2001 CHRYSLER VOYAGER ECO mode

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

1.0 INTRODUCTION
The procedures contained in this manual include
all of the specifications, instructions, and graphics
needed to diagnose 41TE/AE Electronic Automatic
Transaxle (EATX) problems. The diagnostics in this
manual are based on the failure condition or symp-
tom being present at the time of diagnosis.
When repairs are required, refer to the appropri-
ate volume of the service manual for the proper
removal and repair procedure.
Diagnostic procedures change every year. New
diagnostic systems may be added and/or carryover
systems may be enhanced. READ THIS MANUAL
BEFORE TRYING TO DIAGNOSE A VEHICLE
TROUBLE CODE. It is recommended that you
review the entire manual to become familiar with
all new and changed diagnostic procedures.
This book reflects many suggested changes from
readers of past issues. After using this book, if you
have any comments or recommendations, please fill
out the form at the back of the book and mail it back
to us.
1.1 SYSTEM COVERAGE
This diagnostic procedures manual covers all
2001 RG equipped with a 41TE/AE transaxle.
1.2 SIX -STEP TROUBLESHOOTING
PROCEDURE
Diagnosis of the 41TE/AE electronic transaxle is
done in six basic steps:
verification of complaint
verification of any related symptoms
symptom analysis
problem isolation
repair of isolated problem
verification of proper operation
2.0 IDENTIFICATION OF
SYSTEM
RG series vehicles equipped with a 4 speed trans-
mission.
3.0 SYSTEM DESCRIPTION AND
FUNCTIONAL OPERATION
3.1 GENERAL DESCRIPTION
The 41TE/AE electronic transaxle is a conven-
tional transaxle in that it uses hydraulically ap-
plied clutches to shift a planetary gear train. How-
ever, the electronic control system replaces many of
the mechanical and hydraulic components used in
conventional transmission valve bodies.
3.2 FUNCTIONAL OPERATION
The 41TE/AE electronic transaxle has a fully
adaptive control system. The system performs it's
functions based on continuous real-time sensor
feedback information. The control system automat-
ically adapts to changes in engine performance and
friction element variations to provide consistent
shift quality. The control system ensures that clutch
operation during upshifting and downshifting is
more responsive without increased harshness.
The Transmission Control Module (TCM) contin-
uously checks for electrical problems, mechanical
problems, and some hydraulic problems. When a
problem is sensed, the TCM stores a diagnostic
trouble code. Some of these codes cause the tran-
saxle to go into limp-in or default mode.
While in this mode, electrical power is taken
away from the transaxle via the TCM, de-
energizing the transmission control relay, and tak-
ing power from the solenoid pack. When this hap-
pens, the only transaxle mechanical functions are:
Park and Neutral
Reverse
Second Gear
No upshifts or downshifts are possible. The posi-
tion of the manual valve alone allows the three
ranges that are available. Although vehicle perfor-
mance is seriously degraded while in this mode, it
allows the owner to drive the vehicle in for service.
Once the DRBIIItis in the EATX portion of the
diagnostic program, it constantly monitors the
TCM to see if the system is in limp-in mode. If the
transaxle is in limp-in mode, the DRBIIIž will flash
the red LED.
3.2.1 AUTOSTICK FEATURE
This feature allows the driver to manually shift
the transaxle when the shift lever is pulled back
into the AutoStick position. When in AutoStick
mode, the instrument cluster displays the current
gear.
1
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

responding element is applied. If a switch fails to
close, it is retested, If it fails the second test, the
code is set.
Transmission Effects:The MIL illuminates and
the transmission system defaults to Relay Open
limp-in mode.
Possible causes:
> Pressure switch sense circuit shorted to battery
between TCM and solenoid pack.
> Low line pressure
> Solenoid Pack
Name of code:P1791(35) - Loss Of Prime
When monitored:If the transmission is slipping
in any forward gear and the pressure switches are
not indicating pressure, a loss of prime test is run.
Set condition:If the transmission begins to slip in
any forward gear, and the pressure switch or
switches that should be closed for a given gear are
open, a loss of prime test begins. All available
elements (in 1st gear L-R, 2-4 and OD, in 2nd, 3rd,
and 4th gear 2-4 and OD) are turned on by the
Transmission Control Module (TCM) to see if pump
prime exists. The code is set if none of the pressure
switches respond. The TCM will continue to run the
loss of prime test until pump pressure returns.
Theory of operation:The loss of prime test is
used to prevent transmission defaults which can be
caused by a lack of pump prime.
Transmission Effects:Vehicle will not move or
transmission slips. Normal operation will continue
if pump prime returns.
Possible causes:
> Low transmission fluid level
> PRNDL indicates a valid OD code in the hydrau-
lic reverse position
> Transmission fluid filter clogged or damaged
> Transmission fluid filter improperly installed
(Bolts loose or O-ring missing)
> Oil pump - If a customer has a problem when the
transmission is cold whereby he shifts to reverse,
gets reverse, and then shifts to OD and does not
get OD (gets a neutral condition), and then can
not get reverse or OD for between 3-20 seconds,
replace the oil pump. High side clearance in the
oil pump will set a code 35. The pump will prime
upon start-up, but as the torque converter purges
air (drain down) the air will leak across the inner
rotor into the pump suction port and cause a loss
of prime right after the shift into OD. After 3- 20
seconds, pump prime will return and normal
operation will continue. The pump should be
replaced only after all other possible causes
above have been checked and verified.Name of code:P1790(36) - Fault Immediately
After Shift
When monitored:After a gear ratio error is
stored.
Set condition:This code is set if the associated
gear ratio code is stored within 1.3 seconds after a
shift.
Theory of operation:This code will only be stored
along with a 50 series code. If this code is set, it
indicates the problem is mechanical in nature.
When this code exists, diagnosing the transmission
should be based on the associated gear ratio code
and primarily mechanical causes should be consid-
ered.
Transmission Effects:None
Possible causes:
> Mechanical causes as listed under associated
gear ratio code.
Name of code:P1775(37) - Solenoid Switch Valve
Latched in TCC Position
When monitored:During an attempted shift into
1st gear.
Set condition:This code is set if three unsuccess-
ful attempts are made to get into 1st gear in one
given key start.
Theory of operation:The solenoid switch valve
(SSV) controls the direction of the transmission
fluid when the L-R/TCC solenoid is energized. The
SSV will be in the downshifted position in 1st gear,
thus directing the fluid to the L-R clutch circuit. In
2nd, 3rd, and 4th, it will be in the upshifted position
and directs the fluid into the torque converter
clutch (TCC).
When shifting into 1st gear, a special hydraulic
sequence is performed to ensure SSV movement
into the downshifted position. The L-R pressure
switch is monitored to confirm SSV movement. If
movement is not confirmed (the L-R pressure
switch does not close), 2nd gear is substituted for
1st.
Transmission Effects:Transmission will have no
1st gear (2nd gear will be substituted), and no
EMCC operation.
Possible causes:
> PRNDL indicates a valid OD code in the hydrau-
lic reverse position
> Valve body- - Solenoid valve stuck in TCC posi-
tion
> High idle speed
> Solenoid malfunction - L-R pressure switch will
not close
> L-R Pressure Switch Sense circuit shorted to
battery
10
GENERAL INFORMATION

Name of code:P0740(38) - Torque Converter
Clutch Control Circuit
When monitored:During Electronically Modu-
lated Converter Clutch (EMCC)
Set condition:
a) The transmission must be in EMCC, with the
input speed greater than 1750 RPM. The TCC/L-R
solenoid must achieve it's maximum duty cycle and
still not be able to pull the engine speed within 60
RPM of input speed.
b) If the transmission is in FEMCC and the engine
can slip the TCC by more than 100 RPM (Engine
speed - Input speed) for 10 seconds.
The code will be set if one of these event happens
three times at a throttle angle less than 30 degrees.
Theory of operation:When in 2nd, 3rd, or 4th
gear, the torque converter clutch (TCC) can be
locked when certain conditions are met. The TCC
piston is electronically modulated by increasing the
duty cycle of the L-R/TCC solenoid until the torque
converter slip difference (difference between engine
and turbine speed) is within 60 RPM. Then the
L-R/TCC solenoid is fully energized (FEMCC / 100%
duty cycle). Torque converter slip is monitored in
FEMCC to ensure adequate clutch capacity.
Transmission Effects:EMCC will still be avail-
able after code is set. MIL will illuminate after 5
minutes of accumulated slip in FEMCC. The trans-
mission will attempt normal operation (no limp-in)
even after the MIL is illuminated.
Possible causes:
> Worn pump bushing and/or failed torque con-
verter - both should be replaced during a rebuild
with code P0740(38) present
> Solenoid pack.
Name of code:P0750(41) - L-R Solenoid Circuit
P0755(42) - 2-4 Solenoid Circuit
P0760(43) - OD Solenoid Circuit
P0765(44) - UD Solenoid Circuit
When monitored:Ignition key is turned from off
position to run position and/or ignition key is
turned from crank position to run position, then
every 10 seconds thereafter, or when a speed ratio
or pressure switch error DTC is detected.
Set condition:All four solenoids are tested for
continuity continuously immediately upon start up
and during vehicle operation. For solenoids that are
currently energized, power is momentarily inter-
rupted, then reenergized. For solenoids that are not
currently energized, the solenoid is momentarily
energized, then deenergized. Under both situations,
if an inductive spike is not sensed by the Transmis-
sion Control Module (TCM) during the continuity
check, it is retested twice. If it fails the test the
third time, the appropriate code is set.
Gear UD OD Rev 2-4 L-R
Park X
Reverse X X
Neutral X
1st X X
2nd X X
3rd X X
4th X X
Theory of operation:Four solenoids are used to
control the friction elements (clutches). The conti-
nuity of the solenoids circuits are periodically
tested. Each solenoid is turned on or off depending
on it's current state. An inductive spike should be
detected by the TCM during this test. If no spike is
detected, the circuit is tested again to verify the
failure. In addition to the periodic testing, the
solenoid circuits are tested if a speed ratio or
pressure switch error occurs. In this case, one
failure will result in the appropriate code being set.
Transmission Effects:The MIL will illuminate
and the transmission goes into neutral if code is set
above 35 Km/h (22 MPH), limp-in mode when
vehicle speed is below 35 Km/h (22 MPH).
Possible causes:
> Open or shorted solenoid circuit(s) between TCM
and solenoid pack.
> Open ground circuit.
> TCM connector problems.
> Solenoid pack connector problem.
> Solenoid Pack.
> TCM
Name of code:P1776(47) - Solenoid Switch Valve
(SSV) Latched in L-R Position
When monitored:Continuously when doing par-
tial or full EMCC (PEMCC or FEMCC)
Set condition:If the transmission senses the L-R
pressure switch closing while performing PEMCC
or FEMCC. This code will be set after two unsuc-
cessful attempts to perform PEMCC or FEMCC.
Theory of operation:The solenoid switch valve
(SSV) controls the direction of the transmission
fluid when the L-R/TCC solenoid is energized. SSV
will be in the downshifted position in 1st gear, thus
directing the fluid to the L-R clutch circuits. In 2nd,
3rd, and 4th, the SSV will be in the upshifted
position and directs the fluid into the torque con-
verter clutch (TCC). When doing PEMCC or
FEMCC, the L-R pressure switch should indicate no
pressure if the SSV is in the TCC position. If the
L-R pressure switch indicates pressure while in
PEMCC or FEMCC, EMCC operation is aborted
and inhibited to avoid inadvertent application of
the L-R clutch. Partial EMCC will be attempted if
11
GENERAL INFORMATION

the L-R pressure switch does not indicate pressure.
A second detection of L-R pressure results in setting
the code.
Transmission Effects:At speeds above 72 Km/h
(45 MPH), EMCC is inhibited. Once speed falls
below 72 Km/h (45 MPH), the transmission will go
into relay open limp-in mode and the MIL will
illuminate.
Possible causes:
> Valve body - Solenoid valve stuck in L-R position
> Intermittent short to ground or open circuit in
L-R Pressure Switch Sense circuit (with code 24
only)
> Solenoid pack (with code P1784(24) only)
> TCM (with code P1784(24) only)
Name of Code:P1793(48) - Torque Reduction
(TRD) Link Communication Error
Note: The MIL may set on some engines (3.3L, 3.8L,
3.5L)
When Monitored:Whenever the engine is run-
ning
Set condition:This code is set when the TCM
sends multiple torque reduction messages to the
PCM and the TCM does not receive a response from
the PCM.
Theory of Operation:During high torque shifts
the TCM will send a message requesting that the
PCM reduce engine power until the shift is com-
pleted. This message is sent from the TCM to the
Powertrain Control Module across the Torque Man-
agement Request Sense Circuit. The PCM will
acknowledge the TCM request by sending a mes-
sage across the PCI bus within a specific amount of
time. The TRD Link communication is also tested
periodically for operation whenever the engine is
running and the vehicle is not moving with zero
degrees throttle.
Transmission Effects:Maximum throttle angle
used by TCM will be 54 degrees. As a result a
customer my complain about loss of performance or
of short shifting when driving aggressively.
Possible Causes:
> Sticky Throttle Position Sensor (TPS)
> Wiring or Connector problems in the Torque
Management Request Sense Circuit
> PCM
> TCM
Name of code:P0736(50) - Gear Ratio Error in
Reverse
P0731(51) - Gear Ratio Error in 1st
P0732(52) - Gear Ratio Error in 2nd
P0733(53) - Gear Ratio Error in 3rd
P0734(54) - Gear Ratio Error in 4th
P0715(56) - Input Speed Sensor Error
P0720(57) - Output Speed Sensor Error
P1794(58) - Speed Sensor Ground Error
When monitored:The transmission gear ratio is
monitored continuously while the transmission is in
gear.
Set condition:This code is set if the gear ratio is
not correct for a period of time.
± Codes 50 through 54 sets if the ratio of the
input RPM (Nt) to the output RPM (No) does
not match the given gear ratio.
± Code 56 sets if there is an excessive change in
input RPM in any gear
± Code 57 sets if there is an excessive change in
output RPM in any gear
± Code 58 sets after a TCM reset in neutral and
Nt/No equals a ratio of input to output of 2.50
A hard code sets within 3 seconds, an intermit-
tent code sets within 15 seconds.
Theory of operation:The transmission system
uses two speed sensors, one to measure input RPM
and one to measure output RPM. These inputs are
essential for proper transmission operation. There-
fore, the integrity of this data is verified through
the following checks:
1. When in gear, if the gear ratio does not compare
to a known gear ratio, the corresponding in-gear
trouble code is set (codes 50 through 54).
2. An excessive change in input or output speeds
indicating signal intermittent will result in
codes 56 and/or 57 being set.
3. After a TCM reset in neutral, observing erratic
output and input speed sensor signals indicates
a loss of the common speed sensors ground. This
sets a code 58.
Transmission Effects:The transmission will not
go into relay open limp-in mode until three gear
ratio error events occur in a given key start. This
allows for intermittent problems to correct them-
selves without opening the relay. However, if a gear
ratio error develops, a code is always set, but if the
condition corrects itself the transmission will con-
tinue without requiring the ignition key to be cycled
on and off. Many different events could occur given
the range of failures possible for codes 50 through
58. The following are a few examples:
± Codes 51, 52, 53, 54, 56, and 57 at speeds
above 72 Km/h (45 MPH) - The appropriate
code is set, EMCC is aborted and current gear
is maintained. If while still traveling above 72
Km/h (45 MPH), the gear ratio becomes valid
again, EMCC will reengage and normal oper-
ation will resume. If the gear ratio becomes
intermittent and recovers three times in a
given key start, the current gear will be main-
tained and EMCC inhibited, then the trans-
mission will go into relay open limp-in mode if
12
GENERAL INFORMATION

throttle is applied below 72 Km/h (45 MPH) or
at 35 Km/h (22 MPH) with closed throttle.
± Codes 51, 52, 53, 54, 56, and 57 (at speeds
between 35 and 72 Km/h (22 and 45 MPH) - If
one of these codes is set between 35 and 72
Km/h (22 and 45 MPH), the current gear will
be maintained until the gear ratio problem
corrects itself. If throttle is applied, the trans
will go to 2nd gear. If this happens and the
gear ratio problem goes away, normal opera-
tion will resume. If three gear ratio problems
are identified in a given key start, the current
gear will be frozen until throttle is applied.
The transmission will then go into relay open
limp-in mode with throttle applied at speeds
between 35 and 72 Km/h (22 and 45 MPH).
± Codes 51, 52, 53, 54, 56, and 57 (at speeds
below 35 Km/h (22 MPH) - If a gear ratio
problem is identified below 35 Km/h (22 MPH),
the transmission will immediately substitute
second gear for the current gear. If the gear
ratio problem goes away, normal operation will
resume. If three gear ratio problems are iden-
tified in a given key start, the transmission
will go into relay open limp-in mode.
Possible causes:
Code P0736(50) - Excludes geartrain failures which
should be obvious upon disassembly
> If code P1791(35) is also set, follow diagnostic
procedure for code P1791(35) first
> Valve body - #1 ball check or LR switch valve
sticking - may also set code P0731(51)
> Speed sensor or associated wiring
± may also set codes P0731(51), P0715(56), or
P0720(57)
> Failed or slipping LR clutch - may also set code
P0731(51)
> LR seal leakage (Intermittent no drive or re-
verse)
> Sticky LR accumulator seals (Intermittent no
drive or reverse)
> Failed reverse clutch (hard code)
± OD/Rev lip seal leakage
± Worn reaction shaft support seal rings
± Snap ring out of position
Code P0731(51) - Excludes geartrain failures which
should be obvious upon disassembly
> If code P1791(35) is also set, follow diagnostic
procedure for code P1791(35) first
> Valve body - #1 ball check or LR switch valve
sticking - may also set code P0736(56) or have no
Reverse
> Speed sensor or associated wiring - may also set
codes P0736(50), P0715(56), or P0720(57)> Failed or intermittent slipping UD clutch - may
also set P0732(52), or P0733(53)
± UD seal leakage (intermittent)
± Worn input clutch hub bushing (hard code at
heavy throttle)
± Sticky UD accumulator seals (intermittent)
± Worn reaction shaft support seal rings (hard
code at heavy throttle)
± Solenoid pack (UD pressure in 4th gear)
> Failed or slipping LR clutch - may also set code
P0736(56) or have no Reverse
± LR seal leakage (Intermittent)
± Sticky LR accumulator seals (Intermittent)
Code P0732(52) - Excludes geartrain failures which
should be obvious upon disassembly
> If code P1791(35) is also set, follow diagnostic
procedure for code P1791(35) first
> Failed or slipping 2-4 clutch - may also set code
P0734(54)
± 2-4 seal leakage (intermittent)
± Sticky accumulator seals (intermittent)
> Failed or intermittent slipping UD clutch - may
also set code P0731(51) and/or P0733(53)
± UD seal leakage (intermittent)
± Worn input clutch hub bushing (hard code at
heavy throttle)
± Sticky UD accumulator seals (intermittent)
± Worn reaction shaft support seal rings (hard
code at heavy throttle)
± Solenoid pack (UD pressure in 4th gear)
Code P0733(53) - Excludes geartrain failures which
should be obvious upon disassembly
> If code P1791(35) is also set, follow diagnostic
procedure for code P1791(35) first
> Failed or slipping OD clutch - may also set code
P0734(54)
± OD and Reverse inner and outer lip seal leak-
age (usually hard code)
± Sticky OD accumulator seals (intermittent)
± Worn reaction shaft support seal rings (hard
code at heavy throttle)
± Broken OD/UD tapered snap ring - (hard code
at heavy throttle)
> Failed or intermittent slipping UD clutch - may
also set code P0731(51) and/or P0732(52)
± UD seal leakage (intermittent)
± Worn input clutch hub bushing (hard code at
heavy throttle)
± Sticky UD accumulator seals (intermittent)
± Worn reaction shaft support seal rings (hard
code at heavy throttle)
13
GENERAL INFORMATION

± Solenoid pack (UD pressure in 4th gear)
Code P0734(54) - Excludes geartrain failures which
should be obvious upon disassembly
> If code P1791(35) is also set, follow diagnostic
procedure for code P1791(35) first
> Failed or slipping OD clutch - may also set code
P0733(53)
± OD and Reverse inner and outer lip seal leak-
age (usually hard code)
± Sticky OD accumulator seals (intermittent)
± Worn reaction shaft support seal rings (hard
code at heavy throttle)
± Broken OD/UD tapered snap ring - (hard code
at heavy throttle)
> Failed or slipping 2-4 clutch - may also set code
P0732(52)
± 2-4 seal leakage (intermittent)
± Sticky accumulator seals (intermittent)
Codes P0715(56) and P0720(57)
> Failed input or output speed sensor (intermittent
or hard code)
> Shorted or open wiring between TCM and speed
sensor(s) (intermittent)
> Connector problems at 60 TCM connector and/or
speed sensor connector
Code P1794(58)
> Open or shorted speed sensor ground (speed
sensor ground is different from chassis ground)
> Open or shorted Temperature Sensor wiring to
TRS
> TRS - Will also set code P1799(74)
> TCM
Name of code:P1796(70) - Autostick Sensor Cir-
cuit (If equipped)
Note: RS is a MUXED Autostick system
When monitored:Whenever the engine is run-
ning.
Set condition:
1) The transmission shift lever is not in AutoStick
and either the upshift or downshift switch is closed.
2) Upshift and downshift switches closed at the
same time.
Theory of operation:In the AutoStick Mode
(manual shift mode), upshifts and downshifts are
actuated manually. Shift requests are detected by
monitoring the MUXED upshift and downshift
switches. The Transmission Control Module (TCM)
monitors the above set conditions. A set condition
will be tolerated for up to 15 seconds before setting
a code.Transmission Effects:The OD position shift
schedule is substituted while operating in the au-
tostick gear selector position. No limp-in mode
occurs.
Possible causes:
> Wiring or connector problems
> AutoStick switch failure
> TCM
Name of code:P1797(71)- Manual Shift Overheat
When monitored:Whenever the engine is run-
ning.
Set condition:1) If the engine temperature ex-
ceeds 124C (255 ÉF) while operating in AutoStick
mode.
2) If the transmission temperature exceeds 135C
(275 ÉF) while in AutoStick mode
Theory of operation:Transmission and engine
temperatures are monitored during vehicle opera-
tion. If conditions occur causing the engine or
transmission to overheat, the AutoStick mode will
be canceled, and a code will be set.
Transmission Effects:The 3 position shift sched-
ule that is used in non-AutoStick applications is
substituted while operating in the AutoStick gear
selector position. No limp-in mode occurs.
Possible causes:
> Engine overheat - refer to service manual for
diagnosis and repair
> Transmission Overheat
± Restricted transmission cooling system
± Transmission fluid overfilled
± Radiator fan not functioning properly
± Extended driving in low gear
Note:Strenuous driving conditions may cause the
vehicle to overheat. If the driver operates in or
initiates AutoStick with an overheated vehicle, the
code will be set.
Name of code:P1798 (73) - Deteriorated Transaxle
Fluid
When monitored:At every Fully Electronically
Modulated Converter Clutch (FEMCC) to Partial
Electronically Modulated Converter Clutch (PEM-
CC) transition miles when A/C compressor clutch is
being cycled.
Set condition:The code will be set if vehicle
shudder is detected 20 times when the A/C clutch is
cycled.
Theory of operation:While in 3rd or 4th gear
FEMCC and just before the A/C clutch engages, the
Powertrain Control Module (PCM) requests the
Transmission Control Module (TCM) to momen-
tarily establish PEMCC operation. If vehicle shud-
der is detected during the FEMCC to PEMCC
transition, a counter is incremented. If the count
reaches 20, the trouble code is set. The driver may
14
GENERAL INFORMATION