2001 CHRYSLER VOYAGER battery

POWERTRAIN VERIFICATION TEST VER-1 APPLICABILITY
1. NOTE: If the PCM has been replaced and the correct VIN and mileage have not
been programmed, a DTC will be set in the ABS Module, Airbag Module and the
SKIM.
2. NOTE: If the vehicle is equipped with a Sentry Key Immobilizer System, Secret
Key data must be updated. Refer to the Service Information for the PCM, SKIM and
the Transponder (ignition key) for programming information.
3. Inspect the vehicle to ensure that all components related to the repair are connected
properly.
4. Inspect the engine oil for fuel contamination. Replace the oil and filter as necessary.
5. Attempt to start the engine.
6. If the No Start condition is still present, refer to the symptom list and perform the diagnostic
testing as necessary. refer to and Technical Service Bulletins that may apply.
7. Run the engine for one warm-up cycle to verify operation.
8. With the DRBIIIt, confirm that no DTCs or Secondary Indicators are present and that all
components are functioning properly.
9. If a DTC is present, refer to the appropriate category and select the corresponding symptom.
Are any DTCs present?All
Ye s®Repair is not complete, refer to appropriate symptom.
No®Repair is complete.
SKIS VERIFICATION APPLICABILITY
1. Reconnect all previously disconnected components and connectors.
2. Obtain the vehicle's unique Personal Identification Number (PIN) assigned to it's original
SKIM. This number can be obtained from the vehicle's invoice or Chrysler's Customer Center
(1-800-992-1997).
3. NOTE: When entering the PIN, care should be taken because the SKIM will only
allow 3 consecutive attempts to enter the correct PIN. If 3 consecutive incorrect
PIN's are entered the SKIM will Lock Out the DRB III for 1 hour.
4. To exit Lock Out mode, the ignition key must remain in the Run position continually for 1
hour. Turn off all accessories and connect a battery charger if necessary.
5. With the DRB III, select Theft Alarm, SKIM and Miscellaneous. Then select desired
procedure and follow the steps that will be displayed.
6. If the SKIM has been replaced, ensure all of the vehicle ignition keys are programmed to the
new SKIM.
7. NOTE: Prior to returning vehicle to the costumer, perform a module scan to be
sure that all DTC's are erased. Erase any DTC's that are found.
8. With the DRB III erase all DTC's. Perform 5 ignition key cycles leaving the key on for at least
90 seconds per cycle.
9. With the DRB III, read the SKIM DTC's.
Are there any SKIM DTC's?All
Ye s®Repair is not complete, refer to appropriate symptom.
No®Repair is complete.
281
VERIFICATION TESTS
VERIFICATION TESTS ÐContinued

FUSES (IPM)FUSE
NO.AMPS FUSED CIRCUIT FUNCTION
1 20A INTERNAL FUSED B(+)
2 15A INTERNAL FUSED PARK LAMP RELAY OUTPUT
3 15A INTERNAL FUSED PARK LAMP RELAY OUTPUT
4 30A INTERNAL FUSED B(+)
5 20A F306 16DB/PK FUSED ACCESSORY RELAY OUTPUT
6 20A F307 16LB/PK (BATTERY POSITION) FUSED B(+)
6 20A F307 16LB/PK (ACCESSORY RELAY POSITION) FUSED ACCESSORY RELAY OUTPUT
8 20A INTERNAL FUSED B(+)
9 40A INTERNAL FUSED B(+)
10 40A C7 12DB FUSED FRONT BLOWER MOTOR RELAY OUTPUT
11 20A F302 18GY/PK FUSED ACCESSORY RELAY OUTPUT
12 25A C51 12LB/BR FUSED REAR BLOWER MOTOR RELAY OUTPUT
13 40A C15 12DB/WT FUSED REAR WINDOW DEFOGGER RELAY OUTPUT
14 15A INTERNAL FUSED B(+) (I.O.D.)
15 20A INTERNAL FUSED B(+)
16 25A INTERNAL FUSED B(+)
17 20A INTERNAL FUSED B(+)
18 15A INTERNAL FUSED B(+)
19 40A A101 12VT/RD FUSED B(+)
20 40A A102 12WT/RD FUSED B(+)
21 25A A111 12DG/RD FUSED B(+)
22 40A A110 12OR/RD FUSED B(+)
23 10A A106 20LB/RD FUSED B(+)
24 20A A701 16BR/RD FUSED B(+) (HAZARD)
26 20A A103 18GY/RD FUSED B(+)
27 40A A112 12OR/RD FUSED B(+)
28 40A F30 12PK/YL FUSED ACCESSORY RELAY OUTPUT
30 40A SPARE SPARE
31 40A A113 12WT/RD FUSED B(+)
32 40A A115 12YL/RD FUSED B(+)
33 15A INTERNAL FUSED ACCESSORY RELAY OUTPUT
A/C COMPRESSOR CLUTCH RELAYCAV CIRCUIT FUNCTION
30 INTERNAL FUSED B(+)
85 C13 18LB/OR A/C COMPRESSOR CLUTCH RELAY CONTROL
86 F202 18PK/GY FUSED IGNITION SWITCH OUTPUT (RUN-START)
87 C3 18DB/YL A/C COMPRESSOR CLUTCH RELAY OUTPUT
87A --
ACCESSORY RELAYCAV CIRCUIT FUNCTION
30 INTERNAL B(+)
85 FCM 35 ACCESSORY RELAY CONTROL (RUN-ACC)
86 INTERNAL B(+)
87 INTERNAL FUSED ACCESSORY RELAY OUTPUT
87A --
C
O
N
N
E
C
T
O
R
P
I
N
O
U
T
S
299
CONNECTOR PINOUTS

TABLE OF CONTENTS - Continued
TRANSMISSION
P0120-THROTTLE POSITION SENSOR SIGNAL CIRCUIT.....................24
P0600-SERIAL COMMUNICATION LINK MALFUNCTION.......................26
P0604-INTERNAL TCM..................................................28
P0605-INTERNAL TCM..................................................29
P0700-INTERNAL TCM..................................................30
P0705-CHECK SHIFTER SIGNAL..........................................31
P0715-INPUT SPEED SENSOR ERROR....................................38
P0720-OUTPUT SPEED SENSOR ERROR..................................42
P0725-ENGINE SPEED SENSOR CIRCUIT (3.3L/3.8L)........................46
P0725-ENGINE SPEED SENSOR CIRCUIT (3.5L)............................48
P0731-GEAR RATIO ERROR IN 1ST.......................................51
P0732-GEAR RATIO ERROR IN 2ND.......................................53
P0733-GEAR RATIO ERROR IN 3RD.......................................55
P0734-GEAR RATIO ERROR IN 4TH.......................................57
P0736-GEAR RATIO ERROR IN REVERSE..................................59
P0740-TORQUE CONVERTER CLUTCH CONTROL CIRCUIT...................61
P0750-LR SOLENOID CIRCUIT............................................63
P0755-2-4 SOLENOID CIRCUIT...........................................66
P0760-OD SOLENOID CIRCUIT...........................................69
P0765-UD SOLENOID CIRCUIT...........................................72
P1714-LOW BATTERY VOLTAGE..........................................75
P1716-BUS COMMUNICATION WITH PCM..................................79
P1717-NO COMMUNICATION WITH THE MIC...............................81
P1738-HIGH TEMPERATURE OPERATION ACTIVATED.......................83
P1739-POWER UP AT SPEED............................................85
P1765-SWITCHED BATTERY.............................................86
P1767-TRANSMISSION RELAY ALWAYS ON................................89
P1768-RELAY OUTPUT ALWAYS OFF......................................92
P1775-SOLENOID SWITCH VALVE LATCHED IN TCC POSITION...............96
P1776-SOLENOID SWITCH VALVE LATCHED IN LR POSITION................100
P1781-OD PRESSURE SWITCH SENSE CIRCUIT...........................104
P1782 - 2-4 PRESSURE SWITCH SENSE CIRCUIT..........................107
P1784-LR PRESSURE SWITCH SENSE CIRCUIT...........................110
P1787-OD HYDRAULIC PRESSURE TEST FAILURE.........................114
P1788-2/4 HYDRAULIC PRESSURE TEST FAILURE.........................118
P1789-2-4/OD HYDRAULIC PRESSURE TEST FAILURE......................122
P1790-FAULT IMMEDIATELY AFTER SHIFT................................123
P1791-LOSS OF PRIME.................................................124
P1792-BATTERY WAS DISCONNECTED...................................127
P1793-TRD LINK COMMUNICATION ERROR...............................130
P1794-SPEED SENSOR GROUND ERROR................................133
P1795-INTERNAL TCM.................................................135
P1796-AUTOSTICK SENSOR CIRCUIT....................................136
P1797-MANUAL SHIFT OVERHEAT.......................................139
P1798-WORN OUT/BURNT TRANSAXLE FLUID.............................140
P1799-CALCULATED OIL TEMP IN USE...................................142
*BRAKE SHIFT INTERLOCK OUTPUT OPEN...............................146
*CHECKING PARK/NEUTRAL SWITCH OPERATION.........................148
*INCORRECT TRANSMISSION FLUID LEVEL...............................150
*NO BACK UP LAMP OPERATION........................................151
*NO SPEEDOMETER OPERATION........................................153
*TRANSMISSION NOISY WITH NO DTC'S PRESENT........................154
ii

3.2.2 TRANSMISSION OPERATION AND
SHIFT SCHEDULING AT VARIOUS
OIL TEMPERATURES.
The transmission covered in this manual has
unique shift schedules depending on the tempera-
ture of the transmission oil. The shift schedule is
modified to extend the life of the transmission while
operating under extreme conditions.
The oil temperature is measured with a Temper-
ature Sensor on the 41TE/AE transmission. The
Temperature Sensor is an integral component of the
Transmission Range Sensor (TRS). If the Tempera-
ture Sensor is faulty, (DTC P1799(74)) the trans-
mission will default to a calculated oil temperature.
Oil temperature will then be calculated through a
complex heat transfer equation which uses engine
coolant temperature, battery/ambient temperature,
and engine off time from the Body Control Module
(BCM). These inputs are received from the PCI bus
periodically and used to initialize the oil tempera-
ture at start up. Once the engine is started, the
TCM updates the transmission oil temperature
based on torque converter slip speed, vehicle speed,
gear, and engine coolant temperature to determine
an estimated oil temperature during vehicle opera-
tion. Vehicles using a calculated oil temperature
track oil temperature reasonably accurate during
normal operation. However, if a transmission is
overfilled, a transmission oil cooler becomes re-
stricted, or if a customer drives aggressively in low
gear, the calculated oil temperature will be inaccu-
rate. Consequently the shift schedule selected may
be inappropriate for the current conditions. The key
highlights of the various shift schedules are as
follows:
Extreme Cold:Oil temperature at start up below
-26.6C (-16ÉF)
> Goes to a Cold schedule above -24C (-12ÉF) oil
temperature
> Park, Reverse, Neutral and 2nd gear only (pre-
vents shifting which may fail a clutch with fre-
quent shifts)
Cold:Oil temperature at start up above -24C
(-12ÉF) and below 2.2C (36ÉF)
> Goes to a Warm schedule above 4.4C (40ÉF) oil
temperature
> Delayed 2-3 upshift approximately 35-50 Km/h
(22-31 MPH)
> Delayed 3-4 upshift 72-85 Km/h (45-53 MPH)
> Early 4-3 coastdown shift approximately 48
Km/h (30 MPH)
> Early 3-2 coastdown shift approximately 27
Km/h (17 MPH)> High speed 4-2, 3-2, 2-1 kickdown shifts are
prevented
> No EMCC
Warm:Oil temperature at start up above 2.2C
(36ÉF) and below 27C (80ÉF)
> Goes to a Hot schedule above 27C (80ÉF) oil
temperature
> Normal operation (upshifts, kickdowns, and
coastdowns)
> No EMCC
Hot:Oil temperature at start up above 27C (80ÉF)
> Goes to a Overheat schedule above 115C (240ÉF)
oil temperature
> Normal operation (upshifts, kickdowns, and
coastdowns)
> Full EMCC, No PEMCC except to engage
FEMCC
(Except at closed throttle at speeds above 113-133
Km/h (70 - 83 MPH)
Overheat:Oil temperature above 115C (240ÉF) or
engine coolant temperature above 118C (244ÉF)
> Goes to a Hot below 110C (230ÉF) oil temperature
or a Super Overheat above 115C (240ÉF) oil
temperature
> Delayed 2-3 upshift 40-51 Km/h (25-32 MPH)
> Delayed 3-4 upshift 66-77 Km/h (41-48 MPH)
> 3rd gear FEMCC from 48-77 Km/h (30-48 MPH)
> 3rd gear PEMCC from 43-50 Km/h (27-31 MPH)
Super Overheat:Oil temperature above 127C
(260ÉF)
> Goes back to a Overheat below 115C (240ÉF) oil
temperature
> All a Overheat shift schedules features apply
> 2nd gear PEMCC above 35 Km/h (22 MPH)
> Above 35 Km/h (22 MPH) the torque converter
will not unlock unless the throttle is closed (i.e. at
80 Km/h (50 MPH) a 4th FEMCC to 3rd FEMCC
shift will be made during a part throttle kick-
down or a 4th FEMCC to 2nd PEMCC shift will
be made at wide open throttle) or if a wide open
throttle 2nd PEMCC to 1 kickdown is made.
Causes for operation in the wrong tempera-
ture shift schedule:
Extreme Cold or Cold shift schedule at start up:
> Temperature Sensor circuit.
Overheat or Super Overheat shift schedule after
extended operation:
> Operation in city traffic or stop and go traffic
> Engine idle speed too high
> Aggressive driving in low gear
2
GENERAL INFORMATION

> Trailer towing in OD gear position (use 3 position
(or A/S 3rd) if frequent shifting occurs)
> Cooling system failure causing engine to operate
over 110C (230ÉF)
> Engine coolant temperature stays low too long -
If engine coolant temperature drops below 65C
(150ÉF), the transmission will disengage EMCC.
Extended operation with the EMCC disengaged
will cause the transmission to overheat.
> A brake switch issue will cause the EMCC to
disengage. Extended operation with the EMCC
disengaged will cause the transmission to over-
heat.
> Transmission fluid overfilled
> Transmission cooler or cooler lines restricted
> Transmission Temperature Sensor circuit
3.3 DIAGNOSTIC TROUBLE CODES
Diagnostic trouble codes (DTC's) are codes stored
by the Transmission Control Module (TCM) that
help us diagnose Transmission problems. They are
viewed using the DRBIIItscan tool.
Always begin by performing a visual inspection of
the wiring, connectors, cooler lines and the trans-
mission. Any obvious wiring problems or leaks
should be repaired prior to performing any diagnos-
tic test procedures. Some engine driveability prob-
lems can be misinterpreted as a transmission prob-
lem. Ensure that the engine is running properly
and that no PCM DTC's are present that could
cause a transmission complaint.
If there is a communication bus problem, trouble
codes will not be accessible until the problem is
fixed. The DRBIIItwill display an appropriate
message. The following is a possible list of causes
for a bus problem:
± open or short to ground/battery in PCI bus
circuit (pin 43).
± internal failure of any module or component on
the bus
Each diagnostic trouble code is diagnosed by
following a specific testing sequence. The diagnostic
test procedures contain step-by-step instructions
for determining the cause of a transmission diag-
nostic trouble code. Possible sources of the code are
checked and eliminated one by one. It is not neces-
sary to perform all of the tests in this book to
diagnose an individual code. These tests are based
on the problem being present at the time that the
test is run.All testing should be done with a
fully charged battery.
If the TCM records a DTC that will adversely
affect vehicle emissions, it will request (via the
communication bus) that the PCM illuminate the
Malfunction Indicator Lamp (MIL). Although theseDTC's will be stored in the TCM immediately as a 1
trip failure, it may take up to five minutes of
accumulated trouble confirmation set the DTC and
illuminate the MIL. Three consecutive successful
OBDII (EURO STAGE III OBD) trips or clearing
the DTC's with a diagnostic tool (DRBIIItor equiv-
alent) is required to extinguish the MIL. When the
TCM requests that the PCM illuminate the MIL,
the PCM sets a DTC P0700(89) to alert the techni-
cian that there are DTC's in the TCM. This must
also be erased in the PCM in order to extinguish the
MIL.
3.3.1 HARD CODE
Any Diagnostic Trouble Code (DTC) that is set
whenever the system or component is monitored is
a HARD code. This means that the problem is there
every time the TCM checks that system or compo-
nent. Some codes will set immediately at start up
and others will require a road test under specific
conditions. It must be determined if a code is
repeatable (Hard) or intermittent before attempt-
ing diagnosis.
3.3.2 ONE TRIP FAILURES
A One Trip Failure, when read from the TCM, is
a hard OBDII (EURO STAGE III OBD) code that
has not matured for the full 5 minutes. This applies
to codes that will only set after 5 minutes of
substituted gear operation.
3.3.3 INTERMITTENT CODE
A diagnostic trouble code that is not there every
time the TCM checks the circuit or function is an a
intermittent code. Some intermittent codes, such as
codes P1792(12), P1767(14), P1768(15), P0725(18),
P1716(19), P1781(21), P1782(22), P1724(24),
P0705(28), P0120(29), P0750(41), P0755(42),
P0760(43), P0765(44), P1793(48), P0715(56),
P0720(57), P1794(58), P1796(70), P1799(74),
P1739(76), P1717(77), and P0600(78) are caused by
wiring or connector problems. However intermit-
tent codes 50 - 54 are usually caused by intermit-
tent hydraulic seal leakage in the clutch and/or
accumulator circuits. Problems that come and go
like this are the most difficult to diagnose, they
must be looked for under the specific conditions
that cause them.
3.3.4 STARTS SINCE SET COUNTER
For the most recent code (Code 1), the Starts
Since Set counter counts the number of times the
vehicle has started since it was last set. The counter
will count up to 255 starts. Note that this code only
applies to the last code set.
When there are no diagnostic trouble codes stored
in memory, the DRBIIItwill display ``NO DTC'S
3
GENERAL INFORMATION

PRESENT'' and the reset counter will show
``STARTS SINCE CLEAR = XXX''.
The number of starts helps determine if the
diagnostic trouble code is hard or intermittent.
± If the count is less than 3, the code is usually a
hard code.
± If the count is greater than 3, it is considered
an intermittent code. This means that the
engine has been started most of the time
without the code recurring.
3.3.5 TROUBLE CODE ERASURE
A Diagnostic trouble code will be cleared from
TCM memory if it has not reset for 40 warm-up
cycles.A warm-up cycle is defined as sufficient vehicle
operation such that the coolant temperature has
risen by at least 4.4C (40ÉF) from engine starting
and reaches a minimum temperature of 71C
(160ÉF).
The Malfunction Indicator Lamp (MIL) will turn
off after 3 good trips or when the DTC's are cleared
from the TCM.
3.3.6 LIST OF DIAGNOSTIC TROUBLE
CODES
(Detailed descriptions follow list)
The TCM may report any of the following DTC's.
DTC P-Code Name of Code Limp-in MIL
11 P0700 Internal TCM Yes Yes
12 P1792 Battery was disconnected No No
13 P0700 Internal TCM Yes Yes
14 P1767 Relay output always on Yes Yes
15 P1768 Relay output always off Yes Yes
16 P0605 Internal TCM Yes Yes
17 P0604 Internal TCM Yes Yes
18 P0725 Engine speed input circuit Yes Yes
19 P1716 Bus communication with engine module No No
20 P1765 Switched battery (Trans Relay Output) Yes Yes
21 P1781 OD pressure switch sense circuit Yes Yes
22 P1782 2-4 pressure switch sense circuit Yes Yes
24 P1784 L-R pressure switch sense circuit Yes Yes
28 P0705 Check shifter signal No No
29 P0120 Throttle position sensor signal circuit No No
31 P1787 OD hydraulic pressure switch circuit Yes Yes
32 P1728 24 hydraulic pressure switch circuit Yes Yes
33 P1728 OD/24 hydraulic pressure switch circuit Yes Yes
35 P1791 Loss of prime No No
36 P1790 Fault immediately after shift No No
37 P1775 Solenoid switch valve latched in TCC position No Yes
38 P0740 Torque converter clutch control circuit No Yes
45 P1795 Internal TCM No No
47 P1776 Solenoid switch valve latched in L-R position Yes Yes
48 P1793 TRD link communication error No No/Yes (3.3L-3.5L)
50 P0736 Gear ratio error in reverse Yes Yes
51 P0731 Gear ratio error in 1st Yes Yes
52 P0732 Gear ratio error in 2nd Yes Yes
53 P0733 Gear ratio error in 3rd Yes Yes
54 P0734 Gear ratio error in 4th Yes Yes
56 P0715 Input speed sensor error Yes Yes
57 P0720 Output speed sensor error Yes Yes
58 P1794 Speed sensor ground error Yes Yes
70 P1796 Autostick sensor circuit No No
4
GENERAL INFORMATION

DTC P-Code Name of Code Limp-in MIL
71 P1797 Manual shift overheat No No
73 P1798 Worn out/burnt transmission fluid No No
74 P1799 Calculated Oil temperature in use No No
75 P1738 High temperature operation activated No No
76 P1739 Power up at speed No No
77 P1717 No communication with the MIC No No
78 P0600 Serial communication link malfunction No No
79 P1714 Low battery voltage Yes Yes
Yes (underlined) indicates that this DTC can take up to five minutes of problem identification before
illuminating the MIL.
3.3.7 DTC DESCRIPTIONS
Name of code:P1792(12) - Battery was Discon-
nected (Informational code Only)
When monitored:Whenever the key is in the
Run/Start position.
Set condition:This code is set whenever the
Transmission Control Module (TCM) is discon-
nected from battery power (B+) or ground. It will
also be set during the DRBIIItBattery Disconnect
procedure.
Theory of operation:A battery backed RAM
(Random Access Memory) is used to maintain some
learned values. When the battery B(+) is discon-
nected, the memory is lost. When the B(+) is re-
stored, this memory loss is detected by the TCM.
The code is set and the learned values are initial-
ized to known constants or previously learned val-
ues from EEPROM (Electronic Erasable Program-
mable Read Only Memory). This results in the
initialization of some parameters.
Transmission Effects:Loss of trouble code data.
Immediate limp-in mode if power is lost while
operating the vehicle. Normal operation is resumed
if the power is restored during the same key start.
Possible causes:
> Battery voltage removed from TCM
> TCM disconnected
> Dead Battery
> Low battery voltage during cranking
> Battery Disconnect by DRBIIItor MDS
> Bad TCM ground circuit.
Name of code:P1767(14) - Relay Output Always
On
When monitored:Ignition key is turned from off
position to run position and/or ignition key is
turned from crank position to run position.
Set condition:This code is set if the Transmission
Control Module (TCM) senses greater than 3 voltsat the Trans Relay Output (switched battery) ter-
minal of the TCM prior to the TCM energizing the
relay.
Theory of operation:The transmission control
relay is used to supply power to the solenoid pack
when the transmission is in normal operating
mode. When the relay is off, no power is supplied to
the solenoid pack and the transmission is in limp-in
mode. The relay output is fed back to the TCM
through pins 16 and 17. It is referred to as the
Trans Relay Output circuit or switched battery.
Transmission Effects:The MIL will illuminate
and the transmission system defaults to Logical
limp-in mode. Logical Limp-in mode results in the
same modes of operation as Relay Open Limp-in.
Since the relay is stuck9on9, the TCM can not open
the relay, and the TCM shifts to 2nd gear.
Possible causes:
> Relay failure (welded contacts)
> Short to battery in 12-volt supply and/or Trans-
mission Control Relay Output circuit(s)
> Short to voltage
> TCM connector problems
> TCM
Name of code:P1768(15) - Relay Output Always
Off
When monitored:Continuously
Set condition:This code is set when less than 3
volts are present at the Trans Relay Output
(switched battery) terminals at the Transmission
Control Module (TCM) when the TCM is energizing
the relay.
Theory of operation:The transmission control
relay is used to supply power to the solenoid pack
when the transmission is in normal operating
mode. When the relay is off, no power is supplied to
the solenoid pack and the transmission is in limp-in
mode. The relay output is fed back to the TCM
through pins 16 and 17. It is referred to as the
Trans Relay Output circuit or a switched battery.
5
GENERAL INFORMATION

After a controller reset (ignition key turned to the
run position or after cranking engine), the control-
ler energizes the relay. Prior to this the TCM
verifies that the contacts are open by checking for
no voltage at the switched battery terminals. After
the relay is energized, the TCM monitors the ter-
minals to verify that the voltage is greater than 3
volts.
Transmission Effects:The MIL illuminates and
the transmission system defaults to Relay Open
limp-in mode.
Possible causes:
> Relay failure (intermittent relay function caused
by oxidized or contaminated relay contacts)
> Short to ground or open circuit in the Transmis-
sion Control Relay circuit(s)
> TCM connector problem
> TCM
Name of code:P0725(18) - Engine Speed Sensor
Circuit
When monitored:Whenever the engine is run-
ning.
Set condition:This code is set when the engine
speed sensed by the Transmission Control Module
(TCM) is less than 390 RPM or greater than 8000
RPM for more that 2.0 seconds.
Theory of operation:The TCM uses either a
EATX RPM signal (simulated Crank Sensor signal)
or the TCM uses the Crank Postion Sensor signal to
calculate engine RPM depending on the engine
application. The signal supplied by the PCM and
uses a dedicated circuit is called the EATX RPM
Signal circuit. The Crank Position Sensor signal is
a spliced circuit from the engine Crank Position
Sensor. If the TCM interprets this signal to be out of
range when the engine is running (as reported by
the PCM over the bus) the code is set.
Transmission Effects:The MIL illuminates and
the transmission system defaults to Relay Open
limp-in mode.
Possible causes:
> Open or short in EATX RPM Signal circuit. (3.5L)
> Open or short in Crank Position Sensor Signal
circuit. (3.3L/3.8L)
> Open or short in Crank Position Sensor ground
circuit. (3.3L/3.8L)
> TCM and/or PCM connector problems
> TCM
> PCMName of code:P0716(19) - Bus Communication
with Engine Module
When monitored:Continuously with key on.
Set condition:If no PCI bus messages are received
from the Powertrain Control Module (PCM) for 10
seconds.
Theory of operation:The TCM communicates
with the PCM using the PCI bus. It relies on certain
information to function properly. The TCM contin-
uously monitors the PCI bus to check for messages
broadcast from the PCM.
Transmission Effects:Delayed 3-4 shifts. No
EMCC and early 3-4 shifts for a few minutes after
engine is started.
Possible causes:
> Open or shorted PCI bus circuit
> TCM
> PCM
Name of code:P1765(20) - Switched Battery
When monitored:Ignition key is turned from off
position to run position and/or ignition key is
turned from crank position to run position.
Set condition:This code is set if the Transmission
Control Module (TCM) senses voltage on any of the
pressure switch inputs prior to the TCM energizing
the relay.
Theory of operation:The transmission control
relay is used to supply power to the solenoid pack
when the transmission is in normal operating
mode. When the relay is off, no power is supplied to
the solenoid pack and the transmission is in a
limp-in mode. The relay output is fed back to the
TCM through pins 16 and 17. It is referred to as the
Trans Relay Output circuit or a switched battery.
Immediately after a controller reset (ignition key
turned to the run position or after cranking engine),
the TCM verifies that the relay contacts are open by
checking for no voltage at the switched battery
terminals. After this is verified, the voltage at the
Solenoid Pack pressure switches is checked. There
should be no voltage on the pressure switches at
this time. The TCM will then activate the relay.
Transmission Effects:The MIL illuminates and
the transmission system defaults to Relay Open
limp-in mode.
Possible causes:
> Short to battery on one or more pressure switch
sense circuits
> TCM connector problems
> TCM
6
GENERAL INFORMATION