Tra

The
A. T
1. It
gea
B. T
1. T
C. T
1. It
D. T
1. It
E. T
1. It

The
A. T
1. B
B. T
C. T
1. S


nsmission
e typical A
The turbin
t transmits
aring.
The groun
The torque
The main
t transmits
The sun g
t transmits
The outpu
t provides
e transmis
The front s
Bolted to t
The Centr
The rear c
Supports t
n Compon
Allison fou
ne shaft is
s rotationa
nd sleeve
e converte
shaft in b
s rotationa
gear shaft
s rotationa
ut shaft is
s transmis
ssion's sh
support.
the transm
re support
cover.
the output
nent Over
r speed u
s at the fro
al power f
in white is
er stator s
blue is in t
al power f
in brown
al power f
in green a
ssion outp
afts are s
mission ho
t.
t shaft.
rview
uses a ser
ont of the
from the t
s often re
splines to
he middle
from the t
is positio
from the t
at the rea
put to the v
upported
ousing and
ries of sha
transmiss
torque con
ferred to a
the groun
e of the tra
turbine sh
ned aroun
turbine sh
r of the tra
vehicle's d
in the hou
d support
afts to tran
sion in yel
nverter tu
as the sta
nd sleeve.
ansmissio
haft to inte
nd the ma
haft to inte
ansmissio
drive train
using by:
ts the turb
nsmit rota
low.
rbine to th
ator shaft.
.
on.
ernal comp
ain shaft.
ernal comp
on.
n.
bine shaft.
ational pow
he transm
ponents.
ponents.
.
wer.
mission
The
A. I

The

A. T
1. S
dru

Pla
A. T
1. C
a. T
2. F
a. T
com






e torque c
t supplies
e typical A
The front,
Some com
m.
netary ge
The typica
Clutches I
They hold
Fourth and
They conn
mponents.
converter i
s rotationa
Allison fou
centre an
mponents
ar compo
al four spe
through 3
compone
d forward
nect shafts
.
is located
al input fro
r speed h
nd rear pla
are physi
onents are
eed uses f
3 are stati
ents.
clutches
s to provid
at the fro
om the en
has three s
anetary ge
cally attac
e held or i
five clutch
ionary clu
are rotatin
de rotatio
ont of the t
gine to th
sets of pla
ear sets.
ched to ea
nput by cl
hes, label
utches.
ng clutche
nal input t
transmiss
he transmi
anetary ge
ach other
lutches.
led from t
es.
to various
sion.
ission turb
ears.
r through t
the rear of
s planetary
bine shaft
the conne
f the trans
y gear
t.
ecting
smission.
Con
A. C
Tor
The
inpu

The
A. T
ntrol valve
Control va
rque Conv
e torque c
ut from th
e torque c
The pump
es control
alves are l
verter Ope
converter p
e engine
converter h
p, stator, t
clutch ap
located in
eration
provides a
to the tran
has four m
urbine an
pplication
n the valve
a hydro-m
nsmission
main com
d lock-up
and relea
e body as
mechanica
n's gearing
ponents:
clutch.
ase.
sembly an
al coupling
g.
nd front s
g that sup
upport.
pplies rotaational

hub

The
A. W
aga
1. F
incr
B. A
cau
1. F
incr
2. A
eve






b and flow
e stator re
When fluid
ainst its on
Fluid leavi
reasing to
As the turb
using the s
Fluid flowi
rease torq
As turbine
entually st
ws to the s
edirects flu
d from the
ne-way clu
ng the loc
orque.
bine gains
stator to "f
ng throug
que.
speed in
ops.
stator.
uid back to
e turbine h
utch.
cked stato
s speed, i
freewhee
gh the free
creases, f
o the conv
hits the fro
or is direct
it directs o
l."
ewheeling
flow throu
verter pum
ont of the
ted back t
oil to the b
g stator is
ugh the st
The con
the conv
A. The p
speed.
1. As th
from aro
2. Centr
be throw
pump a
turbine.
3. Once
point, th
turbine.

The con
the tran
A. Fluid
strikes t
eventua
rotate.
l. Since
turbine
rotates
transmi
2. Fluid
mp.
stator bla
to the pum
back side
no longer
ator beco
nverter's p
verter cov
pump rota
he pump ro
ound the
rifugal for
wn around
nd over to

e the force
he fluid be

nverter's t
nsmission
d from the
the turbine
ally forces
the turbin
shaft, the
and supp
ssion's ge
exits the
ades, the s
mp at an a
of the sta
r accelera
omes smo
pump is b
ver.
ates at en
otates, flu
pump hub
rce causes
d the outs
o the conv
e reaches
egins to sp
turbine is
turbine sh
converte
e's vanes
s the turbin
ne is splin
e turbine s
plies input
earing.
turbine n
stator lock
accelerate
ator blade
ated and d
other and
olted to
ngine
uid enters
b.
s fluid to
side of the
verter
a certain
pin the
splined to
haft.
r pump
s and
ne to
ned to the
shaft
to the
ear its
ks
ed rate,
s,
does not
d
e

o
1. T
Tor
Loc

The
spe
A. O
met
1. T
to ro




This helps
rque Conv
ck-Up Clut
e torque c
eed.
Once rota
t, the torq
This physi
otate at e
s the pump
verter Ope
tch Opera
converter's
ry flow ha
ue conve
cal conne
ngine spe
p increase
eration
ation
s fluid cou
as been a
rter attain
ection betw
eed.
e torque b
upling will
chieved a
ns "lock-up
ween the
be adding
never allo
and certain
p."
converter
Vortex

Vortex
is in th
A. Flui
to the
1. The
moving
B. Flui
the fro
1. This
C. The
back to
accele
an extra

Rotary
Rotary
stator
positio
A. As t
and its
exiting
of the
1. This
and al
2. The
becom
slowly
a. This

ow turbine
n speed a
r turbine a
x Flow
x flow occu
he locked
d is direc
turbine.
e turbine is
g slowly.
d exiting
ont face of
s locks the
e locked s
o the pum
erated rate
"push."
y Flow
y flow occ
is in the fr
on.
the turbin
s speed in
g the turbin
stator bla
s frees the
lows the s
e fluid flow
mes much
ceases.
s eliminate
e speed to
and range
and pump
urs when
position.
ted from t
s still stall
the turbin
f the stato
e stator.
stator dire
mp at an
e.
urs when
reewheeli
e begins t
ncreases,
ne strikes
des.
e one-way
stator to ro
w through
smoothe
es torque
o equal en
e requirem
p allows th
the stato
the pump
ed or
ne strikes
or blades.
cts fluid
the
ing
to rotate
the fluid
s the back
y clutch
otate.
the stator
r and
increase
ngine
ments are
he turbine
r
k
r
.



Lock-up clutch components include:
A. The backing plate - located directly in front of the turbine and bolted to the converter
front cover.
1. The backing plate always rotates at engine speed.
B. A lock-up clutch plate assembly - located next to the backing plate.
1. It's splined directly to the turbine shaft.
C. The lock-up clutch piston - located inside the converter front cover.
1. It's splined to the converter front cover and always rotates at engine speed.

Hydraulic fluid forced between the front cover and lock-up clutch piston causes the
piston to move.
A. This "sandwiches" the clutch plate between the piston and backing plate, forcing the
clutch plate to rotate at engine speed.
1. Since the clutch plate is splined to the turbine shaft, the transmission's input equals
engine RPM.


Pla
Allis
A. U
tran
B. P
and
C. G
1. W

a. E
2. W
in th
a. E
D. T







netary Ge
son transm
Understan
nsmission
Planetary
d a ring ge
Gear relat
When two
Example -
When a ge
he same d
Example -
These gea
ears
missions
nding bas
operating
gear sets
ear.
tionships:
gears wit
the sun g
ear with e
direction.
the pinio
ar relation
use sets o
ic planeta
g principle
s consist o
th externa
gear and p
external te
n gears a
nships pro
of planeta
ary gear o
es.
of a sun g
al teeth m
pinion gea
eeth mesh
and the rin
ovide the b
ary gears t
peration i
ear, plane
esh, their
ars.
hes with a
ng gear.
basis for p
to create
s critical t
etary pinio
r rotation i
gear with
planetary
a variety
to underst
on gears (
s opposit
h internal t
gear ope
of output
tanding ba
(held by a
e each ot
teeth, the
ration.
ratios.
asic
a carrier)
her.
ey rotate
The
Wh
mem

A. D
dev
. De
. Inc
. Pr
. Cr
B. T
1. T
a. T
C. T
1. T
a. T
D. I
1. N
spe
a. T
E. T
1. T
a. If
1) T
b. If
1) T








e Basic law
en one pl
mber bec
Depending
velop vario
ecrease o
crease ou
rovide dire
reate reve
To decrea
The ring g
The carrie
To increas
The ring is
The sun g
n direct d
No compo
eed.
The third m
To create
The carrie
f the ring
The sun g
f the sun g
The ring g
ws Of Pla
anetary c
omes an
g on whic
ous outpu
output spe
utput spee
ect, 1 to I
erse.
ase speed
ear is hel
r become
se speed:
s held and
ear becom
drive:
onents are
member b
reverse:
r is held a
gear is in
ear rotate
gear is inp
gear rotate
anetary Ge
componen
output me
ch compon
ut ratios:
eed.
ed.
drive.
d:
d and the
es output,
:
d the carri
mes outpu
e held and
becomes o
and either
put, the s
es the opp
put, the ri
es the opp
ear Sets
nt is held a
echanism
nents are
e sun gear
rotating a
er is inpu
ut and rota
d two com
output rot
r the sun o
un gear b
posite dire
ng gear b
posite dire
and anoth
.
held and
r is rotated
at a slowe
t.
ates faste
mponents a
ating the
or ring ge
becomes o
ection, fas
becomes o
ection, slo
her is rotat
input, the
d, or "inpu
er speed th
er than the
are input
same spe
ar is input
output.
ster than t
output.
ower than
ted, or "in
e planetar
ut."
han the su
e carrier.
in the sam
eed and d
t.
he ring ge
the sun g
nput," the
ry gear se
un gear.
me directio
direction a
ear.
gear.
third
et can
on and
as input.

Clu
Clu
A. C
1. R
2. S
inpu
B. C
1. T
a. P

C. O
oute
D. E
E. T
1. W
unit
2. W
F. If
"sta
G. I
a "r
tches
tches pro
Clutches c
Rotating c
Stationary
ut and out
Clutches c
Two kinds
Plates are
One set o
er compo
Even thou
The clutch
When the
t.
When the
f one of th
ationary cl
If both com
rotating clu
vide the i
can be eit
clutches su
y clutches
tput.
consist of
of plates
alternate
f clutch p
nent (usu
ugh the pla
h assemb
clutch is a
clutch is r
he compo
lutch."
mponents
utch."
nput and
ther rotatin
upply rota
hold com
two intert
are used
ed in the c
lates is sp
ally a hou
ates are i
ly has a p
applied, th
released,
onents spl
s splined t
holding p
ng or stat
ational inp
mponents i
twined se
d - fibre, "f
clutch asse
plined to a
using).
ntertwined
piston and
he piston
the piston
ined to th
to the clut
ower plan
ionary.
put to othe
in place, a
ets of clutc
friction," p
embly so
an inner c
d, they ro
d spring.
forces the
n is return
e clutch p
tch plates
netary gea
er shafts o
allowing o
ch plates a
plates and
that they
componen
tate indep
e intertwin
ned by the
plates is s
are capa
ar sets req
or compon
other com
and a pist
steel, "re
sandwich
nt, the othe
pendently
ned plates
e spring.
tationary,
able of rota
quire for o
nents.
ponents t
ton.
eaction," p
h each oth
er is splin
y.
s together
the clutc
ating, the
operation.
o be
plates.
her.
ed to an
r as one
h is a
clutch is
.

Tra

The
A. T

The
A. T
1. W
2. W
3. W
4. W
5. W

Var
dru

Clu
Pow



nsmission
e typical fo
They are l
e four spe
They are l
When the
When 4th
When 3rd
When 2nd
When 1st
rious plan
m.
tches pro
wer Flows
n Configu
our speed
labelled re
ed on-hig
labelled 1
forward c
clutch is a
clutch is a
d clutch is
clutch is a
etary gea
vide rotat
s
ration
d on-highw
ear, Centr
ghway tran
st through
clutch is a
applied, it
applied, it
applied, i
applied, it
ar set com
tional inpu
way transm
re and fro
nsmission
h 4th and
pplied, it c
t connects
t holds the
it holds th
t holds the
mponents a
ut and hol
mission u
ont from th
n uses five
forward,
connects
s the turbi
e sun gea
e front pla
e rear plan
are conne
ding powe
ses three
he back of
e clutches
from the b
the turbin
ine shaft t
ar shaft sta
anetary ca
netary ring
ected via s
er to crea
e planetary
f the trans
s.
back of th
ne shaft to
to the sun
ationary.
arrier.
g gear.
shafts and
ate a varie
y gear set
smission.
he transm
o the main
n gear sha
d the conn
ety of ratio


ts.
ission.
n shaft.
aft.
necting
os.
Neu

Wh
A. 1
B. S
tran


















utral
en the tra
1st clutch
Since no o
nsmission
ansmissio
holds the
other clutc
gearing (
n is in neu
e rear ring
ches are a
(it takes tw
utral, the o
gear.
applied, n
wo applied
only clutc
no power i
d clutches
ch applied
is transmi
s to transm
is 1st.
tted throu
mit power
ugh the
r).

Firs

Wh

A. C
forw

B. T

C. S
inpu
outp












st Range
en the tra
Clockwise
ward clutc
This powe
Since the
ut clockwi
put shaft.
ansmissio
e rotation f
ch.
er is trans
rear plan
ise, the re
n is in firs
from the t
mitted to t
etary ring
ear carrier
st range, t
turbine sh
the rear p
g gear is h
r becomes
he 1st an
haft is dire
planetary s
held by 1s
s clockwis
d forward
ected to th
sun gear.
t clutch, a
se output
clutches
he main sh

and the re
and it's
are applie
haft throug
ear sun ge
connecte
ed.
gh the
ear is
ed to the
Sec
In s
A. T
cloc

B. T
too.
C. T
D. T

E. T
the

F. T
cloc

G. S
gea

H. T
fron

I. T
the
cond Rang
second ran
The forwa
ckwise.
The Centr
.
The front
The Centr
The Centr
carrier to
The result
ckwise
Since the
ar become
The count
nt ring gea
he front ri
rear carri
ge
nge, forwa
ard clutch
re planeta
planetary
re carrier
re ring gea
act as a
t is the Ce
Centre a
es counte
ter-clockw
ar.
ing gear t
ier, which
ard and2n
locks the
ary ring ge
carrier is
is splined
ar is input
held mem
entre sun
nd front s
r-clockwis
wise input
ransmits t
is splined
nd clutche
turbine s
ears spline
held by 2
d to the rea
t at a rate
mber.
gear rotat
un gears
se input to
and the h
this clockw
d to the ou
es are app
haft to the
ed to the m
2nd clutch
ar carrier
of speed
ting in the
are spline
o the front
held carrie
wise pow
utput shaf
plied.
e main sh
main shaf
h.
which is s
that over
e opposite
ed to the s
t planetary
er cause a
er through
ft.
aft so the
ft, so it rot
splined to
rcomes th
e direction
sun gear
y.
a clockwis
h the conn
y both rot
tates cloc
o the outpu
he carrier,
n, or count
shaft, the
se output
necting dr
tate
ckwise,
ut shaft.
causing
ter-
front sun
at the
rum, to
n
Thir

In th

A. T

B. 3

C. T
cloc

D. T
stat

E. T

F. C
to th






rd Range
hird range
Turbine sh
3rd clutch
The main
ckwise.
The Centr
tionary by
The result
Centre pla
he rear ca
e, the forw
haft powe
holds the
shaft is s
re planeta
y 3rd clutc
t is clockw
anetary ca
arrier, whi
ward and 3
er is transm
e sun gea
plined to t
ary sun ge
ch.
wise outpu
arrier trans
ch is splin
3rd clutch
mitted thro
r shaft sta
the Centr
ear is splin
ut at the C
smits cloc
ned to the
hes are ap
ough forw
ationary.
re planeta
ned to the
Centre pla
ckwise rot
e output sh
pplied.
ward clutch
ry ring ge
e sun gear
netary ca
tation thro
haft.
h to the m
ear, causin
r shaft, an
arrier.
ough the c
main shaft
ng it to rot
nd is held
connecting
.
tate
g drum,

Fou

Forw

A. T

B. 4

C. T
the

D. T

E. T
pow









urth Rang
rward and
The main
4th clutch
The Centr
same spe
This caus
The Centr
wer throug
e
4th clutc
shaft and
transmits
re planeta
eed.
es the Ce
re planeta
gh the rea
hes are a
d turbine s
s the same
ary ring ge
entre plan
ary carrier
ar carrier t
pplied wh
shaft are b
e rotating
ear and C
etary carr
is splined
to the outp
hen the tra
both rotati
power to
entre plan
rier to rota
d to the co
put shaft.
ansmissio
ing clockw
the sun g
netary sun
ate at the
onnecting
on is in fou
wise throu
gear shaft
n gear are
same spe
drum, wh
urth range
ugh forwar
t.
e both rota
eed, too.
hich trans
e.
rd clutch.
ating at
smits

Rev

Rev
clut

A. A

B. T
cloc

C. T
to a

D. T

E. T
cloc

F. T
cloc

G. 1
outp
cloc
verse
verse is th
tches are
Applying 4
The sun g
ckwise.
The Centr
act as a he
This caus
The Centr
ckwise.
The main
ckwise an
1st clutch
put - it rot
ckwise.
he only "m
applied.
4th clutch
gear shaft
re sun gea
eld memb
es the Ce
re ring gea
shaft is a
nd become
holds the
tates coun
moving" ge
causes th
splines to
ar's input
ber.
entre ring
ar is splin
lso spline
es the inp
e rear ring
nter-clockw
ear that do
he sun ge
o the front
speed ov
gear to ro
ed to the
d to the re
put for the
g gear stat
wise, cau
oesn't req
ear shaft t
t and Cen
vercomes
otate coun
main sha
ear planet
rear plan
tionary, ca
sing the o
quire forwa
o rotate c
ntre sun ge
the carrie
nter-clockw
aft, causin
tary sun g
netary.
ausing the
output sha
ard clutch
clockwise.
ears, so t
er speed,
wise.
g it to rota
gear - it ro
e rear car
aft to rotat
h. 4th and

hey are ro
causing th
ate counte
otates cou
rrier to bec
te counte
1st
otating
he carrier
er-
unter-
come
r-

r

HYDRAULIC SYSTEM

Hydraulics

The hydraulic system generates, directs and controls the pressure and flow of
hydraulic fluid in the transmission.
A. Oil is directed through valves, circuits and orifices.
B. Pressurized oil controls clutch application, lubrication and cooling.
C. On-highway and off-highway systems are configured differently, but operate on the
same principles.

The hydraulic system is a "closed loop."
A. Fluid travel begins in the sump, travels throughout the system to perform various
tasks, then returns to the sump to cycle through again.
On-Highway Hydraulics Overview
On-highway control valves are located in the valve body and front support.







Hyd
A. H
con
1. It
B. P
1. P
2. M
3. E
C. S
valv
1. W
pres
D. G
1. G
a. A
2. M
a. M
thro
E. A
up a
1. M
F. o

1. T
pres
draulic con
Hydraulic
nverter pu
t always r
Pressure f
Pressure f
Main press
Exhausted
Shifting is
ves.
When the
ssure sign
Governor
Governor
As output
Modulator
Modulator
ottle is ope
As the veh
against sp
Modulator
once the s
This pushe
ssure into
ntrol over
flow is ini
mp.
rotates at
flows from
flows thro
sure is dir
d main pre
primarily
transmiss
nal to thei
and mod
pressure
speed inc
pressure
pressure
ened, mod
hicle gains
pring pres
pressure
shift signa
es the rela
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On-Highway Hydraulics
Overview
Trimmer valves located in the
clutch apply circuit regulate
oncoming clutch application.
A. Full throttle shifts result in
firm clutch apply.
B. Partial throttle shifts result in
smooth clutch apply.
C. Trimmer valves consist of an
orificed trimmer at the top, a
plug in the middle and a spring
and stop at the bottom.
1. As the clutch apply circuit fills, pressure is fed to the top of the trimmer valve.
2. Initially, this forces the trimmer and plug down against spring and fluid pressures.
a. This allows clutch apply pressure to exhaust slightly, regulating oncoming clutch
application.
b. Main pressure flows through the orifice in the trimmer and begins forcing the plug
down.
c. Once the plug bottoms, pressure forces the trimmer up, blocking the clutch apply
circuit's exhaust passage and fully applying the clutch.
The amount of fluid pressure under the trimmer plug is controlled by the trimmer
regulator.
A. Trimmer regulator relies on modulator pressure for positioning.
1. During closed or partial throttle operation, modulator pressure is high and lifts
trimmer regulator off its seat.
a. This blocks the main pressure feed passage, exhausting the pressure at the bottom
of the trimmer valves, resulting in soft, easy shifts.
2. During full or nearly full throttle, the trimmer regulator stays down on its seat.
a. This opens the pressure feed to the bottom of the trimmers and results in quick, firm
clutch application.
Module Review Questions

l. What is the torque converter's purpose in a typical Allison transmission? (Check the
correct answer:
- A. To provide engine oil cooling when the vehicle is at idle.
_ B. Transmitting engine rotational power to the transmission gearing.
_ C. Providing a mechanical over-speed protection device for both the transmission
and the engine.
_ D. Restricting the flow of transmission oil to clutches and valves during downshifting
or when in neutral.

2.The three primary components of a torque converter are (check the correct answer):
- A. The turbine, rotor and Pump.
- B. The stator, turbine shaft and input shaft.
- C. The pump, stator and turbine.
- D. The front support, sun gear shaft and rear bushing'

3. Which of the following best describes the torque converter's operation? (Check the
correct answer.):
_ A. As the engine spins, the torque converter provides resistance - this resistance
builds hydraulic pressure which is directed to the transmission gearing and clutches.
_ B. The engine provides input to the torque converter stator which directs fluid to the
turbine shaft - once fluid reaches the turbine shaft, it's re-directed to the front pump.
_ C. The engine spins, driving the torque converter pump - the pump throws oil against
the turbine vanes, which rotates the turbine (which is splined to the turbine shaft).

4. When torque converter turbine speed approaches pump speed (check the correct
answer):
_ A. Oil flowing to the stator begins striking the opposite sides of the stator vanes, and
torque multiplication is stopped and a fluid coupling develops.
_ B. The torque converter senses an over-speed condition and immediately sets a
trouble code in the Electronic Control's ECU.
_ C. Oil flowing to the stator is now allowed to flow to the turbine shaft, itself, and the
turbine shaft spins as fluid hits the shaft's splines.

5. The torque converter's lockup clutch (check the correct answer):
_ A. Allows the torque converter to attain a one-to-one coupling.
_ B. Consists of a piston, clutch plate and cylinder.
_ C. Is controlled by a solenoid on the vehicle's engine.
_ D. Prevents high stall torque situations from damaging the engine or transmission.



6. Which of the following best describes lockup clutch operation? (Check the correct
answer.):
- A. As the engine reaches maximum RPM, the lockup clutch is applied, creating a
drag to reduce engine RPM and prevent engine damage.
- B. Clutch apply pressure compresses the lockup clutch plate between the piston and
back plate, locking all three components together.
- C. Main pressure fills the lockup clutch apply cylinder - the vanes on the lockup clutch
disc spin the disc and lock it to the back plate to create a mechanical connection.

7. The three components of a typical planetary gear set are (check the correct answer):
_ A. The front gear, side gears and ring gear.
_ B. The input gear, the pinion gears and the planetary gear.
_ C. The pinion gear, the carrier gear and the ring gear.
- D. The ring gear, pinions held by a carrier, and a sun gear.

8. Which statement best summarizes the Basic Laws of Planetary Gear Sets? (Check
the correct
answer.):
- A. When two components are held, the third component becomes an output unit.
- B. Holding one component and providing rotational input to the third unit allows the
held unit to begin spinning.
- C. When one component is held and another acts as input, the third becomes the
output mechanism.
- D. Holding two components and providing input to the third allows one of the two held
component to act as an output mechanism.

9. Clutches in the typical Allison transmission (check the correct answer):
_ A- Are not used because they tend to wear out.
_ B. Act to hold components or supply rotational input when required.
- C. Can be manually applied by the vehicle operator.
- D. Should be replaced every 50,000 miles or within three years, whichever come first.

10. Which of the following best describes power flow through a typical 4 speed
transmission when
Forward and 1st clutches are applied? (Check the correct answer):
_ A. Rotational power is supplied from the turbine shaft, through the Forward clutch
and to the sun gear shaft. The sun gear shaft rotates the Centre sun gear clockwise,
which turns the Centre ring gear counter-clockwise. This causes the Centre carrier to
turn clockwise, transmitting power through the connecting drum to the output shaft.
_ B. The turbine shaft spins the main shaft and the sun gear shaft. The front sun gear
turns counter-clockwise, causing the front ring gear to turn the connecting drum
clockwise. This turns the rear carrier and the output shaft clockwise.
_ C. Rotational power from the turbine shaft rotates the main shaft clockwise. This
turns the rear sun gear clockwise. The rear ring gear is held by 1st clutch, and the rear
carrier becomes output. This clockwise rotation is transmitted to the output shaft.

11. Which of the following best describes power flow through a typical 4 speed when
Forward and 3
rd
clutches are applied? (Check the correct answer):
_ A. Rotational power is transmitted from the turbine shaft to the main shaft through the
forward clutch. The sun gear shaft is held stationary by the third clutch. The Centre ring
gear is spinning clockwise, and the Centre sun gear is held stationary. The Centre
carrier provides clockwise rotation to the output shaft through the rear carrier.
_ B. The 3rd clutch holds the sun gear shaft stationary, holding the front sun gear
stationary. The main shaft receives rotational power from the turbine shaft through the
Forward clutch. This spins the rear ring gear clockwise, which forces the front carrier
clockwise. The front ring gear provides power to the output shaft through the rear
carrier.
_ C. The main shaft receives clockwise rotation from the turbine shaft through the
Forward clutch. This spins the rear sun gear clockwise. Since the sun gear shaft is
held in place by 3rd clutch, the rear ring gear is held stationary. This allows the rear
carrier to supply output to the output shaft.

12. What supplies the transmission with oil necessary for operation? (Check the
correct answer.):
_ A. The torque converter, driven by the engine.
- B. The main oil pump assembly, driven by the torque converter.
_ C. The front support assembly, which is rotated by the main oil pump drive assembly.
_ D. The converter pressure regulator and lockup clutch valves.

13. Governor pressure (check the correct answer):
_ A. Is created from main pressure, is based on engine output speed and signals the
torque converter when to apply the lockup clutch.
- B. Varies with output shaft speed and helps signal the appropriate valves regarding
upshifts, downshifts and converter lockup points.
_ C. Is based on engine RPM and does not vary much from actual main pressure.
14. Modulator pressure (check the correct answer):
- A. Is created by the modulator valve in the engine and controls the movement of
mechanical linkages that are usually connected to components in the vehicle's cab.
- B. Does not vary once the vehicle is moving and is used to signal valve body
components when the vehicle is coming to a stop.
- C. Is based on throttle movement and helps the transmission select shift points that
are applicable to the driving situation.



15. Which of the following statements about main, governor and modulator pressures
is true? (Check the correct answer.):
- A. Modulator pressure is high when the throttle is closed (at idle), governor pressure
increases as output shaft speed increases, and both pressures are main pressure that
has been changed.
- B. Modulator pressure is low when the throttle is wide open, governor pressure
decreases as output shaft speed increases, and main pressure varies based on
modulator and governor pressures.
- C. Modulator pressure is high when the throttle is open, governor pressure increases
as output shaft speed increases, and main pressure varies based on modulator
pressure, but isn't affected by governor pressure.

16. The shift valves in a non-electronically controlled transmission (check the correct
answer):
- A. Direct governor and modulator pressures to various valves and clutches in the
transmission to enable specific gear ranges.
- B. Move based on modulator and governor pressures and direct main pressure to the
appropriate relay valve.
- C. Rely only on main pressure for movement, direct governor pressure to the
governor pressure relief valve and feed the modulator valve.

17. Which of the following statements is not true? (Check the false statement.):
- A. Full throttle shifts occur later because modulator pressure is low and doesn't help
overcome the shift valve's spring pressure.
_ B. Downshifts occur more quickly as governor pressure decreases.
_ C. High modulator pressure allows earlier shifts.
- D. At full throttle, high modulator pressure and governor pressure both act to
overcome shift signal spring pressure.

18. Shift relay valves (check the correct answer):
- A. Are positioned by main pressure from the shift signal valves and direct main
pressure into clutch apply circuits.
- B. Act as shock absorbers for the transmission, reducing pressure to the clutch apply
circuits during initial application.
- C. Direct main pressure to the shift signal valves when the transmission is ready to
apply or release a clutch.
19. Trimmer valves (check the correct answer):
- A. Direct main pressure to the clutch apply circuits when the transmission is ready for
a shift.
- B. Prevent harsh shifts by reducing pressure to the clutch apply circuits during initial
clutch application.
_ C. Move based on modulator and governor pressures, and direct main pressure to
the appropriate shift relay valves.

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Electronic Control Applications

Several Allison transmissions are Electronically Controlled. The following on-highway
models are equipped with Electronic Control:
. MT(B) 648
. HT(B) 741
. HT(B) 748
. HTG) 755CR
. HT(B) 755DR
. V73l and VR731

The following off-highway models are equipped with Electronic Control:
. CLBT 5962and6062
. DP 8963
. CL(B)T 9681
. CLT 755 and CL(B)T 755

ON HIGHWAY APPLICATIONS

CITY DELIVERY
RUBBISH REMOVAL
OIL DELIVERY
SCHOOL BUS
TRANSIT MIXER
AIRPORT REFUELER

TRANSIT BUS
OVER THE ROAD TRACTORS
INNER-CIW BUS
DUMP TBUCK
TANK TRANSPORT
FIRE AND RESCUE

Electronic Control Unit
The ECU is an onboard microcomputer.
A. The ECU receives information through a wiring harness from a variety of sources.

l. The ECU uses this information to determine how and when shifts should occur,
B. There are three ECU types:
1. Splash Proof - earliest model, no longer in production.
2. Sealed Standard - replaced the Splash Proof.
3. sealed Plus II - has secondary mode capabilities and includes an additional
connector to accommodate a secondary shift selector and additional features.

ECU Mounting and Operation Concerns
The ECU should be mounted in an area protected from direct exposure to weather,
cleaning sprays, high concentrations of dust and sunlight.
A. Although the connectors and ECU body are "sealed," mount the unit in an area free
from road splash - don't allow the ECU to be immersed in water.

B. Mount the ECU in the coolest practical location with good ventilation.
C. Bolt the ECU to a metal structure to help dissipate the unit's heat.
D. Bolt the ECU securely to the vehicle's cab or chassis - position the connectors
"down" whenever possible to avoid direct moisture contact on the connectors.

E. Mount the ECU in a position that minimizes operator and technician/service
personnel contact - leave clearance to allow ECU connectors to be removed without
dismounting the unit.
F. Mount as close as possible to the battery power.
1. Long power leads result in voltage drops - keep the power leads short to help the
ECU meet voltage requirements.
The ECU's main power and ground inputs should be "dedicated" - no other electrical
component should share the ECU's power and ground inputs.
3. Voltage requirements vary with transmission temperature a minimum of 10 volts is
required; 16 volts is maximum continuous voltage the system handles; 19 volts is the
maximum intermittent voltage the system allows.
G. In some situations, ECU power must be supplied by a dual power source (off-
highway and emergency vehicle applications, and vehicles equipped with J acobs
engine brakes).
1. An engine or transmission oil pressure switch and the master ignition switch should
both supply ECU power. This assures that power is supplied to the ECU under all
operating conditions.
H. The ECU requires continuous power for storing diagnostic codes and throttle sensor
calibration values.

l. This memory must be powered with 12 volts even when the engine is shut down and
the ignition switch is "off."
2. Without continuous power memory, all diagnostic and throttle sensor information is
lost. But all necessary information for system operation is regenerated automatically by
the ECU.
I. The ECU is a sealed component and is not serviceable in the field.
l. PROM removal and replacement is the only field service performed on ECU's.


Programmable Read Only Memory (PROM)
The Programmable Read Only Memory
(PROM) chip is the ECU's data bank.
A. It is programmable for a wide variety of
vehicle and equipment applications.
1 . It's the heart of the Electronic Control's
flexibility and programmability.
B. The PROM is programmed for specific
applications, options and characteristics.

l. Installing the wrong PROM can alter the
Electronic Control's performance.
c. The PROM is located inside the ECU and
is accessed through a cover in the ECU
case.

To determine which options are programmed on a specific PROM, access the
Electronic Control Inquiry System (ECIS).
A. ECIS is a computer program that offers on-line access to ECU and PROM
information.

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E. Off-highway speed sensors must be adjusted.
1. Align the sensor so it touches one of the trigger wheel's teeth if threaded all the way
in.
2.Thread the sensor in until it contacts the trigger wheel tooth, then back it out 3/4 to I
turn - be sure you're contacting the tip of the tooth (not between teeth).
Throttle Position Sensor

The throttle position sensor consists of a pull actuation cable and a linear
potentiometer.
A. One end of the cable is attached to the engine fuel lever shaft, the other end is
attached to the potentiometer inside the sensor's protective housing.
B. The sensor's housing has a plug for the wiring harness connector.
1. If the vehicle is equipped with DDEC II, an interface module may be required.
a. Two types of DDEC II interface modules are available - minimum interface and
maximum interface.
c. Throttle movement causes a change in the electronic signal to the ECU the ECU is
programmed to recognize the signal as "percent of throttle."
1. When the throttle is wide open, the ECU directs upshifts to occur near the engine
governed speed.
2. Part throttle causes upshifts to occur at lower engine speeds.
3. The difference between full throttle and part throttle upshifts is determined by the
shift calibration in the PROM.
The throttle position sensor indicates throttle position to the ECU.
A. The throttle position sensor replaces conventional hydraulic modulator pressure
valves and circuits.
B. The throttle position sensor is located in the engine compartment.


















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C. There is no optimum wide open or closed throttle count.
l. As long as the counts stay in a safe zone, the sensor works fine.
D. The "target zone" is 50 to 200 counts.
Throttle Position Sensor Self-Adjustment
The throttle position sensor self-adjusts to stay within the normal count area.
A. Every time the vehicle is started and the ECU is initialized the sensor is re-
calibrated.

l. The ECU stores the sensor's readings at vehicle shut-down.
2. when the ECU is powered, idle counts are increased by 15 from the previous
reading.
3. When the ECU is powered, the wide open throttle counts are decreased by 15 from
the previous reading.
a. This narrowed count is widened once the operator steps on the throttle - the ECU
reads actual sensor travel and continually re-adjusts to the highest and lowest counts.
4. The portion of the sensor's travel that is read by the ECU is small compared to the
actual available counts.
5. The sensor generally stays within the error zones and usually does not require
adjustment other than initial installation.
Throttle Position Sensor initial adjustment Initial throttle position sensor adjustment
should "Centre" the sensor between the error zones.

Throttle Position Sensor Mounting
Proper sensor function and cable longevity require proper cable alignment.
A. Do not exceed a 10 degree maximum installed cable angle.
l. Avoid excessive cable bends and linkage angles.
a. Do not exceed a 6-8 inch bend radius.
B. Linkages should move freely without binding or sticking.
1. Be sure the sensor's cable mounting won't interfere with throttle movement.

Mount the sensor securely on the chassis near the engine fuel control.
A. Avoid mounting to cantilever brackets or thin metal members.
B. Add protective shrouding if the sensor is mounted in an area susceptible to operator
or technician damage.
C. Mount the sensor on a flat surface (within .030") to avoid housing distortion.
D. The sensor itself should be mounted above the engine fuel control connection.
E. Shield the sensor and any of its components that are within 12 inches of
turbochargers, exhaust manifolds or other heat sources.
1. The sensor is designed to withstand250 degree continuous temperatures and 300
degree intermittent heat soaks.
Break-over levers are found on both on-highway and off-highway applications.
A. The throttle position sensor must read actual fuel shaft movement, not throttle
break-over movement.

B. If the sensor reads break-over movement, it will read the additional movement as
fuel shaft movement and self-adjust incorrectly.
Shift Selectors
The Electronic Control uses two general types of shifters - push button and lever.

A. V-731 applications use a three speed touch pad selector.
B. MT and some HT transmissions use the four and five speed push button selectors.

1. The HT also uses the four and five speed lever selectors.
C. Off-highway transmissions use lever selectors.


Drive by wire when the vehicle is equipped with an electronically controlled DDEC
engine the engine TPS will provide the throttle position to the transmission ECU














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A. Shift patterns and detent (holding/releasing) mechanisms vary between
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Lever selectors operate using Hall Effect magnetic switches.
A. The switches themselves are not serviceable, but Allison supplies a kit for the
selector's mechanical components.
Additional Sensing Components
Additional components that may provide input to the ECU include the temperature
sensor, pressure switches, and vehicle interface.

Temperature Sensor
The temperature sensor monitors sump oil temperature for the ECU.
A. Sensor is located in the valve body wiring harness.
l. On-highway is mounted on the solenoid control circuit.
2. Off-highway is mounted in the lock-up valve body.
When the oil temperature is too hot or cold, shifting is affected.
A. All shifts are blocked when the transmission is below -25 degrees (F).
B. Transmission has limited shifting (neutral, 1st, reverse) when it's -25 to +25 degrees
F.
C. Transmission operation is normal when 25 to 27O degrees (F).
D. Above 27O degrees (F), the hot light comes on (if equipped), a trouble code is
stored in memory, and top gear is inhibited.
1. Top 2 gears inhibited for off-highway transmissions.
2. Exception to the inhibit rule is special applications (emergency vehicles).



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erse or fo
They can b
Oil pressu
ndition exi
There are
Lube pres
Low oil lev
Fluidic oil l
The transm
The transm
nsmission
The parts
The PROM
The PROM
witches
way Elect
e ECU-rev
e located o
and forwa
rward.
be either
ure switch
sts.
three diffe
sure switc
vel pressu
level sens
mission w
mission as
.
manual id
M and the
M must be
ronic Con
verse, forw
on the ele
rd pressu
of two sty
es signal
erent type
ch.
ure sensor
sor.
will only be
ssembly n
dentifies th
chosen s
e program
ntrol uses
ward, and
ectro-hydr
re switche
yles and p
the ECU
es of oil p
r.
e equipped
number de
he latest s
switch mu
mmed for t
three pre
d oil press
raulic valv
es signal
plumb dire
when a lo
ressure sw
d with one
etermines
switch ava
st be com
the type o
ssure swi
sure switc
ve body.
the ECU w
ectly into c
ow lube p
witches:
e of these
s the origi
ailable for
mpatible.
of switch u
itches to c
hes.
when the
clutch app
ressure o
e switches
nal switch
r service.
used.
communic
transmiss
ply circuits
or low oil le
s.
h for the
cate
sion is in
s.
evel
Lub
The
A. T
B. T
1. L
2. W
Low
The
the
A. A
dire
B. A
1. It
a. T
2. A
C. T
l. If
a co
D. P
1. If



be Pressu
e lube pre
The lube p
The lube p
Lube pres
When lube
w Oil Leve
e low oil le
valve bod
An orifice
ected to a
A bi-metal
t blocks th
This allows
As the tran
The low o
oil still rea
ode.
Pressurize
f oil level
re Switch
ssure swi
pressure s
pressure s
sure close
e pressure
el/Pressur
evel press
dy.
in the sen
switch on
l strip com
he flow of
s the oil le
nsmission
il level pre
aches the
ed oil can
is correct

itch is con
switch plu
switch is a
es the sw
e is low, th
re Sensor
sure senso
nsor's hou
n the oppo
mpensates
pressuriz
evel to ris
n warms, t
essure se
e switch af
only reac
, it blocks
nfigured li
umbs direc
a normally
witch.
he switch
or uses a
using prod
osite side
s for oil le
zed oil unt
e before a
the bi-met
ensor is no
fter transm
ch the sw
the flow o
ke the for
ctly into th
y open sw
opens, g
separate
duces a p
of the ho
evel chang
til the oil w
a trouble
tal strip m
ormally op
mission is
itch if oil i
of pressu
rward and
he lubrica
witch.
enerating
housing
ressurized
using.
ges as the
warms up
code is ge
moves out
pen.
s warm, th
n the pan
rized oil.
reverse p
ation oil pa
g a trouble
that bolts
d stream
e transmis
.
enerated.
of the wa
he switch
is too low
pressure s
assage.
e code.
to the bo
of oil that
ssion warm

ay.
closes, ge
w.
switches.
ottom with
t is
ms up.
enerating
Flui
The
not
A. T
indi
1. T
B. T
C. T
1. W
hou

D. P
1. If
Har
Elec
Con







idic Oil Le
e fluidic oi
use the b
The ECU
cates the
This elimin
The senso
The fluidic
When pres
using, it op
Pressurize
f oil level
rnesses
ctrical wir
ntrol syste
evel Senso
l level sen
bi-metal st
is program
oil is war
nates the
or's housin
c oil level
ssurized o
pens the s
ed oil can
is correct
ring harne
em.
or
nsor is sim
trip.
mmed to i
rm.
need for t
ng produc
sensor is
oil contact
switch's c
only reac
, it blocks
esses are
milar to th
ignore low
the bi-me
ces a pres
a normal
ts the pre
ontacts, g
ch the sw
the flow o
used to c
e low oil l
w level sig
tal strip.
ssurized s
ly closed
ssure swi
generating
itch if oil i
of pressu
connect th
evel pres
gnals, unti
stream of
switch.
itch on the
g a trouble
n the pan
rized oil.
he compon
sure sens
il the temp
oil.
e opposite
e code.
is too low
nents of th
sor, excep
perature s
e side of t
w.
he Electro
pt it does
sensor
the
onic
Chassis Wiring Harness
The chassis harness connects the throttle position sensor, output speed sensor and
electro-hydraulic valve body to the ECU.
A. Special connectors allow the harness to plug into the respective components,
including the bulkhead connector at the transmission, itself.

B. The wire numbers within the chassis harness are all 100 series numbers.
C. The chassis harness (and all harnesses) should be routed to avoid pinch points and
heat generating areas.
Cab Wiring Harness
The cab harness connects the shift selector and interface items to the ECU.

A. The interface connector comes three ways from Allison:
1. Two different types of connectors.
2. Loose wires.
B. The wire numbers in the cab harness are all200 series numbers.
C. This harness includes Bi-Directional Communication Link (BDCL) wires.
1. BDCL is used for vehicles equipped with DDEC I.
a. This allows the Electronic Control and DDEC to communicate.
2. DDEC II uses an interface module instead of BDCL.

The diagnostic data link (DDL) connector is part of the cab harness.

A. This connector is used to help troubleshoot the Electronic Control.
1. Service personnel can plug a display data line reader into the connector to monitor
trouble codes and system operation.
B. This connector should be located in a protected area on the vehicle.
Secondary Wiring Harness
The Sealed Plus II ECU is equipped to handle several additional options.
A. The secondary wiring harness connects these optional components to the ECU.
B. The secondary wiring harness comes from Allison with an ECU connector on one
end and loose wires on the other.
C. Some options wired through the secondary harness include:
1. Fire truck special logic.
2. Manual / automatic controls.
3. Range hold features.
4. Lock-up on and off.
5. Dual shift selectors.
6. Dual shift calibrations.
7. Bed hoist interlock.
8. Secondary spare input.
9. Additional special function input options.
D. Secondary harness wire numbers are 300 series numbers.
Identifying Electronically Controlled Transmissions

On-
A. B
B. S

Off-

A. C
con
B. E
bod
1. E
up v
Elec
The
lubr
A. A
con
B. T
the
C. T
1. T
2. R
3. L


-Highway
Bulkhead
Speed sen
-Highway
Conventio
nnector.
Electronic
dy connec
Electronica
valve bod
ctro-Hydr
e electro-h
rication, c
An electro
ntrolled by
These sol
ECU.
The valve
The forwa
Reverse p
Lube pres
Electroni
connecto
nsor
Electroni
onal off-hig
cally contro
ctor.
ally contro
dy.
aulic Valv
hydraulic v
cooling an
onically co
y a series
enoids ar
body also
rd pressu
pressure s
sure switc
cally Con
or
cally Con
ghway va
olled trans
olled trans
ve Bodies
valve bod
d clutch a
ontrolled tr
of soleno
re activate
o contains
re switch
switch.
ch.
trolled Tra
trolled Tra
lve bodies
smissions
smissions
dy's functio
application
ransmissi
ids.
ed and de
s sensing
.
ansmissio
ansmissio
s have few
s have twi
s also hav
on is to su
n.
on's hydr
activated
switches
ons - iden
ons - iden
wer pins i
ice as ma
ve a small
upply oil p
raulic circu
by electri
s.
tifying fea
tifying fea
n the mai
any pins in
er, soleno
pressure a
uits and v
ical signa
atures :
atures:
in valve b
n the main
oid-contro
and flow f
alves are
ls genera
ody
n valve
olled lock-
for
ted by
Sole
Sole
pres

A. E
inle
B. T
1. W
a. T
abo
2. W

a. T
C. S
1. C
2. B
D. T
latc











enoids
enoids in
ssure into
Each sole
et Port.
The inlet p
When the
This block
ove the ba
When the
This block
Solenoids
Clamped s
Bolted sole
The Electr
ching.
the electr
o specific
noid is po
port is reg
solenoid
ks the sole
all.
solenoid
ks the exh
s are eithe
solenoids
enoids are
ronic Con
ro-hydrau
passages
ositioned o
gulated by
is "off," th
enoid pres
is "on," th
aust port
er bolted o
are "sand
e secured
ntrol uses
lic valve b
s or to exh
on the val
y check ba
he check b
ssure port
he plunger
and allow
or clampe
dwiched"
d to the va
two gene
body act a
haust.
lve body s
all position
ball is held
t, and exh
r moves u
ws solenoi
d to the v
between
alve body
eral types
as switche
so that so
n.
d down by
hausts sol
up, allowin
id pressur
valve body
the valve
with tom-
of soleno
es to direc
olenoid pre
y a plunge
enoid pre
ng the che
re to pass
y.
body and
-head scre
ids latch
ct hydraul
essure flo
er.
essure loc
eck ball to
s through.
d a mount
ews.
hing and n
ic
ows to its
ated
o move.

ting plate.
non-

Latc
Latc
A. W
stay
B. C
C. B
Non
Non
A. W
stay
B. C
C. B
hole
ching Sole
ching sole
When latc
y there un
Clamp dow
Bolt down
n-Latching
n-latching
When pow
ys there a
Clamp dow
Bolt down
es.
enoids
enoids req
ching sole
ntil they ar
wn latchin
n latching
g Solenoid
solenoids
wer is app
as long as
wn non-la
n non-latch
quire only
noids are
re energiz
ng soleno
solenoids
ds
s require
plied,-the n
s it remain
atching so
hing solen
y a short a
momenta
zed again
ids are ide
s have a ta
constant
non-latchi
ns energiz
olenoids h
noids have
application
arily energ
.
entified by
ab Centre
power to
ing soleno
zed.
ave two ta
e a tab sli
n of powe
gized, the
y a single
ed betwee
remain in
oid moves
abs on the
ightly off-C
r to positio
ey move o
e tab at the
en the two
position.
s into pos
eir base.
Centre be
on the so
one directi
e solenoid
o bolt hole
ition and o
etween the
lenoid.
on and
d's base.
es.
only
e two boltt
Typical On Highway Electro-Hydraulic Valve Body Operation
The Electronic Control's components and sensors eliminate the need for conventional
hydraulic governor pressure, modulator pressure and selector valves.

A. The output speed sensor provides the ECU with output speed information.

B. The throttle position sensor provides the ECU with throttle position information.

C. Electronic shift selectors provide operator input.
Based on these sensors, plus vehicle interface and oil pressure, temperature and level
input, the ECU energizes and de-energizes solenoids in the electro-hydraulic valve
body.

































Hydraulic Components
A. Latching solenoids replace conventional shift signal valves.
1. They control the position of shift valves.
B. Shift valves control the flow of pressure into clutch apply circuits.
1. They can direct pressure into clutch apply circuits and they can exhaust clutch apply
circuits.
C. The neutral-range valve is controlled by one latching and one non-latching solenoid.
1. This valve controls the transmission's shifts from neutral to range, and from range
back to neutral.
D. The forward-reverse valve is controlled by a latching solenoid.
1. This valve controls whether the transmission shifts into a forward range or reverse.
E. Trimmer valves regulate oncoming clutch application.
F. The trimmer regulator valve is controlled by a non-latching solenoid.
1. The trimmer regulator valve controls the pressure under the trimmer valve plug,
which regulates trimmer valve operation.
G. The lock-up relay valve is controlled by a non-latching solenoid.
1. Depending on solenoid position, this valve exhausts or applies the lock-up clutch
apply circuit.
H. The solenoid priority valve and direction priority valve ensure steady flow of main
pressure regardless of transmission range or activity.
Solenoid Designations
Each solenoid has a letter designation and receives a constant flow of main pressure.
A. In four speed transmissions, solenoids B, C and D are latching and take the place of
conventional shift signal valves.
1. Solenoid B controls the 1-2 shift valve.
2. Solenoid C controls the2-3 shift valve.
3. Solenoid D controls the3-4 shift valve.
B. In five speed transmissions, solenoids A, B C and D are used.
1. Solenoid A controls the low-l shift valve.
2. Solenoid B controls the 1-2 shift valve.
3. Solenoid C controls the 2-3 shift valve.
4. Solenoid D controls the 3-4 shift valve.
C. In three speed models, solenoids C and D are used.
1. Solenoid C controls the l-2 shift valve.
2. Solenoid D controls the2-3 shift valve.
D. Solenoid F is latching and provides main pressure feed to the bottom of the forward-
reverse valve.
E. Solenoid H is non-latching and directs main pressure to the bottom of the neutral-
range valve when energized.
F. Solenoid J is latching and directs main pressure to the top of the neutral-range
valve.
G. Solenoid G is non-latching and directs main pressure to the lock-up relay valve
when the ECU senses the transmission is ready for lock-up.
H. S
con
The
Neu
Wh
A. I
shif
B. S
1. T
forw
C. S
Solenoid E
ntrol shift q
e transmis
utral Fluid
en the en
t's then d
ft valve, th
Solenoid J
This keeps
ward clutc
Since only
E is non-la
quality.
ssion shift
d Flow
ngine start
irected th
he l-2 shift
J simply d
s the valv
ch apply c
y first clutc
atching an
ts when th
ts, main p
rough the
t valve an
directs ma
e position
ircuit.
ch is appl
nd provide
he ECU e
pressure fi
e solenoid
nd into the
ain pressu
ned down
lied, the tr
es a feed
nergizes a
ills all sole
priority v
e 1st clutc
ure to the t
and prev
ransmissi
to the trim
and de-en
enoid circ
alve and
ch apply c
top of the
ents main
on is in ne
mmer reg
nergizes s
uits.
cascades
ircuit.
e neutral-r
n pressure
eutral.
ulator valv
specific so
s through t
ange valv
e from ent
ve to help
olenoids.
the 2-3
ve.
tering the
p
Firs
Wh
de-e
A. P
pres
B. P
pres
1. T
reg
C. 1
tran










st Range
en shifting
energized
Pressure f
ssure to f
Pressure f
ssure to e
The forwa
ulator, he
1st clutch
nsmission
g into first
d.
from sole
flow to the
from sole
enter the f
rd clutch a
lping lowe
remains a
into first
t range, s
noid H po
e forward-
noid F po
forward cl
apply circ
er main pr
applied an
range.
olenoids F
ositions th
reverse v
sitions the
lutch appl
cuit also d
ressure o
nd forwar
F and H b
e neutral-
valve.
e forward-
y circuit.
irects ma
nce the fo
rd clutch b
become e
-range va
-reverse v
in pressu
orward clu
becomes a
nergized
lve up, all
valve up,
re to the m
utch is app
applied, s
and solen
lowing ma
allowing m
main pres
plied.
shifting the
noid J is
ain
main
ssure
e
Sec
Dur
A. S
B. S
1. T
C. S
forc
1. T
D. S
rang











cond Rang
ring secon
Solenoid F
Solenoid H
This keeps
Solenoid B
cing it dow
This exhau
Since 2nd
ge.
ge
nd range:
F stays op
H (non-lat
s forward
B become
wn.
usts 1st c
d clutch an
pen becau
tching) co
clutch ap
es energiz
lutch and
nd forward
use it's lat
ontinues to
pplied.
zed and d
directs m
d clutch a
tching.
o receive
irects pre
main press
are applied
positive v
essure to t
sure into t
d, the tran
voltage an
the top of
he 2
nd
clu
nsmission
nd also sta
the 1-2 s
utch apply
attains se
ays open.
hift valve,
y circuit.
econd

,
Thir
Dur
A. S
1. T
B. S
C. S
1. T
2. M
D. S












rd Range
ring third r
Solenoid H
This keeps
Solenoid B
Solenoid C
This forces
Main press
Since 3rd
range:
H remains
s forward
B is latche
C is energ
s the valv
sure is no
and forwa
s energize
clutch ap
ed open a
gized and
ve down a
ow directe
ard clutch
ed and so
pplied.
and still fe
directs p
nd allows
ed into the
hes are ap
olenoid F r
eds the 1
ressure to
s 2nd clutc
e 3rd clutc
pplied, the
remains la
-2 shift va
o the top o
ch to exha
ch apply c
e transmis
atched op
alve.
of the 2-3
aust.
ircuit.
ssion shift
pen.
shift valv
ts into thir
ve.
rd range.
Fou
Dur
A. S
B. S
C. S
valv
1. T
D. S













urth Rang
ring fourth
Solenoids
Solenoids
Solenoid D
ve, forcing
This exhau
Since 4th
e
h range:
H and F
B and C
D is energ
g the valve
usts 3rd c
and forwa
keep forw
keep thei
gized and
e up.
clutch, but
ard clutch
ward clutc
ir shift val
directs m
t directs m
hes are ap
h applied
ves down
main press
main press
pplied, the
.
n.
sure to the
sure into t
e transmis
e bottom o
the 4
th
clu
ssion shift
of the 3-4
tch apply
ts into fou
4 shift
circuit.
rth range.
Rev

In re
A. T
1. In
3-4

B. M
1-2
C. S












verse
everse, o
This positi
n this pos
shift valv
Main pres
shift valv
Since 1st
nly soleno
ions the n
sition, mai
ve and into
sure from
ve and into
and 4th c
oid H is en
neutral-ran
n pressur
o the 4th c
m the solen
o the 1st c
clutches a
nergized.
nge valve
re flows th
clutch app
noid prior
clutch app
re applied
"up."
hrough the
ply circuit.
ity valve f
ply circuit.
d, the tran
e forward-
.
flows throu

nsmission
- reverse
ugh the 2
attains re
valve, thr
-3 shift va
everse.
rough the
alve, the
The
A. T
1. T









e ECU det
This direct
This affect
termines
ts main p
ts trimmer
how fast s
ressure to
r action by
some clut
o the trimm
y controlli
tches app
mer regula
ng the pre
ly by ene
ator valve
essure un
rgizing so
e.
nder the tr
olenoid E.
rimmer pluug.
Loc
Wh
bec





















ck-Up
en the EC
comes ene
CU determ
ergized an
mines the
nd directs
appropria
s main pre
ate conditi
essure into
ions have
o the lock
e been me
k-up clutch
et, solenoi
h apply ci
id G
rcuit.
Elec
The
ope
A. D
1. T
B. N
pres
1. S
2. S
3. S
a. M
pres

b. A
c. O
valv
d. O
pres





ctrical Fai
e system's
eration du
During ele
This locks
Non-latchi
ssure.
Solenoid G
Solenoid E
Solenoid H
Main press
ssure to t
As long as
Once the e
ve moves
On re-star
ssure, but
ilure
s latching
ring elect
ectrical fai
the trans
ing soleno
G (if energ
E no longe
H stops th
sure flowi
he forwar
s the engi
engine is
down, ex
rt, if electr
t the forw
and non-
rical failur
lure, latch
smission in
oids beco
gized) exh
er directs
he flow of
ng throug
rd clutch a
ne continu
shut down
xhausting
rical failure
ard clutch
-latching s
re.
hing solen
n range, i
me imme
hausts the
main pres
main pres
gh the valv
apply circu
ues runni
n and ma
the forwa
e still exis
h is no lon
solenoid c
noids stay
nhibiting a
ediately de
e lock-up
ssure to t
ssure to th
ve keeps
uit.
ng, the ne
in pressu
ard clutch
sts, the lat
nger applie
configurati
y in positio
all shifts.
e-energize
clutch.
he trimme
he bottom
it up and
eutral-rang
re flow th
apply circ
tching sole
ed, result
ion provid
on.
ed, exhau
er regulato
m of the ne
continues
ge valve s
rough the
cuit.
enoids co
ing in neu
des transm
usting mai
or valve.
eutral-rang
s to direct
stays up.
e valve sto
ontinue to
utral.
mission
n
ge valve.
t main
ops, the
direct
Basic electronic control
Controlling Circuits

Switches provide a method to start and stop the current flow and control the circuit's
operation.
A. When "off," current flow cannot continue to the other side of the battery - the circuit
has an "open" portion between the positive and negative battery terminals.
B. When "on," a "closed" circuit is created - current can flow completely through the
circuit from the positive side of the battery, through the switch's conductor, through the
other components in the circuit, and back to the negative side of the battery.

Switches operate like valves in a hydraulic system.
A. If the valve is "on," it directs fluid through the rest of the circuit.
B. If the valve is turned "off," it stops the flow of fluid through the system or directs it
somewhere else.

When an electrical switch creates an open in the circuit, the current flow stops at the
switch.

A. When the circuit is properly designed, the voltage pressure cannot overcome the
open and the pressure stops there.

When an electrical switch is closed and completes the circuit, current flows through the
entire circuit and provides energy for the circuit's components to use.

There are different types of switches.
A. Manually operated switches require an operator to physically open or close a circuit.
B. Switches controlled by mechanical devices can open or close the circuit.

1. For instance, a mechanical switch can be placed in a hydraulic passage, and when
hydraulic pressure is present, the switch can open or close the circuit - this is a hydro-
mechanical switch.
C. Switches controlled by other electrical circuits (electro-mechanical switches) are
called relays.
D. Electronic switches without mechanical function (such as Hall Effect switches) are
also utilized.

Electro-mechanical switches (relays and solenoids) operate using electromagnets.






Con
Elec
A. C
B. I
mag

Rel

Like
A. R
elec
B. R
circ

ntrolling C
ctromagn
Coiling a w
f a condu
gnetic fiel
ays
e batteries
Relays op
ctromagne
Relays are
cuits.
Circuits - E
etism is c
wire and a
ctor (like
d is intens
s and swit
pen and cl
etism to o
e common
Electroma
created wh
applying v
a solid iro
sified.
tches, rela
ose circu
operate.
nly used t
gnetism
hen curre
voltage to
on core) is
ays can b
its based
to allow lo
nt flows th
it creates
s added to
be placed
on electri
ow current
hrough a
s a magne
o the midd
within an
ical input
t circuits t
coiled con
etic field.
dle of the
electrical
- they util
to control
nductor.
winding, t
l circuit.
ize
high curre
the
ent
1. L
circ
C. R
1. R
a. If
is fl
1) N
they
2) N
crea

Sole

Ano
A. I
elec
1. H
pos
B. S
1. A
2. T
the
C. T
latc
Low curren
cuit.
Relays ca
Relay term
f a relay is
owing thr
Normally o
y create a
Normally c
ate an op
enoids
other type
n the Elec
ctronics.
Hydraulic f
sition of th
Solenoids
A winding
This magn
compone
The Electr
ching.
nt circuits
an be desi
minology is
s normally
ough the
open relay
a closed c
closed rel
en circuit.
e of compo
ctronic Co
flow is dir
he approp
operate u
around a
netic field
ent directs
ronic Con
s provide i
gned as "
s based o
y open, it'
electro-m
ys are ope
circuit.
ays are c
.
onent foun
ontrol, sol
rected by
riate valve
using the
steel cor
actually m
s pressure
ntrol uses
nput to th
"normally
on the "de
s normally
magnetic p
en until th
losed unt
nd in elec
enoids ar
valves - t
es that dir
same ele
e produce
moves a c
e to the ap
two gene
he relay w
open," or
e-energize
y open in
portion of t
hey are en
il they are
ctrical circ
re the poin
he Electro
rect fluid f
ectro-mag
es a magn
componen
ppropriate
eral types
which open
r "normally
ed" positio
the de-en
the relay)
nergized -
e energize
uits are so
nt where h
onic Cont
flow throu
netic princ
netic field
nt inside th
e locations
of soleno
ns or close
y closed."
on.
nergized p
.
- when the
ed - when
olenoids.
hydraulics
rol's solen
gh the va
ciples as
.
he soleno
s.
ids latch
es the hig
"
position (n
ey're ener
energize
s interface
noids cont
alve body.
relays.
oid - the po
hing and n
gh current
no current
rgized,
d, they
e with
trol the

osition of
non-
t
t
1. W
they
a. T
with
2. N
a. W
b. W
D. R
hyd
1. T

Circ

To c
A. P
B. T
circ
C. W
mea
wiri
When latc
y receive
They latch
hout conti
Non-latchi
When pow
When pow
Regardles
draulic valv
They direc
cuit Check
check vol
Place a te
The positiv
cuit and th
When trou
asuring vo
ng and ac
hing solen
another s
h into plac
nuous po
ng soleno
wer is app
wer is turn
ss of their
ves.
ct hydraul
ks
tage, the
ester lead
ve lead fr
he negativ
ubleshoot
oltage at v
ccessories
noids rece
signal.
ce when th
wer.
oids requi
lied, the s
ed off, the
r designat
ic pressur
circuit sho
on each s
rom the te
ve lead is
ing the El
various lo
s.
eive powe
hey receiv
re consta
solenoid m
e solenoid
ion, latchi
re using th
ould be e
side of the
ester is pla
placed on
lectronic C
ocations, i
er they mo
ve a powe
nt power
moves into
d moves b
ing and no
he theory
nergized.
e electrica
aced on th
n the nega
Control, v
ncluding E
ove one d
er signal a
to remain
o position
back to its
on-latchin
of electro

al circuit o
he positive
ative side
oltage che
ECU main
direction a
and remai
n in positio
.
s original p
ng solenoi
o-magneti

or compon
e side of t
of the com
ecks are u
n power in
and stay th
n in positi
on.
position.
ids act as
ism.
nent.
the compo
mponent
used for
nput and O
here until
ion
electro-
onent or
or circuit.
OEM


Res
imp

A. O
stat

1. W
com

B. T

1. A
con

2. A













sistance b
portant fac
One way t
tus is by r
When the
mponent r
To check
A quality d
ndition item
Always de
becomes a
ctor for ele
the Electr
reading ci
Electronic
esistance
resistance
digital volt/
ms.
e-energize
an import
ectronic co
ronic Cont
rcuit resis
c Control
e to see if
e, use an
/ohmmete
e the circu
ant troubl
ontrol ope
trol's Elec
stance.
is not per
it is within
ohmmete
er allows y
uit before
eshooting
eration.
ctronic Co
rforming p
n design s
er.
you to che
performin
g measure
ntrol Unit
properly, y
specificati
eck resist
ng resistan
ement, an
(ECU) m
you can ch
ons.
tance and
nce check
nd it also i
onitors cir
heck circu
d other key
ks.
s an
rcuit
uit or
y circuit





Con
not

A. C
this
l. Fo
are

B. C
ohm
1. P

2. T
of th

C. C
con

D. M

E. R
l. If
clos

2. If
ntinuity ch
as critica
Continuity
s circuit (to
or instanc
closed, th
Continuity
mmeter.
Place the
The ohmm
he ohmme
Continuity
ntinuity ch
Most digit
Relationsh
continuity
sed.
f continuit
hecks are
l.
y indicates
o a point)
ce, if a circ
he circuit
y and resis
leads on e
meter sens
eter, throu
y and resis
eck - this
al volt/ohm
hip betwe
y is prese
ty is not p
similar to
s the pres
is not imp
cuit conta
is comple
stance ch
either side
ses circuit
ugh the ci
stance ch
would req
mmeters
en contin
nt, the res
resent, re
o resistanc
ence of a
portant.
ins a swit
ete cont
ecks are
e of the c
t condition
ircuit, bac
hecks are
quire a re
let you ch
uity and r
sistance w
esistance w
ce checks
a complete
tch and tw
inuity exis
performed
ircuit or co
n/resistan
ck to the o
similar, b
sistance c
heck resis
resistance
will be less
will be inf
s, but spec
e, closed c
wo relays,
sts.
d on de-e
omponen
nce - it sen
other side
ut resista
check.
tance and
e:
s than infi
finite - the
cific resist
circuit th
and the s
energized
t being ch
nds a sign
of the oh
nce is not
d continuit
inite, and
e circuit is
tance rea
he resista
switch and
circuits w
hecked.
nal from o
mmeter.
t measure
ty.
the circui
open.
dings are
ance of
d relays
with an
one side
ed by the
t is


Che
resi

A. C
1. If
inhi
2. F
with
som

B. W
circ

l. Ex
har
toge

2. T
the

3. T
exc
a fu

C. O
find
the



ecking for
istance an
Current, li
f a hydrau
bits opera
For electri
h another
metimes in
When the
cuit is said
xample -
ness) and
ether.
This cause
rest of th
The circuit
cessive cu
use will blo
Once a sh
d out wher
problem.
r shorts is
nd continu
ke fluid in
ulic hose b
ation of hy
city, if the
conducto
nhibit the
conducto
d to be "sh
If a circuit
d both wire
es the cur
e circuit -
t could en
urrent flow
ow.
hort has o
re the pro
another e
uity check
n a hydrau
breaks, th
ydraulic c
e conducto
or, the elec
supply of
or is not in
horted."
t had two
es' insula
rrent to flo
the result
nd up dam
w that occu
occurred, y
blem lies
electrical c
ks.
ulic system
he pressur
omponen
or's insula
ctricity wil
energy to
nsulated a
wires run
tion broke
ow from o
t is a non-
maged if th
urs due to
you can u
- resistan
check - it'
m, takes th
rized fluid
ts in the c
ator break
ll take the
o compon
against an
nning right
e at the sa
ne wire di
-functionin
he conduc
o the shor
use the the
nce and co
s just as i
he path o
d comes o
circuit.
ks and the
e path of le
ents in th
n alternate
t against e
ame spot,
irectly to t
ng circuit.
ctors aren
rt the wi
eories we
ontinuity c
important
f least res
out the bre
e conducto
east resis
e circuit.
e path of c
each othe
the cond
the other w
.
't designe
res could
e've alread
checks ca
as voltag
sistance.
eak in the
or comes
tance and
current flo
er (like a w
ductors wo
wire, bypa
ed to hand
burn, or h
dy discuss
an lead us
ge,
hose and
in contac
d
ow, the
wiring
ould short
assing
dle the
hopefully,
sed to
s right to
d
t
t

Tro

The
The
veh

A. F

B. F

C. L
on t

Eac

A. I

B. T
trou

l. Th










ubleshoot
e Electron
e chance f
hicle takes
From the f
From the O
Like the O
the vehicl
ch of thes
nstallation
The Electr
uble codes
hese code
ting Intr
nic Contro
for Electro
s before re
factory, th
OEM, the
OEM and b
e before i
e steps p
n, interfac
ronic Con
s.
es lead te
roduction
l is well-d
onic Cont
eaching th
he Electro
vehicle is
body spec
it's finally
resents a
ce and tec
trol will so
echnicians

esigned,
rol proble
he custom
onic Contr
s often se
cialist, the
forwarded
potential
chnician m
ometimes
s to poten
but does
ems is incr
mer.
rol goes to
ent to a bo
e distributo
d to the cu
problem
mistakes o
s record di
tial proble
encounte
reased by
o the OEM
ody specia
or may ne
ustomer.
area.
often caus
iagnostic
em areas.
er occasio
y the num
M for insta
alist.
eed to per
se system
informatio

nal proble
ber of ste
allation.
rform som
m trouble.
on in the f
ems.
eps the
me work
form of


Som

A. t
pro

And

A. T

Inst

Imp
pro
ens

ECU
clea

ECU

ECU

ECU
amp

Wir
metimes,
his requir
blems
d sometim
This requi
tallation C
proper Ele
blems. Be
sure prope
U is moun
aning spra
U is moun
U and con
U power l
perage sp
re 201 is s
problems
res followi
mes, probl
res follow
Checklist
ectronic C
efore trou
er compon
nted in an
ays.
nted secu
nnectors a
eads are
pike gene
securely g
occur tha
ng the ste
ems occu
wing the st
ontrol com
bleshootin
nent insta
area prot
rely and i
are protec
kept as s
rators and
grounded
at don't se
eps to iso
ur that cau
teps for tr
mponent i
ng, use th
allation.
tected fro
n an area
cted from
hort as po
d are ded
to chassis
et trouble
late mech
use interm
roublesho
nstallation
he Electro
om exposu
a that rem
road spla
ossible, a
icated for
s near the
codes.
hanical, hy
mittent trou
oting code
n can cau
nic Contro
ure to dus
ains cool
ash or othe
ren't route
the ECU
e ECU.
ydraulic o
uble code
e and non
use a varie
ol Installa
st, weathe
and supp
er source
ed next to
only.
or electrica
es.
n- code pr
ety of perf
ation chec
er, sunligh
plies good
s of moist
o voltage o
al
roblems.
formance
klist to
t and
air flow.
ture.
or


Push button shift selector is mounted in an area protected from moisture and high
concentrations of sunlight.

Push button shift selector is mounted at least 20 degrees from horizontal to allow
moisture to drain.

Selector is mounted where it will not be immersed in water.

"Check transmission" light is mounted so that it is clearly visible in all conditions
(sunlight, night, etc.).

Throttle position sensor cable and linkage is routed so that no binding occurs during
accelerator/sensor operation.

Throttle position sensor cable end does not exceed a 10 degree maximum installed
angle.

Throttle position sensor is reading actual throttle shaft movement, not break over lever
movement.

Throttle position sensor is mounted flat (within .030") on a solid chassis member near
the engine fuel control.

Throttle position sensor is protected from excessive heat, moisture and potential
operator/technician damage.

Throttle position sensor is mounted so that moisture can drain from the sensor's body
(body should be mounted above the cable).

The DDL connector is mounted in a protected area, preferably in the cab.

Wiring harnesses are securely mounted to prevent rubbing, bending, chafing and other
harmful movement.

The speed sensor pickup is not connected to any devices except the Electronic Control
wiring harness.








Tro
The
pro

A. T
limi
1. If
"Ch

Tro

A. S

1. C

2. D

B. H

1. C

2. L






uble Code
e Electron
blems.
The Electr
ts.
f the ECU
heck Trans
uble code
Soft codes
Cause the
Do not cau
Hard code
Cause the
Limit the o
es
nic Contro
ronic Con
U receives
smission"
es fall into
s:
e "Check T
use the EC
es:
e "Check T
operation o
l's self-dia
trol's ECU
s signals th
" light and
o one of tw
Transmiss
CU to inh
Transmiss
of the tran
agnosis ca
U is a mic
hat are no
a diagno
wo catego
sion" light
ibit transm
sion" and
nsmission
apabilities
cro-proces
ot within p
ostic troub
ories - soft
to come
mission op
"Do Not S
n, protectin
s help you
ssor with p
programm
ble code is
t or hard.
on.
peration.
Shift" light
ng it from
u locate a
pre- progr
med limits,
s stored in
ts to come
damage.
nd repair
rammed o
it turns o
n memory
e on.

operating
n the
y.
Ret
To

A. T

B. R

C. P

D. T
is p

1. F
2. T

Dia

To c

A. T

B. P

C. B

D. R

E. S
trieving Tr
retrieve tr
Turn the ig
Run the e
Place and
The "Chec
present.
For examp
There may
gnostic eq
clear trou
Turn the v
Place the
Be sure th
Restart th
Select rev
rouble Co
rouble cod
gnition "on
ngine at id
d hold the
ck Transm
ple - Flash
y be a sec
quipment
ble codes
vehicle "of
test switc
he vehicle
e vehicle.
verse (stay
odes Witho
des withou
n" and sta
dle with th
Electroni
mission" li
h-Pause-F
cond code
must be
s without u
ff."
ch in the "o
e's brakes
.
y in revers
out Pro-Li
ut using d
art the eng
he shift se
c Control'
ght will fla
Flash-Flas
e in memo
used to re
using diag
on" positio
are appli
se for a co
ink
diagnostic
gine.
elector in
's test swi
ash the m
sh-Flash d
ory, but it
etrieve ad
gnostic eq
on.
ed.
ouple of s
c equipme
neutral.
itch in the
ost impor
denotes a
will not fla
dditional co
quipment:
seconds) t
ent:
e "on" pos
rtant diagn
a Code 13
ash.
odes.
then retur
ition.
nostic cod
3.
rn to neut
de if one
ral.

Retrieving trouble codes using the Pro-link

To retrieve trouble codes using the Pro-link:

A. Connect the diagnostic tool to the Electronic Control's DDL.
B. Select the transmission type.
C. Press "Function" to enter the Function Selections Menu.
D. Scroll until "Diagnostic Codes" appears, then press "Enter."

To clear trouble codes using the Pro-link:

A. Leave the Pro-link Plugged into the DDL.
B. Cycle the ignition switch "off" then back "on."
C. Move the shift selector from neutral to reverse, then back to neutral.


Tro
Cod
A. P
B. P
cha

Let'
tran

Elec
pres
leve
A. L
pres
l. A
B. L
its d
1. A
C. F
1. W
clos

Det
A. F
whe
B. T

ubleshoot
de 12 indi
Possible n
Possible e
assis wirin
's assume
nsmission
ctronically
ssure swi
el sensor.
Lube pres
ssure exis
trouble c
Low oil lev
design, re
A trouble c
Fluidic oil
When the
ses.
termine w
For our sc
en the veh
The ECU
ting Scen
cates the
non-electr
electrical c
ng harness
e the non-
's Electro
y Controlle
tches - lu

ssure switc
sts.
ode sets w
vel pressu
emains op
code is se
level sen
vehicle ru
which switc
cenario, as
hicle is sto
has set a
ario #1 - T
ECU is re
rical cause
causes in
s, or an o
-electrical
nic Contro
ed transm
be pressu
ch is open
when the
ure senso
pen when
et when th
sor is nor
uns, the sw
ch the tran
ssume a l
opped and
trouble c
Troublesh
eceiving a
es include
clude a fa
pen or sh
causes h
ol system
missions a
ure switch
n when no
vehicle is
r is open
pressure
he vehicle
rmally clos
witch stay
nsmission
lube press
d closed w
code, so it
hooting Co
a low lube
e low oil le
aulty press
ort in the
have been
m must be
are equipp
h, low oil le
o pressure
s running
when no
exists.
e runs and
sed.
ys open, a
n uses (re
sure switc
when it's r
must be
ode 12
e pressure
evel or low
sure switc
transmiss
n checked
checked.
ped with o
evel press
e is prese
and the c
pressure
d the circu
and a cod
fer to ECI
ch is used
running.
reading th
e signal.
w oil press
ch, an ope
sion intern
d and are

one of thre
sure sens
ent and clo
circuit stay
is presen
uit closes.
e is set w
IS).
d - the circ
he circuit
sure.
en or shor
nal wiring
okay th
ee types o
sor or fluid
osed whe
ys open.
nt, and, be
when the s
cuit should
as open.
rt in the
harness.
e
of oil
dic oil
en
ecause of
switch
d be openn
Isol
or o
A. I
sen
B. C
sho
l. Pe
2. C
3. C
con
A. I
som
B. I
circ
or d

Not
spe
inte

If th
wiri
thes
A. I
har
jum
wire
B. N
betw

1. If
2. If
ate the pr
outside the
solate the
nsor, thrott
Check the
orts.
erform sim
Check the
Check for
nnector.
f continuit
mewhere e
f continuit
cuit, either
damaged
te: The Al
ecific infor
ernal wirin
he interna
ng harnes
se wires f
t's difficul
ness, so y
mping term
es 101 an
Now deter
ween term
f continuit
f continuit
roblem - d
e transmis
e chassis
tle sensor
e circuit in
mple circu
circuit ins
continuity
ty exists,
else.
ty doesn't
r the switc
terminals
lison Tran
mation fo
g harness
l circuit is
ss. wires
for opens
t to place
you can in
minals H a
nd 122 tog
rmine if th
minals 2N
ty exists, t
ty does no
determine
ssion (cha
wiring ha
r and the
side the t
uit checks
side the tr
y between
the circuit
t exist; the
ch or its re
.
nsmission
r testing t
s/wiring b
sending
101 and 1
and short
the volt/o
nstall jump
nd E on th
gether.)
he chassis
and 3N o
the circuit
ot exist, o
e if it is ins
assis wirin
rness by
ECU.
ransmissi
- continu
ransmissi
n terminals
t is closed
e open sig
elated wiri
n Electron
the switch
oard prob
a closed s
122 provid
ts.
ohm mete
per wires
he transm
s harness
on the EC
t isn't ope
ne or both
side the tra
ng harnes
unpluggin
ion and th
ity checks
on with th
s H and E
d - the ope
gnal is pro
ing harnes
ic Control
h (using lig
blem.
signal, the
de the EC
r connect
while the
mission en
circuit is
CU side of
n, but a s
h of the w
ansmissio
ss).
ng it from
he chassis
s.
he vehicle
E on the tr
en signal
obably com
ss or the w
l Troubles
ght air pre
e problem
CU with the
tors on ea
harness
nd of the c
open by c
the chass
hort may
wires may
on (interna
the transm
s harness
e running.
ransmissio
must be c
ming from
wiring circ
shooting M
essure) an
m probably
e sensing
ach end of
is isolated
chassis ha
checking f
sis harnes
be presen
be open
al wiring o
mission, t
for open
ons bulkh
coming fro
m the inter
cuit board
Manuals p
nd tracing
y lies in th
g signal, s
f the wirin
d. (Examp
arness co
for contin
ss.
nt.
or switch)
he speed
and
head
om
rnal
d or faulty
provide
an
e chassis
o check
ng
ple:
nnects
uity
s
Ass
term
con
A. I

l. R
L.

2. A
sho

3. P
and

a. If
b. If

Not
that

B. U
1. J
term
2. W
on t
a. If
b. If
sume that
minals 2N
ntinuity.
solate an
emove th
Assuming
ould have
Place the j
d 2Y at the
f continuit
f continuit
te: Make s
t might aff
Use the sa
J ump term
minal F on
With termi
the ECU s
f continuit
f continuit
we found
and 3N o
d check e
e jumper
we don't
continuity
jumper be
e ECU en
ty exists, w
ty does no
sure the w
fect the w
ame appr
minal H to
n the trans
nals H an
side of the
ty exists, w
ty does no
d an open
on the EC
each of the
between
have any
y from term
etween te
d of the c
wire 101 i
ot exist, w
wire you're
wire you're
roach to is
another c
smission s
nd F jumpe
e chassis
wire 122 i
ot exist, w
in the ch
CU side of
e wires in
terminals
y other tro
minal E to
rminals E
chassis ha
is not ope
wire 101 is
e jumping
e using to
solate wire
chassis ha
side of the
ed, contin
harness.
is not ope
wire 122 is
assis harn
the chass
the circu
s H and E
uble code
o terminal
E and L - c
arness.
en.
s open and
to is goo
test the tr
e 122.
arness wir
e chassis
nuity shou
en.
s open and
ness circu
sis harnes
it, starting
and place
es, wire 10
2Yon the
check for c
d must be
d - make
roubled ci
re (for this
harness)
uld be pres
d must be
uit - when
ss, we did
g with wire
e it betwe
09 should
e other en
continuity
e repaired
sure no o
ircuit.
s scenario
).
sent at te
e repaired
we check
dn't have
e 101.
en termin
d be good
d of the h
y at termin
d.
other code
o, use wire
rminals 3
d.
ked
nals E and
- it
harness.
nals 2N
es exist
e 118 -
N and 2P
d

Eve
ano
wire

A. P
on a

l. If

Che

A. U

B. P
othe

1. N
wire

2. If
This






en if wire 1
other wire
e (disconn
Place one
a good gr
continuity
ecking wir
Unplug the
Place one
er termina
No continu
es to merg
f continuit
s problem
122 and 1
in the ha
nect the h
e end of th
round.
y exists, th
res for sho
e harness
e test lead
als.
uity should
ge somew
ty exists b
m must be
101 are no
rness. Ch
arness at
he tester o
he wire is
orts to oth
s at both e
on the ap
d exist be
where in th
between te
corrected
ot open, th
heck for sh
t both end
on the app
shorted t
her harnes
ends and
pplicable
etween ter
he harnes
erminals,
d for prope
hey might
horts to gr
ds).
plicable te
to ground
ss wires r
remove a
terminal a
rminals un
ss.
the applic
er Electro
t be shorte
round by
erminal an
and must
requires to
all jumpers
and use th
nless the w
cable wire
onic Contr
ed to grou
isolating t
nd the oth
t be repai
otal wire is
s.
he other le
wiring dia
es are sho
rol operati
und or sho
the appro
er end of
red.
solation.
ead to pro
agram call
orted to ea
ion.
orted to
priate
the tester
obe all
s for two
ach other

r
.
Tro

Cod
sen

A. P
imp
adju

1. P
ope

B. P
sen

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tran

A. S
con

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adju

2. If
you

Isol

A. V
If th
ubleshoot
de 21 indi
nsor or its
Possible n
proper thro
ustment o
Physically
eration wil
Possible e
nsor, or an
's assume
nsmission
Sometime
ndition eve
Cycling the
ust and co
f the code
u must con
ate the th
Verify thro
he sensor
ting Scen
cates the
related ci
non-electr
ottle sens
or a bindin
checking
l identify o
electrical c
n open or
e the non-
's Electro
es, the thro
en though
e ignition
orrect the
e still appe
ntinue trou
hrottle sen
ottle positi
checks o
ario #2 -T
ECU is re
ircuits.
rical cause
or installa
ng throttle
g the thrott
or elimina
causes in
short in th
-electrical
nic Contro
ottle sens
h the sens
switch "o
situation.
ears after
ubleshoot
nsor by dis
on senso
okay, the c
Troublesh
eceiving a
es include
ation (on b
sensor ca
tle positio
ate these p
clude a fa
he chassi
causes h
ol system
sor's self-a
sor is oper
n" and "of
.
clearing i
ting.
sconnecti
r operatio
chassis ha
ooting Co
an incorre
e faulty th
break-ove
able.
on sensor'
potential p
aulty thrott
s harness
have been
m must be
adjustmen
rating and
ff' several
it from the
ng the ch
on by perf
arness mu
ode 21
ect signal
rottle/thro
er lever, et
's mountin
problem a
tle sensor
s.
n checked
checked.
nt mode w
d installed
l times wil
e ECU, the
assis wiri
forming re
ust be che
from the t
ottle senso
tc.), impro
ng and me
areas.
r, an over
d and are

will read a
properly.
ll allow the
e problem
ng harnes
esistance
ecked for
throttle po
or linkage
oper thrott
echanical
r-stroked t
okay th
n "over-st
.
e sensor t
m still exis
ss.
measurem
opens an
osition
,
tle sensor
throttle
e
troke"
to self-
ts and
ments.
nd shorts.

r


A. D
tran

B. C

1. C
term

2. If

C. C

1. C
the

2. C
end

3. If
repa
Disconnec
nsmission
Check eac
Connect o
minal at th
f continuit
Check eac
Connect o
chassis h
Check for
d of the ha
f continuit
aired.
ct the cha
, speed s
ch wire in
one end of
he ECU en
ty exists a
ch wire in
one end of
harness.
continuity
arness.
ty exists a
assis harn
ensor and
the thrott
f the teste
nd of the
anywhere,
the thrott
f the teste
y by placin
anywhere,
ess from
d throttle s
tle sensor
er to groun
chassis h
, the wire
tle sensor
er to the a
ng the oth
, the wire
all compo
sensor.
r circuit fo
nd and the
arness.
is shorted
r circuit fo
appropriate
her tester
is shorted
onents - in
r shorts to
e other en
d to groun
or shorts to
e circuit te
lead on e
d to anoth
ncluding th
o ground.
nd to the a
nd and mu
o other wi
erminal at
each termi
her wire an
he ECU,
appropria
ust be rep
ires.
t the ECU
inal at the
nd must b
te
paired.
U end of
e ECU
be