Allison

DIAGNOSTIC RESPONSE:
No Neutral to Drive shifts for refuse packer. TCM inhibits retarder operation if a TPS code is also active.

CIRCUIT DESCRIPTION:
The Transmission Control Module (TCM) can be calibrated to receive a Service Brake Status (SBS) input from either an analog input wire or the digital datalink. An Original Equipment Manufacturer (OEM) switch is attached to the brake pedal and sends a signal to either the TCM directly or another electronic controller in the vehicle. When another controller is used, the TCM typically receives SBS as a datalink message. However, other vehicle controllers could be responsible for switching the input wire to the TCM as well, such as a programmable controller in some bus applications. The SBS is a required or optional input for several transmission features and functions such as the retarder and several I/O functions. These features and functions may cause range inhibits or alter their normal feature characteristics when this code is active.

In OEM 4th Generation Controls, the preferred digital datalink is the SAE J1939 Controller Area Network (CAN). The TCM communicates with the Engine Control Module (ECM) and other controllers by exchanging standardized digital messages over SAE J1939. The physical network consists of a two-wire twisted pair, two 120 Ω termination resistors and, in most cases, a third shielded wire. A 120 Ω termination resistor is located at each end of the network. Vehicle OEMs may choose to install external termination resistors or use internal termination resistors built into many SAE J1939 electronic modules, including the TCM and shift selector. Refer to the OEM Technician’s Library for additional information.

CONDITIONS FOR RUNNING THE DTC:
1. TCM initialized normally and engine speed is above 200 rpm.
2. For vehicles requiring analog SBS input, proper SBS input function must be enabled.
3. For vehicles requiring SBS message, acceptable OEM source address must be autodetected or enabled in calibration.

CONDITIONS FOR SETTING THE DTC:
DTC P0703 sets if the TCM is calibrated to receive a SBS signal and/or SBS datalink message and either of the following conditions is met:
1. The TCM senses three acceleration events with SBS signal/message ON (brake pedal pressed).
2. The TCM senses three deceleration events with SBS signal/message OFF (brake pedal released).

ACTION TAKEN WHEN THE DTC SETS:
1. The TCM does not illuminate the CHECK TRANS light.
2. MY 09 and later illuminates the service indicator in the shift selector.
3. DTC is stored in TCM history.
4. Various features and/or ranges may be inhibited when a valid SBS state is not detected by the TCM. The range inhibit light will illuminate when range is inhibited.

CONDITIONS FOR CLEARING THE DTC/CHECK TRANS LIGHT:
Use the diagnostic tool to clear the DTC from the TCM history. The TCM automatically clears the DTC from the TCM history if the vehicle completes 40 warm-up cycles without the DTC recurring.

DIAGNOSTIC AIDS:
This DTC may be caused by:
1. Malfunctioning brake system control components such as:
– Miswired or defective brake system wiring.
– Defective brake pressure switches.
2. OEM controller hardware or software issue with body, engine, or brake systems controller (e.g., ABS/ATC/ASR, etc.).
3. OEM controller enabled for SBS input, but not wired for SBS input.
4. OEM SAE J1939 datalink integrity issues such as:
– Wiring shorted to ground.
– Wiring open circuit or high resistance.
– Shielding problems.
– Termination resistors missing, defective, or unplugged.
– Electrical noise issues.
– Bus loading issues.
5. Defective TCM.

When reviewing Data Bus Viewer logs, determine which Source Address (SA) brake switch status message is being received by the TCM. SAE J1939 EBC1 and CCVS Brake Switch messages may be received from several source addresses. The TCM locks on the most preferred, even if the message sent by that controller is ‘error’. EBC1 Brake switch messages have preference over CCVS during the SA autodetect process. Reset Autodetect to reset the SA autodetect process.

SBS message status must be monitored using the Data Bus Viewer. The “Brake Pedal Depressed” status is displayed when the service brake is applied. The “Brake Pedal Released” is displayed when the brake is not applied. Verify EBC1 Brake Switch status is shown as “Not Available” before assuming brake switch is being received by the TCM from a CCVS SA.

If the TCM calibration is configured to receive both an analog (hardwire input) vehicle service brake signal (e.g., W162) as well as an SAE J1939 SA SBS message, then the TCM will consider the brake as depressed either when the wire input is in an active ON state or the autodetected brake pedal status message of “Brake Pedal Depressed” is being sent and received. Refer to OEM Datalink Tech Data, the OEM Technician’s Library when troubleshooting brake status related complaints (such as issues with I/O, retarder apply, or DTCs) to determine if either the wired input or the controller message for SBS can be disabled to correct the complaint.

When a controller broadcasts an SAE J 1939-based brake switch parameter, which has been autodetected as the SBS source by the TCM, it is considered an SBS input for the transmission controls and I/O even if the vehicle OEM intended for SBS to only be available to the TCM as an analog only input. Datalink tailoring may be required for some applications to prevent this interaction.

Some controllers might erroneously broadcast a continuous SAE J1939 Brake Switch status message of “Brake Pedal Depressed” if the OEM does not hardwire the brake switch input to that controller. If the OEM brake switch circuit has an issue or the programmable CMC for the controller is not set correctly (e.g., for the brake switch input on the engine TCM) then the SBS will be considered in a stuck active state after several acceleration/deceleration cycles, and the TCM sets DTC P0703.

Not all OEM input functions incorporating Service Brake Status may substitute a SAE J1939-based input for the analog input. The functions that do not allow an SBS datalink message (see information below) must use an analog input for SBS. Refer to the OEM Technician’s Library for additional information. Features and/or ranges may be inhibited when a valid SBS state is not detected by the TCM.

OEM Input Function:
1. E Auxiliary Function Range Inhibit – Single Input (AFRI)
– SBS Datalink Message Allowed

2. AA Service Brake Status
– SBS Datalink Message Allowed

3. CA Brake Based Auto-Neutral For PTO (BBAN)
– SBS Datalink Message Allowed

4. W Direction Change Enable
– SBS Datalink Message Allowed

5. Z Retarder Enable (see Driveline Retarder Control)
– SBS Datalink Message Allowed

6. AK Automatic Neutral – Dual Input with Service Brake Status
– SBS Datalink Message Allowed

7. AL Shift Selector Transition/Secondary Shift Schedule
– SBS Datalink Message NOT Allowed

8. AS Reduced Engine Load at Stop (RELS)
– SBS Datalink Message NOT Allowed

9. BB RELS with Service Brake Status
– SBS Datalink Message NOT Allowed

Vehicle manufacturers may wire the TCM into the CAN 1 backbone in three different ways:
1. The TCM may be on its own stub as in traditional CAN backbones.
2. The TCM may be wired in a pass-through configuration such that the CAN high and low wires are connected to two separate pin pairs in the TCM 80-way connector. Datalink messages pass through but can still be viewed by the TCM.
3. The TCM may represent one end of the backbone. Typically, the internal resistor in the TCM will be used in this setup.

CAN1 and CAN2 devices must not be interconnected because they are incompatible. CAN1 operates at 250 kbps data rate and CAN2 operates at 500 kbps data rate.

For proper datalink communications, it is necessary to have two 120 Ω resistors installed in parallel across the CAN1 High and CAN1 Low terminals. Resistance across CAN1 High and CAN1 Low should measure 60 Ω when wired correctly.

Review applicable information in the OEM Technician’s Library, Control System and Transmission Specifications and other related information.

DIAGNOSTIC RESPONSE:
Ignore defective strip selector inputs

CIRCUIT DESCRIPTION:
The 3000 and 4000 Product Family Transmission Control Module (TCM) can receive input from a strip-type shift selector. This type of shift selector communicates with the TCM via 4-bit parallel data wires. The strip shift selector button position determines the switch state (low or high voltage) of each parallel data wire. The TCM interprets each particular combination of switch states into a specific range selection, i.e. Reverse, Neutral, and Drive. The TCM sets DTC P0708 if the switch state of the four parallel data wires does not agree with a valid switch combination.

CONDITIONS FOR RUNNING THE DTC:
After TCM initializes normally and engine speed is above 200 rpm for more than 5 seconds.

CONDITIONS FOR SETTING THE DTC:
When the TCM detects an invalid parallel data message from a strip-type shift selector for greater than 1 second.

ACTION TAKEN WHEN THE DTC SETS:
When DTC P0708 is active, the following conditions occur:
1. The DTC is stored in the TCM history.
2. The TCM illuminates the CHECK TRANS light.
3. The TCM ignores input from the strip shift selector.
4. Locks in Neutral (N).

CONDITIONS FOR CLEARING THE DTC/CHECK TRANS LIGHT:
The diagnostic tool may be used to clear the DTC from the TCM history. The TCM automatically clears the DTC from the TCM history if the vehicle completes 40 warm-up cycles without the DTC recurring.

DIAGNOSTIC AIDS:
This DTC may be caused by:
1. Short to power or short to another wire in W114, W138, W153, or W173.
2. High resistance or open in W114, W138, W153, or W173.
3. Poor vehicle grounds.
4. Unlocked connectors, expanded terminals, poor pin crimps or unlocked pins causing high resistance or open circuit.
5. Unlocked connectors, unlocked pins, causing short connectors.
6. TCM ground is at different voltage potential than the ground of the OEM voltage source responsible for strip shift selector.
7. Defective TCM.
8. Defective strip shift selector.

The PWM signal characteristics are shown below:

SS-1 (A) SS-2 (B) SS-4 (C) SS-Parity (E)
Button: R Sel Out: Reverse 173: Low 153: Low 114: Low 138: High
Button: N Sel Out: Neutral 173: Low 153: High 114: High 138: High
Button: D Sel Out: Drive-A 173: Low 153: Low 114: High 138: Low
Button: 3 Sel Out: Drive-B 173: High 153: Low 114: High 138: High
Button: 2 Sel Out: Drive-C 173: High 153: Low 114: Low 138: Low
Button: 1 Sel Out: Drive-D 173: High 153: High 114: Low 138: High

DIAGNOSTIC RESPONSE:
Use default throttle values. Freezes shift adapts

CIRCUIT DESCRIPTION:
The Oil Level Sensor (OLS) uses an internal float and internal hall effect sensor to provide a signal voltage to the TCM that is proportional to the sensor detected float level and current fluid level. The TCM provides a 5V reference voltage to the OLS.

NOTE: The OLS is standard on any 3000 and 4000 Product Families 4th Generation Controls transmission except for the 3700SP or any of the 4700/4800 retarder models where it is unavailable.

NOTE: The TCM calibration is specified to always autodetect the OLS; however, re-programming the CMC ‘Override Oil Level Sensor’ to ‘Present’ or ‘Not Present’ is also an option for a customer who may not want to replace a defective sensor or one who wants to determine if the TCM or calibration is operating correctly.

The TCM is connected to the OLS by:
1. A 5V reference voltage (W112),
2. OLS signal (W116)
3. Analog ground (W158).

The TCM interprets this proportional voltage signal on W116 as oil level counts which is then converted to millimeters of fluid level. The fluid level reading is then converted to liters or quarts of oil level deviation (+/-) that can be viewed using the diagnostic tool data monitor.

NOTE: Check that there are no active oil level display code inhibits (such as settling time not equal to zero, not Neutral, high output speed, and low oil temperature) prior to relaying on the oil level deviation amount shown in the diagnostic tool data monitor. Do not rely on the oil level deviation readings if one of the inhibits is active.

CONDITIONS FOR RUNNING THE DTC:
1. The OLS must be autodetected or set or to ‘Present’ by the CMC ‘Override Oil Level Sensor’.
2. TCM initialized and engine speed above 500 rpm.
3. DTC test will run at one second intervals.

CONDITIONS FOR SETTING THE DTC:
DTC P070C sets if the OLS signal voltage (sensor voltage in the diagnostic tool data monitor grid) is less than 0.1V (100mV) thirteen times or more with twenty-six seconds.

ACTION TAKEN WHEN THE DTC SETS:
When DTC P070C is active, following conditions occur:
1. The TCM does not illuminate the CHECK TRANS light.
2. DTC is stored in TCM history.
3. Fluid level may not be checked with the OLS.

CONDITIONS FOR CLEARING THE DTC/CHECK TRANS LIGHT:
Use the diagnostic tool to clear the DTC from the TCM history. The TCM automatically clears the DTC from the TCM history if the vehicle completes forty warm-up cycles without failure.

DIAGNOSTIC AIDS:
NOTE: The OLS has integrated hall effect sensor, it cannot be checked for defect by measuring resistance. The OLS may be damaged using a continuity tester or continuity check function using a DMM. Damage to the OLS occurs if 12V is applied to the OLS.

DTC P070C indicates the TCM has detected a voltage signal from the OLS in the low error zone. This may be caused by the following:
1. Open or short to ground in W112 or W116 circuits.

NOTE: Shorts or opens in W112 typically will log other sensor failed low DTCs that are using W112 (5V), such as the analog TPS, Electronic Brake System (EBS) pressure sensor, or Retarder Modulation Request (RMR) sensor. Shorts or opens in W116 (OLS signal) only causes DTC P070C.

2. Non-OLS application has been autodetected or programmed to ‘Present’ by the CMC ‘Override Oil Level Sensor’ as having an OLS when an OLS is not installed.
3. Missing, defective, or unplugged OLS.
4. Defective sensor sharing 5V supply with an OLS.
5. 5V wire open or grounded in transmission internal harness.
6. TCM issue.
7. Transmission low on fluid.

OLS voltage (signal voltage on W116) is available on the diagnostic tool data monitor grid. Prior to ‘Connect’ for the diagnostic tool, check the ‘Troubleshoot Specific Problem’ box under the ‘connection options’ and then check the ‘sensor, voltage, Ohms, and Counts Data’ box.

The J-39700 Universal Breakout Box may also be used to acquire OLS signal (sensor) voltage on W116. The data monitor values for ‘Oil Level Sensor Voltage’ and ‘Oil Level Deviation’ should be checked with the TCM initialized, engine running, and transmission in N (Neutral). Transmission fluid temperature must be over the minimum threshold before noting the ‘Oil Level Deviation’ amount. Both values are useful for troubleshooting OLS performance by:
1. If the sensor signal voltage does not meet requirements shown in “Conditions for Setting the DTC”.
2. How the oil level deviation changes when a known quantity of oil is added or removed from the transmission.

Review applicable information in Control System and Transmission Specifications to find additional circuit specifications, system and connector diagrams, and troubleshooting tips.

DIAGNOSTIC RESPONSE:
None

CIRCUIT DESCRIPTION:
The Oil Level Sensor (OLS) uses an internal float and internal hall effect sensor to provide voltage to the TCM that is proportional to the sensor detected float level and current fluid level. The TCM provides a 5V reference voltage to the OLS.

NOTE: The OLS is standard on any 3000 and 4000 Product Families 4th Generation Controls transmissions except for the 3700SP or any of the 4700/4800 retarder models where it is unavailable.

NOTE: The TCM calibration is specified to always autodetect the OLS; however, re-programming the CMC ‘Override Oil Level Sensor’ to ‘Present’ or ‘Not Present’ is also an option for a customer who may not want to replace a defective sensor or one who wants to determine if the TCM or calibration is operating correctly.

The TCM is connected to the OLS by:
1. A 5V reference voltage (W112),
2. OLS signal (W116)
3. Analog ground (W158).

The TCM interprets this proportional voltage signal on W116 as oil level counts which is then converted to millimeters of fluid level. The fluid level reading is then converted to liters of quarts of oil level deviation (+/-) that can be viewed using the diagnostic tool data monitor.

NOTE: Check that there are no active oil level display code inhibits (such as settling time not equal to zero, not Neutral, high output speed, and low oil temperature) prior to relying on the oil level deviation amount shown in the diagnostic tool data monitor. Do not rely on the oil level deviation readings if one of the inhibits is active.

CONDITIONS FOR RUNNING THE DTC:
1. The OLS must be autodetected or set to ‘Present’ by the CMC ‘Override Oil Level Sensor’.
2. TCM initialized and engine speed above 500 rpm.
3. DTC test will run at one second intervals.

CONDITIONS FOR SETTING THE DTC:
DTC P070D sets if the OLS signal voltage (sensor voltage in the diagnostic tool data grid) is more than 5V six times or more within twenty-six seconds.

ACTION TAKEN WHEN THE DTC SETS:
When DTC P070D is active, the following conditions occur:
1. The TCM does not illuminate the CHECK TRANS light.
2. DTC is stored in TCM history.
3. Fluid level may not be checked with the OLS.

CONDITIONS FOR CLEARING THE DTC/CHECK TRANS LIGHT:
Use the diagnostic tool to clear the DTC from the TCM history. The TCM automatically clears the DTC from the TCM history if the vehicle completes forty warm-up cycles without failure.

DIAGNOSTIC AIDS:
NOTE: The OLS has an integrated hall effect sensor; it cannot be checked for defect by measuring resistance. The OLS may be damaged using a continuity tester or continuity check function using a DMM. Damage to the OLS occurs if 12V is applied to the OLS.

DTC P070D indicates the TCM has detected a voltage signal from the OLS in the high error zone. This may be caused by the following:
1. Short to battery in W112 or W116 circuits.

NOTE: Shorts to battery in W112 typically will log other sensor failed high DTCs that are using W112 (5V), such as the analog TPS, Electronic Brake System (EBS) pressure sensor, or Retarder Modulation Request (RMR) sensor, Shorts to battery in W116 (OLS signal) only causes DTC P070D.

2. Non-OLS application has been autodetected or programmed to ‘Present’ by the CMC ‘Override Oil Level Sensor’ as having an OLS when an OLS is not installed and W116 or W112 is shorted to is shorted to battery.
3. Defective OLS.
4. Defective sensor sharing 5V supply with OLS.
5. 5V wire shorted to battery in transmission internal harness or chassis harness.
6. TCM issue.
7. Transmission Overfilled.
8. W158 high resistance or open.

OLS voltage (signal voltage on W116) is available on the diagnostic tool data monitor grid. Prior to ‘Connect’ for the diagnostic tool, check the ‘Troubleshoot Specific Problem’ box under the “connection options” and then check the ‘Sensor, Voltage, Ohms, and Counts Data’ box.

The J-39700 Universal Breakout Box may also be used to acquire OLS signal (sensor) voltage on W116. The data monitor values for ‘Oil Level Sensor Voltage’ and ‘Oil Level Deviation’ should be checked with the TCM initialized, engine running, and transmission in N (Neutral). Transmission fluid temperature must be over the minimum threshold before noting the ‘Oil Level Deviation’ amount. Both values are useful for troubleshooting OLS performance by:

1. If the sensor signal voltage does not meet requirements shown in “Conditions for Setting the DTC”.
2. How the oil level deviation changes when a known quantity of oil is added or removed from the transmission.

Review applicable information in Control System and Transmission Specifications to find additional circuit specifications, system and connector diagrams, and troubleshooting tips.

DIAGNOSTIC RESPONSE:
Use default sump temperature

CIRCUIT DESCRIPTION:
The Transmission Fluid Temperature (TFT) sensor is incorporated into the internal wiring harness. The TFT sensor is thermistor (thermally sensitive resistor) that changes its resistance value based on the temperature of the transmission fluid. The Transmission Control Module (TCM) supplies a 5V reference voltage signal to a reference resistor inside the TCM that is in series with the TCT sensor. The voltage drop across the TCT sensor is constantly changing as the TFT sensor resistance varies due to the change in transmission fluid. When the transmission is cold, the sensor resistance is high and the TCM detects high signal voltage on W154. As the transmission fluid temperature warms, the resistance of the TCT sensor decreases and the signal voltage on W154 also decreases. The TCM uses this voltage on W154 to calculate transmission fluid temperature and optimize shift quality.

CONDITIONS FOR RUNNING THE DTC:
1. After TCM initializes normally and engine speed is above 200 rpm for more than 5 seconds, this DTC test will run at 0.25 second intervals.
2. If engine coolant temperature sensor is present and engine has not been above 200 rpm for more than 10 minutes, engine coolant temperature must be above 20°C (68°F) for more than 20 seconds.
3. This test will not run in current ignition cycle with active DTCs P0712 or P0713.

CONDITIONS FOR SETTING THE DTC:
The TCM detects transmission fluid temperature greater than 160°C (320°F) for more than 2.5 seconds.

NOTE: The TCM is detecting voltage present on W154. An extremely low input voltage implies low thermistor resistance, which corresponds to an unusually high transmission fluid temperature measurement.

ACTION TAKEN WHEN THE DTC SETS:
When DTC P0712 is active, the following conditions occur:
1. The CHECK TRANS light is illuminated.
2. DTC is stored in TCM history.
3. TCM uses engine coolant temperature or default temperature calibration value for transmission fluid temperature.

CONDITIONS FOR CLEARING THE DTC/CHECK TRANS LIGHT:
Use the diagnostic tool to clear the DTC from the TCM history. The TCM automatically clears the DTC from the TCM history if the vehicle completes forty warm-up cycles without failures.

DIAGNOSTIC AIDS:
DTC P0712 can be caused by:
1. Incorrect transmission fluid.
2. W15 shorted to ground or to another wire in chassis harness.
3. W154 shorted to ground or to another wire in the internal transmission harness.
4. Broken or defective connector assemblies allowing pushed back pins to short together.
5. Unlocked connectors, missing seal plugs allowing moisture in connectors.
6. Defective TFT sensor.
7. Defective TCM.
8. Transmission fluid temperature in control valve module reaching over 160°C (320°F) for 2.5 seconds. Monitor fluid temperature using the diagnostic tool and review transmission overheat information in General Troubleshooting of Performance Complaints.

TFT sensor resistance is available on the diagnostic tool data monitor grid. Prior to ‘Connect’ for the diagnostic tool, check the ‘Troubleshoot Specific Problem’ box under the “connection options” and then check the ‘Sensor, Voltage, Ohms, and Counts Data’ box.

Check if TFT sensor resistance is increasing, decreasing, or stationary with fluctuations in fluid temperature Normal circuit operation is indicated if sensor resistance decreases as fluid temperature increases, and sensor resistance increases as fluid temperature decreases.

Review applicable information in Control System and Transmission Specifications to find additional circuit specifications, system and connector diagrams, and troubleshooting tips.

DIAGNOSTIC RESPONSE:
Use default sump temperature

CIRCUIT DESCRIPTION:
The Transmission Fluid Temperature (TFT) sensor is incorporated into the internal wiring harness. The TFT sensor is thermistor (thermally sensitive resistor) that changes its resistance value based on the temperature of the transmission fluid. The Transmission Control Module (TCM) supplies a 5V reference voltage signal to a reference resistor inside the TCM that is in series with the TCT sensor. The voltage drop across the TCT sensor is constantly changing as the TFT sensor resistance varies due to the change in transmission fluid. When the transmission is cold, the sensor resistance is high and the TCM detects high signal voltage on W154. As the transmission fluid temperature warms, the resistance of the TCT sensor decreases and the signal voltage on W154 also decreases. The TCM uses this voltage on W154 to calculate transmission fluid temperature and optimize shift quality.

CONDITIONS FOR RUNNING THE DTC:
1. After TCM initializes normally and engine speed is above 200 rpm for more than 5 seconds, this DTC test will run at 0.25 second intervals.
2. If engine coolant temperature sensor is present and engine has not been above 200 rpm for more than 10 minutes, engine coolant temperature must be above 20°C (68°F) for more than 20 seconds.
3. This test will not run in current ignition cycle with active DTCs P0712 or P0713.

CONDITIONS FOR SETTING THE DTC:
The TCM detects transmission fluid temperature less than -40°C (-40°F) for more than 2.5 seconds.

NOTE: The TCM is detecting voltage present on W154. An extremely high input voltage implies high thermistor resistance, which corresponds to an unusually low transmission fluid temperature measurement.

ACTION TAKEN WHEN THE DTC SETS:
When DTC P0713 is active, the following conditions occur:
1. The CHECK TRANS light is illuminated.
2. DTC is stored in TCM history.
3. TCM uses engine coolant temperature or default temperature calibration value for transmission fluid temperature.

CONDITIONS FOR CLEARING THE DTC/CHECK TRANS LIGHT:
Use the diagnostic tool to clear the DTC from the TCM history. The TCM automatically clears the DTC from the TCM history if the vehicle completes forty warm-up cycles without failure.

DIAGNOSTIC AIDS:
NOTE: If DTC P0713 is accompanied by DTC P2743 or P2185, check for short to battery on W135, W154 or W175. Follow DTC P0713 steps first if in history with DTC P2743 or P2185.

DTC P0713 can be caused by:
1. Transmission fluid not correct.
2. W154 shorted to another wire in chassis harness.
3. W154 shorted to another wire in the internal transmission harness.
4. W154 open circuit in chassis harness.
5. W154 (terminal 18 of 20-way) open circuit in internal transmission harness.
6. W158 open circuit in chassis harness.
7. W154 (terminal 19 of 20-way) open circuit in internal transmission harness.
8. Broken or defective connector assemblies allowing pushed back pins to short together.
9. Unlocked connectors, missing seal plugs allowing moisture in connectors.
10. Defective TFT sensor.
11. Defective TCM.

TFT sensor resistance is available on the diagnostic tool data monitor grid. Prior to ‘Connect’ for the diagnostic tool, check the ‘Troubleshoot Specific Problem’ box under the “connection options” and then check the ‘Sensor, Voltage, Ohms, and Counts Data’ box.

Check if TFT sensor resistance is increasing, decreasing, or stationary with fluctuations in fluid temperature Normal circuit operation is indicated if sensor resistance decreases as fluid temperature increases, and sensor resistance increases as fluid temperature decreases.

Review applicable information in Control System and Transmission Specifications to find additional circuit specifications, system and connector diagrams, and troubleshooting tips.

DIAGNOSTIC RESPONSE:
DNS, Lock in current range

CIRCUIT DESCRIPTION:
The speed sensors are variable reluctance devices which convert mechanical motion to an AC voltage. Each sensor consists of a wire coil wrapped around a pole piece that is adjacent to a permanent magnet. These elements are contained in a housing which is mounted adjacent to rotating ferrous member. Two signal wires extend from one end of the housing and an exposed end of the pole piece is located at the opposite end of the housing. The permanent magnet produces lines of flux around the pole piece. As a ferrous object (a rib on the rotating clutch drum) approaches and passes through the gap at the end of the pole piece, an AC voltage pulse is induced in the wire coil. The Transmission Control Module (TCM) calculates the frequency of these AC pulses and converts it to a speed value. The AC voltage generated varies from 150mV at low speed to 15V at high speed. The signal wires from the sensor are formed as twisted pairs to cancel magnetically induced fields. The cable is also shielded to protect from voltage – related fields. Using two-wire differential input at the TCM eliminates noise from other sources.

CONDITIONS FOR RUNNING THE DTC:
1. After TCM initializes normally and engine speed is above 200 rpm, this DTC test will run at 0.025 second intervals.
2. Shift not in process.
3. For fire truck vocations, pump is not pumping.

CONDITIONS FOR SETTING THE DTC:
DTC P0716 sets when one of the following conditions occurs:
1. Turbine speed change greater than 800 rpm detected within a 0.15 second span.
2. Turbine speed change greater than 800 rpm detected 5 or more times within a 2 second span.
3. While in Neutral (N), if the ratio of engine speed and input speed is greater than or equal to a calibration value.
4. While not in Neutral (N), if engine speed and input speed total is greater than a calibration value.

ACTION TAKEN WHEN THE DTC SETS:
When DTC P0716 is active, the following conditions occur:
1. If the DTC sets while shift not in process, remains in current range.
2. If the DTC sets while shift is in process, complete shift and lock in that range.
3. There is no response to shift selector requests.
4. DTC is stored in TCM history.
5. The CHECK TRANS light illuminates.
6. The TCM inhibits TCC engagement.
7. The TCM freezes shift adapts.

CONDITIONS FOR CLEARING THE DTC:
Use the diagnostic tool to clear the DTC from the TCM history. The TCM automatically clears the DTC from the TCM history if the vehicle completes 40 warm-up cycles without the DTC recurring.

DIAGNOSTIC AIDS:
NOTE: When performing any resistance checks for troubleshooting, the current production sensors will have a nominal coil resistance value of 340 Ohms (± 25 Ohms) at an ambient temperature of 20°C (68°F) as compared to the former sensors which has a nominal resistance value of 300 Ohms (± 25 Ohms) at an ambient temperature of 20°C (68°F).

DTC P0716 may be caused by:
1. W120 and/or W180 shorted to another wire in chassis harness or to ground.
2. W120 and/or W180 high resistance or open circuit.
3. Broken or defective connector assemblies allowing pushed back pins to short together.
4. Unlocked connectors, missing seal plugs allowing moisture in connectors.
5. Fatigued wires at speed sensor connectors (broken strands).
6. Incorrect pin crimps or expanded terminals.
7. Defective turbine speed sensor.
8. Defective TCM.
9. Damaged rotating clutch drum.
10. Wire pair not twisted or not sufficiently twisted.

NOTE: Confirm that the speed sensor wiring consists of twisted pairs at the rate of 12 to 16 twists per 300 mm. These twists must extend the entire length of the wiring harness to within at least 50 mm of the speed sensor connector.

NOTE: Drivelines that do not meet ATI specifications (1000 rad/sec² for coast and accel inertials, 500 rad/sec² torsional) can cause this DTC as well as damage internal transmission components, e.g., the output speed signal wheel with spring type roll pin design on 3000 Product Family (non-retarder), rotating drum, clutch plate splines, main case splines, etc. Other speed sensor and range ratio DTCs are usually in history or active when out-of-specification drivelines have caused transmission damage. Always check that vehicle drivelines meet ATI specifications, which include the inter-axle driveline on tandem axle vehicles, the front driveline on 4WD, and any drivelines connected to a PTO or pump, when there is a DTC history for incorrect transmission ratios, turbine, or output speed performance or loss. Refer to TROUBLESHOOTING DRIVELINES information.

NOTE: There is no allowable movement between the output speed signal wheel relative to the P3 carrier (3000 Product Family non-retarder). This is designed to be a press fit between the sides of the wheel groove and the sides of the spring roll pin. Replace both the spring type roll pin and wheel together if there is any radial movement of the wheel relative to the carrier.

Check for wheel movement by using a large screwdriver through the output speed sensor hole in the rear cover and attempt to push the wheel clockwise and counterclockwise. Occasionally a wheel seizes on the spring type roll pin and will still have damage in the slot. Moving the vehicle, selecting a direction change, or operating the transmission to cycle the parts between operating temperature and ambient temperature may help to confirm if wheel damage is present or not. The diagnostic tool 9.0 and later has added a DPID configuration default file to attempt to capture speed signal errors that would be viewable in strip-chart. The default collection file is named SpeedSignalsDataIntegrityList.

NOTE: Select SpeedSignalsDataIntegrityList in DPID configuration prior to connecting with the diagnostic tool in order to strip-chart close to real time speed signal data. Refer to the OEM Technician’s Library for additional information about DPID configuration and data collection.

Review applicable information in Control System and Transmission Specifications to find additional circuit specifications, system and connector diagrams, and troubleshooting tips.

DIAGNOSTIC RESPONSE:
DNS, Lock in current range

CIRCUIT DESCRIPTION:
The speed sensors are variable reluctance devices which convert mechanical motion to an AC voltage. Each sensor consists of a wire coil wrapped around a pole piece that is adjacent to a permanent magnet. These elements are contained in a housing which is mounted adjacent to rotating ferrous member. Two signal wires extend from one end of the housing and an exposed end of the pole piece is located at the opposite end of the housing. The permanent magnet produces lines of flux around the pole piece. As a ferrous object (a rib on the rotating clutch drum) approaches and passes through the gap at the end of the pole piece, an AC voltage pulse is induced in the wire coil. The Transmission Control Module (TCM) calculates the frequency of these AC pulses and converts it to a speed value. The AC voltage generated varies from 150mV at low speed to 15V at high speed. The signal wires from the sensor are formed as twisted pairs to cancel magnetically induced fields. The cable is also shielded to protect from voltage – related fields. Using two-wire differential input at the TCM eliminates noise from other sources.

CONDITIONS FOR RUNNING THE DTC:
1. TCM initialized normally, with battery and ignition voltage above 9 volt and, and while not in hydraulic default (all solenoids electrically OFF).
2. Transmission fluid temperature greater than -1 °C (30°F).
3. Range attained not Neutral (N).
4. Shift not in process.
5. Transmission output speed greater than 150 rpm unless range is Reverse 2 (R2) where output speed must be greater than 60 rpm.
6. For fire truck vocations, pump is not pumping.

CONDITIONS FOR SETTING THE DTC:
DTC P0717 sets when one of the following conditions occurs:
1. Turbine speed change greater than 800 rpm while in attained range.
2. Turbine speed below 60 rpm with output speed above 500 rpm for greater than 1 second (except R2 range is set to 100 rpm threshold).

ACTION TAKEN WHEN THE DTC SETS:
When DTC P0717 is active, the following conditions occur:
1. If the DTC sets while shift not in process, remains in current range.
2. If the DTC sets while shift is in process, complete shift and lock in that range.
3. There is no response to shift selector requests.
4. DTC is stored in TCM history.
5. The CHECK TRANS light illuminates.
6. The TCM inhibits TCC engagement.
7. The TCM freezes shift adapts.

CONDITIONS FOR CLEARING THE DTC:
Use the diagnostic tool to clear the DTC from the TCM history. The TCM automatically clears the DTC from the TCM history if the vehicle completes 40 warm-up cycles without the DTC recurring.

DIAGNOSTIC AIDS:
NOTE: When performing any resistance checks for troubleshooting, the current production sensors will have a nominal coil resistance value of 340 Ohms (± 25 Ohms) at an ambient temperature of 20°C (68°F), as compared to the former sensors which had a nominal resistance value of 300 Ohms (± 25 Ohms) at an ambient temperature of 20°C (68°F).

DTC P0717 may be caused by:
1. W120 and/or W180 shorted to another wire in chassis harness or to ground.
2. W120 and/or W180 high resistance or open circuit.
3. Broken or defective connector assemblies causing pins to short together.
4. Unlocked connectors, missing or damaged seals, missing seal plugs that allow moisture into connectors.
5. Fatigued wires at speed sensor connectors (broken strands).
6. Incorrect pin crimps or expanded terminals.
7. Defective turbine speed sensor.
8. Defective TCM.
9. Damaged rotating clutch drum.
10. Wire pair not twisted or not sufficiently twisted.

NOTE: Confirm that the speed sensor wiring consists of twisted pairs at the rate of 12 to 16 twists per 300 mm. These twists must extend the entire length of the wiring harness to within at least 50mm of the speed sensor connector.

NOTE: Drivelines that do not meet ATI specifications (1000 rad/sec² for coast and accel inertials, 500 rad/sec² torsional) can cause this DTC as well as damage internal transmission components, e.g., the output speed signal wheel with spring type roll pin design on 3000 Product Family (non-retarder), rotating drum, clutch plate splines, main case splines, etc. Other speed sensor and range ratio DTCs are usually in history or active when out-of-specification drivelines have caused transmission damage. Always check that vehicle drivelines meet ATI specifications, which include the inter-axle driveline on tandem axle vehicles, the front driveline on 4WD, and any drivelines connected to a PTO or pump, when there is a DTC history for incorrect transmission ratios, turbine, or output speed performance or loss. Refer to Troubleshooting Drivelines information.

NOTE: There is no allowable movement between the output speed signal wheel relative to the P3 carrier (3000 Product Family non-retarder). This is designed to be a press fit between the sides of the wheel groove and the sides of the spring roll pin. Replace both the spring type roll pin and wheel together if there is any radial movement of the wheel relative to the carrier.

Check for wheel movement by using a large screwdriver through the output speed sensor hole in the rear cover and attempt to push the wheel clockwise and counterclockwise. Occasionally a wheel seizes on the spring type roll pin and will still have damage in the slot. Moving the vehicle, selecting a direction change, or operating the transmission to cycle the parts between operating temperature and ambient temperature may help to confirm if wheel damage is present or not. The Universal OEM 9.0 and later has added a DPID configuration default file to attempt to capture speed signal errors that would be viewable in strip-chart. The default collection file is named SpeedSignalsDatalntegrityList.

NOTE: Select SpeedSignalsDatalntegrityList in DPID configuration prior to connecting with Universal OEM in order to strip-chart close to real time speed signal data. Refer to the OEM Technician’s Library for additional information about DPID configuration and data collection.

Review applicable information in Control System and Transmission Specifications to find additional circuit specifications, system and connector diagrams, and troubleshooting tips.

DIAGNOSTIC RESPONSE:
Inhibit RELS operation

CIRCUIT DESCRIPTION:
When Function AS: Reduced Engine Load at a Stop (RELS) is active, the Transmission Control Module (TCM) automatically commands transmission operation at a reduced load state similar to Neutral (N). The purpose of the function is to reduce the load on the engine when the vehicle is stopped which improves fuel economy and reduces heat load of the transmission in high start/stop duty cycles. To active RELS, the vehicle must be in first range, at a stop, service brakes applied, accelerator pedal approximately at 0%, and the TCM GPI terminal for RELS must see V+, V Ign, or V Bat. RELS deactivates when the service brake is released. Supplemental controls such as a door switch or a RELS enable dash switch may be wired in series with the service brake pressure switch or, alternately, a vehicle Programmable Logic Controller (PLC) output may switch the RELS signal as a result of a service brake pressure switch input to the PLC. The signal used to activate RELS may be on W102, W123, or W143, depending upon which Input/Output (I/O) package was selected in the TCM calibration. RELS typically uses a switch-to-battery input (analog). Refer to the OEM Technician’s Library for RELS wiring information. RELS is not available for all applications and cannot be used with a 2nd gear start. The service brake status message available on CAN1/CAN2 datalink, e.g., SAE J1939, is not a valid input for the RELS feature.

Reduced Engine Load at Stop (RELS):
GPI#: 1
GPI Type: +
TCM Pin Number: 23
Wire Number: 123
Wire Color: Green
Termination Points: Service Brake Pressure Switch to V+ or PLC Output

GPI#: 2
GPI Type: +
TCM Pin Number: 2
Wire Number: 102
Wire Color: Yellow
Termination Points: Service Brake Pressure Switch to V+ or PLC Output

GPI#: 3
GPI Type: +
TCM Pin Number: 43
Wire Number: 143
Wire Color: Blue
Termination Points: Service Brake Pressure Switch to V+ or PLC Output

CONDITIONS FOR RUNNING THE DTC:
1. TCM is calibrated to receive the RELS input signal.
2. After TCM initializes normally and engine speed is above 200 rpm for more than 5 seconds, this DTC test will run at 1 second intervals.

CONDITIONS FOR SETTING THE DTC:
RELS ON for 3 acceleration events without seeing RELS change state.

ACTION TAKEN WHEN THE DTC SETS:
When DTC P071A is active, the following conditions occur:
1. The DTC is stored in the TCM history.
2. The TCM does not illuminate the CHECK TRANS light.
3. TCM inhibits RELS operation.

CONDITIONS FOR CLEARING THE DTC/CHECK TRANS LIGHT:
The diagnostic tool may be used to clear the DTC from the TCM history. The TCM automatically clears the DTC from the TCM history if the vehicle completes 40 warm-up cycles without the DTC recurring.

DIAGNOSTIC AIDS:
This DTC may be caused by:
1. Short to power or short to another wire for the GPI circuit controlling RELS feature, i.e., W102, W123, or W143.
2. For service brake integrations, defective switch or incorrect wiring, e.g., pressure switches are closed when they should be open. If RELS enable switch or door switch integrated in series, all switches would need to be stuck closed or wired on wrong side of switches, e.g., normally closed side vs normally open side.
3. For PLC RELS integrations, a miswired, misprogrammed, or defective circuit from PLC controlling the TCM GPI signal for RELS that is maintaining circuit above 3.4 volts with service brakes released.
4. RELS enabled in TCM programming in error.
5. TCM ground is at different voltage potential than the ground of the OEM voltage source responsible for switching GPI circuit controlling RELS, e.g. PLC, vehicle ignition, body controller, etc.
6. Defective TCM.