Documente Academic
Documente Profesional
Documente Cultură
TABLE OF CONTENTS
page page
Possible Causes
(T16) TRANSMISSION CONTROL OUTPUT CIRCUIT SHORT TO GROUND
(T16) TRANSMISSION CONTROL OUTPUT CIRCUIT FOR AN OPEN
TOTALLY INTEGRATED POWER MODULE (TIPM)
Always perform the CVT Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD PROCEDURE)
Diagnostic Test
Possible Causes
(T16) TRANSMISSION CONTROL OUTPUT CIRCUIT SHORT TO VOLTAGE
TOTALLY INTEGRATED POWER MODULE (TIPM)
Always perform the CVT Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD PROCEDURE)
Diagnostic Test
Possible Causes
(T16) TRANSMISSION CONTROL OUTPUT CIRCUIT OPEN
TOTALLY INTEGRATED POWER MODULE (TIPM)
Always perform the CVT Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD PROCEDURE)
Diagnostic Test
Possible Causes
INPUT OR OUTPUT SPEED SENSOR
TRANSMISSION RANGE SENSOR
TRANSMISSION CONTROL MODULE
TOTALLY INTEGRATED POWER MODULE (TIPM)
Always perform the CVT Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD PROCEDURE)
Diagnostic Test
P0219-ENGINE OVERSPEED
For a complete wiring diagram Refer to Section 8W.
Theory of Operation
The Transmission Control Module (TCM) receives a engine rpm over the CAN bus. If the engine rpm exceeds a
predetermined value a DTC will set.
When Monitored:
Ignition on, engine running with the transmission in a valid forward gear.
No active CAN Bus DTCs present.
System voltage between 9.0 and 16 volts.
Set Condition:
Monitored engine speed over the CAN Bus is greater than 6800 rpm for the period of 100 msecs.
Possible Causes
ENGINE MECHANICAL PROBLEM
TRANSMISSION MECHANICAL PROBLEM
POWERTRAIN CONTROL MODULE
TRANSMISSION CONTROL MODULE
Always perform the CVT Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD PROCEDURE)
Diagnostic Test
Theory of Operation
The Transmission Control Module (TCM) monitors the brake switch 1 signal over the CAN Bus. If the Transmission
is shifted into any valid gear position without confirming that the brake was depressed before the shift, a DTC will
set.
When Monitored:
After initial start and any time the shift lever is changed from park to reverse, drive or neutral.
System voltage between 9.0 and 16 volts.
No active CAN Bus DTCs present.
Set Condition:
The brake switch status does not change during a drive cycle with a vehicle speed greater than 30 Km/h (18.5
mph) for the period of 10 seconds.
It take to consecutive problem identification trips to set the MIL.
Possible Causes
Diagnostic Test
Theory of Operation
After initial vehicle start, the Transmission Control Module (TCM) looks for a message over the CAN BUS verifying
vehicle information which is crucial for transmission configuration. After the information is received it is stored in the
EEPROM of the TCM. If the TCM does not receive a valid configuration within a predetermined time, the DTC will
set and the MIL will be illuminated.
When Monitored:
After an initial vehicle start with a system voltage between 9.0 and 16.0 volts.
Set Condition:
Transmission Control Module (TCM) does not receive valid vehicle information from the Front Control Module
(FCM) for the period of 5 seconds.
Possible Causes
Diagnostic Test
Theory of Operation
The Transmission Control Module (TCM) stores in its EEPROM vehicle information data transmitted over the CAN
Bus from the FCM/TIPM. If the stored information in the TCM does not match the information obtained over the
CAN Bus, the DTC will set.
When Monitored:
One time at initial ignition on with system voltage between 9.0 and 16.0 volts.
FCM/TIPM variant data received more than once over the CAN Bus.
FCM/TIPM variant data is in a valid range.
Vehicle Configuration Learn Routine not finished.
Set Condition:
The vehicle option data received over the CAN Bus does not match the data stored in the EEPROM of the
TCM. It takes one trip of problem identification to set the MIL.
Possible Causes
Diagnostic Test
Has the TIPM been reprogrammed (tire size) or replaced without being programed?
Yes >> Program the TIPM if not programed. If the tire size was changed, with the scan tool clear the TCM
memory and relearn.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT -
STANDARD PROCEDURE)
No >> Go To 3
21 - 128 AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS PM
Has the TCM been recently replaced with a new or used controller?
Yes >> With the scan tool perform a TCM relearn.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT -
STANDARD PROCEDURE)
No >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion,
damage, or terminal push out. Pay particular attention to all power and ground circuits. Check for any
Service Bulletins for possible causes that may apply. If no problems are found, replace the TCM per the
Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT -
STANDARD PROCEDURE)
Theory of Operation
A common 5-volt power supply is used by both the primary and secondary pressure sensors as well as an internal
ROM Assembly. If the power supply does not maintain a predetermined voltage range to the pressure sensors after
the period of 5.0 seconds, the Transmission Control Module (TCM) sets the DTC and illuminates the MIL.
When Monitored:
Ignition on with system voltage between 9.0 and 16.0 volts.
Set Condition:
When the monitored input voltage from primary pressure sensor and secondary pressure sensor is less than
0.05 volts for a continuous period of 5.0 seconds.
Possible Causes
Diagnostic Test
Theory of Operation
The Transmission Range Sensor (TRS) has a contact point for each shift lever position. The Transmission Control
Module (TCM) monitors the signal from the TRS which specifies the shift lever position. The TCM also broadcast
the shift lever position over the CAN BUS to other modules.
When Monitored:
Ignition on with system voltage between 9.0 and 16.0 volts.
Vehicle speed above 10 Km/h (6 mph).
No other Transmission Range Sensor (TRS) DTCs present.
Set Condition:
If a continuous input signal loss is read by the TCM from the TRS for the period of 5 seconds. It takes two
consecutive one trips of problem identification to light the MIL.
Possible Causes
TRANSMISSION RANGE SENSOR CONNECTOR UNPLUGGED OR DAMAGED
(T16) TRANSMISSION CONTROL OUTPUT CIRCUIT OPEN
TRS SENSE CIRCUIT OPEN
TRS SENSE CIRCUIT SHORT TO GROUND
TRANSMISSION RANGE SENSOR
TRANSMISSION CONTROL MODULE
Always perform the CVT Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD PROCEDURE)
Diagnostic Test
Stop the scan tool transmission actuation and turn the ignition off to the
lock position.
Reconnect the TRS harness connector.
Disconnect the TCM C1 and C2 harness connectors.
Ignition on, engine not running.
Using the scan tool under TIPM, actuate the transmission.
Using a 12-volt test light connected to ground, check each TRS Sense
circuit (T41, T42, T4, T3, and T1) in the TCM C1 and C2 harness con-
nectors while moving the shift lever to each desired position.
NOTE: Use the above chart to identify which sense circuit should
be closed in each shift lever position.
Does the test light illuminate brightly on all the TRS Sense cir-
cuits?
Yes >> Using the schematics as a guide, check the Transmission
Control Module (TCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and
ground circuits. Check for any Service Bulletins for possible
causes that may apply. If no problems are found, replace
the TCM per the Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Replace the Transmission Range Sensor per the Service
Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT -
STANDARD PROCEDURE)
Theory of Operation
The Transmission Range Sensor (TRS) has a contact point for each shift lever position. The Transmission Control
Module (TCM) monitors the signal from the TRS which specifies the shift lever position. The TCM also broadcast
the shift lever position over the CAN BUS to other modules.
When Monitored:
Ignition on with system voltage between 9.0 and 16.0 volts.
No other Transmission Range Sensor (TRS) DTCs present.
Set Condition:
When the Transmission Control Module (TCM) receives more than one Transmission Range Sensor (TRS)
signal from the TRS continuously for the period of 2.0 seconds.
Possible Causes
Diagnostic Test
4. CHECK THE TRS SENSE CIRCUIT FOR A SHORT TO ANOTHER TRS SENSE CIRCUIT
Turn the ignition off to the lock position.
Disconnect the TCM C1 and C2 harness connectors.
Measure the resistance between the two identified TRS Sense circuits in the second step.
Is the resistance below 5.0 ohms?
Yes >> Repair the identified TRS Sense circuits for a short to each other.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT -
STANDARD PROCEDURE)
No >> Replace the TRS Assembly per the Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT -
STANDARD PROCEDURE)
Theory of Operation
The Transmission Control Module (TCM) monitors the Transmission Temperature Sensor Signal circuit for voltage
changes within desired limits. The TCM calculates the transmission fluid temperature from the temperature sensor
signal voltage. This value is used in conjunction with various other inputs to calibrate different operating modes such
as Torque Converter lock-up and Torque reduction.
The Transmission Temperature Sensor is a thermistor that changes resistive value when subject to different tem-
peratures. When the monitored voltage rises, the calculated temperature decreases.
When Monitored:
Condition one : Transmission in a valid forward gear.
System voltage between 9.0 and 16.0 volts.
Vehicle speed greater than 10 Km/h (6 mph).
Accelerator Pedal Position (APP) greater than 12.5%.
Engine rpm greater than 450 rpm.
Condition two: Ignition off for greater than 8 hours.
Difference between the engine coolant temperature and the intake temperature is less than 3 C (37 F).
No other temperature sensor or sensor ground DTCs present.
Set Condition:
Condition one: No change in the Transmission oil temperature the period of 10 minutes.
Condition two: Transmission oil temperature is 40 C (104 F) different than the average temperature which
consists of the combined average of the Engine Coolant temperature, Intake Temperature, Oil Temperature,
and Ambient Temperature for the period of 5 seconds.
Possible Causes
Diagnostic Test
Did the TCM set a one trip DTC during the previous test drive?
Yes >> Go To 5
No >> Go To 7
Theory of Operation
The Transmission Control Module (TCM) monitors the Transmission Temperature Sensor Signal circuit for voltage
changes within desired limits. The TCM calculates the transmission fluid temperature from the temperature sensor
signal voltage. This value is used in conjunction with various other inputs to calibrate different operating modes such
as Torque Converter lock-up and Torque reduction.
The Transmission Temperature Sensor is a thermistor that changes resistive value when subject to different tem-
peratures. When the monitored voltage rises, the calculated temperature decreases.
When Monitored:
Ignition on with battery voltage between 9.0 and 16.0 volts.
Vehicle speed greater than 10 Km/h (6 mph).
No secondary speed sensor or sensor ground DTCs detected.
Set Condition:
Indicated temperature is greater than 180 C (356 F) for the continuous period of 5 seconds.
Possible Causes
Diagnostic Test
2. CHECK THE (T54) TRANSMISSION TEMPERATURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO
GROUND
Turn the ignition off to the lock position.
Disconnect the TCM C2 harness connector.
Disconnect the Transmission Solenoid/Pressure Switch Assembly har-
ness connector.
Measure the resistance between ground and the (T54) Transmission
Temperature Sensor Signal circuit.
Is the resistance below 5.0 ohms?
Yes >> Repair the (T54) Transmission Temperature Sensor Signal
circuit for a short to ground.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Go To 3
Theory of Operation
The Transmission Control Module (TCM) monitors the Transmission Temperature Sensor Signal circuit for voltage
changes within desired limits. The TCM calculates the transmission fluid temperature from the temperature sensor
signal voltage. This value is used in conjunction with various other inputs to calibrate different operating modes such
as Torque Converter lock-up and Torque reduction.
The Transmission Temperature Sensor is a thermistor that changes resistive value when subject to different tem-
peratures. When the monitored voltage rises, the calculated temperature decreases.
When Monitored:
Ignition on engine running with battery voltage between 9.0 and 16.0 volts.
Vehicle speed greater than 10 Km/h (6 mph).
No secondary speed sensor or sensor ground DTCs present.
Set Condition:
Indicated temperature drops below -40 C (-40 F) for the continuous period of 5.0 seconds.
Possible Causes
Diagnostic Test
3. CHECK THE (T54) TRANSMISSION TEMPERATURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO
VOLTAGE
Turn the ignition off to the lock position.
Disconnect the TCM C2 harness connector.
Ignition on, engine not running.
Measure the voltage of the (T54) Transmission Temperature Sensor
Signal circuit.
Is the voltage above .05 volts?
Yes >> Repair the (T54) Transmission Temperature Sensor Signal
circuit for a short to voltage.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Go To 4
4. CHECK THE (T54) TRANSMISSION TEMPERATURE SENSOR SIGNAL CIRCUIT FOR AN OPEN
Turn the ignition off to the lock position.
Measure the resistance of the (T54) Transmission Temperature Sensor
Signal circuit between the TCM C2 harness connector and the Trans-
mission Solenoid/Pressure Switch Assembly harness connector.
Is the resistance above 5.0 ohms?
Yes >> Repair the (T54) Transmission Temperature Sensor Signal
circuit for an open.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Go To 5
21 - 152 AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS PM
Theory of Operation
The transmission system uses two speed sensors. One is used to measure input rpm (primary pulley) and one to
measure output rpm (secondary pulley).
The Input Speed sensor detects the primary pulley rpm by the use of a three-wire magnetic pickup devices that
generates a square wave signal as rotation occurs and is monitored by the Transmission Control Module (TCM).
These inputs are essential for proper transmission operation.
When Monitored:
Ignition on, engine running with the transmission in a valid forward gear.
System voltage between 9.0 and 16.0 volts
Vehicle speed greater than 10 Km/h (6 mph).
Accelerator Pedal Position (APP) greater than 12.5%.
Engine rpm greater than 450 rpm with TCC lock-up enabled.
No DTCs from the following:
TCC Solenoid
Lock-up solenoid
Step motor
Input or Output Speed Sensor No Signal
Transmission Range Sensor (TRS)
Sensor Ground
CAN
Set Condition:
All the below conditions must be present for the period of 5 seconds for the DTC to set:
Engine speed minus the primary speed is greater than 1000 rpm.
Secondary speed multiplied by the estimated ratio, minus the Primary speed is greater than 1000 rpm.
Engine speed minus the Secondary speed, multiplied by the estimated ratio is less than 1000 rpm.
Possible Causes
Diagnostic Test
3. CHECK THE (T16) TRANSMISSION CONTROL OUTPUT CIRCUIT FOR AN OPEN (HIGH RESISTANCE)
Disconnect the Input Speed Sensor harness connector.
Ignition on, engine not running
With the scan tool under TIPM, actuate the Transmission.
Using a 12-volt test light connected to ground, check the (T16) Trans-
mission Control Output circuit at the Input Speed Sensor harness con-
nector.
NOTE: The test light must illuminate brightly. Compare the bright-
ness to that of a direct connection to the battery.
Does the test light illuminate brightly?
Yes >> Go To 4
No >> Repair the (T16) Transmission Control Output circuit for an
open or high resistance.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT -
STANDARD PROCEDURE)
5. CHECK THE (T14) INPUT SPEED SENSOR SIGNAL CIRCUIT FOR AN OPEN (HIGH RESISTANCE)
Turn the ignition off to the lock position.
Disconnect the TCM C2 harness connector.
Connect a jumper wire between the (T14) Input Speed Sensor Signal
circuit in the Input Speed Sensor harness connector and B(+).
Using a 12-volt test light connected to ground, check the (T14) Input
Speed Sensor Signal circuit in the TCM C2 harness connector.
NOTE: The test light must illuminate brightly. Compare the bright-
ness to that of a direct connection to the battery.
Does the test light illuminate brightly?
Yes >> Using the schematics as a guide, check the Transmission
Control Module (TCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and
ground circuits. Check for any Service Bulletins for possible
causes that may apply. If no problems are found, replace
the TCM per the Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Repair the (T14) Input Speed Sensor Signal circuit for an
open or high resistance.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
6. CHECK THE (T14) INPUT SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
Turn the ignition off to the lock position.
Disconnect the TCM C2 harness connector.
Ignition on, engine not running
Measure the voltage of the (T14) Input Speed Sensor Signal circuit.
Is the voltage above 0.2 volts?
Yes >> Repair the (T14) Input Speed Sensor Signal circuit for a
short to voltage.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Using the schematics as a guide, check the Transmission
Control Module (TCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and
ground circuits. Check for any Service Bulletins for possible
causes that may apply. If no problems are found, replace
the TCM per the Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT -
STANDARD PROCEDURE)
PM AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS 21 - 157
Did the DTC P0716-INPUT SPEED SENSOR 1 CIRCUIT PERFORMANCE reset during the test drive?
Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion,
damage, or terminal push out. Pay particular attention to all power and ground circuits. Check for any
Service Bulletins for possible causes that may apply. If no problems are found, replace the TCM per the
Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT -
STANDARD PROCEDURE)
No >> Go To 10
Theory of Operation
The transmission system uses two speed sensors. One is used to measure input rpm (primary pulley) and one to
measure output rpm (secondary pulley).
The Input Speed sensor detects the primary pulley rpm by the use of a three-wire magnetic pickup device that
generates a square wave signal as rotation occurs and is monitored by the Transmission Control Module (TCM).
These inputs are essential for proper transmission operation.
When Monitored:
Ignition on, engine running with system voltage between 9.0 and 16.0 volts.
No detected Primary Speed Sensor and/or Sensor ground DTCs.
Set Condition:
Condition one: Input speed rpm is less than 150 rpm with a Output speed rpm greater than 1000 rpm for the
period of 5 seconds.
Condition two: Input speed rpm last value is greater than 1000 rpm where as the Input speed rpm current
value is zero rpm for the period of 500 msec.
Possible Causes
Diagnostic Test
3. CHECK THE (T14) INPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE
Turn the ignition off to the lock position.
Disconnect the TCM C2 harness connector.
Ignition on, engine not running.
Measure the voltage of the (T14) Input Speed Sensor Signal circuit.
Is the voltage above 0.5 volts?
Yes >> Repair the (T14) Input Speed Sensor Signal circuit for a
short to voltage.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Go To 4
PM AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS 21 - 161
4. CHECK THE (T14) INPUT SPEED SENSOR SIGNAL CIRCUIT FOR AN OPEN
Turn the ignition off to the lock position.
Measure the resistance of the (T14) Input Speed Sensor Signal circuit
between the TCM C2 harness connector and the Input Speed Sensor
harness connector.
Is the resistance below 5.0 ohms?
Yes >> Go To 5
No >> Repair the (T14) Input Speed Sensor Signal circuit for an
open.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
5. CHECK THE (T14) INPUT SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T14) Input Speed
Sensor Signal circuit.
Is the resistance below 5.0 ohms?
Yes >> Repair the (T14) Input Speed Sensor Signal circuit for a
short to ground.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Go To 6
21 - 162 AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS PM
6. CHECK THE (T13) SENSOR GROUND CIRCUIT FOR AN OPEN (HIGH RESISTANCE)
Turn the ignition off to the lock position.
Disconnect the TCM C2 harness connector.
Connect a jumper wire between the (T13) Sensor Ground circuit in the
Input Speed Sensor harness connector and B(+).
Using a 12-volt test light connected to ground, check the (T13) Sensor
Ground circuit in the TCM C2 harness connector.
Does the test light illuminate brightly?
Yes >> Go To 7
No >> Repair the (T13) Sensor Ground circuit for an open or high
resistance.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
Theory of Operation
The transmission system uses two speed sensors. One is used to measure input rpm (primary pulley) and one to
measure output rpm (secondary pulley).
The Input Speed sensor detects the primary pulley rpm by the use of a three-wire magnetic pickup device that
generates a square wave signal as rotation occurs and is monitored by the Transmission Control Module (TCM).
These inputs are essential for proper transmission operation.
When Monitored:
Ignition on, engine running with the transmission in a valid forward gear.
System voltage between 9.0 and 16+.0 volts.
Vehicle speed greater than 10 Km/h (6 mph).
Accelerator Pedal Position (APP) greater than 12.5%.
Engine rpm greater than 450 rpm with TCC lock-up enabled.
No active DTCs from the following:
Torque Convertor Clutch (TCC)
Lock-up Solenoid
CAN Bus
Step Motor
Input or Output Speed Sensor No Signal
Transmission Range Sensor (TRS)
Sensor Ground
Set Condition:
All the below conditions must be present for the period of 5 seconds for the DTC to set:
Engine speed minus the primary speed is less than 1000 rpm.
Secondary speed multiplied by the estimated ratio, minus the Primary speed is greater than 1000 rpm.
Vehicle speed minus the Vehicle speed calculated using the Secondary speed, is greater than or equal to 20
Km/h (12.5 mph)
Possible Causes
Diagnostic Test
3. CHECK THE (T16) TRANSMISSION CONTROL OUTPUT CIRCUIT FOR AN OPEN (HIGH RESISTANCE)
Disconnect the Output Speed Sensor harness connector.
Ignition on, engine not running
With the scan tool under TIPM, actuate the Transmission.
Using a 12-volt test light connected to ground, check the (T16) Trans-
mission Control Output circuit at the Output Speed Sensor harness con-
nector.
NOTE: The test light must illuminate brightly. Compare the bright-
ness to that of a direct connection to the battery.
Does the test light illuminate brightly?
Yes >> Go To 4
No >> Repair the (T16) Transmission Control Output circuit for an
open or high resistance.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT -
STANDARD PROCEDURE)
5. CHECK THE (T52) OUTPUT SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
Turn the ignition off to the lock position.
Disconnect the TCM C2 harness connector.
Ignition on, engine not running
Measure the voltage of the (T52) Output Speed Sensor Signal circuit.
Is the voltage above 0.2 volts?
Yes >> Repair the (T52) Output Speed Sensor Signal circuit for a
short to voltage.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Using the schematics as a guide, check the Transmission
Control Module (TCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and
ground circuits. Check for any Service Bulletins for possible
causes that may apply. If no problems are found, replace
the TCM per the Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
6. CHECK THE (T52) OUTPUT SPEED SENSOR SIGNAL CIRCUIT FOR AN OPEN (HIGH RESISTANCE)
Turn the ignition off to the lock position.
Disconnect the TCM C2 harness connector.
Connect a jumper wire between the (T52) Output Speed Sensor Signal
circuit and B(+) in the Output Speed Sensor harness connector.
Using a 12-volt test light connected to ground, check the (T52) Output
Speed Sensor Signal circuit in the TCM C2 harness connector.
NOTE: The test light must illuminate brightly. Compare the bright-
ness to that of a direct connection to the battery.
Does the test light illuminate brightly?
Yes >> Go To 7
No >> Repair the (T52) Output Speed Sensor Signal circuit for an
open or high resistance.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
21 - 168 AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS PM
7. CHECK THE (T130) OUTPUT SPEED SENSOR GROUND CIRCUIT SHORT TO VOLTAGE
Disconnect the jumper wire.
Disconnect the TCM C2 harness connector.
Measure the voltage of the (T130) Output Speed Sensor Ground circuit.
Is the volage above 0.2 volts?
Yes >> Repair the (T130) Output Speed Sensor Ground circuit for a short to voltage
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT -
STANDARD PROCEDURE)
No >> Go To 8
8. CHECK THE (T130) OUTPUT SPEED SENSOR GROUND CIRCUIT FOR AN OPEN (HIGH RESISTANCE)
Turn the ignition off to the lock position.
Disconnect the TCM C2 harness connector.
Connect a jumper wire between the (T130) Output Speed Sensor
Ground circuit in the Output Speed Sensor harness connector and B(+).
Using a 12-volt test light connected to ground, check the (T130) Output
Speed Sensor Ground circuit in the TCM C2 harness connector.
NOTE: The test light must illuminate brightly. Compare the bright-
ness to that of a direct connection to the battery.
Does the test light illuminate brightly?
Yes >> Go To 9
No >> Repair the (T130) Output Speed Sensor Ground circuit for
an open or high resistance.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
Theory of Operation
The transmission system uses two speed sensors. One is used to measure input rpm (primary pulley) and one to
measure output rpm (secondary pulley).
The Output Speed sensor detects the secondary pulley rpm by the use of a three-wire magnetic pickup device that
generates a square wave signal as rotation occurs and is monitored by the Transmission Control Module (TCM).
These inputs are essential for proper transmission operation.
When Monitored:
Ignition on, engine running with system voltage between 9.0 and 16.0 volts.
No detected Primary Speed Sensor and/or Sensor ground DTCs.
Set Condition:
Condition one: Output speed rpm is less than 150 rpm with a Input speed rpm greater than 1000 rpm for the
period of 5 seconds.
Condition two: Vehicle speed is greater than 20 Km/h (12.5 mph) calculated by the last secondary speed with
the current Output Speed value equals to 0 rpm for the period of 500 msec.
Possible Causes
Diagnostic Test
3. CHECK THE (T52) OUTPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE
Turn the ignition off to the lock position.
Disconnect the TCM C2 harness connector.
Ignition on, engine not running.
Measure the voltage of the (T52) Output Speed Sensor Signal circuit.
Is the voltage above 0.5 volts?
Yes >> Repair the (T52) Output Speed Sensor Signal circuit for a
short to voltage.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Go To 4
PM AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS 21 - 173
4. CHECK THE (T52) OUTPUT SPEED SENSOR SIGNAL CIRCUIT FOR AN OPEN
Turn the ignition off to the lock position.
Measure the resistance of the (T52) Output Speed Sensor Signal circuit
between the TCM C2 harness connector and the Output Speed Sensor
harness connector.
Is the resistance below 5.0 ohms?
Yes >> Go To 5
No >> Repair the (T52) Output Speed Sensor Signal circuit for an
open.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
5. CHECK THE (T52) OUTPUT SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T52) Output Speed
Sensor Signal circuit.
Is the resistance below 5.0 ohms?
Yes >> Repair the (T52) Output Speed Sensor Signal circuit for a
short to ground.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Go To 6
21 - 174 AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS PM
6. CHECK THE (T130) OUTPUT SPEED SENSOR GROUND CIRCUIT FOR AN OPEN
Measure the resistance of the (T130) Output Speed Sensor Ground cir-
cuit between the TCM C2 harness connector and the Output Speed
Sensor harness connector.
Is the resistance below 5.0 ohms?
Yes >> Go To 7
No >> Repair the (T130) Output Speed Sensor Ground circuit for
an open.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
Theory of Operation
The Transmission Control Module controls the gear ratio by the use of a Step motor that transfers electrical power
to mechanical movement. The rationality is a continuous test that monitors the Step motor movement. If the Step
motor is stuck at a certain position, the estimated ratio is increased or decreased continuously by the feedback
value of the primary pulley speed difference. When the difference between the estimated and actual primary pulley
speed has reached 1000 rpm, a DTC will set.
When Monitored:
Ignition on, engine running with the transmission in a valid forward gear.
System voltage between 9.0 and 16.0 volts.
Accelerator Pedal Position (APP) greater than 12.5% with an engine rpm greater than 450 rpm.
Vehicle speed greater than 10 Km/h (6 mph).
Transmission fluid temperature greater than 20 C (68 F).
No active DTCs from the following:
Step Motor
Transmission Temperature Sensor
Transmission Range Sensor
Line Pressure Solenoid
Input or Output Speed Sensor
Primary or Secondary Pressure Sensor
Over Temperature
Set Condition:
If the difference between the transmission estimated pulley speed and the measured primary pulley speed is
greater than 1000 rpm (belt slipping) for the continuous period of 5.0 seconds.
Possible Causes
Diagnostic Test
Repair
Replace or repair the CV Transmission per the Service Information. (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - CVT - REMOVAL)
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT -
STANDARD PROCEDURE)
PM AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS 21 - 177
Possible Causes
Diagnostic Test
2. INTERMITTENT CONDITION
The conditions necessary to set this DTC are not present at this time.
Refer to an Technical Service Bulletins that may apply.
It may be necessary to Test Drive the vehicle again trying different conditions that may cause the DTC to reset.
Were there any problems found or did the DTC reset?
Yes >> Repair as necessary.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT -
STANDARD PROCEDURE)
No >> Test Complete.
PM AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS 21 - 179
Theory of Operation
The Line Pressure Solenoid regulates the Line Pressure (Oil Pump discharge pressure) which is controlled by the
Transmission Control Module (TCM). If the line pressure does not reach at the desired pressure due to driving con-
ditions, the possibility of belt slippage can occur. The gear ratio changes to a value beyond the maximum gear ratio
which is a calculation between the Primary Pulley speed and the Secondary Pulley speed. If the gear ratio exceeds
a predetermined limit a DTC will set.
When Monitored:
Ignition on, engine running with the transmission in a valid forward gear.
Vehicle speed greater than 10 Km/h (6 mph).
Accelerator Pedal Position (APP) greater than 12.5%.
Engine rpm greater than 450 rpm.
Primary Pulley Speed grater than 500 rpm.
No active DTCs from the following:
Line Pressure Solenoid
Temperature Sensor
Primary or Secondary Pressure Sensor
Transmission Range Sensor
Step Motor
Secondary Solenoid electrical
Input and Output Speed Sensor
Torque Convertor Clutch
CAN Bus
Over Temperature Condition
Set Condition:
Condition one: Gear ratio is greater than 2.7 - 2 for the period of 0.2 seconds (first trip).
Condition two: Gear ratio is greater than 3.5 - 1 for the period of 0.1 seconds (second trip).
Possible Causes
Diagnostic Test
Theory of Operation
The Transmission Control Module (TCM) monitors the secondary line pressure (secondary pulley pressure) from the
secondary pressure sensor. The TCM compares the actual secondary line pressure to the target (desired) line pres-
sure. Failure to match the target line pressure over a given time will set the DTC.
When Monitored:
Ignition on, engine running with the transmission in a valid forward gear.
Vehicle speed greater than 10 Km/h (6 mph).
Accelerator Pedal Position (APP) greater than 12.5%.
Engine rpm greater than 450 rpm with a transmission fluid temperature greater than 20 C (68 F)
No active DTCs from the following:
Line Pressure Solenoid
Lock-up Solenoid
Primary or Secondary Pressure Sensor
Transmission Range Sensor
Step Motor
Secondary Solenoid electrical
Input and Output Speed Sensor
Torque Convertor Clutch
CAN Bus
Over Temperature Condition
Set Condition:
When the difference between actual secondary pressure compared to the target (desired) secondary pressure
is greater than 1200 Kpa (174 psi) for the period of 30 seconds. It takes two consecutive problem identified
trips to set the DTC.
Possible Causes
Diagnostic Test
3. VERIFY PROBLEM
6. CHECK THE (T21) PRIMARY PRESSURE SENSOR SIGNAL CIRCUIT FOR HIGH RESISTANCE
Turn the ignition off to the lock position.
Disconnect the TCM C2 harness connector.
Connect a jumper wire between the B(+) and the (T21) Primary Pres-
sure Sensor Signal circuit in the Transmission Solenoid/Pressure Switch
harness connector.
Using a 12-volt test light connected to ground, check the (T21) Primary
Pressure Sensor Signal circuit in the TCM C2 harness connector.
NOTE: The test light must illuminate brightly. Compare the bright-
ness to that of a direct connection to the battery.
Does the test light illuminate brightly?
Yes >> Using the schematics as a guide, check the Transmission
Control Module (TCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and
ground circuits. Check for any Service Bulletins for possible
causes that may apply. If no problems are found, replace
the TCM per the Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Repair the (T21) Primary Pressure Sensor Signal circuit for
an open (high resistance).
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
Theory of Operation
The Transmission Control Module (TCM) monitors the secondary line pressure (secondary pulley pressure) from the
secondary pressure sensor. The TCM compares the actual secondary line pressure to the target (desired) line pres-
sure. Failure to match the target line pressure over a given time will set the DTC.
When Monitored:
Ignition on, engine running with the transmission not in neutral or park.
Transmission fluid temperature greater than -20 C (-4 F).
Brake Switch in the OFF mode.
Change rate of vehicle speed greater than 24 Km/h (15 mph).
Change rate of accelerator pedal position less than 6.25%.
Engine rpm greater than 450 rpm with a transmission fluid temperature greater than 20 C (68 F)
No active DTCs from the following:
Line Pressure Solenoid
Primary or Secondary Pressure Sensor
Step Motor
Secondary Solenoid electrical
Input and Output Speed Sensor
CAN Bus
Set Condition:
When the secondary pressure goes down gradually below a predetermined value during a drive cycle. The
DTC could be due to the failure of the secondary pressure control system, secondary pressure solenoid per-
formance or line pressure solenoid. There are two possible setting conditions to set this DTC.
Condition one:
Target secondary pressure minus the measured secondary pressure is greater than 0.25 MPa (36 psi) for two
consecutive instances of a problem identification for the period of 1.5 seconds within a 30 second interval.
Condition two:
Target secondary pressure minus the measured secondary pressure is greater than 2.0 MPa (291 psi) for the
period of 800 msec.
Possible Causes
Diagnostic Test
3. VERIFY PROBLEM
6. CHECK THE (T21) PRIMARY PRESSURE SENSOR SIGNAL CIRCUIT FOR HIGH RESISTANCE
Turn the ignition off to the lock position.
Disconnect the TCM C2 harness connector.
Connect a jumper wire between the B(+) and the (T21) Primary Pres-
sure Sensor Signal circuit in the Transmission Solenoid/Pressure Switch
harness connector.
Using a 12-volt test light connected to ground, check the (T21) Primary
Pressure Sensor Signal circuit in the TCM C2 harness connector.
NOTE: The test light must illuminate brightly. Compare the bright-
ness to that of a direct connection to the battery.
Does the test light illuminate brightly?
Yes >> Using the schematics as a guide, check the Transmission
Control Module (TCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and
ground circuits. Check for any Service Bulletins for possible
causes that may apply. If no problems are found, replace
the TCM per the Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Repair the (T21) Primary Pressure Sensor Signal circuit for
an open (high resistance).
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
Theory of Operation
The AutoStick function allows the driver to manually change the gear ratio to a locked ratio. The Transmission Con-
trol Module (TCM) monitors the AutoStick Upshift and Downshift circuits. If the TCM receives an Upshift and Down-
shift request simultaneously, or manual mode Upshift/Downshift request while other than in the D-Range, a DTC will
set.
When Monitored:
Ignition on with a system voltage between 9.0 and 16 volts.
Set Condition:
Upshift and Downshift requested simultaneously while in the Drive position or the Upshift and/or Downshift
request during while not in the Drive position for the period of 1.0 second.
Possible Causes
Diagnostic Test
2. VERIFY PROBLEM
With the scan tool, read the AutoStick upshift and downshift status.
Does the scan tool show either the upshift or downshift as true with the shifter in the center position
(pick best answer)?
Upshift shows as true
Go To 3
Downshift shows as true
Go To 5
Neither circuit shows as true
Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion,
damage, or terminal push out. Pay particular attention to all power and ground circuits. Check for any
Service Bulletins for possible causes that may apply. If no problems are found, replace the TCM per the
Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT -
STANDARD PROCEDURE)
PM AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS 21 - 197
4. CHECK THE (T5) AUTOSTICK UPSHIFT SWITCH SIGNAL CIRCUIT FOR A SHORT TO GROUND
Turn the ignition off to the lock position.
Disconnect the TCM C2 harness connector.
Measure the resistance between ground and the (T5) AutoStick Upshift
Switch Signal circuit.
Is the resistance below 5.0 ohms?
Yes >> Repair the (T5) AutoStick Upshift Switch Signal circuit for a
short to ground.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Using the schematics as a guide, check the Transmission
Control Module (TCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and
ground circuits. Check for any Service Bulletins for possible
causes that may apply. If no problems are found, replace
the TCM per the Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
6. CHECK THE (T44) AUTOSTICK DOWNSHIFT SWITCH SIGNAL CIRCUIT FOR A SHORT TO GROUND
Turn the ignition off to the lock position.
Disconnect the TCM C2 harness connector.
Measure the resistance between ground and the (T44) AutoStick Down-
shift Switch Signal circuit.
Is the resistance below 5.0 ohms?
Yes >> Repair the (T44) AutoStick Downshift Switch Signal circuit
for a short to ground.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Using the schematics as a guide, check the Transmission
Control Module (TCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and
ground circuits. Check for any Service Bulletins for possible
causes that may apply. If no problems are found, replace
the TCM per the Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
Theory of Operation
The Transmission Control Module (TCM) monitors the input voltage from the primary pulley pressure sensor. When
the voltage is below a predetermined limit a DTC will set.
When Monitored:
Ignition on, system voltage between 9.0 and 16.0 volts.
Transmission temperature greater than -20 C (-4 F)
No active DTCs from the following:
Primary Oil Pressure Sensor High
Sensor ground
Set Condition:
When the monitored voltage drops below 0.09 volts for the period of 5 seconds.
Possible Causes
Diagnostic Test
4. CHECK THE (T21) PRIMARY PRESSURE SENSOR SIGNAL CIRCUIT FOR AN OPEN
Turn the ignition off to the lock position.
Disconnect the TCM C2 harness connector.
Measure the resistance of the (T21) Primary Pressure Sensor Signal
circuit between the TCM C2 harness connector and the Transmission
Solenoid/Pressure Switch Assembly harness connector.
Is the resistance above 5.0 ohms?
Yes >> Repair the (T21) Primary Pressure Sensor Signal circuit for
an open or high resistance.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Go To 5
21 - 202 AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS PM
5. CHECK THE (T21) PRIMARY PRESSURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T21) Primary Pres-
sure Sensor Signal circuit.
Is the resistance below 5.0 ohms?
Yes >> Repair the (T21) Primary Pressure Sensor Signal circuit for
a short to ground.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Using the schematics as a guide, check the Transmission
Control Module (TCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and
ground circuits. Check for any Service Bulletins for possible
causes that may apply. If no problems are found, replace
the TCM per the Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
Theory of Operation
The Transmission Control Module (TCM) monitors the input voltage from the primary pulley pressure sensor. When
the voltage is above a predetermined limit a DTC will set.
When Monitored:
Ignition on, system voltage between 9.0 and 16.0 volts.
Transmission temperature greater than -20 C (-4 F)
No active DTCs from the following:
Primary Oil Pressure Sensor Low
Sensor ground
Set Condition:
When the monitored voltage rises above 4.7 volts for the period of 5 seconds.
Possible Causes
Diagnostic Test
4. CHECK THE (T21) PRIMARY PRESSURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
Turn the ignition off to the lock position.
Disconnect the TCM C2 harness connector.
Ignition on, engine not running.
Measure the voltage of the (T21) Primary Pressure Sensor Signal cir-
cuit.
Is there any voltage present?
Yes >> Repair the (T21) Primary Pressure Sensor Signal circuit for
a short to voltage.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Using the schematics as a guide, check the Transmission
Control Module (TCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and
ground circuits. Check for any Service Bulletins for possible
causes that may apply. If no problems are found, replace
the TCM per the Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
PM AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS 21 - 207
Theory of Operation
The Transmission Control Module (TCM) monitors the input voltage from the secondary pulley pressure sensor.
When the voltage is below a predetermined limit a DTC will set.
When Monitored:
Ignition on, system voltage between 9.0 and 16.0 volts.
Transmission temperature greater than -20 C (-4 F)
No active DTCs from the following:
Primary Oil Pressure Sensor High
Sensor ground
Set Condition:
When the monitored voltage drops below 0.09 volts for the period of 5 seconds.
Possible Causes
Diagnostic Test
4. CHECK THE (T50) SECONDARY PRESSURE SENSOR SIGNAL CIRCUIT FOR AN OPEN
Turn the ignition off to the lock position.
Disconnect the TCM C2 harness connector.
Measure the resistance of the (T50) Secondary Pressure Sensor Signal
circuit between the TCM C2 harness connector and the Transmission
Solenoid/Pressure Switch Assembly harness connector.
Is the resistance above 5.0 ohms?
Yes >> Repair the (T50) Secondary Pressure Sensor Signal circuit
for an open or high resistance.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Go To 5
PM AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS 21 - 211
5. CHECK THE (T50) SECONDARY PRESSURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T50) Secondary Pres-
sure Sensor Signal circuit.
Is the resistance below 5.0 ohms?
Yes >> Repair the (T50) Secondary Pressure Sensor Signal circuit
for a short to ground.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Using the schematics as a guide, check the Transmission
Control Module (TCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and
ground circuits. Check for any Service Bulletins for possible
causes that may apply. If no problems are found, replace
the TCM per the Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
Theory of Operation
The Transmission Control Module (TCM) monitors the input voltage from the secondary pulley pressure sensor.
When the voltage is above a predetermined limit a DTC will set.
When Monitored:
Ignition on, system voltage between 9.0 and 16.0 volts.
Transmission temperature greater than -20 C (-4 F)
No active DTCs from the following:
Secondary Oil Pressure Sensor Low
Sensor ground
Set Condition:
When the monitored voltage rises above 4.7 volts for the period of 5 seconds.
Possible Causes
Diagnostic Test
4. CHECK THE (T50) SECONDARY PRESSURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
Turn the ignition off to the lock position.
Disconnect the TCM C2 harness connector.
Ignition on, engine not running.
Measure the voltage of the (T50) Secondary Pressure Sensor Signal
circuit.
Is there any voltage present?
Yes >> Repair the (T50) Primary Pressure Sensor Signal circuit for
a short to voltage.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Using the schematics as a guide, check the Transmission
Control Module (TCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and
ground circuits. Check for any Service Bulletins for possible
causes that may apply. If no problems are found, replace
the TCM per the Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
21 - 216 AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS PM
Theory of Operation
The Transmission Control Module (TCM) regulates the line pressure by pulsing the line pressure solenoid. The TCM
monitors the line pressure solenoid voltage and current draw during operation.
When Monitored:
Ignition on with a system voltage between 9.0 and 16.0 volts.
Set Condition:
If the monitored line pressure solenoid voltage is less than 70% of the target line pressure solenoid voltage for
the period of 1.0 second.
Possible Causes
Diagnostic Test
2. CHECK THE (T20) LINE PRESSURE SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND
Turn the ignition off to the lock position.
Disconnect the TCM C1 harness connector.
Disconnect the Transmission Solenoid/Pressure Switch Assembly har-
ness connector.
Measure the resistance between ground and the (T20) Line Pressure
Solenoid Control circuit.
Is the resistance below 5.0 ohms?
Yes >> Repair the (T20) Line Pressure Solenoid Control circuit for a
short to ground.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Go To 3
PM AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS 21 - 219
Theory of Operation
The Transmission Control Module (TCM) regulates the line pressure by pulsing the line pressure solenoid. The TCM
monitors the line pressure solenoid voltage and current draw during operation.
When Monitored:
Ignition on with a system voltage between 9.0 and 16.0 volts.
No Line Pressure Solenoid Circuit Low DTC present.
Set Condition:
When the target line pressure solenoid current is greater than 0.75 amps while the monitored line pressure
solenoid current is less than 0.4 amps for the period of 5.0 seconds.
Possible Causes
Diagnostic Test
3. CHECK THE (T20) LINE PRESSURE SOLENOID CONTROL CIRCUIT FOR A SHORT TO VOLTAGE
With the scan tool, stop the actuation of the Line Pressure Solenoid.
Turn the ignition off to the lock position.
Disconnect the TCM C1 harness connector.
Ignition on, engine not running.
Measure the voltage of the (T20) Line Pressure Solenoid Control circuit.
Is the voltage above .05 volts?
Yes >> Repair the (T20) Line Pressure Solenoid Control circuit for a
short to voltage.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Go To 4
5. CHECK THE (T20) LINE PRESSURE SOLENOID CONTROL CIRCUIT FOR AN OPEN
Turn the ignition off to the lock position.
Measure the resistance of the (T20) Line Pressure Solenoid Control cir-
cuit between the TCM C1 harness connector and the Transmission
Solenoid/Pressure Switch Assembly harness connector.
Is the resistance above 5.0 ohms?
Yes >> Repair the (T20) Line Pressure Solenoid Control circuit for
an open.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Using the schematics as a guide, check the Transmission
Control Module (TCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and
ground circuits. Check for any Service Bulletins for possible
causes that may apply. If no problems are found, replace
the TCM per the Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
Theory of Operation
The Transmission Control Module (TCM) regulates the secondary pressure by pulsing the secondary pressure sole-
noid. The TCM monitors the secondary pressure solenoid voltage and current draw during operation.
When Monitored:
Ignition on with a system voltage between 9.0 and 16.0 volts..
Set Condition:
If the monitored secondary pressure solenoid voltage is less than 70% of the target secondary pressure sole-
noid voltage for the period of 1.0 second.
Possible Causes
Diagnostic Test
2. CHECK THE (T19) SECONDARY PRESSURE SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND
Theory of Operation
The Transmission Control Module (TCM) regulates the secondary pressure by pulsing the secondary pressure sole-
noid. The TCM monitors the secondary pressure solenoid voltage and current draw during operation.
When Monitored:
Ignition on with a system voltage between 9.0 and 16.0 volts.
No Secondary Pressure Solenoid Low DTC present.
Set Condition:
When the target secondary pressure solenoid current is greater than 0.75 amps while the monitored secondary
pressure solenoid current is less than 0.4 amps for the period of 5 seconds.
Possible Causes
(T19) SECONDARY PRESSURE SOLENOID CONTROL CIRCUIT SHORT TO VOLTAGE
Diagnostic Test
3. CHECK THE (T19) SECONDARY PRESSURE SOLENOID CONTROL CIRCUIT FOR A SHORT TO
VOLTAGE
With the scan tool, stop the actuation of the Secondary Pressure Sole-
noid.
Turn the ignition off to the lock position.
Disconnect the TCM C1 harness connector.
Ignition on, engine not running.
Measure the voltage of the (T19) Secondary Pressure Solenoid Control
circuit.
Is the voltage above .05 volts?
Yes >> Repair the (T19) Secondary Pressure Solenoid Control cir-
cuit for a short to voltage.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Go To 4
5. CHECK THE (T19) SECONDARY PRESSURE SOLENOID CONTROL CIRCUIT FOR AN OPEN
Turn the ignition off to the lock position.
Measure the resistance of the (T19) Secondary Pressure Solenoid Con-
trol circuit between the TCM C1 harness connector and the Transmis-
sion Solenoid/Pressure Switch Assembly harness connector.
Is the resistance above 5.0 ohms?
Yes >> Repair the (T19) Secondary Pressure Solenoid Control cir-
cuit for an open.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Using the schematics as a guide, check the Transmission
Control Module (TCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and
ground circuits. Check for any Service Bulletins for possible
causes that may apply. If no problems are found, replace
the TCM per the Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
Theory of Operation
The Transmission Control Module (TCM) calculates the checksum in the EEPROM and compares it to the stored
checksum value. If the calculated checksum value does not match the stored checksum value the TCM sets the
DTC and illuminates the MIL.
When Monitored:
One time at every ignition on cycle.
Set Condition:
When the calculated checksum does not equal the stored checksum configuration or loss of power to the con-
troller. It takes one trip of problem identification to set the MIL.
Possible Causes
Has the TCM been flashed, a new TCM installed or the battery or TCM disconnected with the ignition in
the On or Accessory position?
Yes >> This is a normal condition. Cycle the ignition off for 4 seconds and turn the ignition back on. Erase
DTCs and cycle the ignition off again for 4 seconds and turn the ignition back on. Read TCM DTCs. If
the DTC resets and remains active - Go To 4. If the DTC does not reset perform CVT TRANSMISSION
VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion,
damage, or terminal push out. Pay particular attention to all power and ground circuits.
NOTE: A loss of the TCM Fused B(+), TCM ground, and/or the Transmission Control Output circuits can
cause this fault to set.
Check for any Service Bulletins for possible causes that may apply. If no problems are found, replace
and program the TCM per the Service Information.
Perform CVT TRANSMISSION VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AU-
TOMATIC - CVT - STANDARD PROCEDURE)
PM AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS 21 - 233
Theory of Operation
The Oil Temperature Sensor , Primary and Secondary Oil Pressure Sensor and the Input Speed Sensor use a com-
mon ground circuit that returns to the Transmission Control Module (TCM). If all of these circuits show an open
(high voltage) the DTC will set.
When Monitored:
With the ignition on and a system voltage between 9.0 and 16.0 volts.
Set Condition:
When all are present for the period of 200 msec:
Transmission Fluid Temperature Sensor voltage is greater than 2.5 volts.
Primary Pressure Sensor voltage greater than 5.0 volts.
Secondary Pressure Sensor voltage is greater than 5.0 volts
Possible Causes
(T13) SENSOR GROUND CIRCUIT OPEN
INTERNAL TRANSMISSION
TRANSMISSION CONTROL MODULE
Always perform the CVT Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD PROCEDURE)
Diagnostic Test
Theory of Operation
The first time the vehicle is started, the Transmission Control Module (TCM) receives hydraulic calibration data from
an external EEPROM (located in the transmission) and stores this information in the EEPROM of the TCM. If there
is no stored hydraulic calibration stored in the TCM this DTC will set. It takes one failure to turn on the MIL.
When Monitored:
Ignition on with a system voltage between 9.0 and 16.0 volts.
Set Condition:
The TCM is unable to read the hydraulic calibration data stored in the TCM EEPROM for the period of 5.0
seconds.
Possible Causes
Diagnostic Test
Has the Transmission Control Module (TCM), the CV Transmission been replaced, or a Transmission
relearn procedure been performed?
Yes >> Cycle the ignition off for 5 seconds and then back on. Erase the DTC and cycle the ignition again. If the
DTC still remains active, check the Transmission Control Module (TCM) terminals for corrosion, dam-
age, or terminal push out. Pay particular attention to all power and ground circuits. Check for any Ser-
vice Bulletins for possible causes that may apply. If no problems are found, replace the TCM per the
Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT -
STANDARD PROCEDURE)
No >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion,
damage, or terminal push out. Pay particular attention to all power and ground circuits. Check for any
21 - 238 AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS PM
Service Bulletins for possible causes that may apply. If no problems are found, replace the TCM per the
Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT -
STANDARD PROCEDURE)
P167A-CALIBRATION MISMATCH
For a complete wiring diagram Refer to Section 8W.
Theory of Operation
During the initial ignition on, the Transmission Control Module (TCM) receives the calibrated data from the EEPROM
assembly inside the transmission and stores this information in the EEPROM of the TCM. At every ignition on, the
TCM compares the stored data in the EEPROM to the transmitted data from the EEPROM in the transmission. If
the calibration data does not match the DTC will set and the MIL will illuminate after one failure.
When Monitored:
One time at initial ignition on with a system voltage between 9.0 and 16.0 volts.
Set Condition:
If the TCM stored calibration does not match the EEPROM assembly in the transmission. This DTC requires
only one problem identification to set the MIL.
Possible Causes
Diagnostic Test
Theory of Operation
The Transmission Control Module (TCM) monitors the correlation between the primary and secondary pressure sen-
sors. If the correlation between the sensors is out of range a DTC will set.
When Monitored:
Ignition on, system voltage between 9.0 and 16.0 volts.
Engine running with the transmission in Drive.
Vehicle speed greater than 10.0 Km/h (6.0 mph).
Accelerator Pedal Position (APP) greater than 12.5%.
Engine rpm greater than 450 rpm.
No active DTCs from the following:
Primary or Secondary Pressure Sensor
Transmission Temperature Sensor
TCC Lock Up Solenoid
Step Motor
Input or Output Speed Sensor
Transmission Range Sensor (TRS)
Line Pressure Solenoid
Secondary Pressure Solenoid
Set Condition:
Condition one:
Reported primary pressure is less than the lower limit of the primary pressure correlated with the reported
secondary pressure for more than 5.0 seconds.
Condition two:
Reported primary pressure is greater than the upper limit of the primary pressure correlated with the reported
secondary pressure for more than 5.0 seconds.
Possible Causes
Diagnostic Test
Theory of Operation
The Transmission Control Module (TCM) monitors the TCC ON/OFF Solenoid Control signal during normal opera-
tion. If the TCC ON/OFF Solenoid status does not match the TCM requested ON/OFF status a DTC will set.
When Monitored:
Ignition on with a system voltage between 9.0 and 16.0 volts.
Set Condition:
If the TCC ON/OFF Solenoid status does not match the TCM requested ON/OFF status for the period of 200
msec the DTC will set. It takes two consecutive problem identification trips to illuminate the MIL.
Possible Causes
(T60) TCC ON/OFF SOLENOID CONTROL CIRCUIT SHORT TO VOLTAGE
Diagnostic Test
3. CHECK THE (T60) TCC ON/OFF SOLENOID CONTROL CIRCUIT FOR A SHORT TO VOLTAGE
Turn the ignition off to the lock position.
Disconnect the TCM C1 harness connector.
Ignition on, engine not running.
Measure the voltage of the (T60) TCC ON/OFF Solenoid Control circuit.
Is the voltage above .05 volts?
Yes >> Repair the (T60) TCC ON/OFF Solenoid Control circuit for a
short to voltage.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Replace or repair (valve body) the CV Transmission per the
Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
4. CHECK THE (T60) TCC ON/OFF SOLENOID CONTROL CIRCUIT FOR AN OPEN
Turn the ignition off to the lock position.
Measure the resistance of the (T60) TCC ON/OFF Solenoid Control cir-
cuit between the TCM C1 harness connector and the Transmission
Solenoid/Pressure Switch Assembly harness connector.
Is the resistance above 5.0 ohms?
Yes >> Repair the (T60) TCC ON/OFF Solenoid Control circuit for
an open.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Go To 5
PM AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS 21 - 245
5. CHECK THE (T60) TCC ON/OFF SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T60) TCC ON/OFF
Solenoid Control circuit.
Is the resistance below 5.0 ohms?
Yes >> Repair the (T60) TCC ON/OFF Solenoid Control circuit for a
short to ground.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Using the schematics as a guide, check the Transmission
Control Module (TCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and
ground circuits. Check for any Service Bulletins for possible
causes that may apply. If no problems are found, replace
the TCM per the Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
Theory of Operation
The Transmission Control Module monitors and controls the gear ratio by the use of a Step motor that transfers
electrical power to mechanical movement. The rationality is a continuous test that monitors the Step motor move-
ment. If the Step motor ON/OFF status does not match the TCM requested ON/OFF status a DTC will set.
When Monitored:
Ignition on with a system voltage between 9.0 and 16.0 volts.
Set Condition:
If the Step motor ON/OFF status does not match the TCM requested ON/OFF status for the period of 200
msec the DTC will set. It takes two consecutive problem identification trips to illuminate the MIL.
Possible Causes
(T314) A, (T315) B, (T316) C, AND/OR (T317) D STEP MOTOR CONTROL CIRCUIT(S) SHORT TO VOLTAGE
(T314) A, (T315) B, (T316) C, AND/OR (T317) D STEP MOTOR CONTROL CIRCUIT(S) OPEN
(T314) A, (T315) B, (T316) C, AND/OR (T317) D STEP MOTOR CONTROL CIRCUIT(S) SHORT TO GROUND
STEP MOTOR
TRANSMISSION CONTROL MODULE
Always perform the CVT Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD PROCEDURE)
Diagnostic Test
2. CHECK THE (T314) A, (T315) B, (T316) C, AND (T317) D STEP MOTOR CONTROL CIRCUIT(S) FOR A
SHORT TO VOLTAGE
Turn the ignition off to the lock position.
Disconnect the TCM C1 and C2 harness connectors.
Disconnect the Transmission Solenoid/Pressure Switch Assembly har-
ness connector.
Ignition on, engine not running.
Measure separately the voltage of the (T314) A, (T315) B, (T316) C,
and (T317) D Step Motor Control circuits.
Is the voltage above .05 volts for any of the Step Motor Control
circuits?
Yes >> Repair the (T314) A, (T315) B, (T316) C, and/or (T317) D
Step Motor Control circuit(s) for a short to voltage.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Go To 3
3. CHECK THE (T314) A, (T315) B, (T316) C, AND (T317) D STEP MOTOR CONTROL CIRCUIT(S) FOR AN
OPEN
Turn the ignition off to the lock position.
Measure separately the resistance of the (T314) A, (T315) B, (T316) C,
and (T317) D Step Motor Control circuits between the TCM C1 harness
connector and the Transmission Solenoid/Pressure Switch harness con-
nector.
Is the resistance above 5.0 ohms for any of the Step Motor
Control circuits?
Yes >> Repair the (T314) A, (T315) B, (T316) C, and/or (T317) D
Step Motor Control circuit(s) for an open.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Go To 4
21 - 248 AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS PM
4. CHECK THE (T314) A, (T315) B, (T316) C, AND (T317) D STEP MOTOR CONTROL CIRCUIT(S) FOR A
SHORT TO GROUND
Measure separately the resistance between ground and the (T314) A,
(T315) B, (T316) C, and (T317) D Step Motor Control circuits.
Is the resistance below 5.0 ohms for any of the Step Motor
Control circuits?
Yes >> Repair the (T314) A, (T315) B, (T316) C, and/or (T317) D
Step Motor Control circuit(s) for a short to ground.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Go To 5
Theory of Operation
The Transmission Control Module monitors two signals from the TCC Solenoid during normal operation. One is the
feedback electric current of the TCC Solenoid and the other is the voltage between ground and the TCM termination
for the TCC Solenoid.
When Monitored:
Ignition on, engine running with the transmission in a valid forward gear.
Vehicle speed greater than 10 Km/h (6 mph).
Accelerator Pedal Position (APP) greater than 12.5%.
Engine rpm greater than 450 rpm with TCC lock-up enabled.
TCC Lock up command is ON (True).
No DTCs active from the following:
Step motor
Line Pressure Solenoid,
Secondary Solenoid
Input and Output Speed Sensor
Primary or Secondary Pressure Sensor
CAN Bus
Set Condition:
If the actual voltage is 70% of the target voltage for the period of 1.0 second. It takes two consecutive problem
identification trips for the DTC to mature and illuminate the MIL.
Possible Causes
Diagnostic Test
4. CHECK THE (T59) TCC SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND
Turn the ignition off to the lock position.
Disconnect the TCM C1 harness connector.
Measure the resistance between ground and the (T59) TCC Solenoid
Control circuit.
Is the resistance below 5.0 ohms?
Yes >> Repair the (T59) TCC Solenoid Control circuit for a short to
ground.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Using the schematics as a guide, check the Transmission
Control Module (TCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and
ground circuits. Check for any Service Bulletins for possible
causes that may apply. If no problems are found, replace
the TCM per the Service Information.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
21 - 252 AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS PM
Theory of Operation
The Transmission Control Module monitors two signals from the TCC Solenoid during normal operation. One is the
feedback electric current of the TCC Solenoid and the other is the voltage between ground and the TCM termination
for the TCC Solenoid.
When Monitored:
Ignition on, engine running with the transmission in a valid forward gear.
Vehicle speed greater than 10 Km/h (6 mph).
Accelerator Pedal Position (APP) greater than 12.5%.
Engine rpm greater than 450 rpm with TCC lock-up enabled.
TCC Lock up command is ON (True).
No DTCs active from the following:
Step motor, Line Pressure Solenoid, Secondary Solenoid, Input and Output Speed Sensor, Primary or Sec-
ondary Pressure Sensor, or CAN BUS.
Set Condition:
If the target current is greater than 0.75 amps and the monitored current is less than 0.4 amps for the period
of 5 seconds. It takes two consecutive problem identification trips for the DTC to mature and illuminate the
MIL.
Possible Causes
Diagnostic Test
3. CHECK THE (T59) TCC SOLENOID CONTROL CIRCUIT FOR A SHORT TO VOLTAGE
With the scan tool, stop the TCC Solenoid actuator.
Turn the ignition off to the lock position.
Disconnect the TCM C1 harness connector.
Ignition on, engine not running.
Measure the voltage of the (T59) TCC Solenoid Control circuit.
Is the voltage above 0.5 volts?
Yes >> Repair the (T59) TCC Solenoid Control circuit for a short to
voltage.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Go To 4
U0001-CAN C BUS
For a complete wiring diagram Refer to Section 8W.
Theory of Operation
The Controller Area Network (CAN) is a high speed serial communication line for multiplex communication between
multiple controllers that reside on the network. The Transmission Control Module monitors the transmit and receive
message from the CAN BUS.
PM AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS 21 - 257
When Monitored:
Ignition on in the run position with a system voltage between 9.0 and 16.0 volts.
Set Condition:
If the Transmit or receive error counter is equal to or greater than 256.
For CAN Bus diagnostic procedures refer to (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES
- DIAGNOSIS AND TESTING)
Theory of Operation
The Controller Area Network (CAN) is a high speed serial communication line for multiplex communication between
multiple controllers that reside on the network. The Transmission Control Module monitors the transmit and receive
message from the CAN BUS.
When Monitored:
Ignition on in the run position with a system voltage between 9.0 and 16.0 volts.
IOD fuse is installed or vehicle odometer is over 80 kilometers (50 miles).
No CAN C Bus DTCs present.
Set Condition:
A loss of CAN Bus communication between the TCM and ECM/PCM for the period of 2.0 seconds.
For CAN Bus diagnostic procedures refer to (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES
- DIAGNOSIS AND TESTING)
Theory of Operation
The Controller Area Network (CAN) is a high speed serial communication line for multiplex communication between
multiple controllers that reside on the network. The Transmission Control Module monitors the transmit and receive
message from the CAN BUS.
When Monitored:
Ignition on in the run position with a system voltage between 9.0 and 16.0 volts.
IOD fuse is installed or vehicle odometer is over 80 kilometers (50 miles).
No CAN C Bus DTCs present.
Vehicle configuration is completed.
Set Condition:
A loss of CAN Bus communication between the TCM and ABS for the period of 2.0 seconds.
For CAN Bus diagnostic procedures refer to (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES
- DIAGNOSIS AND TESTING)
Theory of Operation
The Controller Area Network (CAN) is a high speed serial communication line for multiplex communication between
multiple controllers that reside on the network. The Transmission Control Module monitors the transmit and receive
message from the CAN BUS.
21 - 258 AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS PM
When Monitored:
Ignition on in the run position with a system voltage between 9.0 and 16.0 volts.
IOD fuse is installed or vehicle odometer is over 80 kilometers (50 miles).
No CAN C Bus DTCs present.
Set Condition:
A loss of CAN Bus communication between the TCM and FCM/TIPM for the period of 2.0 seconds.
For CAN Bus diagnostic procedures refer to (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES
- DIAGNOSIS AND TESTING)
PM AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS 21 - 259
Theory of Operation
The first time the vehicle is started, the Transmission Control Module (TCM) receives hydraulic calibration data from
an external EEPROM (located in the transmission) and stores this information in the EEPROM of the TCM. If the
TCM can not read the external EEPROM in the transmission this DTC will set. It takes two consecutive failures to
turn on the MIL.
When Monitored:
Ignition on in the run position with a system voltage between 9.0 and 16.0 volts.
Shift lever in Park or Reverse position.
Set Condition:
Communication between the TCM and the EEPROM in the transmission is not active for the period of 5 sec-
onds.
Possible Causes
(T327) DATA IN/OUT SELECT CIRCUIT SHORT TO VOLTAGE
Diagnostic Test
2. CHECK THE (T327) DATA IN/OUT SELECT CIRCUIT FOR A SHORT TO VOLTAGE
Turn the ignition off to the lock position.
Disconnect the TCM C1 harness connector.
Disconnect the Transmission Solenoid/Pressure Switch Assembly har-
ness connector.
Ignition on, engine not running.
Measure the voltage of the (T327) Data IN/OUT Select circuit.
Is the voltage above .02 volts?
Yes >> Repair the (T327) Data IN/OUT Select circuit for a short to
voltage.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Go To 3
3. CHECK THE (T327) DATA IN/OUT SELECT CIRCUIT FOR A SHORT TO VOLTAGE
Measure the voltage of the (T327) Data IN/OUT Select circuit.
Is the voltage above 0.1 volts?
Yes >> Repair the (T327) Data IN/OUT Select circuit for a short to voltage.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT -
STANDARD PROCEDURE)
No >> Go To 4
7. CHECK THE (T327) DATA IN/OUT SELECT CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T327) Data IN/OUT
Select circuit.
Is the resistance below 5.0 ohms?
Yes >> Repair the (T327) Data IN/OUT Select circuit for a short to
ground.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD
PROCEDURE)
No >> Go To 8
Theory of Operation
The Transmission Control Module (TCM) receives two throttle position related signals over the CAN Bus. One is the
throttle pedal position and the other is a throttle pedal position toggle bit. When the Toggle signal pattern is out of
range from a predefined signal pattern a DTC will set.
When Monitored:
Ignition on with no Lost Communication with ECM/PCM DTCs present.
Set Condition:
When the throttle pedal position toggle signal pattern is out of range from a predefined signal pattern for the
period of 1 second.
Possible Causes
Diagnostic Test
Theory of Operation
The Transmission Control Module (TCM) receives Engine rpm over the CAN Bus.
When Monitored:
Ignition on with a system voltage between 9.0 and 16.0 volts.
Time since last TRS change greater than 2.0 seconds.
Condition one:
TCC ON/OFF in the ON position.
No Active DTCs from the following:
Lost Communication with ECM/PCM
Step Motor
No CAN Bus DTCs present.
Transmission Range Sensor
TCC ON/OFF Solenoid
Input or Output Speed Sensor
Condition two:
No Active DTCs from the following:
Lost Communication with ECM/PCM
No CAN Bus DTCs present.
Step Motor
Condition one:
All the below conditions must be present for the period of 5 seconds for the DTC to set:
Engine speed minus Input speed is greater than 1000 rpm for the period of 5 seconds.
Engine speed minus Secondary speed estimated ratio is greater than 1000 rpm for the period of 5 seconds.
Secondary speed multiplied by the estimated ratio minus the primary speed is less than 1000 rpm.
Condition two:
Engine speed is less than 450 rpm and the Input speed is greater than or equal to 1000 rpm for the period of
20 msec.
Possible Causes
Diagnostic Test
Possible Causes
FCM/TIPM CAN BUS DTCS PRESENT
ENGINE DTCS PRESENT
POWERTRAIN CONTROL MODULE
TRANSMISSION CONTROL MODULE
Always perform the CVT Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD PROCEDURE)
Diagnostic Test
Theory of Operation
During the initial ignition on, the Transmission Control Module (TCM) receives the calibrated data from the Engine/
Powertrain Control Module (ECM/PCM) over the CAN Bus and stores this information in the EEPROM of the TCM.
During normal operation the TCM compares the stored data in the EEPROM to the transmitted data from the ECM/
PCM. If the calibration data does not match the DTC will set and the MIL will illuminate after two consecutive fail-
ures.
When Monitored:
Ignition on, engine running with a system voltage between 9.0 and 16.0 volts.
ECM/PCM variant data received more than twice in a row over the CAN Bus.
Set Condition:
ECM/PCM has wrong variant data installed.
ECM/PCM sending wrong or improper CAN message for more than 5.0 seconds.
Possible Causes
Diagnostic Test
Theory of Operation
The Transmission Control Module receives vehicle information over the CAN Bus from the FCM/TIPM and stores
this information in the EEPROM of the controller. This information is compared information received over the CAN
Bus. If the information does not match, the DTC will set.
When Monitored:
Ignition on with system voltage between 9.0 and 16.0 volts.
FCM/TIPM variant data received more than twice in a row over the CAN Bus.
Set Condition:
One or more FCM/TIPM variant data received over the CAN Bus is not in a valid range for the period of 5.0
seconds.
Possible Causes
Diagnostic Test
View repair
Repair
This DTC is an indication of either the FCM/TIPM was replaced with the wrong configuration (improper
tire size), or the TCM was replaced with the wrong configuration. If either controller was replaced, con-
firm the part numbers to the Vehicle Identification Number (VIN) and program or replace as necessary.
With the scan tool perform a TCM relearn procedure.
Perform CVT VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT -
STANDARD PROCEDURE)
21 - 274 AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS PM
Theory of Operation
The Transmission Control Module request from the ECM/PCM to change the torque of the engine to avoid possible
damage to the transmission.
When Monitored:
Ignition on with system voltage between 9.0 and 16 volts.
No PCM/ECM CAN Bus DTCs present.
Set Condition:
When the TCM receives an implausible engine torque signal from the PCM over the CAN Bus for a period of
1.0 second.
Possible Causes
FCM/TIPM CAN BUS DTCS PRESENT
ENGINE MODULE DTCS PRESENT
POWERTRAIN CONTROL MODULE
TRANSMISSION CONTROL MODULE
Always perform the CVT Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD PROCEDURE)
Diagnostic Test
Possible Causes
FCM/TIPM CAN BUS DTCS PRESENT
ENGINE MODULE DTCS PRESENT
POWERTRAIN CONTROL MODULE
TRANSMISSION CONTROL MODULE
Always perform the CVT Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD PROCEDURE)
Diagnostic Test
Possible Causes
FCM/TIPM CAN BUS DTCS PRESENT
ENGINE MODULE DTCS PRESENT
POWERTRAIN CONTROL MODULE
TRANSMISSION CONTROL MODULE
Always perform the CVT Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD PROCEDURE)
Diagnostic Test
Possible Causes
FCM/TIPM CAN BUS DTCS PRESENT
ENGINE MODULE DTCS PRESENT
POWERTRAIN CONTROL MODULE
TRANSMISSION CONTROL MODULE
Always perform the CVT Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD PROCEDURE)
Diagnostic Test
Possible Causes
FCM/TIPM CAN BUS DTCS PRESENT
ENGINE MODULE DTCS PRESENT
POWERTRAIN CONTROL MODULE
TRANSMISSION CONTROL MODULE
Always perform the CVT Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT - STANDARD PROCEDURE)
Diagnostic Test
STANDARD PROCEDURE
CVT - PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE
For a complete wiring diagram Refer to Section 8W.
Perform the following pre-diagnostic troubleshooting procedures prior to performing any diagnostic test.
Always perform diagnostics with a fully charged battery to avoid false symptoms. The Transmission Control Module
(TCM) requires a system voltage between 9 and 16 volts.
1. Many transmission symptoms can be caused by a low fluid level. If the fluid level is low, locate and repair any
leaks and fill the transmission to the proper fluid level. Refer to the Service Information for the proper repair and
fluid fill procedures.
CAUTION: The CVT Transmission uses a specific green transmission fluid that is substantially different
from standard ATF used in other automatic transmissions. Failure to use the proper fluid will result in
excessive transmission damage or total failure. Refer to the Service Information for the proper fluid type.
2. With the scan tool, read Engine DTCs. If Engine DTCs are present, refer to the Engine (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING) and perform to the appropriate diagnostic procedure(s) before proceeding.
3. With the scan tool, read Transmission (TCM) DTCs. Record all Stored, Active, and Pending DTC information.
Diagnose any Pending DTC as a matured DTC.
4. Use the wiring diagram as a guide, inspect the wiring and connectors related to this circuit and repair as nec-
essary.
5. Refer to the When Monitored and Set Conditions for this DTC. DTCs can set at ignition on, at start up, driving
under specific conditions, and after controller diagnostic monitors have run or otherwise know as a Good Trip.
6. Check for any Service Information Tune-ups or Service Bulletins for any possible causes that may apply. Check
for controller software update information. Some conditions can be corrected by upgrading the Engine (PCM) or
Transmission (TCM) controller software.
1.
Did any of the above procedures repair the vehicle?
Yes >> Testing is complete.
Perform CVT TRANSMISSION VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AU-
TOMATIC - CVT - STANDARD PROCEDURE)
No >> Refer to the identified category and perform the appropriate symptom(s). (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - CVT - DIAGNOSIS AND TESTING)
PM AUTOMATIC - CVT-ELECTRICAL DIAGNOSTICS 21 - 285
1.
Did any Diagnostic Trouble Codes set during the road test?
Yes >> Repair is not complete. Refer to the Transmission category and perform the appropriate symptom(s).
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT - DIAGNOSIS AND TESTING)
No >> Repair is complete.
21 - 286 AUTOMATIC - CVT-SERVICE INFORMATION PM
TABLE OF CONTENTS
page page
OPERATION
PARK POWERFLOW
Fig. 1 PARK
When the forward clutch and the reverse brake are released, the driving force from the engine runs idly and power
is not transmitted to the primary pulley.
When the parking gear is fixed, the torque load from the tires is not transmitted up to the primary pulley.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 289
REVERSE POWERFLOW
Fig. 2 REVERSE
When the reverse brake is engaged, the planetary carrier is fixed and the driving force from the engine rotates the
sun gear reversely.
Therefore, the primary pulley is rotated reversely and the driving force is outputted in the reverse rotating direction.
21 - 290 AUTOMATIC - CVT-SERVICE INFORMATION PM
NEUTRAL POWERFLOW
Fig. 3 NEUTRAL
When the forward clutch and the reverse brake are released, the driving force from the engine runs idly and is not
transmitted to the primary pulley.
When the forward clutch and the reverse brake are released, the planetary carrier runs idly and the torque from the
tires are not transmitted.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 291
DRIVE POWERFLOW
Fig. 4 DRIVE
When the forward clutch is engaged, the driving force from the engine rotates the sun gear normally through the
forward clutch.
Therefore, the primary pulley is rotated normally and the driving force is outputted in the normally rotated direction.
21 - 292 AUTOMATIC - CVT-SERVICE INFORMATION PM
When the line pressure circuit is closed by the ratio control valve, the line pressure is not applied to the primary
pulley.
When the secondary valve moves downwards, line pressure is applied to the secondary pulley.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 293
The pulley ratio linkage moves to the left direction of the stepper motor. The line pressure circuit opens due to the
movement of the ratio control valve which links to the pulley linkage, and line pressure is applied to the primary
pulley.
The secondary valve moves to open and fluid in the secondary pulley is drained.
21 - 294 AUTOMATIC - CVT-SERVICE INFORMATION PM
By applying line pressure to the primary pulley, the sliding element moves to the right direction and the steel belt is
pushed outside.
By actuating the moving-pulley of the primary pulley to the right direction, the ratio control valve starts to move to
the right direction through the pulley ratio linkage which is driven by the sliding element.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 295
By pulling the steel belt to the primary pulley side, the moving-pulley of the secondary pulley moves to the right side
also.
Additionally, the sliding element of the primary pulley moves to the right direction and the ratio control valve also
moves to the right side and closes the line pressure circuit; this is a completion of the shift.
The secondary valve moves downwards to apply the line pressure to the secondary pulley in order to apply clamp-
ing force to the steel belt.
21 - 296 AUTOMATIC - CVT-SERVICE INFORMATION PM
The pulley ratio linkage moves to the right direction in the stepper motor. As the ratio control valve which links to the
pulley ratio linkage, moves fluid and the primary pulley is drained.
Because the secondary valve is moving downwards, line pressure is applied to the secondary pulley.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 297
By applying line pressure to the secondary pulley, the sliding element moves to the left direction and the steel belt
is pushed outside.
By pulling the steel belt to the secondary pulley side, the moving-pulley of the primary pulley moves to the left side.
By actuating the Sliding element of the primary pulley moves to the left side, the ratio control valve starts to move
to the left side through the pulley ratio linkage which is linked to the sliding element.
21 - 298 AUTOMATIC - CVT-SERVICE INFORMATION PM
Additionally, the moving-pulley of the secondary pulley moves to the left direction and the steel belt is pushed out-
side. In accordance with this, the sliding element of the primary pulley moves to the left side.
The moving-pulley of the primary pulley moves to the right direction, then the ratio control valve also moves to the
left direction and closes the drain circuit; this is a completion of the shift.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 299
REMOVAL
1. Disconnect battery cables (2).
2. Remove air cleaner assembly (1).
3. Remove battery.
DISASSEMBLY
1. Refer to the exploded views as necessary when performing the following steps.
2. Drain the CVT fluid from the transaxle assembly.
3. Remove the power transfer unit assembly and
o-ring (4WD only).
4. Remove the torque converter (1) from the trans-
axle.
21 - 314 AUTOMATIC - CVT-SERVICE INFORMATION PM
7. Remove the nut (1) holding the shift lever (2) to the
manual shaft.
8. Remove the shift lever from the manual shaft.
11. Remove the snap ring (1) from the terminal body
(2) and press the terminal body into the transaxle
case.
21. Remove and discard the O-ring (1) from the input
shaft.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 321
23. Remove the nuts holding the baffle plate (1) to the
transaxle.
24. Remove the baffle plate.
21 - 322 AUTOMATIC - CVT-SERVICE INFORMATION PM
25. Expand the snap ring (1), and remove the driven
sprocket (3), the oil pump chain (2), and the drive
sprocket.
26. Remove the thrust washer (1) from the oil pump
cover.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 323
27. Remove the snap ring (1) from the oil pump.
30. Remove the bolts holding the bracket (1) to the oil
pump cover and the transaxle.
31. Remove the bracket (1).
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 325
36. Remove and discard the seal rings (1) from the
reaction shaft support.
37. Remove the bolts holding the oil pan (1) to the
transaxle case.
38. Remove the oil pan from the transaxle case.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 327
39. Remove the oil pan gasket (1) from the transaxle
case.
40. Remove the bolts holding the oil strainer (1) to the
valve body.
41. Remove the oil strainer.
42. Remove and discard the oil strainer o-ring.
21 - 328 AUTOMATIC - CVT-SERVICE INFORMATION PM
43. Remove the bolt (2) holding the oil pump to the
transaxle case from the rear of the transaxle.
44. Remove the bolts (1) holding the oil pump to the
transaxle case from inside the transaxle.
45. Remove the oil pump from the transaxle case.
46. Remove and discard the o-ring (1) from the oil
pump mounting bolt. (Only on bolt installed from
the outside of the transaxle case)
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 329
47. Remove and discard the lip seal (1) from the
transaxle case.
53. Remove the needle bearing (1) from the sun gear.
21 - 332 AUTOMATIC - CVT-SERVICE INFORMATION PM
62. Remove and set aside the bushing (1) from the
valve body.
65. Remove and discard the lip seal (1) from the
transaxle case.
21 - 336 AUTOMATIC - CVT-SERVICE INFORMATION PM
81. Remove the pin (1) from the sheave height sen-
sor (3).
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 343
83. Remove the drive belt (1) from both secondary (3)
and primary sheaves (2).
84. Remove the secondary sheave.
21 - 344 AUTOMATIC - CVT-SERVICE INFORMATION PM
ASSEMBLY
1. Refer to the exploded views as necessary when performing the following steps.
2. Install the primary sheave (2) with the sheave
height sensor, (3) spring and pin (1) into the belt
side case.
21 - 348 AUTOMATIC - CVT-SERVICE INFORMATION PM
12. Apply Loctite 509 sealer onto the belt side of the
transaxle case.
13. Install the belt side assembly to the transaxle
case.
14. Install the case bolts (1) to hold the drive belt
assembly (2) to the transaxle. Torque to 45 Nm
(33 ft.lbs.).
15. Rotate and install the reverse brake piston (1) into
the transaxle case.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 351
19. Install the dish plate (1) with the convex side
down onto the reverse brake piston.
20. Install driven plate (2) and then a drive plate (6)
until all the driven and drive plates are installed.
21. Install the retaining plate (3) into the reverse
brake assembly.
22. Install the reverse brake snap ring (4) into the
transaxle case.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 353
26. Install the needle bearing (1) onto the primary pul-
ley side of the sun gear.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 355
27. Install the sun gear (1) onto the planetary carrier.
31. Measure the distance (1) from the oil pump cover
installation surface of the transaxle case to the
needle bearing installation surface of the forward
clutch drum. Call this measurement one.
1 - PRELOAD SHIM
2 - DIFFERENTIAL ASSEMBLY
3 - TRANSAXLE CASE
4 - CONVERTER HOUSING
21 - 360 AUTOMATIC - CVT-SERVICE INFORMATION PM
41. Install the outer race for the differential side bear-
ing and measure the distance (differential mea-
surement three) (1-2) from the differential case to
the outer race of the differential side bearing.
42. The thickness of the required select shim is cal-
culated as follows: differential measurement one,
minus differential measurement two, plus differen-
tial measurement three, plus 0.17 mm (0.007 in).
43. Install the chosen select shim (1) into the trans-
axle case.
21 - 362 AUTOMATIC - CVT-SERVICE INFORMATION PM
1 - REDUCTION GEAR
2 - TRANSAXLE CASE
3 - PRELOAD SHIM
4 - BEARING OUTER RACE
51. Install the chosen select shim (1) into the trans-
axle case.
53. Install the new lip seal (1) on the transaxle case.
54. Install the new o-ring (1) onto the oil pump mount-
ing bolts. (Only for bolts installed from the outside
of the transaxle case).
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 367
56. Install the new lip seal (1) into the transaxle case.
59. To install the valve body assembly on to the transaxle case, insert a 75 mm (3 in.) long 3 mm (0.118 in.) rod
or wire into the linkage stopper hole of the valve body assembly to set the pulley ratio linkage (1) in position.
62. Align the notch (1) of the pulley ratio linkage with
the sheave position sensor (2).
65. Install the manual lever (1) onto the manual shaft.
Install and Torque the mounting nut to 22 Nm 194
in.lb.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 371
66. Install the bracket (1) onto the valve body assem-
bly. Install and Torque the mounting bolts to 8 Nm
(70 in.lbs.).
67. Install the new o-ring (1) onto the new oil strainer.
21 - 372 AUTOMATIC - CVT-SERVICE INFORMATION PM
68. Install the new oil strainer (1) onto the valve body
assembly. Install and Torque the mounting bolts to
8 Nm (70 in.lbs.).
69. Install the oil pan gasket (1) onto the transaxle
case.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 373
70. Install the oil pan on the transaxle case (1). Install
and Torque the mounting bolts to 8 Nm (70
in.lbs.).
71. Install the snap ring (1) onto the terminal body.
21 - 374 AUTOMATIC - CVT-SERVICE INFORMATION PM
72. Install the new seal rings (1) onto the reaction
shaft support.
75. Install the baffle plate (1). Install and Torque the
mounting bolts to 6 Nm (52 in.lbs.).
21 - 376 AUTOMATIC - CVT-SERVICE INFORMATION PM
77. Install the snap ring (1) into the oil pump.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 377
78. Install the thrust washer (1) onto the oil pump
cover.
85. Install the chosen select shim (1) onto the drive
sprocket.
21 - 380 AUTOMATIC - CVT-SERVICE INFORMATION PM
86. Install the baffle plate (1) over the oil pump driven
sprocket. Install and torque the mounting nut to 6
Nm (52 in.lbs.).
87. Install the new o-ring (1) onto the input shaft.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 381
90. Install the converter housing oil seal (1) into the
converter housing with Installer 9858.
97. Install the shift lever (1) onto the manual shaft.
Install and Torque the mounting nut to 17 Nm
(150 in.lbs.).
98. Install the o-ring (1) onto the input speed sensor.
21 - 386 AUTOMATIC - CVT-SERVICE INFORMATION PM
99. Install the input speed sensor (1) into the trans-
axle case. Install and Torque the mounting bolt to
6 Nm (52 in.lbs.).
100. Install the new o-ring (1) onto the output speed
sensor.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 387
101. Install the output speed sensor (1) into the con-
verter housing. Install and Torque the mounting
bolt to 6 Nm (52 in.lbs.).
102. Install the CVT fluid filter (1) into the transaxle
case.
21 - 388 AUTOMATIC - CVT-SERVICE INFORMATION PM
103. Install the new o-ring (1) onto the CVT fluid filter.
104. Install the CVT fluid cooler (1) onto the transaxle
case. Install and Torque the mounting bolts to 4
Nm (37 in.lbs.).
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 389
INSTALLATION
NOTE: Verify that both dowel pins are present in
the engine before installing the transmission.
24. Install the shiftier cable (1) and bracket (2) torque
to 11 Nm (105 in. lbs.).
25. Install the vacuum supply lines.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 397
SPECIFICATIONS -
CLEARANCES
DESCRIPTION SPECIFICATION
Forward clutch 1.2-1.5 mm (0.047-0.059 in.)
Forward Clutch, Total end play 0.25 - 0.55 mm (0.010 - 0.022 in)
Required differential preload 0.17 mm (0.007 in)
Required preload , Reduction gear 0.13-0.19 mm (0.005-0.0075 in)
Reduction Assembly required select shim Reduction assembly measurement , minus reduction
assembly measurement, plus reduction assembly
measurement , plus 0.16 mm (0.006 in)
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 399
DESCRIPTION SPECIFICATION
Required clearance, Oil pump drive sprocket 0.10-0.23 mm (0.004-0.009 in.) The select shim is
equal to the oil pump drive sprocket measurement one
plus the oil pump drive sprocket measurement two
minus 0.16 mm (0.0065 in.).
Torque converter installed depth at least 13 mm
TORQUE SPECIFICATIONS
SPECIAL TOOLS
INSTALLER 9852
INSTALLER 9714
INSTALLER 9858
INSTALLER 9715
PULLER 7794-A
PULLER C-637
PULLER, 9664
INSERT 8513A
CLUTCH-FORWARD
DISASSEMBLY
NOTE: Refer to the exploded views as necessary when performing the following steps.
21 - 404 AUTOMATIC - CVT-SERVICE INFORMATION PM
INSPECTION
1. Check driven plate, drive plate, retaining plate and forward clutch drum for damage, distortion or burnt surfaces.
2. Check snap ring and dish plate for damage, distortion or permanent fatigue.
3. Check input shaft and internal gear for damage and distortion.
21 - 410 AUTOMATIC - CVT-SERVICE INFORMATION PM
ASSEMBLY
1. Refer to the exploded views as necessary when performing the following steps.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 411
9. Install the dish plate (5), the driven plate (3), the
drive plate (4), the retaining plate (2) and one piece
of the snap ring (1), in the forward clutch piston (6).
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 415
12. Install one piece of the snap ring (1) into the for-
ward clutch drum.
13. Install the internal gear (1) into the forward clutch
drum.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 417
FLUID
DIAGNOSIS AND TESTING
EFFECTS OF INCORRECT FLUID LEVEL
A low fluid level allows the pump to take in air along with the fluid. Air in the fluid will cause fluid pressures to be
low and develop slower than normal. If the transmission is overfilled, the gears churn the fluid into foam. This aer-
ates the fluid and causing the same conditions occurring with a low level. In either case, air bubbles cause fluid
overheating, oxidation, and varnish buildup which interferes with valve and clutch operation. Foaming also causes
fluid expansion which can result in fluid overflow from the transmission vent or fill tube. Fluid overflow can easily be
mistaken for a leak if inspection is not careful.
FLUID CONTAMINATION
Transmission fluid contamination is generally a result of:
adding incorrect fluid
failure to clean dipstick and fill tube when checking level
engine coolant entering the fluid
internal failure that generates debris
overheat that generates sludge (fluid breakdown)
failure to replace contaminated converter after repair
The use of non-recommended fluids can result in transmission failure. The usual results are erratic shifts, slippage,
abnormal wear and eventual failure due to fluid breakdown and sludge formation. Avoid this condition by using rec-
ommended fluids only.
The dipstick cap and fill tube should be wiped clean before checking fluid level. Dirt, grease and other foreign mate-
rial on the cap and tube could fall into the tube if not removed beforehand. Take the time to wipe the cap and tube
clean before withdrawing the dipstick.
Engine coolant in the transmission fluid is generally caused by a cooler malfunction. The only remedy is to replace
the radiator as the cooler in the radiator is not a serviceable part. If coolant has circulated through the transmission,
an overhaul is necessary.
The torque converter should be replaced whenever a failure generates sludge and debris. This is necessary
because normal converter flushing procedures will not remove all contaminants.
STANDARD PROCEDURE
CHECK OIL LEVEL
1. Verify that the vehicle is parked on a level surface.
2. Remove the dipstick tube cap.
WARNING: There is a risk of accident from vehicle starting off by itself when engine running. There is a risk
of injury from contusions and burns if you insert your hands into the engine when it is started or when it
is running. Secure vehicle to prevent it from moving off by itself. Wear properly fastened and close-fitting
work clothes. Do not touch hot or rotating parts.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 419
3. Actuate the service brake. Start engine and let it run at idle speed in selector lever position 9P9.
4. Shift through the transmission modes several times with the vehicle stationary and the engine idling
5. Warm up the transmission, wait at least 2 minutes and check the oil level with the engine running. Push the Oil
Dipstick 9336 into transmission fill tube until the dipstick tip contacts the oil pan and pull out again, read off oil
level, repeat if necessary.
NOTE: The dipstick will protrude from the fill tube when installed.
TRANSMISSION FILL
To avoid overfilling transmission after a fluid change or overhaul, perform the following procedure:
1. Verify that the vehicle is parked on a level surface.
2. Remove the dipstick tube cap.
3. Add following initial quantity of MOPART CVT+4, Automatic Transmission Fluid, to the transmission:
a. If only fluid and filter were changed, add 7.0 L (14.8 pts.) of transmission fluid to transmission.
b. If the transmission was completely overhauled or the torque converter was replaced or drained, add 8.1 L
(17.1 pts.) of transmission fluid to transmission.
4. Check the transmission fluid (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT/FLUID - STAN-
DARD PROCEDURE) and adjust as required.
21 - 420 AUTOMATIC - CVT-SERVICE INFORMATION PM
7. Install the new o-ring (1) onto the new oil strainer.
21 - 422 AUTOMATIC - CVT-SERVICE INFORMATION PM
8. Install the new oil strainer (1) onto the control valve
assembly. Install and tighten the mounting bolts to
8 Nm (70 in.lbs.).
10. Install the oil pan on the transaxle case (1). Install
and tighten the mounting bolts to 8 Nm (70
in.lbs.).
NOTE: Only transmission fluid of the type labeled MoparT CVTF+4 (Automatic Transmission Fluid) should
be used in this transaxle.
11. Check the oil level (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT/FLUID - STANDARD PRO-
CEDURE)
21 - 424 AUTOMATIC - CVT-SERVICE INFORMATION PM
BODY-VALVE
OPERATION
Outline of the Functions of the Main Components
Component Function
Torque converter regulator valve Optimizes the supply pressure for the torque converter
depending on driving conditions.
Clutch regulator valve Adjusts the clutch operating pressure depending on
operating conditions.
Pressure regulator valve Optimizes the discharge pressure (line pressure) from
the oil pump depending on driving conditions.
Shift control valve Controls flow-in/out of line pressure to/from the primary
pulley depending on the stroke difference between the
stepping motor and the primary pulley.
Lock-up/Select switch solenoid valve Switches use of the lock-up solenoid control pressure
between applying/releasing lock-up and engaging/
releasing the forward/reverse clutch (the forward clutch
and the reverse brake).
Select switch valve Switches use of the lock-up solenoid control pressure
between applying/releasing lock-up and engaging/
releasing the forward/reverse clutch (the forward clutch
and the reverse brake).
Line pressure solenoid valve Controls the line pressure control valve.
Lock-up solenoid valve Controls the lock-up control valve.
Lock-up/Select switch solenoid valve Controls the select switching valve.
Stepping motor Controls the pulley ratio.
Secondary valve Reduces the line pressure and adjusts the secondary
pressure.
Select control valve Engages when making a selection. Adjusts the forward
clutch pressure and the reverse brake pressure.
Lock-up control valve Adjusts engaging/releasing pressure for the torque
converter.
Secondary pressure solenoid valve Controls flow-in/out of line pressure to/from the
secondary pulley depending on driving conditions.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 425
REMOVAL
1. Remove the bolts holding the oil pan (1) to the
transaxle case.
2. Remove the oil pan from the transaxle case.
DISASSEMBLY
1. Remove and discard the bushing (1) from the valve
body.
2. Remove and discard the lip seal (1) from the trans-
axle case.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 429
ASSEMBLY
CAUTION: Do not re-use the lip seal. Apply CVT
fluid when installing the lip seal.
1. Install the new lip seal (1) into the transaxle case.
21 - 432 AUTOMATIC - CVT-SERVICE INFORMATION PM
INSTALLATION
1. To install the control valve body assembly on to the
transaxle case, insert a 75 mm (3 in.) long 3 mm
(0.118 in.) rod or wire into the linkage stopper hole
of the control valve assembly to set the pulley ratio
linkage (1) in position.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 435
9. Install the new o-ring (1) onto the new oil strainer.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 439
10. Install the new oil strainer (1) onto the control
valve assembly. Install and torque the mounting
bolts to 8 Nm (70 in. lbs.).
11. Install the oil pan gasket (1) onto the transaxle
case.
21 - 440 AUTOMATIC - CVT-SERVICE INFORMATION PM
12. Install the oil pan on the transaxle case (1). Install
and torque the mounting bolts to 8 Nm (70 in.
lbs.).
13. Install the snap ring (1) onto the terminal body.
14. Fill transmission with the required fluid. (Refer to
21 - TRANSMISSION/TRANSAXLE/AUTOMATIC
- CVT/FLUID - STANDARD PROCEDURE)
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 441
DRIVE-FINAL
DISASSEMBLY
1. Remove the roll pin using a pin punch (1).
7. Remove the side gears (2) and shims (3) from the
carrier.
21 - 444 AUTOMATIC - CVT-SERVICE INFORMATION PM
11. Press the shaft of the small gear (1) using Button
8923 (2), a Press and Blocks to remove from
large gear (4).
21 - 446 AUTOMATIC - CVT-SERVICE INFORMATION PM
ASSEMBLY
WARNING: Use welding gloves when handling
heated components. Failure to follow these
instructions will result in personal injury.
7. Install the side gears (2) and shims (3) onto the
carrier.
8. Place the pinion gears (3) onto the side gears with
the correct shims (1).
9. Roll into place.
21 - 450 AUTOMATIC - CVT-SERVICE INFORMATION PM
MECHANISM-SHIFT
REMOVAL
1. Remove the shifter bezel (1).
INSTALLATION
1. Plug the electrical connector in at the shifter.
CABLE-GEAR SHIFT
REMOVAL
1. Remove the air box (1).
2. Disconnect the Negative battery cable (2).
INSTALLATION
1. Install the shifter cable (1,2) through the bulkhead
and into the passenger compartment.
6. Clip the cable (2) into the bracket (1) install the
nut (4) over the shifter cable at the transmission
shift lever.
SEAL-TORQUE CONVERTER
REMOVAL
1. Remove transmission (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - CVT - REMOVAL).
2. Remove torque converter.
3. Remove torque converter seal using Slide Hammer
C-3752 and oil Seal Remover 9667.
INSTALLATION
1. Install torque converter seal using oil seal Installer
9858.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 465
INSTALLATION
1. Install the left side differential oil seal using Installer
9871 (2) and Handle C-4171 (3).
2. Install halfshaft (Refer to 3 - DIFFERENTIAL &
DRIVELINE/HALF SHAFT - INSTALLATION).
3. Road test vehicle and inspect for leaks.
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 467
INSTALLATION
1. Install the seal using Installer 9877(2) and Handle
C-4171 (3).
2. If all wheel drive install the PTU (Refer to 21 -
TRANSMISSION/TRANSAXLE/POWER TRANS-
FER UNIT - INSTALLATION).
3. Install Halfshaft (Refer to 3 - DIFFERENTIAL &
DRIVELINE/HALF SHAFT - INSTALLATION).
4. Road test vehicle and inspect for leaks.
21 - 468 AUTOMATIC - CVT-SERVICE INFORMATION PM
3. Remove battery.
4. Remove battery tray (1).
PM AUTOMATIC - CVT-SERVICE INFORMATION 21 - 469
INSTALLATION
1. Install TRS into position (1).