circuit. When the Switch Sense Circuit shorts tothe 12 volt HORN circuit the TPS signal voltages driven high and remains there as shown in Figure L ‘isis because the 5 volt reference voltage used by the Cruise “Switch Sense” circuit and ‘he TPS are shared inside the PCM. Replace the Clockspring assembly. Once the Clockspring has been replaced, be sure 10 chock the sensor Svalt reference voltage atthe PCM to insure tat circuit has not been ‘damaged by th short to power. Also check the TPS signal range to insure the TPS has not been fied. Automatic Transmission Service GroupSENSOR GROUND [| TPs sicuat ‘FROM SHORT TO ‘HORN CIRCUIT DRIVES TRS SIGNAI VOLTAGE HIGH [J switch sense TPS SIGNAL HORN CIRCUIT ‘SHORTS TO 5 VOLT “SWITCH SENSE” CRUISE CIRCUIT INTHE PCM JIN TIN HORN swireH SHORTS 10 VOLT 7HORN CIRCUIT ‘SWITCH SENSE TSENSOR GROUND foLocksprinc F assemsty Cenyign © 2002 Ars] TEFT CRUISE CONTROL SWITCH Figure 1 i Automatic Transmission Service GroupATSG) Chryster'sRE Series Transmission Diagnostics DODGE TRUCKS & JEEP VEHICLES WITH RE UNITS HARD START/NO RUN COMPLAINT: The vehicle is making thd gear starts, «check of governor pressure reveals that governor pressure isat maximum. This problem may also be accompanied by dead battery, charging system problems and possibly codes indiceting a problem with te evap system. The scan tool may not comannicate with vasious modules andthe vehicle may or may not start. If ‘communication is possible, no codes are stored CAUSE: The result of ll these complaints is what A.TS.G will identify as an Engine Running Bus ‘System, loss of power, Power forthe “ERB i provided by the PCM at txminal 25 ofthe C3 (Black) connestor,(Referto Figure) but only when he engine is running. ‘Tisisusualy labeled “Generator Source” inmost wiring dgrams beens it actually isthe source voltage forthe generators field winding. The “ERB” also supplies power tothe Leak Detection Pump andto the Transmission Control Relay Tre ground circuits forthe generators well asthe leak detection pump controlled by the PCM at PCM terminals 10 n the C2 (White) and terminal 10 inthe C3 (Black) connector respectively The Transmission Control Relay's PCM ground controlled circuits PCM terminal 30 inthe i(White) connector Thisistheciruitthais shut down bythe PCM when the transmission contol system is in default, such as when a transmission related code is sored. The real cause ofall hese complaintsis a faulty Crankshaft Postion Sensor! CORRECTION: Itseems that ChrsleriJeep Computer suatogy dictates that when the crank sensor signal is comupt the PCM “Engine Running Bus" will nt power up Disconnect the crank sensor and see if these circuits power up itthey do, the crank sensors sally, ‘This sensor isa Hall Effect Seasor and when it shorts its 5 volt reference source it wil use the above mentioned complaints Te may even “pull down” the 5 vot reference voltage supply tothe Governor Pressure Sensor or other sensors using the reference voltage supply aswell NOTE: Inll wiring diagrams that were used for he information contained here within, the generator field winding is incorrectly identified. The postive and negative terminals are Inbeled backwards, Generator terminal2, waich leeds tothe generator source pin atthe PCM isthe positive tenminal, Generator terminal I, which leads to the generator field diver ‘emul atthe PCM is the negative terminal asiustrated in Figure Automatic Transmission Service GroupATSG] chryster'sRE Series Transmission Diagnostics STUCK IN THIRD GEAR TRANSMISSION 0 eNoINe CONTROL RELAY RUNNING. ! Buss. POWER SUPPLY aque) convecToR TERNAL 40 Figure 1 Automatic Transmission Service GroupATSG] Chryster'sRE Series Transmission Diagnostics 1991-99 JEEP WITH GAS ENGINES DOUBLE BUMP SHIFT ‘The vehicle exhibits what feels like a "double bump" when the transmission upshifs scoompeniedy an engine miss. There are NO engine or transmission codes stored. In many instances the tensmission is overbauled, only tohave the sarve complain, CAUSE: the cause i faulty Camshaft Position (CME) Sensor which is not bad enough to store a code, but produces the "double bump" shift feel and the engine miss, The CMP Sensor isa Hall Effect Sensor tha is located inside the distributor as illustrated in figure. CORRECTION: Firstcannecta voltmeter to Terminal 2 ofthe distributor connector (Refer to Figure2) and to 8 GOOD KNOWN ground, itshouldhave.3 volts or les. Tai is the CMP Sensor ground. Nex, connect fe voltmeter to temminal 3 and 2 of the distributor connector as shown in figure? itshouid have 8 volts upto the 1995 model year or volts for 1996 and ater model. ‘Thisthe suppy voltage forthe CMP Sensor Finally, omnec:a scope or waveform viewer to distributor connector terminals! and2, this willbe he CMF Sensor signal and inspect the waveform patterns produced The sensorcrexe Oto 5 volt toggled signal. Beinga Hall fect typesensoritalso requires ‘voltage supply ad ground and the signal format isa digital square wave type. “The CMP Sensor operation is unique because it produces # LOW toggle signal during one revolution ofthe crankshaft and a HUGH toggle signal forthe next complete revolution of thecranlsbat. Automatic Transmission Service Group1991-99 JEEP WITH GAS ENGINES DOUBLE BUMP SHIFT rensevac or CMP SENSOR. SIGNAL oe ‘SENSOR DISTRIBUTOR “TERMINAL 2 CONNECTOR Gur sexsow ‘GROUND ‘TERMINAL #3 Gur sensor VOLTAGE SUPPLY Figwe? Automatic Transmission Service GroupCOMPLAINT: Deterorated PCM connectorscausing avarety of Diagnostic’ causE: Chrysler'sRE Series Transmission Diagnostics 1996 AND NEWER DODGE & JEEP VEHICLES PCM CONNECTOR REPAIR KIT ouble Codes ‘The PCM on 1996 and Inter vehicles is located in the engine compartment (See Figure 1). ‘This locaton allows connectors A, B and C_ (See Figure 2) and their associated wiring plugging into the PCM tobe subjected to engine compartment heat for sustained periods of ‘ume. Thisheat combined with weathering contributes to the deterioration ofthe connector, CORRECTION: ChiyslerDodge’Plymouth has made available PCM connector repair kits under the following partnumbers: ‘Connector (32 terminal Black C-I connector) nance 56017957 ‘Connector B (32 terminal White C-2 connector) CO S6018614 Connector C (2 terminal Gey C-3 connector) 6018615 20 wc wihlenalsonbuthendsand 40piscsofeatsink tab. 04882087 Connector Cove 56018606 Connector Plug, 56038347 SERVICE PROCEDURE: 1. Record the memorized preset radio stations 2. Disconnest the battery or batteries on 5.9 L Diesel Curmmins and isolate the cable ends. 5. Unplug the damaged connector from the PCM 4. Locate and inspect the connoctor lock tb and inslator for damage (See Figare 3). If is damaged, the entire conneetor will ned to be replaced 5. Write down each wie calor to its appropriate cavity location within the connector ‘fore disassembling the connector. 6, Next, pll onthe wires individually. [they come out the connector will need to be isassembled to inspect the initial and final locks (See Figure 3). 7, To disassemble the coanector, push in.on the single locking tab as seen in Figure 4 8 With Chrysler's special tol 6934 or one similar, insert the too into the back ofthe ingulator cavity alongside each wire removing them from the connector assembly one at time as seen in Figure 5. 9, With all the wires removed from the connector, inspect the entire connector assembly 18 seen in Figure 3. Ifany ofthe parts are damaged, replace the connector assembly 10. While the wires are out ofthe connector, inspect each terminal endfor damage or corrosion, Place each terminal end onto the mating pin in the PCM and check for drag, (Gee Figure 6) If any ofthe connections are loose, replace the wire 11, Using the notations taken in step 5 of wie color end location, carefully assemble the new andlor repaired connector assembly. When all ofthe wies are in place, push the to locking tabs into place to secure the wire terminals in the connector assembly (See Figure 7) 12, Cross your fingers, attach the battery cable or cables, reset the radio station and pray ‘batall your codes do not return. Automatic Transmission Service GroupChrysler's RE Series Transmission Diagnostics 1996 AND NEWER DODGE & JEEP VEHICLES PCM CONNECTOR REPAIR KIT PCM location differ between Dakotas ‘and Jeeps Figure Automatic Transmission Service GroupATSG) chryster'sRE Series Transmission Diagnostics 1996 AND NEWER DODGE & JEEP VEHICLES PCM CONNECTOR REPAIR KIT TAR PCM c B Precond Fi Fl (00000000000 00000000000 0000000000 Th ‘teen uw a 22 STRAIN RELIEF CONNECTOR LOCK TAB WIRE SEAL “—— ivmar coc FINAL LOCK SOCKET INSULATOR Automatic Transmission Service GroupChrysler's RE Series Transmission Diagnostics 1996 AND NEWER DODGE & JEEP VEHICLES PCM CONNECTOR REPAIR KIT Special Toot #6934 aa Automatic Transmission Service GroupATSG) chryster'skE Series TransmissionDiagnostics 1996 AND NEWER DODGE & JEEP VEHICLES PCM CONNECTOR REPAIR KIT Inspect each terminal end on the mating ‘Pin in the PCM for proper drag Figures Automatic Transmission Service GroupChrysler'sRE Series Transmission Diagnostics [75] CHRYSLER OR JEEP 42RE-46RE STALLING IN REVERSE AND/OR PLANETARY FAILURE COMPLAINT: Before or after overhaul, Chrysler or lenp vehicles, equipped with the 42RE-46RE ‘transmissions, may exhibit stalling condition in Reverse orrepested planetary fire. ‘CAUSE: ‘The cause my be, aresticted Auxillary Transmission Cooler. VOTE: During the “flushing” process this may be overlooked because ofa "Bypass" tube , as shown in Figure 1, that connect the two cooler lines together, ms-lading the technician into thinking thatthe Auxillary Transmission Cooler is clear. The Auxillary Transmission Cooler can not be ‘shed very easily because ofits fn type construction, as shown in Figure 2 Note: the Auxillary Cooter has a thermal bypass that does not open undil the lid or cleaning solvent is at temperatures around 160° F). This can also cause valves to hang as well as continual logging of the Governar Solenoid Screen CORRECTION: Replace the Auxillary Transmission Cooleras needed, AUXILLIARY TRANSMISSION COOLER LOCATION ‘TRANSMISSION RADIATOR COOLER LINES. I 7 ORT AUXILIARY ‘TRANSMISSION COOLER BYPASS AUXILLIARY ‘TRANSMISSION COOLER Figvel Automatic Transmission Service GroupATSG] Ciryster'sRE Series Transmission Diagnostics AUXILIARY TRANSMISSION COOLER CUT-AWAY THE AUXILLARY TRANSMISSION COOLER HAS BIN TYPE CONSTRUCTION WHICH MAKES COOLER FLUSHING ALMOST IMPOSSIBLE Copyright© 20038186 Figure? Automatic Transmission Service GroupChrysler's RE Series TransmissionDiagnostics CHRYSLER RWD TRANSMISSIONS QUICK DISCONNECT 1/2” COOLING LINES COMPLAINT: Chrysler rear wheel dive ususeissions with quick disconnect 1/2” cooting fines may ‘experience repeated frontline eipamelt down fires, CAUSE: -RWD transmissions bebind diesel engines are the most common to experience this ‘complain after heavy trailer towing or reverse to drive rockiag situations. This causes the ‘ront cooling line (which isthe lin out to the cooler) to be the recipient ofthe high uid {temperatures produced by the converter. The front quick disconnect clip assembly suffers sreatly under these conditions, CORRECTION: Replace the transmission quick disconnect fitings with threaded fitngs that will not melt ‘This will require 2 cooling lines with the appropriate attaching fitings, 2 case ftings to accommodate the case threads and line Sitings plus, approximately 2 feet of flexible hydraulic lines to attach the new Line tothe existing ines, SERVICE INFORMATION: Rittings: (Case Fittings). .S2028764AA, Cooling Lines: (1 Front Line... (Rear Line). This front cooling ine part number Includes the one/way check valve and temperature sensor port. Figure 1 Automatic Transmission Service GroupChrysler's RE Series Transmission Diagnostics DODGE/JEEP 42-44 RE UNITS REVISED FRONT BAND ADJUSTMENT SPECIFICATIONS (CHANGE: The front band adjustment speification has been changed from 35% to 3 tums after tightening the band adjustment stad o 70 in Ibs. (Refer o Figure 1) REASON: Improved 1-2 shift quality SERVICE INFORMATION: Factory Service Bulletin NOTE: This adjustment pertains to band adjustment satds with SAB (Pine) thread. 1698 ‘ADJUST FRONT BAND TO 3 TURNS FRONT BAND ADJUSTER Figure Automatic Transmission Service GroupChryster'sRE Series Transmission Diagnostics CHRYSLER 42RE/46RE HARSH REVERSE ENGAGEMENT COMPLAINT: Some 1999-2000 vehicles equipped with he 42RE/4GRE may exhibitaharsh engagement in CAUSE: One cause may e, tat the number 9 checkball has distorted the separator plate and can no longer seatcomeci, allowing excessive apply pressure int therevers servo apply passage. CORRECTION: On both 42RE and 46RE the ste! number 9 checkball should be replaced with a torn ‘heckball (See igure 1) Repiace the separator psc on the 42RE (See Figure 2) an the 4ORE (See Figure 3), Chrysler has issued a bulletin (21-01-00) for 1999-2000 vebicles equipped with thera 42RE ora 46RE with this complaint. SERVICE INFORMATION: ‘TORLON CHECKBALL. vs . ~ $2118261 42RE SEPARATOR PLATE. ' Co sansa, 46RE SEPARATOR PLATE, ‘4617196AB Automatic Transmission Service GroupPAATSG) chryster'sRe Series TransmissionDiagnostics ‘TRANSFER PLATE "UPPER SIDE" CHECKBALL LOCATIONS Figure | Automatic Transmission Service GroupChrysler'sRE Series Transmission Diagnostics 42RE SPACER PLATE 00 0 gj a % 0006 e{ |E20 0 Copyright ©2003 arsc | Figure2 Automatic Transmission Service GroupATSG) chryster'sRE Series Transmission Diagnostics 46RE SPACER PLATE, OCI 490%0006 Copyright © 203 ATG Figure3 Automatic Transmission Service GroupCOMPLAINT: CAUSE: CORRECTION: Chrysler's RE Series Transmission Diagnostics ALL DODGE RE & RH UNITS PREMATURE FAILURE OF THE L/R BAND Some RE and RH transmissions (The SOO/5I8/618 tansmissions with or without & govemor pressure solenoid) may experience a premature low reverse band burn out immediately after overkaul (One such eause may be a cross leak between spacer ple and channel plate near the # 3 chek ball seat ares (See Figures | & 2), The eoss leak may be the result of an incorrectly igned spacer plate to channel plate. Ths misalignmentmay allow minimal 3d gear oil pressure to cross over and intrude into the lowheverse band circuit ater a 2-3 shift has ‘Sceurred, This minimal pressure is enough to make the band drag cn the low drum while rivng in third and forth geer causing the premature filureof the band. ‘Ifthe band is destroyed the unit will obviously need t beremoved for service. During the transmission repair procedure, disassemble the valve body and carefully flat sand the channel plate to ensure thatthe channel plete will mate iat to the spacer plate. When assembling the valve body, thereare two holes thatareto beused to proper align the spacer plate to the channel plates seen in Figures 2 and 3, Placethe spacer plate onto the channel plate and install the two bolts one in each alignment hole by hand. Then pu the tension plate ‘place and tighten to 35 inch pounds to secure the spacer plate tothe channel plate (See Figure). Remove thetwo bots used to align the plate andre-use the same bots align the valve body and torque all the attaching bolts t 35 inch pounds. After the unit has been ‘repaired and installed into the vehicle, attach a pressure gnuge tothe lowlreverse pressure ort(See Figure 5) and ensure that Opsiis present while tsird and forth gear. Automatic Transmission Service GroupChrysler's RE Series Transmission Diagnostics ALL DODGE RE & RH UNITS PREMATURE FAILURE OF THE L/R BAND. MAIN VALVE BODY CHECKBALLID. ‘AND LOCATIONS Automatic Transmission Service GroupALL DODGE RE & RH UNITS PREMATURE FAILURE OF THE L/R BAND “Alignment hole The #3 Check Automatic Transmission Service GroupATSG) chryster'sRE SeriesTransmissionDiagnostics ALL DODGE RE & RH UNITS PREMATURE FAILURE OF THE L/R BAND ‘Third and reverse feed circult “Alignment hate separated by the plate between the ign double square holes. A mis-aligned plate allows third gear off to intrude into the LAR band apply cireut. Alignment hole OC~ICI00% 0006 Figues Automatic Transmission Service GroupATSG] chrysier'sRE Series Transmission Diagnostics ALL DODGE RE & RH UNITS PREMATURE FAILURE OF THE L/R BAND Hand tighten a fastening bolt “Hand tighten a fastening bolt ‘in alignment hole Secure tension plate which sill maintain spacer plate {to channel plate alignment Fewed Automatic Transmission Service GroupChrysler'sRE Series Transmission Diagnostics [33] ALL DODGE RE & RH UNITS PREMATURE FAILURE OF THE L/R BAND OVERDRIVE GOVERNOR = ACCUMULATOR TEST PORT "TEST PORT TT wwoxrseavd? _| TEST PORT wb Ss S59 REARSERVO ‘TEST PORT Figures Automatic Transmission Service GroupChrysler'sRE Series Transmission Diagnostics CHRYSLER 42RE AND 47RE CHECKBALL LOCATIONS AND FUNCTIONS, PLUS NEW CHECKBALL ADDED IN TRANSFER PLATE (CHANGE: Beginning with the 1996 model year all of the 42RE and 47RE models, withthe electronic controled governor pressure, were produced with an added aumaber (0 eheckball located in the twansfer plate, as shown in Figure. REASON: Tocnsute sequential downshifts, PARTS AFFECTED: () TRANSFER PLATE - Casting changes to accommodate the added number 10 checkball and itustrated in Figure (@ OVERDRIVE SPACER PLATE - Changes inthe hole configuration t sccommodate the added ‘number 10 checkball asillustrated in Figure ) OVERDRIVE VALVE BODY - Casting changes to accommodate the added number {0 check Dall asillutated in Figure INTERCHANGEABILITY: ‘None ofthe individual part listed above will interchange with previous design level parts. When used asa complete service package, willback service any 42RE or 47RE. Non Wie have also provided you with the main valve body checkballloestions in Figure 2 and the transfer plate checkbnll locations in Figure 3. The function of ll cheetballs ae povided for you. in Figure | Automatic Transmission Service GroupChrysler's RE Series Transmission Diagnostics [20] (CHECKBALL IDENTIFICATION AND FUNCTIONS. Ghackbait| Ske | Function [Checks e frcs tne prosarebhindhe 2h conrloleand oth sn |" andbSgonenorpagsoprventenaphiinendundorindgearhen tesco Nat \eerspacein Menem Steel | m Chechttnnturecoiret resue end he 1-2 shifconrl eon Bal the iasageo the goverarpog orale down daring ered? Tonnivhen deci usborc te cert pec | Chek orate prener behind 3 okra prevena? Saphit nar | % snow heer leartelacet we Manual Steet | a) Chacha hacs hemanaa nf chcstnd ec trot preset the} ‘tipo eriageorcedseownch A) Chace. 5k fot et cholera Sepahih rom ening he vag | taar |” ‘menebondcrententstonfront (Ores) catholic ert te iemede bend vas | Mea | raseceens 1) ChecictNo bats te termine end rete croton allo revs ‘opt heron iret ch when tescecoronriilced ie Revere iy | Chet, cs er bandage presen tring he fnt Direct) ch Nod | Wet |” Cretten heater ior tpaed ie haan Steet |» Shean thceienantt om coeur ontarece leprae int thereat ‘ondcratvnenthe ster eer splatter 7) Chacko. Sblacs the manaal nd rata dre role prereo ths ack vas | 14% |” Steeriontitratcandeshurte ve wbertesecrlerplced cer 03 | Ler | Drbcortnene 1 Cheba Shcls te hrntepresarecatand dca psa back de Cf aniavew penta? epibenstec ee places Manan Wa 6 | Ua" | a) ChecthalNe Sfrcerintometitshndapplycltreugh voir ape Steet |” ‘ntomadiatbontandsnvhethet 2accunalaaronat dup Na? | 14" |) Chaska 7 resrear orvard cack irugh a oli fore tmaeh arage Siect_|” ‘Sipne any fmertrage Wad | 1A" | Cheba Sots tine prearerom crn te rear (Forward latch rut Steet _|” ‘thntheniecorievrtpacel into Prk Revie or Newt, Wed | YA" [a Chetan Sorcerer band ppy ol through on ors foraxmocth rer band Secet |” “optpnbenteseecotoelapitalint Reve oransaon Noted 8) [A CheckblN. 10 acs rfc ea Forearm ning he sonverer ov |” Chuchapp cent end aonsorfcerear Forman chek opine Nato | 316" | Seradechacnsneni ‘Steet | my Chectoatia tree cone clatch ply olfomenteig hed cet, ‘ndallosconverterapty lo stroke the ong vale which tur Tod he 3 ‘hinvaivetnteupshifie postion when the converter lth ion Ur hr oan. Figure | Automatic Transmission Service GroupChrysler'sRE SeriesTransmissionDiagnostics | 91 MAIN VALVE BODY CHECKBALL LD. AND LOCATIONS. Figure2 Automatic Transmission Service GroupL.A ATSG Chrysler'sRE Series Transmission Diagnostics 92 CA? ‘TRANSFER PLATE "LOWER SIDE" CHECKBALL LOCATIONS. 1 Som ‘0 No. 10 Checkball Figure3 Automatic Transmission Service GroupChrysler'sRE Series Transmission Diagnostics OVERDRIVE VALVE BODY SPACER PLATE, Holes Added For New No. 10 Checkball Figure 4 Automatic Transmission Service GroupChrysler'sRE Series TransmissionDiagnostics | 94 OVERDRIVE VALVE BODY Figure Automatic Transmission Service Group4 ATSG Chrysler'sRE Series Transmission Diagnostics ‘TRANSFER PLATE "UPPER SIDE" ‘CHECKBALL LOCATIONS Noo (Wot Used in $7RE) Figure6 Automatic Transmission Service GroupChrysler'sRE Series TransmissionDiagnostics 1 96 MAIN SPACER PLATE Figure 7 Automatic Transmission Service GroupChrysler's RE Series Transmission Diagnostics 2000 & LATER DODGE TRUCKS & VANS. INTERNALLINKAGE AND SAFETY NEUTRAL SWITCH CHANGES COMPLAINT: Aner vaive body exchange, the vebcle does not start or the detent lever cannot clear the safety neural switch, CAUSE: ‘The safety neutral switch and the valve body detent lever changed for the 2000 model year The switch is longer and the deteat ever dimensionally changed to accommodtle ‘he new switch, Figures | and 2 show the dimensional differences between the previous sand curent design detent levers. Figures 3 and 4 illustrate the correct and incorrect assembly wing the short switch. Figure 5 shows the correct assembly usin the long switch, Tris unnecessary to show the incorrect assembly ofthe long switch, a5 it willbe impossible to stall either the valve body assembly or the switch with hat combination. CORRECTION: The detent lever withthe red plastic insert goes withthe long safety nevtral switch. The

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