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Chrysler RE-Diagnostics

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1. REAR SERVO TEST PORT Figure 5 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 with the electronic controlled governor pressure were produced with an added number 10 checkball located in the transfer plate as shown in Figure 3 REASON To ensure sequential downshifts PARTS AFFECTED 1 TRANSFER PLATE Casting changes to accommodate the added number 10 checkball and illustrated in Figure 3 2 OVERDRIVE SPACER PLATE Changes in the hole configuration to accommodate the added number 10 checkball as illustrated in Figure 4 3 OVERDRIVE VALVE BODY Casting changes to accommodate the added number 10 check ball as illustrated in Figure 5 INTERCHANGEABILITY None of the individual parts listed above will interchange with previous design level parts When used as a complete service package will back service any 42RE or 47RE NOTE We have also provided you with the main valve body checkball locations in Figure 2 and the transfer plate checkball locations in Figure 3 The function of all checkballs are provided for you in Figure 1 Automatic Transmission Service Group Chrysler sRE Series Transmisston Diagnostics CHECKBALL IDENTIFICATION AND FUNCTIONS A Checkball No forces line pressu
2. A Checkball No 5 blocks the manual 2nd circutt and directs throttle pressure to the back No 5 side of both shift valves and the shuttle valve when the selector lever is placed into either i Drive or Reverse B Checkball No 5 blocks the throttle pressure circuit and directs line pressure to back side of 2 3 shift valve to prevent a 2 3 upshift when selector lever is placed in Manual 2nd No 6 1 4 A Checkball No 6 forces intermediate band apply oil through an orifice to apply the Steel intermediate band and stroke the 1 2 accumulator on a 1 2 upshift No 7 A Checkball No 7 forces rear Forward clutch through an orifice for a smooth garage Steel shiftinto any forward range 8 1 4 A Checkball No 8 blocks line pressure from entering the rear Forward clutch circuit Steel when the selector lever is placed into Park Reverse or Neutral No 9 1 4 A Checkbatl No 9 forces rear band apply oil through an orifice for a smooth reverse band Steel apply when the selector lever is placed into Reverse or Manual Low Not used in 47RE A Checkbali No 10 blocks orificed rear Forward clutch oil from entering the converter 3 16 cluich apply circuit and allows orificed rear Forward clutch oil to pre fill the No 10 overdrive clutch circuit Steel B Checkball No 10 prevents converter clutch apply oil from entering the overdrive circuit BEE and allows converter apply oil to stroke the 3 4 timing valve which in turn
3. GOVERNOR PRESSURE SOLENOID ASSEMBLY I i Transmission Case Connector Connector i PRT FINGTON O O O O O ZV POWER IN FROM TRANSMISSION CONTROL REIN CZ SV FEED TO GOVERNOR PRESSURE SENSOR 1 GOVERNOR PRESSURE SENSOR GROUND 1 GOVERNOR PRESSURE SENSOR SIGNAL TO PCM KR EN ES 7 PCM GROUND FOR CONVERTER CLUTCH SOLENOID 8 TRANSMISSION OIL TEMPERATURE SIGNAL TO PCM OO SPUCE di NOTE This splice is also connected to oxygen sensors on some gas versions NOTE From Wire colors will vary as ee they are model dependent gnition Switc GROUND CONTROL GOVERNOR PRESSURE SOLENOID LT BLUE Copyright 2001 ATSG Figure 4 Automatic Transmission Service Group a e m r S a u marap Chrysler s RE SeriesTransmission Diagnostics DODGE TRUCKS amp VANS WITH RE RWD TRANSMISSIONS COMPLAINT CAUSE CORRECTION ES U d ERRATIC GOVERNOR PRESSURE The vehicle shuttle shifts and when governor pressure is checked it is erratic The governor pressure sensor voltage when checked matches the pressure gauge it too is erratic No codes are stored The area of the valve body where the governor pressure control solenoid and the governor pressure sensor are located is warped Refer to Figure 1 When this area is warped governor pressure from the solenoid to the sensor is leaking causing erratic governor pressure which c
4. Wire 5 e os Wire 4 GOVERNOR PSE WIRE 4 SENSOR SIGNAL 2 95 2 95 VOLTAGE WIRE 5 SOLENOID GROUND WIRE VOLTAGE Figure 18 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 42 47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued In Shop Work Sheet Wire 5 A Wire 4 om S O PO GOVERNORPSI ff WIRE 4 SENSOR SIGNAL VOLTAGE WIRE 5 SOLENOID GROUND WIRE VOLTAGE Figure 19 Automatic Transmission Service Group CHANGE Chrysler sRE Series Transmission Diagnostics CHRYSLER 42RE 44RE 46RE 47RE GOVERNOR PRESSURE SENSOR AND SOLENOID ASSEMBLY HARNESS DESIGN CHANGE Beginning in the model year 2000 Chrysler Corporation introduced another new governor pressure sensor transducer as a running change which also required another internal wiring harness for all Chrysler 42RE 44RE 46RE and 47RE transmissions This is now the 4th design governor pressure sensor that we have seen and we will cover all 4 design level changes that have occurred to date in this bulletin PARTS AFFECTED IST DESIGN Originally the Governor Pressure Sensor Transducer was a 3 terminal sensor with the Transmission Fluid Temperature TFT Sensor mounted on the Overdrive TCC Solenoid The original 3 wire sensor is illustrated in Figure 1 and the wiring schematic for these models is shown in Figure 5 i 2ND DESIGN Beginning at the start of pro
5. POWERTRAIN CONTROL MODULE LOCATION PCM location differ between Dakotas and Jeeps p A s tb Figure 7 Automatic Transmission Service Group Thermister now incorporated in TRANSMISSION CASE CONNECTOR VEHICLE HARNESS CONNECTOR 8 l 7 6 5 LT GREEN RED RED YELLOW BLACK LT BLUE Bs1 B1 629 611 621 se 630 4 POWERTRAIN CONTROL MODULE SOLENOID ASSEMBLY Governor Sensor E GOVERNOR PRESSURE SENSOR GOVERNOR PRESSURE SOLENOID TO NY aes Aa Y 2 8 4 7 6 5 3 1 LT BLUE Harness Connector Transmission Case Connector PN FINGION SSCS Y Nav POWER IN FROM TRANSMISSION CONTROL RELAY 2 SVFEED TO GOVERNOR PRESSURE SENSOR 3 GOVERNOR PRESSURE SENSOR GROUND La GOVERNOR PRESSURE SENSOR SIGNAL TO PCM ri KE 2 GROUND CONTROL GOVERNOR PRESSURE SOLENOID PCM GROUND FOR OVERDRIVE SOLENOID PCM GROUND FOR CONVERTER CLUTCH SOLENOID TRANSMISSION OIL TEMPERATURE SIGNAL TO PCM 7 r eee I 7 NOT USED SPLICE Wire colors will vary as they are model dependent Figure 8 NOTE From ignition Switch Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics NumberfRam Pick up Grand Cherokee 6 Leer Ten Ar LI WE LD CIO o nem Tee TRANSMISSION CONTROL RELAY CONNECTOR
6. unplug the scan tool and road test to verify the symp tom Simply having the scan tool connecited can couse the PCM t command TCC on and off commanded torgue convetter A cycling on and off TCC shuttle at 40 50 MPH is a common problem on Dodge full size Ram pickups Dakotas and Durangos There are several causes for this some of which depend on the vehicle year control system and engine configura tion In this issue we re going to break the troubleshooting down into easy steps to solve this commanded TCC shuttling problem TCC shuttling on these vehicles is mainly because the Powertrain Control Module PCM is very sensitive to the TPS signal Fluctuations in the TPS sig nal greater than 0 20 volts can cause the PCM to command the TCC to release then reapply The problem is usually in the TPS sensor or circuits themselves the TPS signal being affected by out side interference or noise from other electrical systems TCC shuttling can happen intermit tently or continuously Ask the vehicle owner specifically what speed and driv ing conditions the TCC shuttle occurs Note whether or not they were towing or hauling with the vehicle Sometimes the vehicle will only have the TCC shut tle at specific speeds throttle openings or under certain engine load conditions It s important to know the conditions of the problem so you can duplicate those conditions to verify the complaint and to make sure it s gone after t
7. Transducer on Gov Tap best Mn z cb pee rm mm e 7 WIRE 44 SENSOR SIGNAL VOLTAGE o Far oi Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 21 42 47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued Example of a 2nd Gear Start due to a defective transducer WIRE 4 SENSOR SIGNAL VOLTAGE WIRE 5 SOLENOID GROUND 8 60 8 60 WIRE VOLIAGE Figure 15 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 22 42 47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued Example of a 2nd Gear Start due to a stuck 1 2 shift valve a RE Te Weg eale faja ia fa WIRE 4 SENSOR SIGNAL 1 45 2 15 2 95 10 30 10 80 13 80 VOLTAGE WIRE 5 SOLENOID GROUND WIRE VOLTAGE Figure 16 Automatic Transmission Service Group Chrysler sRE Series Transmisston Diagnostics 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 to the solenoid Wire 5 zf Etw GOVERNOR PSI WIRE 4 SENSOR SIGNAL VOLTAGE WIRE 5 SOLENOID GROUND WIRE VOLTAGE Figure 17 Automatic Transmission Service Group Chrysler sRE Series Transmisston Diagnostics 42 47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued Example of a 3rd Gear Start due to a defective solenoid mechanically
8. manufactured and dynamometer tested for better performance and reduced comebacks and offered in a range of materials to assure the right friction plate for every application When new transmissions are introduced Allomatic will meet the demand with better performance and value Get the facts Choose Allomatic products 609 E Chaney Street P O Box 267 Sullivan IN 47882 e Toll Free 1 800 568 0330 Fax 516 775 5543 www allomatic com Troubleshooting Torgue Converter Clutch Cycling on Dodge Trucks and corrodes the sensor wires and connector causing an erratic signal Diesel Applications 1998 2003 First make sure you ve eliminat ed the generator grounds and bat tery problems before going any further Once you re sure they re okay there are some specific checks you can make Daimler Chrysler has an updated PCM calibration to address the TCC shuttling problem on 5 9L 24 valve diesel applications with a production date between January l 1998 and December 18 1998 Check the PCM for the latest calibration or reflash the PCM according to Daimler Chrysler TSB 18 02 99 The Accelerator Pedal Position Sensor APPS circuits on these trucks are different than the TPS circuits on the gas engine or earlier diesel applica tions The APPS signal first goes to the engine computer The engine computer then sends the signal out on a separate circuit to the PCM The problem is with some particu larly stubborn trucks
9. the APPS signal coming from the ECM may not be clean enough The solution is to bypass the ECM and run the APPS signal straight to the PCM figure 3 Don t cut the wire going from the APPS to the ECM as the ECM still needs this signal Here s how to bypass the fac tory wiring e Tap into the APPS signal wire at the APPS Terminal 3 Light Blue Black wire e Runajumper wire to the PCM e Cut the wire at the PCM connec tor 1 Terminal 23 Orange Dark Blue wire e Connect the jumper to the PCM e Fold the abandoned signal wire back and tape it into the PCM har ness Diesel Applications Before 1998 A common problem specific to these trucks is low TPS signal volt age When the vehicle is driven at a normal cruise the TPS signal voltage can actually be on the threshold of closed throttle This causes the PCM to toggle the throttle assessment between closed and part throttle and to cancel and reapply the torque converter clutch accordingly The TPS on this earlier diesel con figuration is mounted on the injector pump linkage in the engine compart ment figure 4 The injector pump TPS linkage becomes worn and causes the TPS signal voltage to be skewed lower than normal The solution is either to adjust the TPS or repair or replace the linkage to restore the correct TPS voltage Normal closed throttle TPS sig nal voltage is 0 50 0 60 volts Check the throttle percentage in scan data it should read zero at
10. Check the TPS withthe engine aboperating temperature Wigele TPS wiring and connedjons arid lock for pitches in dh wavelorm GEARS July 2006 oa dl A 1 Failure INE ara ernie to niacin Hindings A K HE i Fianlure K CR i l 5 d PA MN i ptic Fully S25 a y Y no E SS WM ati wire N hore I Fallure e Faura e LA aus Mail mal har u Hat lar a u o 4 f Feire g Faire a Sare Signal rip CEAN EA stronger sine DE RAYBESTOS OTHER POWERTRAIN AFTERMARKET Our patent pending encapsulated design eliminates limp mode comebacks Maximum Performance Plastic fully supports the coil for e maximum vibration protection Te SON to th JLS try nebo e Plastic encapsulates the lead wire Ne terminu and all internal components speed Sensor Jo tte Powertrain making it impervious to contamination has develaned an Output Spee y En g D Gest that is supenor even to OE The extended Sure Siqnal tip ensures stronger signal ja Plirunati nej Ip Ce comebacks e The Teflon costed silicone O intj is Lu nato tae na es je ij i This patentpending design is fully OE rode ta he canta ssl encapsulated completely impervious identification to mnisture end contaminate anc 100 function tested prior to resistant FO CT packaging for relatilitij POWERTRAIN Of Fest Market St ON FT Toi ES Fin 765 364 7576 Ena rego Era
11. Copyright 2000 ATSG Automatic Transmission Service Group NEW DESIGN GOVERNOR PRESSURE SENSOR WITH TFT INCORPORATED INSIDE THE SENSOR C B View looking into the B C Governor Pressure Sensor View looking into New Design Governor Pressure Sensor Connector 5 Volt supply to sensor from POM Govemor Pressure Sensor Signal fo PCM Transmission Fluid Temperatura Signal to PCM Governor Pressure Sensor Ground Governor Pressure Sensor 3 wire 56027562 4 wire 56027720 PREVIOUS DESIGN TFT SENSOR LOCATION gi PPS 8 A e eg Re New Solenoid Assembly for 4 wire sensor 52118500 Governor Solenoid 4617210 Transmission Fluid Temperature Sensor Figure 3 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 42 47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued THE TCM 19932 1995 RE series transmissions have a dedicated computer to control all solenoid operations and it is called the Transmission Control Module TCM This module is located under the left side of the dash as seen in Figure 4 The TCM provides system voltage to all three solenoids out of terminal D 16 to terminal 1 at the transmission connector See Figure 5 The TCM monitors its operating system and if an error is detected a diagnostic trouble code is produced The module then enters a default mode by cutting the voltage to pin 1 placing the vehicle into third gear Codes are accessible over t
12. PIN LD FOR BR AND ZJ MODELS Relay Location Sheet PIN FUNCTION 6 Fused Battery Voltage 2 Transmission Control Relay Output 1 2 to Transmission 8 Transmission Relay Control Grnd Signal trom PCM TO Fusedignition Switch 12 to Relay fram ign Switch Pin Model AN Number Dakota Pick up A Pin Model AB Ram Van Number Wagons and Jeeps WE LIGHT BLUE 4 ET GREEN BLACK VIOLET LT BLUE RED WHT D LTGREEN TRANSMISSION CONTROL RELAY CONNECTOR PIN LD FOR AN MODELS TRANSMISSION CONTROL RELAY CONNECTOR PIN LD FOR AB MODELS PIN FUNCTION A Fused Ignition Switch 1 2V to Relay from Ign Switch B Fused Baifery Voltage C Transmission Relay Control Grnd Signal from PCM D Transmission Control Relay Output 12V to Transmission PIN FUNCTION 2 Transmission Control Relay Output 1 2V to Transmission d Fusedignilon Switch 12Y to Relay from Ign Switch 6 Transmission Relay Control Grnd Signal from PCM 8 Fused Battery Voltage TRANSMISSION CONTROL RELAY LOCATIONS POWER DISTRIBUTION CENTER Location on AN BR ZJ Bodies Dakota Ram Pick up and Grand Cherokee Location on AB Bodies Ram Van Wagons amp Jeeps Figure 9 Automatic Transmission Service Group Chrysler sRE SeriesTransmission Diagnostics SOLENOID RESISTANCE THROUGH RELAY AND PCM CONNECTOR With the introduction of the On Board
13. TO PCM ER KE te 2 8 amp 5 TRANSMISSION CASE CONNECTOR est Iren Le AAA il SS SOBA bo gt E aa pi Fa aa POWER DISTRIBUTION CENTER VEHICLE HARNESS CONNECTOR HOTAT TRANSMISSION CONTROL RELAY ALL TIMES 8 dh 7 6 5 LI BLUE Ho BLACK LT BLUE B31 B1 829 811 621 es 830 44 ih z H From POWERTRAIN CONTROL MODULE Wire colors will vary as ignition Switch they are model dependent Copyright O 2001 ATSG Figure 7 Automatic Transmission Service Group di Zi 133 b ae AL i 4 di i pa KS WK New Hold Down Bracket Reguired For 4th Design Level Sensor 4th Design 3rd Design Part Number 5211793 7AB Retainer 4th Design Allows Unobstructed Flow Of Governor Oil To Sensor Viewed From Bottom Of Adapter Housing Copyright 2001 ATSG Figure 8 Automatic Transmission Service Group Chrysler sRE Series Transmisston Diagnostics 1996 amp LATER JEEP amp DODGE TRUCKS WITH RE TRANSMISSIONS AND GAS ENGINES GOVERNOR PRESSURE SENSOR VOLTAGE CODES COMPLAINT Any 1996 and later Dodge or Jeep trucks using an RE series RWD transmission behind gasoline engines may exhibit a chronic governor pressure sensor volts to high code P17 63 causing the PCM to place the transmission into 3rd gear failsafe This may be accompanied with a customer complaint of a loss of engine power The internal wiring harness solenoids and sensor may have already been replaced in an attemp
14. cutting the supply voltage to wire 1 and wire 5 would have gone to 0 volts FIGURE 19 Work Sheet Figure 19 can be used as a work sheet when diagnosing a troublesome unit Fill in all the data and compare the chart to the one seen in Figure 12 and make your diagnosis Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 18 42 47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued Use either a transducer from Snap On with their Vantage OR use a typical pressure gauge on the governor tap Y A GOVERNOR PRESSURE TAP WIRE 4 SENSOR SIGNAL E 1 80 2 15 VOLTAGE WIRE 5 SOLENOID GROUND E 10 30 10 80 13 80 WIRE VOLTAGE Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 42 47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued _ Transducer on Gov Tap Transducer on Gov Tap UAE a Eo SOLENOID GRO UND WIRE VOLTAGE SOLENOLD GROUND WIRE VOLTAGE Transducer on Gov Tap ses pp Rte SOL ENOID SC ND 3 30 16 10 30 10 80 WERE VOLTAGE Figure 13 Automatic Transmission Service Group Chrysler sRE Series Transmisston Diagnostics 20 42 47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued MI ETPP Transducer on Gov Tap Transducer on Gov Tap GOVERNOR PSI Gar OO WIRE 4 SENSOR SIGNAL VOLTAGE GOVERNOR PS Gas WIRE SENSOR SIGNAI 66 VOLTAGE
15. figure 6 here s how e Cut the TPS signal wire at PCM to wire going into Connector 1 Terminal 23 PCM is under the hood Install APPS Signal Bypass Wire of the firewall GEARS July 2006 on the passenger side WE COME THROUGH IN THE CLUTCH Ford Motor Company Genuine Parts Clutch Kits Absolutely New Absolutely OE Wouldn it be great li there was a gul k and easy solution e Quicker easier installation for Ford Lincoln and Mercury cluich replacement Reduced repair time that also came with the confidence of using an OE part Superior quality and performance Now tnere is Ford Motor Company Genuine Paris Clutch e Fewer comebacks Kits combine pressure plate clutch disc release bearing e Satished customers and pilot Dearing none package with the name you e Competitive prices know and trust These kits are the precise exact lit for all Ford Lincoln and Mercury vehicles Here s your solution for quick eficilantclutch repairs using OE parts FORD POWERTRAIN THE PERFECT FIT EVERY TIME See your Ford or Lincoln Mercury Dealer today GENUINE PARTS Troubleshooting ESS Converter Clutch Cycling on Dodge Trucks vu D I 3 Ku TATIMI Eet igure 4 Check for low dosed throttle T p5 poms voltage on 1997 and earlier diesel applications TFS is on the injector pump connector 1 terminal 23 Orange Dark Blue wire e Install a 3 3KQ resistor and a 10uF 16 volt c
16. the Powertrain Control Module PCM See Figure 6 This PCM is located in the engine compartment in one or two places as seen In Figure7 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 8 42 4TRE TRANSMISSIONS DIAGNOSTIC INFORMATION continued THE PCM continued Code retrieval can be performed by cycling the ignition 3 times as previously explained with non OBDII TCM vehicles However the codes obtained in this manner with OBDII PCM vehicles are vague and for the most part useless Codes that are useful can only be achieved with the operation of a scanner through the Data Link Connector DLC located below the knee bolster to the left of the steering column The fault code description are as follows Scan Tool DisplayGeneric Scan Tool Code 3 4 shift sol no rpm drop 3 4 shift P0783 Gov press above 3 psi in gear with 0 mph P1757 Gov press not equal to target 15 20 psi P1756 Gov press sen offset volts too low or high P1762 Governor pressure sensor volts too hi P1763 Governor pressure sensor volts tool low P1764 Governor pressure solenoid trans relay ckts P0748 O D switch pressed Lo more than 5 min P1751 P N switch stuck in park or in gear P0600 Torque converter clutch no rpm drop at lockup P1765 Torque converter clutch solenoid trans relay ckts P1780 Trans 12 volt supply relay control circuit P1765 Trans 3 4 solenoid trans relay circuits P0753 Trans temp sensor voltage too high P0713 Tra
17. to TPS signal wire ze shown Positive terminal Is marked on capacitor body _ ep iti 40 Connect to ground neat PCM TPS Low Pass Filter Modification Figure 6 For stubborn trucks a low pass filter can be added to reduce noise on the TPS circuit RES S in the screenshot above s normal to have same floctuation upand down on the wein as the idle speed Varies and there can b some tenition nose spikes present A regular negative spake in the waveform usually every third hump h indicates a fauityrectiher diode in the generator The ampltude of the wavetorm should not exceed 200m Note thal in he example the ampilude inchading nage 5 about gom maximum At any ven point inthe wavejorm A peak or lo battery accessory loads or connecting your Scope probes al the generator output terminal will Show increased amplitude 2 Sweeping TPS with a scope Set your scope input for CC coupling 1 volt per division Set the ime base lo 500ms per division Back probe the TPS signal ground CO vele the negative scope probe and back probe ihe TPS signal wih the positive probe With the key on engine off sweep the throtile from dosed to wide open then back to dosed You should have a nice hump wavetorm that tracks up and down the throtile sweep Any positive or negative spikes in the vaveform mdicate a possible bad spot in the TPS Make several sweeps to verily signal Heat can agotavate a faulty TPS aswell s engine vibration
18. 08 gps go COO ES put o O ke O SOD OS 8 GF oe To O O DA l se O O 00950 o O vu O o do 0 O o O Copyright 2003 ATSG Figure 2 Automatic Transmission Service Group Copyright 2003 ATSG 46RE SPACER PLATE O O sume 4 O OC 0 O oo e O E SD O E 59 B O o ol gt i O O I l C re SOD CO DO o N 0 0 o o Cr OO a O 2 o E Dy O i O UNC Jo si O O O O O O OD O R O s O o O oQ Figure 3 Automatic Transmission Service Group Chrysler sRE SeriesTransmission Diagnostics COMPLAINT CAUSE CORRECTION Chrysler sRE Series Transmission Diagnostics ALL DODGE RE amp RH UNITS PREMATURE FAILURE OF THE L R BAND Some RE and RH transmissions The 500 518 618 transmissions with or without a governor pressure solenoid may experience a premature low reverse band burn out immediately after overhaul One such cause may be a cross leak between spacer plate and channel plate near the 3 check ball seat area See Figures 1 amp 2 The cross leak may be the result of an incorrectly aligned spacer plate to channel plate This misalignment may allow minimal 3rd gear oil pressure to cross over and intrude into the low reverse band circuit after a 2 3 shift has occurred This minimal pressure is enough to make the band drag on the low drum while driving in third and forth gear causing the premature failure of the band If the band is destroyed the unit will obviously need to be remov
19. APP eh E ge A RANE IRANA ear Ay YOUR 1 SOURCE Tech Hotline FOR Tech Manuals Tech Seminars Computer Software 24 Hour internet Tech Fourm S e e sl k PIRE Ja Le ERE vc kn wae SE filed a A AND sy MUCH MUCH MORE S a bebe i FOR MORE INFORMATION CALL 800 245 7722 OR VISIT US ON THE WEB WWW ATSG BIZ A mer A a Chrysler sRE Series Transmission Diagnostics DODGE TRUCKS WITH GAS ENGINES amp RE TRANSMISSIONS COMPLAINT CAUSE CORRECTION 3 4 SHIFT amp TCC SHUTTLE After overhaul during the road test between 34 and 43 mph 55 and 70 kph the vehicle exhibited a 3 4 4 3 shift shuttle When the vehicle was driven between 43 and 56 mph 70 and 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 loop status always remained closed throughout the cycling When the truck was driven at various speeds above 62 mph 100 kph the vehicle would experience an occasional fish bite effect This 1999 Dodge 4x4 with 5 2L engine and 46RE transmission had 126 923 miles 204 264 kilometers on the odometer Worn spark plugs See Figure 1 were the cause of the above mentioned complaints A new set of Mopar spark plugs and an extensive test drive indicated that the problem was gone Figure Automatic Transmission Service Group Chrysler sRE Series Transmission Diagno
20. C2 white connector terminal 29 as seen in figure 3 This resistor acts as a voltage divider and has proven to work well which is also mentioned in the line rise modification on page 30 NOTE Code P1763 sets when 4 89 volts or higher is seen on the governor pressure sensor circuit for 8 seconds or more If this was caused due to high pressure this indicates that governor pressure was between 90 to 96 psi or higher while in drive The computer controls the governor pressure solenoid to provide governor pressure relative to road speed except diesel applications see page 18 When this solenoid is offitallows full pressure into the governor circuit For it to provide D psi at 0 miles per hour it needs to be fully energized As vehicle speed increases the computer slowly turns the solenoid off proportional to road speed Once the vehicle is in fourth gear and the converter clutch is commanded on the solenoid is turned completely off Since line pressure is being supplied to the governor solenoid when the computer turns it off near all pressure that the solenoid is being fed with now enters the governor circuit Should line pressure be above 90 psi so will the governor circuit be and after 8 seconds P1763 sets 3 If the alternator is suspect clear the codes and road test the vehicle with the alternator disconnected from the circuit If the code does not return then the alternator should be changed But if the code does return cause and correct
21. D solenoid becomes energized third gear oil is used to stroke the 3 4 shift valve to make the 3 4 up shift If there is a loss of governor pressure to the place where 3rd gear oils is lost the OD solenoid becomes ineffective and a shift into a lower gear will occur and may be described as neutralizing The Overdrive solenoid is supplied system voltage throu gh terminal 1 and controlled on the ground side by the computer through the 6 terminal in the case connector See Figure 2 THE TCC SOLENOID The TCC solenoid is supplied with 2nd gear oil as stroking pressure for the converter clutch switch valve The solenoid is supplied with system voltage through terminal 1 and is controlled on the ground side by the computer through the 7 terminal in the case connector See Figure 2 Automatic Transmission Service Group THE ELECTRONIC GOVERNOR SYSTEM AND SCANNER NOMENCLATURE Governor Solenoid SCANNER NOMENCLATURE DESIRED PSI This is the command the computer is giving to the solenoid ACTUAL PSI Governor pressure converted to an analog linear voltage signal received by the computer from the transducer Governor Sensor Transducer Figure CASE CONNECTOR jt7 TCC Solenoid PIN FUNCTIONS Ground 6 OD Solenoid Ground 1 13 5 Volt Supply for CARS Rene 3 TET TCC OD and Governor Solenoid nd Signal 5 Gov Solenoid 2 S Volt Sensor Ground Supply 4 Gov Sensor 3 Sensor Signal Ground Figure 2
22. Diagnostic Systems Version 2 OBD II in 1996 Chrysler eliminated the previously used TCM Transmission Control Module and incorporated it into the engine computer called the PCM Power Train Control Module This system is also known as the JTEC pronounced like Jay Tech which stands for Jeep Truck Electronic Control Resistance checks on the Torque Converter Clutch Governor and Overdrive solenoids may be easily performed between the PCM connector and Transmission Relay connector with a DVOM in the following manner 1 Locate the PCM as seen in Figure 7 A Dakota In the engine compartment on the right inner fender panel B Ram Pick Up In the engine compartment on the right side of dash panel C Ram Van Wagon Center of firewall D Jeep Grand Cherokee On right rear of engine compartment 2 Locate the Transmission Control Relay as seen in Figure 9 3 Unplug the Transmission Control Relay and place the positive meter lead ofa DVOM set to ohms into the Trans Control Relay Output terminal as seen in Figure 10 below 4 The PCM has three 32 pin connectors black grey and white Unplug the middle connector which is the white connector With the negative lead resistance checks on the Torque Converter Clutch Governor and Overdrive solenoids may be checked at terminals 8 11 and 21 individually as seen in Figure 10 below Both the TCC and OD solenoids should measure between 25 and 40 ohms The Governor Pressure Solenoid should measure between 3
23. ICE INFORMATION RT iia 21 16 98 NOTE This adjustment pertains to band adjustment studs with SAE Fine thread ADJUST FRONT BAND TO 3 TURNS Up LOCK N UT Dr FRONT BAND ADJUSTER Figure Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 79 CHRYSLER 42RE 46RE HARSH REVERSE ENGAGEMENT COMPLAINT Some 1999 2000 vehicles equipped with the 42RE 46RE may exhibit a harsh engagement in reverse CAUSE One cause may be that the number 9 checkball has distorted the separator plate and can no longer seat correctly allowing excessive apply pressure into the reverse servo apply passage CORRECTION On both 42RE and 46RE the steel number 9 checkball should be replaced with a torlon checkball See figure 1 Replace the separator plate on the 42RE See Figure 2 and the 46RE See Figure 3 Chrysler has issued a bulletin 21 01 00 for 1999 2000 vehicles eguipped with either a 42RE or a 46RE with this complaint SERVICE INFORMATION TOREON CHECRB AL La since suse Nena 52118261 ADR SEPARATOR LATE ii OVEN EDNINI 52118272 AORE SEPARATOR PLATE iaa 4617196AB Automatic Transmission Service Group Chrysler sRE SeriesTransmissionDiagnostics TRANSFER PLATE UPPER SIDE CHECKBALL LOCATIONS Copyright 2003 ATSG Figure Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 42RE SPACER PLATE e O o O na e O 29 O oe pa e E ne 20 O 00 Qe LRO
24. IN THE ECM SENDS A THROTTLE POSITION VOLTAGE SIGNAL TO TERMINAL 23 IN THE PCM BLACK CI CONNECTOR Figure 6 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 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 EN GINE COMPARTMENT B White C2 Connector Black C1 N TERMINAL 23 IN THE PCM S BLACK CI CONNECTOR RECEIVES A A THROTTLE POSITION VOLTAGE SIGNAL FROM TERMINAL 28 IN THE ECM BLACK C1 CONNECTOR PIN CAVITY VIEW Figure 7 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 57 CHRYSLER RE RWD TRANSMISSIONS IN AND OUT OF LOCKUP COMPLAINT Vehicles with the RE RWD transmissions cycling in and out of lockup CAUSE Possibly noise on the TPS signal wire CORRECTION There are many causes for electrical noise We most strongly recommend that you repair the SOURCE of the noise rather than filtering the noise Often the source can be elusive or repairing the source expensive In these cases the noise may be filtered out of the signal using an L C type pi filter on the TPS signal line These filters are readily available at any car stereo installation shop and many retail electronics outlets Echlin RD 13 or eguivilent Itis fairly simple to assemble your own as well To build an L C pi filter you will need the following 68 pH m
25. N Chrysler s Rear wheel drive Electronic series transmissions are unlike any other transmission found on the road today And for this reason diagnosing shift complaints and or solenoid codes becomes entirely unique Although proper diagnostics begins with an understanding of the solenoid and sensor s principles of operation there also needs to be an understanding between the TCM and the OBD LI computer systems And to add just another twist there is a notable difference between gas and diesel governor pressure strategy Not knowing these important factors has caused confusion for the technician resulting in mis diagnosis and much time wasted trying to repair a troublesome transmission To assist the technician in effectively diagnosing the majority of problems associated with this system it is imperative that the following be read and assimilated GOVERNOR SOLENOID The purpose of the governor solenoid is to produce governor pressure which in gas vehicles rises proportional to road speed For example at 20 mph there should be approximately 20 psi of governor pressure and at 30 mph there should be approximately 30 psi and so on With diesel vehicles this is not so At approximately 20 mph governor pressure begins to double road speed So when 20 mph is reached there will be approximately 40 psi and at 30 mph there will be approximately 60 psi of governor pressure The purpose of this strategy is to prevent 4 2 or 3 2 kick downs which would res
26. PCM If the signal is incorrect the ECM will need to be replaced For further verification that an ECM needs to be replaced cut the wire entering terminal 23 in the PCM s black C1 connector Run a jumper lead from terminal 3 in the APPS connector to terminal 23 in the C1 connector If the direct signal from the APPS into the PCM corrects the problem the ECM has been confirmed faulty SERVICE INFORMATION ZN S EEA A A IT 53031575AF Automatic Transmission Service Group Chrysler sRE Series TransmissionDiagnostics 53 TORQUE CONVERTER CLUTCH CYCLES IN AND OUT APPS Light Blue with Black Tracer 29 ECM 28 Orange with Blue Tracer 23 PCM Connector C1 Figure Automatic Transmission Service Group 4 no k a ki aso THROTTLE CABLE LEVER APPS PROTECTIVE COVER AND APPS ASSEMBLY Figure 2 Figure 3 APPS CONNECTOR VIEW AND TERMINAL ID APPS ASSEMBLY APPS GROUND APPS SIGNAL 0 46 3 56 IDLE SWITCH 2 APPS 5 VOLT CT 12 0 WOT 9 0 IDLE SWITCH BATTERY VOLTAGE CT 0 4 WOT 3 5 Figure 5 Automatic Transmission Service Group hrysler sRE Series Transmission Diagnostics TOROUE CONVERTER CLUTCH CYCLES IN AND OUT THE ECM IS LOCATED NEAR THE CENTER OF THE ENGINE UNDER THE FUEL FILTER HOUSING za wat t ko zess D BEE a F row ge E van Se 1 week PET tri lene reper ie CAES EE APPS TERMINAL 3 THROTTLE OPENING TERMINAL 28 IN THE ECM SIGNAL VOLTAGE TO TERMINAL 25
27. STIC GOVERNOR PRESSURE SENSOR WITH EFT INCORPORATED INSIDE THE SENSOR FOR 2000 AND LATER MODELS ONLY WW i I ai m O Se pus eh h E Vu i k i i t b L View looking at wire side of 4th Design Governor Pressure Sensor d Governor Pressure Sensor Connector Part Number 56028196AA Copyright 2001 ATSG Figure 4 Automatic Transmission Service Group Thermister On SOLENOID Solenoid Pack ASSEMBLY BLACK GOVERNOR PRESSURE SOLENOID GOVERNOR I Transmission Case Harness i Connector Connector I i i EISEN UT av POWER IN FROM TCM TERMINAL DIS 2 BY FEED TO GOVERNOR PRESSURE SENSOR 5 GOVERNOR PRESSURE SENSOR GROUND 74 GOVERNOR PRESSURE SENSOR SIGNAL TO POM LE GROUND CONTROL GOVERNOR PRESSURE SOLENOID 6 PCM GROUND FOR OVERDRIVE SOLENOID 7 LE TRANSMISSION ONL TEMPERATURE SIGNAL TO PCM 2 3 TRANSMISSION CASE CONNECTOR VEHICLE HARNESS CONNECTOR LT GREEN NOTE Wire colors will vary as they are model dependent Tes Jeto etiJera e1sere pe ps Joie TRANSMISSION CONTROL MODULE TCM Copyright 2001 ATSG Figure 5 Automatic Transmission Service Group Thermister now SOLENOID incorporated in ASSEMBLY Governor Sensor GOVERNOR PRESSURE SENSOR GOVERNOR PRESSURE SOLENOID Connector Connector S IER SSCS UT 12V POWER IN FROM TRANSMISION CON
28. TROL RELAY 7 5V FEED TO GOVERNOR PRESSURE SENSOR 7 GOVERNOR PRESSURE SENSOR GROUND 4 GOVERNOR PRESSURE SENSOR SIGNAL TO POM i KI El RED I I Transmission Case Harness I i i I D eg eg OO Oh OO GROUND CONTROL GOVERNOR PRESSURE SOLENOID PCM GROUND FOR OVERDRIVE SOLENOID 7 PCM GROUND FOR CONVERTER CLUTCH SOLENOID 8 TRANSMISSION OIL TEMPERATURE SIGNAL TO PCM 8 4 TRANSMISSION CASE CONNECTOR ST e mmm mmm SO e O e EE ol emm VEHICLE HARNESS CONNECTOR 8 4 7 6 5 TAN ORANGE LT BLUE SPLICE BLACK LT BLUE pr 631181 629 811 821 88 B30 as NOTE POWERTRAIN CONTROL MODULE Wire colors will vary as enen they are model dependent Copyright 2001 ATSG Figure 6 Automatic Transmisston Service Group Thermister still SOLENOID ASSEMBLY incorporated in Governar Sensor LGS GOVERNOR PRESSURE SENSOR e GOVERNOR e See h PRESSURE Ki i z SOLENOID BEER DI i j Transmission Case Harness i Connector Connector i I f FUNCTION Fram ee 2 SVFEEDTO GOVERNOR PRESSURE SENSOR O 73 GOVERNOR PRESSURE SENSOR GROUND La GOVERNOR PRESSURE SENSOR SIGNAL TO PEM EJ Ka i GROUND CONTROL GOVERNOR PRESSURE SOLENOID PCM GROUND FOR OVERDRIVE SOLENOID 7 PCM GROUND FOR CONVERTER CLUTCH SOLENOID 8 TRANSMISSION OIL TEMPERATURE SIGNAL
29. Transmission Diagnostics 101 5 9 Liter Cummins Diesel Trucks PREMATURE CONVERTER CLUTCH FAILURE Dodge and Jeep 5 9 Liter Cummins Diesel vehicles may experience premature converter clutch failure The friction material of the failed converter clutch may then restrict or stop all lubrication fluid by clogging the cooler in the radiator causing premature failure of the planctaries as well The premature failure of the Converter Clutch is the result of an accumulation of causes The first being excessive tolerance levels in the converter making it very loose internally Second there is a very high speed difference between the turbine and the impeller at the time the clutch is applied Thirdly there are damper plate springs which load up to over 2000 pounds of tension when the clutch is applied during pulling conditions When de acceleration occurs the energy from the springs releases in the opposite direction of engine rotation Incorporate these conditions with perhaps the use of a Jake brake engine speed trying to go to idle converter clutch releasing and the weight of the vehicle a momentary tie up torque reversal occurs with all the stress being transferred to the converter bolts The pads attached to the cover slightly flex dimpling the internal clutch surface With the clutch surface slightly dimpled apply pressure drops as it leaks past the clutch into the exhausting release circuit All these combinations work together resulting in premat
30. UCKS amp VANS INTERNAL LINKAGE AND SAFETY NEUTRAL SWITCH CHANGES COMPLAINT After a valve body exchange the vehicle does not start or the detent lever cannot clear the safety neutral switch CAUSE The safety neutral switch and the valve body detent lever changed for the 2000 model year The switch is longer and the detent lever dimensionally changed to accommodate the new switch Figures 1 and 2 show the dimensional differences between the previous and current design detent levers Figures 3 and 4 illustrate the correct and incorrect assembly using the short switch Figure 5 shows the correct assembly using the long switch It is unnecessary to show the incorrect assembly of the long switch as it will be impossible to install either the valve body assembly or the switch with that combination CORRECTION The detent lever with the red plastic insert goes with the long safety neutral switch The detent lever with the turquoise plastic insert goes with the short safety neutral switch CURRENT DESIGN DETENT LEVER WITH RED PLASTIC INSERT PREVIOUS DESIGN DETENT LEVER WITH TURQUOISE PLASTIC INSERT Figure Figure 2 Automatic Transmission Service Group IN 4 ATSG Chrysler sRE Series Transmission Diagnostics 98 INTERNAL LINKAGE AND SAFETY NEUTRAL SWITCH CHANGES SHORT DETENT LONG SWITCH hrysler sRE Series Transmission Diagnostics CHRYSLER 46RE REOCCURRING P1740 OR P0740 WHEN HOT COMPLAINT vehicles equipped w
31. UIT DRIVES TPS SIGNA VOLTAGE HIGH TO RIGHT HOT AT ALL TIMES A SENSOR GROUND Se I RELAY TPS SIGNAL HORN CIRCUIT SHORTS TO 5 VOLT WW Way lt SWITCH SENSE HORNS CRUISE CIRCUIT IN THE PCM e A k SIS Pe SS A i i mg em m em ni E Mm E ES I i se PM e J N SS t mA SHORTS TO a JI 12 VOLT HORN CIRCUIT e SWITCH SENSE Ae SET I E E H CRUISE si CONTROL e SENSOR GROUND d SWITCH ON OFF CLOCKSPRING 7 ASSEMBLY LEFT CRUISE CONTROL SWITCH i E Copyright 2002 ATSG Figure 1 Automatic Transmission Service Group COMPLAINT CAUSE CORRECTION Chrysler sRE Series Transmission Diagnostics DODGE TRUCKS amp JEEP VEHICLES WITH RE UNITS HARD START NO RUN The vehicle is making third gear starts a check of governor pressure reveals that governor pressure is at maximum This problem may also be accompanied by a dead battery charging system problems and possibly codes indicating a problem with the evap system The scan tool may not communicate with various modules and the vehicle may or may not start If communication is possible no codes are stored The result of all these complaints is what A T S G will identify as an Engine Running Bus System loss of power Power for the ERB is provided by the PCM at terminal 25 of the C3 Black connector Refer to Figure 1 but only when the engine ts running This 1s usual
32. WER DODGE JEEP VEHICLES PCM CONNECTOR REPAIR KIT PCM location differ between Dakotas and Jeeps o L br Figure 1 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 1996 AND NEWER DODGE amp JEEP VEHICLES PCM CONNECTOR REPAIR KIT THE PCM C B A Grey b Comector White C2 Comector Black C1 Connector po V DD A x e DT Jo E 32 OOOOOOOOOOO 22 White C2 Connector Pin Cavity View Figure 2 STRAIN RELIEF CONNECTOR LOCK TAB WIRE SEAL INITIAL LOCK FINAL LOCK SOCKET INSULATOR Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 173 1996 AND NEWER DODGE JEEP VEHICLES PCM CONNECTOR REPAIR KIT Single Lock Tab Location Special Tool 6934 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 1996 AND NEWER DODGE JEEP VEHICLES PCM CONNECTOR REPAIR KIT O C Z O S OI SZO 2d 970 9 8 O 6 Of Oo oc Oo o ga 7 K q oo Aa amp amp Fw SODO Gg GGG oe 2 tz eau D ue 9 9 4 Ys Inspect each terminal end on the mating pin in the PCM for proper drag Lock Tabs Figure 7 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics CHRYSLER OR JEEP 42RE 46RE STALLING IN REVERSE AND OR PLANETARY FAILURE COMPLAINT Before or after overhaul Chrysler or Jeep vehicles eguipped with the 42RE 46RE transmissions may exhibit a st
33. alling condition in Reverse or repeated planetary failure CAUSE The cause may be a restricted Auxillary Transmission Cooler NOTE During the flushing process this may be overlooked because of a Bypass tube as shown in Figure 1 that connects the two cooler lines together mis leading the technician into thinking that the Auxillary Transmission Cooler is clear The Auxillary Transmission Cooler can not be flushed very easily because of its fin type construction as shown in Figure 2 Note the Auxillary Cooler has a thermal bypass that does not open until the fluid or cleaning solvent is at temperatures around 160 F This can also cause valves to hang as well as continual clogging ofthe Governor Solenoid Screen CORRECTION Replace the Auxillary Transmission Cooler as needed AUXILLIARY TRANSMISSION COOLER LOCATION TRANSMISSION RADIATOR COOLER LINES SUPPORT rm e nn mis ga t qoj Sig ur pm es AUXILLIARY TRANSMISSION COOLER BYPASS AUXILLIARY TRANSMISSION COOLER Figure Automatic Transmission Service Group THE AUXILLARY TRANSMISSION COOLER HAS A FIN TYPE CONSTRUCTION WHICH MAKES COOLER FLUSHING ALMOST IMPOSSIBLE Copyright 2003 ATSG Figure 2 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics CHRYSLER RWD TRANSMISSIONS QUICK DISCONNECT 1 2 COOLING LINES COMPLAINT Chrysler rear wheel drive transmissions with qu
34. apacitor as shown You can use Radio Shack P N 271 1328 for the resistor and Radio Shack P N 272 1436 for the capacitor The capacitor is polarized so be certain to connect the terminal marked with a stripe on the capacitor body to the TPS circuit and the negative terminal to ground Weatherproof all of your connections with shrink tub ing and electrical tape TCC shuttle is a common problem on these trucks By looking at the particular problems that affect the truck you re working with you ll narrow down the possibilities and be that much closer to fixing the problem After all time is money di g5 ie OSCILLOSCOPE TEST PROCEEDU f Checking generator Ripple with a Scope Ste inpul ob your scope for AC coupling 20mV per dnasidn Set your time base to Ims per drasian These settings should allow yau to view the generator wavelorm at Wir speed Turn all electrical accessories ofi Connect your positive and nepalive probes to the positive and negative battery clamps respectively The waveform should be a continuous series of humps as shown ta EE 4 1 be Figure 5 Reter to 2 of oscilloscope test proceedures on page 8 below Cut TPS Signal Wire Orange Dark Blue PCM Connector 1 near POM and install resistor and capacitor as shown Radio Shack Part Humbert Restor 2741 1328 Capachor 272 1436 3300 Ohms To TPS Capacitor le polarized Insel wtih terminal connected
35. auses the erratic sensor signal voltage See Figure 2 This results in oil at the tip ofthe sensor to vary which causes the sensor to vary the signal voltage The PCM will react by varying the solenoid operation which will result in erratic governor pressure Check the crush on the solenoid sensor gasket which might reveal warpage in this area Flat sand the solenoid sensor mounting block as well as that area of the transfer plate section of the valve body Refer to Figure 3 Figure Automatic Transmission Service Group CHECK GASKET FOR PROPER CRUSH WARPED AREA Figure 2 GOVERNOR SOLENOID OIL SUPPLY GOVERNOR TO GOVERNOR PRESSURE SENSOR PRESSURE SOLENOID GOVERNOR PRESSURE SENSOR WARPED AREA Figure 3 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 45 CHRYSLER 46RE 47RE DIAGNOSTIC TROUBLE CODE P1740 COMPLAINT Some 2000 2001Ram Vans Dakotas Ram Trucks and Durangos may exhibit a flashing Check Engine Light caused by a DTC P1740 P1740 is a Torgue Converter Clutch or Overdrive Solenoid Performance fault CAUSE The cause may be a Reducing Pressure Exhaust orifice that is too small which delays the pressure increase needed when the Torque Converter Clutch is applied Refer to Figures 2 and 3 for a partial hydraulic schematics explaining the Boost Valves function CORRECTION Refer to Figure 1 to locate the Reducing Pressure Exhaust Orifice which 1s in the B
36. cles which compensates for alternator or TPS noise correcting this complaint Reports of TCC shuttle has also occurred while driving with a scanner attached to the data link connector Unplug the scanner and the problem goes away One other possibility that may go overlooked is a defective ECM with 1998 and later vehicles These vehicles are equipped with an Accelerator Pedal Position Sensors APPS rather than a TPS The APPS sends a typical TPS signal to the ECM and the ECM sends that signal to the PCM Should the ECM malfunction the incorrect signal is received by the PCM causing the shuttle shift complaint See Figure 1 CORRECTION The APPS is located at the front left of the Engine Compartment under a plastic protective cover See Figure 2 When the cover is removed it can be seen how the accelerator pedal cable operates a throttle cam which is attached to a mounting plate See Figure 3 On the back side of this assembly is the where the APPS is located See Figure 4 The APPS connector terminal identification is shown in Figure 5 The number 3 terminal sends a typical 5 to 3 5 4 0 throttle opening signal voltage to the ECM at connector terminal 25 See Figure 6 The ECM in turn sends that same signal to the PCM from ECM terminal 28 to PCM terminal 23 in the C1 Black connector See Figure 7 Simply inspect the voltage from the APPS to the ECM to insure that the APPS is functioning correctly Then inspect the signal from the ECM to the
37. closed throttle If it reads higher than zero the TPS will have to be adjusted to lower the signal voltage Another common problem to watch for on pre 1998 diesels out wire Splice into Light Blue Black wire Do not i is wiring harness chaffing especially on the part of the engine harness that runs to the TPS These diesel engines vibrate quite a bit and any unsupported vviring loom that contacts metal is subject to rubbing through and shorting out Gas Engine Applications Again make sure you ve checked the battery grounds and charging sys tem basics before looking for any spe cific failures The most common problem with gas engine trucks is simply a bad TPS Consider simply pricing a TPS and replacing it Otherwise sweep it with an oscilloscope figure 5 Again be careful about monitoring the TPS in scan data Scan data on most of these trucks can be pretty slow and may not show TPS signal glitches or dropouts Recording a snapshot when the TCC shuttling is occurring is a safer bet but still isn t a sure way to identify TPS problems Make sure to eliminate any misfire or secondary ignition problems on a gasoline engine application as EMI electromagnetic interference and arc ing resulting from secondary ignition problems can disturb the TPS signal On some stubborn gas engine applications you can install a simple low pass filter into the TPS signal cir cuit at the PCM to clean up the signal
38. clutch apply pressure Step 1 Measure the overall length of the plug 480 as seen with the example in Figure 2 Step 2 Measure the length of the plug minus one shoulder 430 as seen with the example in Figure 2 Step 3 The difference between the two readings is 050 By dividing that number in half 0 025 and adding it to the figure acquired in step 2 0 430 the depth from the edge of the bore to the decrease circuit can be marked for drilling at approximately 0 0455 also shown tn Figure 2 Note For 1996 and later vehicles drilling this hole may cause an erroneous code P1763 Transmission Governor Pressure Sensor Volts Too High This can be overcome by re flashing the PCM according to Chrysler bulletin 21 04 00 which re calibrates the JTEC Powertrain Control Module with new software calibration change 96Cal18 97Cal18 98Cal12 and 99Call 4 Another option would be to carefully solder a 150 ohm 1 4 watt resistor into the governor sensor signal circuit which will desensitize the P1763 code setting concern Radio Shack part 271 1312 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics GOVERNOR PRESSURE TEST GOVERNOR PRESSURE SHOULD MATCH VEHICLE SPEED 3RD DESIGN 4 PIN 90 DEGREE GOVERNOR PRESSURE SENSOR WITH TFT INCORPORATED INSIDE THE SENSOR B C View looking into 3rd Design Governor Pressure Sensor Connector Pin Number All Models PA RED View loo
39. connector is the 5 volt supply to the sensor from the computer Terminal 3 is the transducer s ground wire and terminal 4 is the wire in which the sensor sends an analog linear electrical signal to the computer that is related to governor pressure The average typical linear voltage range which the sensor sends to the computer is approximately 0 5 volts zero psi of governor pressure to 3 0 volts 60 psi of governor pressure It is this linear voltage that the computer reads and compares to a memorized table within itself to determine governor pressure state This information is used to tailor the control of the governor solenoid for both up shift and down shift Operations This governor sensor was originally a three wire sensor In production year 1996 it underwent a change where the externally mounted TFT sensor on the OD and TCC solenoid bracket was incorporated into the sensor making it a 4 wire sensor See Figure 3 This in no way changed any of the case connector pin functions Figure 2 THE OVERDRIVE SOLENOID As previously stated the governor pressure control solenoid is responsible to produce governor pressure proportional to road speed This governor pressure is used to make the 1 to 2 and the 2 to 3 up shift in opposition to typical throttle pressure The 3 to 4 up shift however is not directly influenced by governor pressure rather it is controlled by the Overdrive solenoid The OD solenoid is fed with 3rd gear oil which when the O
40. ct Sensor that is located inside the distributor as illustrated in figure First connect a voltmeter to Terminal 2 of the distributor connector Refer to Figure 2 and to a GOOD KNOWN ground it should have 3 volts or less This is the CMP Sensor ground Next connect the voltmeter to terminal 3 and 2 of the distributor connector as shown in figure 2 it should have 8 volts up to the 1995 model year or 5 volts for 1996 and later models This is the supply voltage for the CMP Sensor Finally connect a scope or waveform viewer to distributor connector terminals 1 and 2 this will be the CMP Sensor signal and inspect the waveform patterns produced The sensor creates a 0 to 5 volt toggled signal Being a Hall Effect type sensor it also requires a voltage supply and ground and the signal format 1s a digital square wave type The CMP Sensor operation is unique because it produces a LOW toggle signal during one revolution of the crankshaft and a HIGH toggle signal for the next complete revolution of the crankshaft Automatic Transmission Service Group hrysler sRE Series Transmission Diagnostics 1991 99 JEEP WITH GAS ENGINES DOUBLE BUMP SHIFT CAMSHAFT POSITION SENSOR CAMSHAFT POSITION SENSOR WIRE HARNESS Figure 1 TERMINAL 1 CMP SENSOR SIGNAL M CMP SENSOR DISTRIBUTOR CONNECTOR TERMINAL 2 CMP SENSOR GROUND te egg nie ee TERMINAL 3 CMP SENSOR VOLTAGE SUPPLY Figure 2 Automatic Transmissi
41. d by the sensor it did not attempt to energize the solenoid any further Changing the sensor will solve this complaint FIGURE 16 Second gear start Figure 16 is an example of what would be observed with a second gear start due to a stuck 1 2 shift valve Notice that there is 0 psi of governor pressure and the sensor indicates the same in voltage 0 66 The only way a second gear start could be possible is a 1 2 shift valve stuck in a stroked position Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 42 47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued FIGURE 17 No up shift Figure 17 is an example of what would be observed in a no up shift situation due to a leak in the governor circuit or a clogged inlet port to the governor solenoid Notice that the computer is trying to raise governor pressure by tuming the solenoid off The pressure gauge indicates 0 psi in the governor circuit and it never rises The governor sensor remains at a 0 66 voltage indicating to the computer that governor pressure is not rising which means the senor is working properly By 30 mph the computer has turned off the governor solenoid as indicated by the full system voltage observed on the ground wire 5 A leak in the governor circuit or a clogged inlet port to the governor solenoid can then be concluded FIGURE 18 Third gear start Figure 18 is an example of a third gear start problem due to a mechanically fail
42. duction for all 1996 models Chrysler incorporated the externally mounted TFT sensor into a new design governor sensor which reguired a fourth pin to be added to the new sensor This also necessitated an internal harness change to accommodate the redesigned 4 terminal governor sensor Reason Increased Transmission Fluid Temperature Sensor accuracy for improved reliability and durability The 2nd design 4 wire sensor is illustrated in Figure 2 and the wiring schematic for these models is shown in Figure 6 Each terminal in the new sensor has been identified with the letters A B C and D as shown in Figures 2 and 6 3RD DESIGN Late in the 1996 model year Chrysler again changed the connector on the governor pressure sensor from the previous straight to a 90 degree connector This change however did not require anew internal harness and solenoid assembly Reason Relieved the stress on the internal hamess connector and once again improved reliability and durability The 3rd design 4 wire 90 degree sensor is illustrated in Figure 3 and the wiring schematic for these models is shown in Figure 6 Each terminal in the new sensor has been identified with the letters A B Cand D as shown in Figures 2 and 6 Automatic Transmission Service Group PARTS AFFECTED Cont d from Page 1 4TH DESIGN During the 2000 model year Chrysler Corporation introduced another new governor pressure sensor transducer as a running change which a
43. ed for service During the transmission repair procedure disassemble the valve body and carefully flat sand the channel plate to ensure that the channel plate will mate flat to the spacer plate When assembling the valve body there are two holes that are to be used to properly align the spacer plate to the channel plate as seen in Figures 2 and 3 Place the spacer plate onto the channel plate and install the two bolts one in each alignment hole by hand Then put the tension plate in place and tighten to 35 inch pounds to secure the spacer plate to the channel plate See Figure 4 Remove the two bolts used to align the plate and re use the same bolts to align the valve body and torque all the attaching bolts to 35 inch pounds After the unit has been repaired and installed into the vehicle attach a pressure gauge to the low reverse pressure port See Figure 5 and ensure that 0 psi is present while in third and forth gear Automatic Transmission Service Group Chrysler sRE Series Transmisston Diagnostics ALL DODGE RE amp RH UNITS PREMATURE FAILURE OF THE L R BAND MAIN VALVE BODY CHECKBALL LD AND LOCATIONS Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics ALL DODGE RE amp RH UNITS PREMATURE FAILURE OF THE L R BAND Alignment hole The 3 Check Ball Area Alignment hole The L R Band Feed Circuit Direct Clutch Feed Circuit Copyright 2001 ATSG Figure 2 Automatic Transmis
44. ed governor solenoid Notice how governor pressure is at a full 60 psi The governor sensor is sending a 2 95 volt reading which tells the computer that governor pressure is at 60 psi The computer then begins to increase current draw on the governor solenoid to try to bring down governor pressure Notice how the voltage is dropping on the 5 wire Remember the voltage seen on the 5 wire is voltage not being used The lowest voltage reading observed is 6 3 volts If you subtract that from 13 5 volts the computer used as much as 7 2 volts in an attempt to bring down governor pressure based on the information it was receiving from the sensor With the pressure gauge verifying that governor pressure was high as well as having a third gear start problem a mechanically failed governor solenoid would be the logical reason for this complaint It just so happened that this example was taken from a vehicle where the magnet that was in the pan was improperly placed onto the solenoid The magnet kept the solenoid in a fully applied position causing full governor pressure to remain in the circuit Another point is that this was a pre 96 vehicle making it a 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 This action means the computer had decided to shut the solenoid off going into a failsafe mode If this was a 96 and later vehicle the relay would have been turned off
45. eed Senor Battery Voltage Ignition Voltage ED 5 Volt Sensor Feed Output lejoi Sensor Ground Ground Overdrive Lamp Output E13 TCC Solenoid Output E14 OD Solenoid Output ai VSS Input SCI Data Link TX SCI Data Link RX TPS Ground TFT Input Output Shaft Speed Senor Battery Voltage rj rij rih ri mj ha le im EES EE ER GEO Tj gt Solencid Voltage Supply Output Chrysler sRE SeriesTransmissionDiagnostics THE TCM DATA LINK 2 CONNECTOR Light Green Orange Dk Blue Black Light Green Light Green White Red White Light Blue Red Red Yellow Tan Orange Black Black Orange Dark Green Lt Blue Brown Yellow Pink White Orange Pink Black Black Yellow Black Lt Blue Violet Dk Blue Black Red White Lt Biue Brown Figure 5 Automatic Transmission Service Group Chrysler sRE SeriesTransmission Diagnostics THE PCM Be B A B rey Ca Connector White 62 Connector pi H boom E AN NN d j D 11 OOOOOOOOOOO 1 SN W gi lj 21 OOOOOOOOOOO 12 A ho z 32 ODOOOOOOOOOO J 22 N LS White C2 Connector Pin Cavity View Ram Pick Grand Cherokee Dakota Ram Van Wagon RELAYS Power from relay TRANS TEMP SENS GOV SOL GND TCC SOL GND 0D SOL GND OUTPUT SHAFT GND VSS SIG OUTPUT SHAFT SIG GOV PRESS SIG TRANS RLY CTRL y VOLI SUPPLY Ground A4 Figure 6 Automatic Transmission Service Group hrysler sRE Series Transmission Diagnostics 11
46. ensor is causing the code and replace the sensor If this quick test proves that the heated oxygen sensors are not the cause of any governor pressure sensor codes a specific wiring schematic for the vehicle being worked on will need to be acquired and each and every sensor sharing the governor sensor s ground path will need to be inspected 2 A quick method to determine if code P1763 is being produced as the result of high line pressure is to first clear the code or codes Drive the vehicle with the brake applied sufficiently enough to activate the brake switch signal preventing converter clutch apply If P1763 no longer returns release the brake and allow the converter clutch to engage If the 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 modification in an attempt to firm up shifts and converter clutch apply One such example can be seen on pages 30 and 31 AK500 618 L shift correction package from Superior Automatic Transmission Service Group CORRECTION Chrysler sRE Series Transmission Diagnostics 35 GOVERNOR PRESSURE SENSOR VOLTAGE CODES Transmission Parts includes a new governor pressure control valve This valve allows operating pressure to be raised for heavy duty use without fear of setting code 1763 Sometimes you may find that a resistor has been installed into the wiring harness near PCM B
47. governor transducer The sensor Transducer is a device sending information to the computer as to the approximate pressure inside the governor circuit produced by the governor solenoid When 0 psi exists in the circuit the transducer sends approximately 0 5 volts to the TCM or PCM through wire 4 from the case connector As governor pressure increases this pressure presses on the tip of the sensor causing the voltage to increase proportional to the pressure increasing When a maximum of 60 to 70 psi is reached in the governor circuit the transducer sends approximately 3 voits back to the TCM or PCM FIGURE 15 Second gear start Figure 15 is an example of what would be observed with a 2nd gear start complaint due to a defective governor pressure sensor Transducer To make this diagnosis what should be noticed is that the pressure gauge indicates 10 to 12 psi at 0 miles per hour This amount of governor pressure will keep the 1 2 shift valve stroked in an up shifted 2nd gear position Comparing this chart to the one seen in Figure 12 it is noticed in Figure 15 that with 10 pounds of governor pressure the sensor 1s sending to the computer a 0 66 volt reading This indicates to the computer that their is 0 psi in the circuit when actually there is 10 At 10 pounds of pressure approximately 0 9 volts should be observed as seen in Figure 12 With the computer thinking that it controlled the governor solenoid to produce 0 psi due to faulty data produce
48. he SCI lines in the 2 Data Link Connector with the use ofa scanner If incorrect information is entered into the scanner codes may unretrievable One such common mistake is entering Cherokee when Grand Cherokee should have been be entered The 2 DLC is black in color and its location is illustrated in Figure 4 Ifa scanner is not available the Overdrive Off Lamp can be used to flash out the DTC s using the following procedure A Turn ignition key on and off three times Then leave overdrive OFF switch in normal overdrive ON position B Immediately begin countmg the number of flashes displayed by overdrive OFF switch indicator lamp C A code 55 identifies end of flash code transmission The fault code description are as follows ll Engine RPM input 12 Output shaft sensor input 13 Vehicle speed input 14 Governor pressure sensor input 15 Throttle position sensor input 16 Transmission fluid temperature input 17 Overdrive override control switch input 18 System voltage 19 Internal fault inmodem 21 Governor pressure solenoid output 22 Overdrive solenoid output 23 Converter clutch solenoid output 24 Overdrive override control switch lamp output 25 Internal faultin modem 26 Governor pressure sensor offset drift 55 Endofcode transmission THE PCM In 1996 a major change took place with the implementation of the Federally Regulated OBD IT system The TCM has been incorporated into the Engine Controller and it is called
49. he repair All Applications Unplug the scan tool and road test the vehicle to verify the symptom gt THE NUTS AND BOLTS OF ELECTRICAL DIAGNOSIS az i Simply having a scan tool connected on these trucks can cause the PCM to command the TCC on and off This is not to say that you can t drive the vehicle later with a scan tool connect ed for diagnosis but first you need to verify whether the problem exists with the scan tool out of the picture After any repair work unplug the scan tool then road test the truck to see if it s fixed Load or impedance test the bat teries Clean the battery terminals figure 1 even if they don t have any apparent fuzz on them All it takes is a little oxide buildup between the battery post and cable clamp to cause trouble Diesels have two batteries so be sure to clean and test both Also follow the negative battery cable back to the engine block and clean the pow ertrain ground connection A bad bat tery or added resistance from corroded or loose battery terminals or grounds reduces the battery s ability to buf fer the charging system This causes increased generator ripple and charging voltage fluctuations A bad generator with a diode fail ure causing too much ripple or noise is another common cause of TCC shuttle A guick way to isolate the generator from the system is simply to disable the generator by disconnecting all of its wires and taping them
50. ick disconnect 1 2 cooling lines may experience repeated front line clip melt down failures CAUSE RWD transmissions behind diesel engines are the most common to experience this complaint after heavy trailer towing or reverse to drive rocking situations This causes the front cooling line which is the line out to the cooler to be the recipient of the high fluid temperatures produced by the converter The front quick disconnect clip assembly suffers greatly under these conditions CORRECTION Replace the transmission quick disconnect fittings with threaded fittings that will not melt This will require 2 cooling lines with the appropriate attaching fittings 2 case fittings to accommodate the case threads and line fittings plus approximately 2 feet of flexible hydraulic lines to attach the new lines to the existing lines SERVICE INFORMATION Fittings 2 Case WICC EEN 520287644 A Cooling Lines 4 Fron ine san EE n 5011244AA 1 Rear Lino dd aii 32028673 This front cooling line part number includes the one way check valve and temperature sensor port Figure 1 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics DODGE JEEP 42 44 RE UNITS REVISED FRONT BAND ADJUSTMENT SPECIFICATIONS CHANGE The front band adjustment specification has been changed from 358 to 3 turns after tightening the band adjustment stud to 70 in lbs Refer to Figure 1 REASON Improved 1 2 shift quality SERV
51. icro henry Choke Coil Jameco 372103 or equiv L uF micro farad Capacitor Jameco 10867PS or equiv 4700 uF micro farad Capacitor Jameco 93673PS or equiv A box to mount it in Jameco 18913 or equiv 1 crimp on Ground Ring Jameco 302762 or equiv 2 butt connectors Jameco 320562 or equiv Some wire 12 blue 12 black 12 violet Some solder Optional enough Epoxy to fill the box A complete assembled unit is available from ATSG Jameco parts may be obtained at http jameco com or your local professional electronics parts store Solder the parts together as shown in the schematic in Fig 1 and the pictorial in Figure 2 Install the filter by cutting the TPS signal wire and feeding that signal through the blue wire in the filter the 1 uF side to the TPS and the 4700 uF side to the computer then ground the black ground wire to a good ground the better the ground the cleaner the signal as shown in figure 3 To TPS t j i A PN PED HEE Figure 1 Automatic Transmission Service Group Chrysler sRE Series Transmisston Diagnostics CHRYSLER RE RWD TRANSMISSIONS INAND OUTOF LOCKUP Blue Wire To TPS z lc Violet Wire To Computer Black Wire To Ground Blue Wire To TES A an ak a Black Wire To Ground Figure 3 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics DODGE TRUCKS LOCKUP SHUTTLE COMPLAINT Trucks using 12 valve diesel engines may exhibit a
52. inal functions at the transmission case connector has remained the same It can be observed in Figure 2 that system voltage is supplied to all three solenoids on the valve body The governor pressure sensor the OD sclenoid and the TCC solenoid Terminal 5 is the ground wire used by the TCM or PCM to contro the governor pressure control solenoid One amp of current produces zero psi of governor pressure while zero amps sets maximum governor pressure Copyright 2000 ATSG Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 42 47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued GOVERNOR SENSOR TRANSDUCER The greatest misconception of the governor sensor Transducer is that it is controlled by the computer Module The computer does not control the sensor in any way other than supplying it with a 5 volt source The function of the sensor is to provide information TO the computer as to what the output pressure ofthe governor solenoid is i e governor pressure This information can be viewed through the scanner as Actual PSI See Figure 1 This tends to be misleading since it is possible to have a sensor fail providing erroneous data to the scanner It is to the technicians advantage to verify actual governor pressure with a pressure gauge NOTE The selector lever must be placed in Drive before the scanner will provide governor sensor data The illustration in Figure 2 shows that terminal 2 in the case
53. ion number on the previous page will need to be reviewed before considering the PCM defective Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics SOLENOID ASSEMBLY GOVERNOR PRESSURE SOLENOID Transmission Case Harness Connector Connector ennon O TT OT 12 POWER FROM TRANSMISSION CONTROL RELAY CE JEV FEED TO GOVERNOR PRESSURE SENSOR 7 GOVERNOR PRESSURE SENSOR GROUND LE GOVERNOR PRESSURE SENSOR SIGNAL TO PCM E EJ EJ GROUND CONTROL GOVERNOR PRESSURE SOLENOID PCM GROUND FOR OVERDRIVE SOLENOID 7 PCM GROUND FOR CONVERTER CLUTCH SOLENOID 8 TRANSMISSION OIL TEMPERATURE SIGNAL TO PCM 8 4 TRANSMISSION CASE CONNECTOR mam A mm emm up POWER DISTRIBUTION CENTER VEHICLE HARNESS CONNECTOR HOT AT TRANSMISSION CONTROL RELAY 2 8 4 7 6 B31 81 829 B11 B21 B8 B3O AA SPLICE e NOTE This splice is also connected fo oxygen sensors on some gas versions NOTE POWERTRAIN CONTROL MODULE Wire colors will vary as nem Ignition Switch they are model dependent Copyright 2001 ATSG Figure Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics GOVERNOR PRESSURE SENSOR VOLTAGE CODES TYPICAL GASOLINE APPLICATION BLACK LT BLUE CONNECTOR BATTERY TEMPERATURE SENSOR pta Figure 2 THE PCM C B Grey CS Connector White C2 Connecter Ct Connecto
54. ith the 46RE may exhibit a reoccurring Diagnostic Trouble Code P1740 or p0740 Torque converter clutch or Overdrive solenoid performance or Torque Converter slip before or after overhaul CAUSE The cause may be that the mating surface as shown in Figure 1 between the Pump Body and the Pump Stator is not flat causing a loss of line pressure and Torgue Converter apply pressure Refer to Figure 2 for port identification oft he Pump Body and Pump Stator CORRECTION To verify that the stator surface is flat Pressurex Film may be used This is a product from Sensor Products Inc which uses microcapsules of a paint like substance that changes color intensity depending on pounds per sguare inch The higher the ps1 the brighter the color To repair this condition have the face ofthe stator machined so that it is flat 46RE PUMP STATOR Pressurex available at Sensorprod com PUMP STATOR MATING SURFACE Figure Automatic Transmission Service Group Chrysler sRE Series Transmisston Diagnostics 46RE PUMP BODY AND STATOR PASSAGE IDENTIFICATION PUMP BODY TORQUE CONVERTER CLUTCH ON TORQUE CONVERTER CLUTCH OFF FORWARD CLUTCH DIRECT CLUTCH PUMP SUCTION LINE PRESSURE TORQUE CONVERTER CLUTCH ON TORQUE CONVERTER FORWARD CLUTCH DIRECT CLUTCH LINE PRESSURE PUMP SUCTION Figure 2 Automatic Transmission Service Group COMPLAINT CAUSE CORRECTION Chrysler sRE Series
55. king into the Governor Pressure Sensor a ware TT o on A amp Volteupply to sensor from PCM Govemor Pressure Sensor Signal to POM Transmission Fluid Temperature Signal to POM Governor Pressure Sensor CF Governor Pressure Sensor Ground Part Number 56041403 AA e Copyright 2001 ATSG Figure 2 Automatic Transmission Service Group Chrysler sRE Series TransmissionDiagnostics 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 INDICATES ABOVE 6psi GOVERNOR PRESSURE INDICATES 0 6psi OVERCHARGE CHECK ENGINE RUNNING 1000 rpm SYSTEM VOLTAGE SHOULD BE 14 4 14 6 VOLTS REFER TO FIGURE 4 AND BACKPROBE TERMINAL 3 TO GROUND WITH THE IGN ON VOLTAGE SHOULD BE BETWEEN 010 TO 060 VOLTS DISCONNECT THE ALTERNATOR AND RE VERIFY THAT GOVERNOR PRESSURE DROPS TO 9 REPLACE GOVERNOR PRESSURE SENSOR REPAIR CHARGING REPAIR OPEN BETWEEN SYSTEM ALTERNATOR TERMINAL 3 AND Ad AT THE PCM See Figure 4 Copyright 2001 ATSG Figure 3 Automatic Transmission Service Group RO eg ema A ee Thermister now incorporated in Governor Sensor GOVERNOR PRESSURE 2 8 d 7 6 TRANSMISSION CASE CONNECTOR VEHICLE HARNESS CONNECTOR BLACK ET BLUE 831 81 B29 B11 821 B8 830 A4 POWERTRAIN CONTROL MODULE
56. loads the 2 3 shift valve in the upshifted position when the converter clutch is on in third gear Figure Automatic Transmission Service Group Chrysler sRE SeriesTransmission Diagnostics MAIN VALVE BODY CHECKBALL LD AND LOCATIONS Figure 2 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics TRANSFER PLATE LOWER SIDE CHECKBALL LOCATIONS 3 16 Diameter No 10 Checkball Figure 3 Automatic Transmission Service Group F Chrysler sRE SeriesTransmission Diagnostics ER Za OVERDRIVE VALVE BODY SPACER PLATE Holes Added For New No 10 Checkbali Figure 4 Automatic Transmission Service Group Seni Chrysler sRE Series TransmissionDiagnostics 94 OVERDRIVE VALVE BODY Changes in this area to accommodate new number 10 checkball Figure 5 Automatic Transmission Service Group Chrysler sRE SeriesTransmission Diagnostics 951 TRANSFER PLATE UPPER SIDE CHECKBALL LOCATIONS Q A y P 8 O No 9 Not Used in 47RE Figure 6 Automatic Transmission Service Group Chrysler sRE Series Transmisston Diagnostics MAIN SPACER PLATE O O Ka aen O co UO op O eo M7 07 oe Lis O ES OU po O Uy Ba O 20 ESO 0 Ee O E S amp 0 o E O ude ii EH Q O O o Do 0 I O O O O O Sie O Figure 7 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 2000 amp LATER DODGE TR
57. lockup shuttle condition The scan tool indicates that the signal remains steadily ON CAUSE 1 The throttle valve adjustment rod is a ball joint type The socket and clips that hold the rod in place are plastic As the plastic wears the rod becomes sloppy resulting in the lockup shuttle condition 2 The throttle arm that the throttle position sensor mounts to plastic bushings on the shaft of the throttle arm These bushings wear and cause the throttle lever to wobble causing erratic TPS signal voltage resulting in a lockup shuttle condition The throttle arm blade also wears resulting in improper rotation of the TPS resulting in the same lockup shuttle condition Refer to Figure 1 The TPS cannot be adjusted when these items are worn CORRECTION 1 Replace the throttle rod with the plastic sockets and clips with the all metal rod shown in Figure 2 2 Replace the plastic bushings and the throttle arm ifit is damaged SERVICE INFORMATION All Metal Throttle Rodeesia aaa S0119594B TRAFOTA SET A RE ON 04863845 PV OWE Arm BUS IA oasa 04425053 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics DU LOCKUP SHUTTLE THROTTEE ARM BUSHING WEARS THROTTLE ARM BLADE WEARS Figure 1 REPLACEMENT THROTTLE ROD IS ALL METAL AND HAS NO PLASTIC RETAINING CLIPS Figure 2 Automatic Transmission Service Group _ AUTOMATIC RER SET GROUP ES 2 TECH SERVICE STHA 2 WEE ES a LEE
58. lso required another new internal wiring harness to accommodate the new sensor The 4th design governor sensor is made of plastic and has four larger spade type terminals transmits a different signal has a redesigned connector and a shorter snout where it goes into the adapter body Reason More cost effective because of the material and the shorter snout allows a much improved flow of governor oil to the sensor for greatly improved accuracy and reliability Refer to Figure 8 for illustrations of 3rd and 4th design sensors in the adapter housing The 4th design 4 wire 90 degree sensor is illustrated in Figure 4 and the wiring schematic for these models is shown in Figure 7 Bach terminal in the new sensor has been identified with the numbers 1 2 3 and 4 as shown in Figures 4 and 7 The 4th design level is illustrated mounted on the valve body in Figure 8 There is also a new design retainer that is required for the 4th design level parts and is iHustrated in Figure 8 INTERCHANGEABILITY Ist Design Level 3 pin sensor is not recommended for use in any model and is no longer available from OEM parts department 2nd Design Level Will retro fit back on all models but requires the upgraded internal harness and solenoid assembly This one also is not recommended and is no longer available 3rd Design Level Will retro fit back on all models but requires the upgraded internal harness and solenoid assembly part number 52118500 as show
59. ly labeled Generator Source in most wiring diagrams because it actually 1s the source voltage for the generator s field winding The ERB also supplies power to the Leak Detection Pump and to the Transmission Control Relay The ground circuits for the generator as well as the leak detection pump are controlled by the PCM at PCM terminals 10 in the C2 White and terminal 10 in the C3 Black connector respectively The Transmission Control Relay s PCM ground controlled circuit is PCM terminal 30 in the C2 White connector This is the circuit that is shut down by the PCM when the transmission control system is in default such as when a transmission related code is stored The real cause of all these complaints is a faulty Crankshaft Position Sensor It seems that Chrysler Jeep Computer strategy dictates that when the crank sensor signal is corrupt the PCM Engine Running Bus will not power up Disconnect the crank sensor and see if these circuits power up it they do the crank sensor is faulty This sensor is a Hall Effect Sensor and when it shorts its 5 volt reference source it will cause the above mentioned complaints It may even pull down the 5 volt reference voltage supply to the Governor Pressure Sensor or other sensors using the reference voltage supply as well NOTE In all wiring diagrams that were used for the information contained here within the generator field winding is incorrectly identified The positive a
60. n below 4th Design Level Will Not retro fit back The 4th design level is for 2000 model year and later only that are so equipped Some 2000 models may be equipped with the 3rd design level parts 3rd Design level parts must be used in 3rd design level vehicles and 4th design level parts must be used in 4th design level vehicles They will not interchange NOTE The reason for the non interchangeability between 4th design an any earlier parts is primarily due to the change in the Transmission Fluid Temperature The temperature coefficient had changed which also means the computer had changed Previous design Ist 2nd and 3rd level the TFT measures approximately 0 927 k ohms room temperature The new 4th level design measures approximately 1 873 k ohms Ifa 4th level design is used in any previous designs a no 4th no TCC complaint will occur It may also be accompanied with a fluid temperature sensor P0711 and or P0713 code Earlier design levels placed into a 4th design level vehicle may produce a P0712 code SERVICE INFORMATION Governor Pressure Sensor Transducer 3rd Design Level 56041403AA Internal Harness And Solenoid Assembly 3rd Design Level 32118500 Retaining Chip 3rd Design Level ann ion 4617219 Governor Pressure Sensor Transducer 4th Design Level 56028196AA Internal Harness And Solenoid Assembly 4th Design TL eye 52118500AB Retaining Bracket 4th Design Level 52117937AB Automatic Transmission Service Grou
61. nd negative terminals are labeled backwards Generator terminal 2 which leads to the generator source pin at the PCM is the positive terminal Generator terminal 1 which leads to the generator field driver terminal at the PCM is the negative terminal as illustrated in Figure 1 Automatic Transmission Service Group STUCK IN THIRD GEAR TRANSMISSION ENGINE a RUNNING BUSS PCM PCM C2 WHITE CONTROLLED convect n ha RELAY TERMINAL 30 GROUND AE 9 ed ZA NJI ME ni im O Em EL ee eg Een besch LEAK DETECTION PUMP REES JI C3 BLACK CONNECTOR TERMINAL 10 Se me a pop D POWER SUPPLY ca BLACK ENGINE RUNNING CONNECTOR TERMINAL 25 C2 WHITE CONNECTOR Gemen TERMINAL 10 Figure 1 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics COMPLAINT CAUSE CORRECTION Chrysler 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 upshifts accompanied by an engine miss There are NO engine or transmission codes stored In many instances the transmission is overhauled only to have the same complaint The cause is a faulty Camshaft Position CMP Sensor which is not bad enough to store a code but produces the double bump shift feel and the engine miss The CMP Sensor is a Hall Effe
62. ns temp sensor voltage too low P0712 Trans temp sensor no temp rise after start PO7IL THE RELAY One very notable difference is that the system voltage supplied to pin at the case connector is no longer directly fed from the computer as with the TCM Battery or system voltage is now supplied via a Transmission Control Relay TCR See Figures 6 and 8 All relay locations are displayed in Figure 9 The function ofthe TCR is the same as the EATX relay found in Chrysler s A604 and A 606 transaxles in that it cuts voltage to the solenoids after the PCM has determined that a system fault occurred This action places the transmission into a 3rd gear only default mode Although the function of the EATX relay is the same as the TCR the operation of it is 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 a ground wire from terminal 30 in the white 2 or B connector as seen in Figures 6 and 8 Cavity identifications are provided for each terminal of the TCR connector in Figure 9 Since the PCM and the TCR are located in the engine compartment solenoid resistance can be easily performed from their connectors as seen and explained in Figure 10 Automatic Transmission Service Group The TCM DRIVER SIDE KICK PANEL Governor Transducer Input Throttle Position Sensor Input EA Overdrive Switch Input Buffered Tachometer Input Eg Output Shaft Sp
63. off with electri cal tape figure 2 then road test the vehicle If the symptom goes away test and repair the generator and charging system as necessary The generator output waveform Easy Solutions fora Common Problem can also be tested with an oscilloscope to verify correct generator operation Refer to 1 of oscilloscope test procee dures on page 8 Other sensor inputs can affect TCC operation and it s a good idea to make sure you aren t dealing with another sensor problem besides the TPS Scan data on these trucks can be pretty slow to respond and update so it s best to check sensor signals and TCC com mands by recording a snapshot of scan data when the symptom is occurring Keep in mind that a sensor signal problem may not be a bad sensor check connector terminals for corrosion or loose fit and wire looms for chaffing especially diesel applications where the vibration of the diesel engine tends to aggravate these problems Monitor the TPS as well as the Output Speed Sensor Battery Temperature Engine Coolant Temperature and Transmission Fluid Temperature signals for significant fluctuations The batiery temperature sensor is underneath the driver s side battery on most diesel applications Battery acid sometimes leaks down GEARS July 2006 fact and friction ba z The fact is Allomatic supplies friction plates that are the highest guality and the best value on the market designed
64. olts A backup check of the TPS signal wire usually is an Orange Dk Blue wire shows 5 7 volts at closed throttle with a similar rise in voltage as the throttle is opened A check of the TPS 5 volt supply and ground circuit prove that both of these circuits are good A check of the TPS signal wire with the TPS disconnected shows the same 5 7 volts The technician now begins an inspection of the wiring between the TPS and the PCM and TCM to no avail A replacement TPS does not cure the problem neither does replacement of the PCM or TCM The Switch Sense circuit in the Clockspring in the steering wheel hub has shorted to battery voltage from the horn button circuit When the Switch Sense Circuit shorts to the 12 volt HORN circuit the TPS signal voltage is driven high and remains there as shown in Figure 1 This is because the 5 volt reference voltage used by the Cruise Switch Sense circuit and the TPS are shared inside the PCM Replace the Clockspring assembly Once the Clockspring has been replaced be sure to check the sensor 5volt reference voltage at the PCM to insure that circuit has not been damaged by the short to power Also check the TPS signal range to insure the TPS has not been fried Automatic Transmission Service Group H Chrysler sRE Series Transmisston Diagnostics 65 ire E Eu 75 VOLT REF SENSOR GROUND E TPS SIGNAL et ISWITCH SENSE __ BATTERY VOLTAGE FROM SHORT TO PJ HORN CIRC
65. on Service Group Chrysler sRE Series Transmission Diagnostics 116 42 47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued FIGURE 13 The governor solenoid continued approximately 13 to 13 5 volts This system voltage goes through the coil in the solenoid and out through the 5 ground wire to the TCM or PCM Figure 13 shows that when the vehicle is not moving and governor pressure is at 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 volts are observed on the 5 ground wire it means that the computer is using 5 volts to fully energize the governor solenoid producing 0 psi As the vehicle speed increases the computer slowly begins to turn the solenoid off explaining the observance of increased voltage as the voltage seen is the voltage not being used When a maximum of 60 to 70 psi is seen in the governor circuit system voltage will be seen on the 5 ground wire as the solenoid at this point is completely turned off The governor solenoid only controls the 1 2 and 2 3 shifts as well as 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 later place the vehicle into fail safe voltage is cut from wire 1 This action is the same as unplugging the case connector The result is third gear only FIGURE 14 The Governor Sensor Figure 14 is an example of a good working
66. on Service Group Chrysler sRE Series Transmission Diagnostics 70 1996 AND NEWER DODGE JEEP VEHICLES PCM CONNECTOR REPAIR KIT COMPLAINT Deteriorated PCM connectors causing a variety of Diagnostic Trouble Codes CAUSE The PCM on 1996 and later vehicles is located in the engine compartment See Figure 1 This location allows connectors A B and C See Figure 2 and their associated wiring plugging into the PCM to be subjected to engine compartment heat for sustained periods of time This heat combined with weathering contributes to the deterioration of the connector CORRECTION Chrysler Dodge Plymouth has made available PCM connector repair kits under the following part numbers Connector 32 terminal Black C 1 connector ss 56017957 Connector B 32 terminal White C 2 connector O AN 56018614 Connector C 32 terminal Grey E e BE 56018615 20 wires with terminals on both ends and 40 pieces of heat shrink tubing O4882087 BT 56018606 Conme c Or PIM jus pan s e idad 56038347 SERVICE PROCEDURE 1 Record the memorized preset radio stations 2 Disconnect the battery or batteries on 5 9 L Diesel Cummins and isolate the cable ends 3 Unplug the damaged connector from the PCM 4 Locate and inspect the connector lock tab and insulator for damage See Figure 3 fit is damaged the entire connector will need to be replaced 5 Write down each wire color to its a
67. oost Valve Cover Plate Remove the plate and enlarge the orifice shown to 069 Chrysler also provides a new Boost Valve Cover Plate which will already have the orifice enlarged SERVICE INFORMATION BOOST VALVE COVER PLATE Chrysler part no 04617012 REDUCING PRESSURE EXHAUST ORIFICE LOCATION REDUCING PRESSURE EXHAUST ORIFICE ORIGINAL DIAMETER BOOST VALVE COVER PLATE REMOVE THE BOOST VALVE COVER PLATE AND ENLARGE THE REDUCING PRESSURE EXHAUST ORIFICE TO 069 Copyright 2003 ATSG Figure Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics WIDE EXHAUST SLOT TCC Exhaust Orfi pe O SCH i ES Y O 0 5 e oo So Y cv qe se LIO 0 08 ner To O SOD CD 5 DO 9 Jo O N 0 O 2 U KR O O Dgo O O 0090 o O o old zo O O O O O 68 O O O x O o O O O Copyright 2003 ATSG Figure 3 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 47RE 5 9 LITER 24 VALVE DIESEL CUMMINS TOROUE CONVERTER CLUTCH CYCLES IN AND OUT COMPLAINT 5 9 Liter vehicles with the 47RE transmission experiences a cycling in and out of lock up concern during highway speed CAUSE There are many possibilities such as a malfunctioning brake switch or brake support bracket Temperature sensors alternators throttle position sensors vehicle speed sensors to name a few Chrysler has even issued a reprogramming procedure Bulletin 1 8 02 99 for 1996 and later vehi
68. p 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 View looking into the Ist Design Sensor Harness Connector Governor Pressure Sensor Copyright 2001 ATSG Figure 2ND DESIGN 4 PIN STRAIGHT GOVERNOR PRESSURE SENSOR WITH TET INCORPORATED INSIDE THE SENSOR No Longer Available For Service View looking into the View looking into 2nd Design Governor Pressure Sensor 8 5 Governor Pressure Sensor Connector PIN FUNCTION A 5 Voltsuppiv to sensor from PCM BR GovemorPressure Sensor Signaito PCM C Transmission Fluid Temperature Signaito PCM D Govemor Pressure Sensor Ground Governor Pressure Sensor Silver Can Copyright 2001 ATSG Figure 2 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 29 3RD DESIGN 4 PIN 90 DEGREE GOVERNOR PRESSURE SENSOR WITH FFT INCORPORATED INSIDE THE SENSOR B E View looking into 3rd Design Governor Pressure Sensor Connector View looking into the Governor Pressure Sensor 5 Volt supply to sensor from PCM Governor Pressure Sensor Signal to PCM Transmission Fluid Temperature Signal to PCM Governor Pressure Sensar Ground Copyright 2001 ATSG Gold Can UDe Governor Pressure Sensor Part Number 56041403AA Figure 3 4TH DESIGN 4 PIN PLA
69. p This includes all text illustrations tables and charts The information and part numbers contained in this booklet have been carefully compiled from industry sources known for their reliability but ATSG does not guarantee 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 TECHNICAL CONSULTANT TECHNICAL CONSULTANT AUTOMATIC TRANSMISSION SERVICE GROUP 9200 S DADELAND BLVD SUITE 720 MIAMI FLORIDA 33156 305 670 4161 INDEX Pre DORE LA MORAN ALTO EP a aiii 3 Ee E EE 21 DES EC NANO OS ias 26 Governor Pressure Sensor Codes times 34 P1740 TCC OD Solenoid Performance Error sise 46 TE GOvelime mana Oi EE 52 IIS ER EO ON UDA A OR NATE NICO 63 Variety of Problems and Solutions 66 Check Ball ID and Ee nes A pi es 89 AUTOMATIC TRANSMISSION SERVICE GROUP 9200 South Dadeland Boulevard Suite 720 Miami Florida 33156 WWW ATSGBIZ 305 670 4161 WWW ATSGMIAMI COM Chrysler sRE SeriesTransmissionDiagnostics 2 44 ATSE Chrysler s RE Series Transmission Diagnostics 42 47RE TRANSMISSIONS DIAGNOSTIC INFORMATION PRELIMINARY INFORMATIO
70. ppropriate cavity location within the connector before disassembling the connector Next pull on the wires individually If they come out the connector will need to be disassembled to inspect the initial and final locks See Figure 3 To disassemble the connector push in on the single locking tab as seen in Figure 4 With Chrysler s special tool 6934 or one similar insert the tool into the back of the insulator cavity alongside each wire removing them from the connector assembly one at a time as seen in Figure 5 9 With all the wires removed from the connector inspect the entire connector assembly as seen in Figure 3 If any of the parts are damaged replace the connector assembly 10 While the wires are out of the connector inspect each terminal end for damage or corrosion Place each terminal end onto the mating pin in the PCM and check for drag See Figure 6 If any of the connections are loose replace the wire 11 Using the notations taken in step 5 of wire color and location carefully assemble the new and or repaired connector assembly When all of the wires are in place push the two 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 that all your codes do not return ON OO w Automatic Transmission Service Group hrysler sRE Series Transmission Diagnostics 1996 AND NE
71. r ee SOVE poveza okt AU LEE MDHA IN IA 150 ohm f 1 4 watt Sch resister Figure 3 HEATED SPLICE GOVERNOR SENSOR TRANSMISSION CASE CONNECTOR White Z Cannector Pia Cavity View Automatic Transmission Service Group COMPLAINT CAUSE CORRECTION Chrysler sRE Series Transmission Diagnostics CHRYSLER RWD TRANSMISSIONS IMPROVED LINE RISE amp THROTTLE RESPONSE It is commonly known that line rise of RWD Chrysler transmissions 1 e 904 727 500 618 all PRE 1996 RE units is sluggish and in many cases insufficient This causes technicians to find themselves having to adjust the throttle rod cable in an attempt to located a happy medium of shift feel and shift timing Many times the vehicle is delivered with out really achieving the desired shift characteristics Decrease pressure supplied to the pressure regulator valve throttle plug which is used to prevent line pressure from exceeding approximately 100 to 120 psi at wide open throttle See Figure 1 By drilling a 0 040 exhaust hole through the exterior casting into the decrease pressure circuit by following the example steps below and illustrated in Figure 2 a controlled venting of this oil will allow a more rapid line rise response to throttle opening improving the shift characteristics of the transmission It also will allow a more desirable top end line pressure reading as well as a slight increase in the converter
72. re behind the 1 2 shift control valve and beth the 1 2 and 2 3 governor plugs to prevent an apshift into 2nd and or 3rd gear when the selector lever is placed into Manual Low B Checkbalf No I directs throftle pressure behind the 1 2 shift control valve and blocks the passage to the 1 2 governor plug in order to inhibita 3 1 downshift during a forced 3 2 downshift when the vehicle is above the calibrated speed e A Checkball Na 2 forces line pressure behind the 2 3 shift valve to prevent a 2 3 upshift No 2 14 when the selector lever is placed into Manual 2nd Steel B Checkbali No 2 blocks the manual 2nd circuit and directs throttle pressure to the 2 3 Checkball No 1 14 Steel shift valve during a forced 3 2 downshift A Checkball No 3 blocks front Direct clutch oil after a 2 3 upshift from entering the No 3 11 32 reverse band circuit and allows front Direct clutch oil to enter the intermediate band Steel release circuit B Checkball No 3 blocks the intermediate band release circuit and allows reverse oil to apply the front Direct clutch when the selector lever is placed into Reverse y A Checkball No 4 blocks rear band apply pressure from entering the front Direct clutch No 4 1 4 circuit when the selector lever is placed into Manual Low Steel B Checkball No 4 blocks the manual low circuit and directs line pressure into the rear band circuit when the selector lever is placed into Reverse
73. sion Service Group Chrysler sRE Series Transmisston Diagnostics ALL DODGE RE amp RH UNITS PREMATURE FAILURE OF THE L R BAND Third and reverse feed circuit is separated by the plate between the Alignment hole double sguare holes A mis aligned plate allows third gear oil to intrude into the L R band apply cireuit 5 a O ES O O 0 O O O 00 E O 0 o 2 00 z O E O ND DO O CIO oU Gw gt O O KK u O SOD CO DO 98 0 ke JO O KO OO O O N H gri Gear Oil O O C ei A Of o O O O O L R Band O O O o O i O o O o ULJo lt O Alignment hole O O O O O GU O O O O O Figure 3 Automatic Transmission Service Group Chrysler sRE SeriesTransmission Diagnostics 87 ALL DODGE RE amp RH UNITS PREMATURE FAILURE OF THE L R BAND Hand tighten a fastening bolt in alignment hole O O O QO a em ae l D 98 B AL oo O odo O O 5 O OOn Do O IN O O O To HO Hand tighten a fastening bolt in alignment hole 4 j Secure tension plate which will maintain spacer plate to channel plate alignment O OTOJITOOOSOOOG f O O o Q da Figure 4 Copyright 2001 ATSG Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics ALL DODGE RE amp RH UNITS PREMATURE FAILURE OF THE L R BAND OVERDRIVE CLUTCH FEST PORT GOVERNOR ACCUMULATOR TEST PORT TEST PORT mu NO FRONT SE m TEST PORT d L
74. soprano CHRYSLER RE DIAGNOSTICS PRESENTED BY WAYNE COLONNA FROM THE AUTOMATIC TRANSMISSION SERVICE GROUP RE eries 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 in the systems operation but actual problems with solutions Many of the problems that frustrate shops across the country are in this diagnostic training seminar along with the solution making the time you spend with this 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 www atsg 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 be reproduced stored m any retrieval system or transmitted in any form or by any means including but not limited to electronic mechanical photocopying recording or otherwise without written permission of Automatic Transmission Service Grou
75. stics 4SRFE amp AW4 NO SHIFT QUICK SHIFT COMPLAINT A noshiftora quick shift occurs after changing the TPS CAUSE Mid 1999 and Later 4 7 liter Jeep Grand Cherokees had a design change to the TPS where idle voltage is at approximately 4 5 volts and wide open throttle voltage at approximately 0 5 volts See Figure 1 This is opposite to the typical 0 5 volt to wide open throttle 4 5 volt Dodge Jeep TPS See Figure 1 fthese TPS s are installed incorrectly there will either be a no up shift condition or a stacked up shift condition Although these FPS s have a significant difference in design they both have the same style connector allowing the installation CORRECTION Install the correct TPS Previous style TPS Late style TPS Idle Throttle Voltage Low Idle Throttle Voltage High Open Throttle Voltage High Open Throttle Voltage Low 04874371AC 05017479AA Figure 1 Automatic Transmission Service Group COMPLAINT CAUSE CORRECTION Chrysler sRE Series Transmission Diagnostics JEEP WITH 2 5 OR 4 0 LITER ENGINES amp AW4 TRANSMISSION TPS CODE P0123 WILL NOT CLEAR A late model Jeep with a 2 5 or 4 0 liter engine and the AW4 transmission comes in with the MIL Lamp illuminated and a complaint of late shifts A scan reveals a code P0123 TPS Voltage High is stored The scan tools data list indicates that the TPS signal wire voltage is at 5 0 volts at closed throttle and then ranges up to 11 5 v
76. t in Figure 12 will be needed for comparison against system problems revealed in Figures 15 to 18 As an aid to diagnosing these figures provides examples of different drive ability complaints experienced with 42RE It puts together how to look at all the information provided by the scanner volt meter and pressure gauge These examples sheets may be considered a library source of information which can be used for comparison purposes FIGURE 13 The Governor Solenoid Figure 13 is an example of monitoring the governor pressure with the use of Snap On s pressure transducer connected to Snap On s Vantage digital grapbing multi meter The multi meter is set up ina dual screen mode making it available to monitor both pressure and voltage The voltage being monitored is the ground side of the solenoid which is wire 5 in the case connector If a Vantage multi meter is not available a typical pressure gauge can be used on the governor tap and a voltmeter probed into wire 5 with the positive lead and the negative placed to ground Note that governor pressure increases proportional to the voltage on the ground side of the governor solenoid It is important to keep in 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 solenoid is supplied with system voltage through wire 1 in the case connector System voltage could be Automatic Transmissi
77. t to resolve the code CAUSE 1 One cause could be that the ground circuit for the governor pressure sensor has been compromised See Figures land 2 a Faulty governor pressure sensor b Faulty battery temperature sensor c Faulty heated oxygen sensor s d Faulty wiring splices other shared sensors or the PCM 2 Another cause could be that line pressure is running above factory specification This could be the result of a valve body modification or a valve body malfunction 3 A malfunctioning alternator producing voltage spikes or high charging voltage would be another consideration CORRECTION 1 Since the governor pressure sensor ground circuit is shared with a variety of other sensors including the battery temperature sensor and the heated oxygen sensor other codes may be present with P1763 such as a P1492 Battery Temperature Sensor Volts To High PI 762 Governor Sensor Offset volts or drift too low or too high or a P1757 Governor pressure above 3 psi at 0 MPH may also be present But of all the above possibilities listed in cause number 1 malfunctioning heated oxygen sensors are the most common cause for compromising the shared ground path for the governor pressure sensor A quick check can be made by simply clearing the code and unplug both the upstream and downstream sensors and take the truck for a road test If the code does not return then run the vehicle with the sensors plugged in one at a time to determine which oxygen s
78. to 5 ohms Ram Pick Grand Cherokee Check solenoid resistance with the negative meter lead contacting cavities 8 li and 21 Place positive meter lead in the appropriate Dakota cavity of the TCR connector da White C2 Connector Pin Cavity View 8 Gov Solenoid 3 5 ohms 11 TCC Solenoid 25 40 ohms 21 OD Solenoid 25 40 ohms Figure 10 Automatic Transmission Service Group Chrysler sRE Series Transmission Diagnostics 42 47RE TRANSMISSIONS DIAGNOSTIC INFORMATION continued CHECKING THE SYSTEM DIAGNOSTIC TIPS Data stream information from the scanner is useful for identifying problems with the vehicle speed sensor output shaft speed sensor throttle position sensor engine coolant temperature sensor transmission fluid temperature sensor oxygen sensor the P N switch air conditioning and cruise control operation All of which should be viewed and considered when diagnosing drive ability complaints Governor pressure and solenoid operation may also be viewed through the scanner as explained in Figure 1 This can be helpful but it is important that the technician realize that the governor pressure solenoid and transducer information viewed through the scanner can be misleading as they may fail mechanically providing false data to the computer During the initial road test it is good to first observe all the information the scanner provides including codes Many times the problem can be spotted quickly and resol
79. ult in high engine revolutions Problems may arise here if gas and diesel valve bodies are improperly interchanged A quick 1 2 and 2 3 shifts may occur if a gas valve body is used in a diesel vehicle while a late 1 2 and 2 3 shift may occur with a diesel valve body in a gas vehicle Another point to remember is that the governor pressure control solenoid is no different than a typical line pressure control solenoid in that when it is unplugged high pressure occurs Therefor whenever the case connector on any RE unit is unplugged governor pressure should reach approximately 60 psi at idle with the selector lever in DRIVE If pressure stays low with the connector unplugged there is an internal transmission problem The possibilities could be a defective governor solenoid the screen on 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 3 to 5 ohms in resistance as with any typical pressure control solenoid If and when a scanner will provide data stream information the governor solenoid is displayed as being Desired Governor Pressure as the solenoid is being controlled by the computer based various inputs such as VSS TPS ECT and TFT See Figure 1 NOTE The selector lever must be placed in Drive before the scanner will provide governor pressure data Throughout all years term
80. ure failure of the clutch with its fragmented material finding its way into the cooler and valve body This also leads to the unpleasant experience ofa clogged cooler and planetary failure Ideally the correction is to have a customized converter made where the internal tolerance is brought down to a minimum and a change made to the fluid coupling characteristics to lessen the high speed differential and torque reversal stress on the pads Then making modifications to the valve body providing increased converter clutch apply pressure during peak load conditions Automatic Transmission Service Group
81. ved easily Should this not happen the next step would be to place an actual gauge on the governor pressure tap as seen in Figure 11 and compare gauged pressure to the scanner pressure From this comparison the validity of governor pressure information received via the scanner can be confirmed Should gauged governor pressure be different than the actual psi observed on the scanner the transducer is defective or there is a wiring problem from the transducer to the TCM or PCM If gauged pressure and scanner psi match the transducer is working If there is a problem with the governor pressure not increasing the governor solenoid may be defective the governor circuit inside the transmission has a leak or there is an electrical problem To quickly identify which it may be unplug the transmission case connector If governor pressure increases to approximately 60 psi there is an external electrical problem If governor pressure stays low there is an internal transmission problem As previously stated governor pressure should increase proportional to road speed for the exception of Diesel applications The computer controls this pressure on the ground side of the governor solenoid which is the 5 wire in the case connector The governor transducer sensor sends a linear voltage back to the computer through 4 wire in the case connector A comparison chart is provided in Figure 12 as to the approximate voltage seen in relation to governor pressure The char

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