Allison Transmission 5000, 6000, 8000, 9000 Service Manual

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Troubleshooting Manual

5000, 6000, 8000, 9000 Series

Off-Highway Transmissions

Commercial Electronic Controls 2 (CEC2)

TS3353EN

Troubleshooting Manual

Allison Off-Highway

5000, 6000, 8000, 9000 Series Transmissions

TS3353EN

Commercial Electronic Controls 2 (CEC 2)

M 5610A, M 5610AR S 5610H, S 5610NR, S 5610M M 6610A, M 6610AR S 6610H, S 6610HR, S 6610M M 8610A, M 8610AR S 8610H, S 8610HR, S 8610M, S 8610MR M 9610A, M 9610AR S 9610A, S 9610AR, S 9610M, S 9610MR S 9810A, S 9810AR, S 9810H, S 9810HR, S 9810M, S 9810MR

2000 SEPTEMBER

Division of General Motors Corporation

P.O. Box 894 Indianapolis, Indiana 46206-0894 www.allisontransmission.com

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

FOREWORD — How to Use This Manual

This manual provides troubleshooting information for Allison Transmission Division, 5000, 6000, 8000, and 9000 Series Off-Highway Transmissions which have CEC 2. Service Manuals SM1866EN (5000, 6000), SM1228EN (8000) and SM1833EN (9000), plus Parts Catalogs PC1860EN (5000, 6000), PC1249EN (8000) and PC1830EN (9000) may be used in conjunction with this manual.

This manual includes:

•

Description of the CEC 2 system.

•

Description of the electronic control system components. Description of diagnostic codes, system responses to faults, and troubleshooting.

•

Wire, terminal, and connector repair information.

Speciﬁc instructions for using many of the available or required service tools and equipment are not included in this manual. The service tool manufacturer will furnish instructions for using the tools or equipment.

Additional information may be published from time to time in Service Information Letters (SIL) and will be included in future revisions of this and other manuals. Please use these SILs to obtain up-to-date information concerning Allison Transmission products.

This publication is revised periodically to include improvements, new models, special tools, and procedures. A revision is indicated by a letter sufﬁx added to the publication number. Check with your Allison Transmission service outlet for the currently applicable publication. Additional copies of this publication may be purchased from authorized Allison Transmission service outlets or from:

SGI, Inc. Attn: Allison Literature Fulﬁllment Desk 8350 Allison A venue Indianapolis, IN 46268 TOLL FREE: 888-666-5799 INTERNATIONAL: 317-471-4995

Take time to revie w the Table of Contents and the manual. Reviewing the Table of Contents will aid you in quickly locating information.

NOTE: Allison Transmission is providing for service of wiring harnesses and wiring harness components as

follows:

•

Repair parts for the internal wiring harness and for wiring harness components attached to the shift selector will be available through the Allison Transmission Parts Distribution Center (PDC). Use the P/N from your appropriate parts catalog or from Appendix E in this manual. Allison Transmission is responsible for warranty on these parts.

•

Repair parts for the external harnesses and external harness components must be obtained from St. Clair Technologies Inc. (SCTI). SCTI provides parts to any Allison customer or OEM and is responsible for warranty on these parts. SCTI recognizes ATD, manufacturers, and SCTI part numbers. SCTI provides a technical HELPLINE at 519-627-1673 (Wallaceburg). SCTI will have parts catalogs available. The SCTI addresses and phone numbers for parts outlets are:

St. Clair Technologies, Inc. 1050 Old Glass Road Wallaceburg, Ontario, N8A 3T2 Phone: (519) 627-1673 Fax: (519) 627-4227

St. Clair Technologies, Inc. 1111 Mikesell Street Charlotte, MI 48813 Phone: (517) 541-8166 Fax: (517) 541-8167

St. Clair Technologies, Inc. c/o Mequilas Tetakawi Carr. Internationale KM 1969 Guadalajara – Nogales, KM2 Empalme, Sonora, Mexico Phone: 011-52-622-34661 Fax: 011-52-622-34662

•

St. Clair Technologies, Inc. stocks a CEC 2 external harness repair kit, P/N 29532362, as a source for some external harness repair parts. SCTI is the source for external harness repair parts.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

IMPORTANT SAFETY NOTICE

IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings and cautions used in this manual. These warnings and cautions advise against using speciﬁc service procedures that can result in personal injury, equipment damage, or cause the equipment to become unsafe. These warnings and cautions are not exhaustive. Allison Transmission could not possibly know, evaluate, or advise the service trade of all conceivable procedures by which service might be performed or of the possible hazardous consequences of each procedure. Consequently, Allison Transmission has not undertaken any such broad evaluation. Accordingly, ANYONE WHO USES A SERVICE PROCEDURE OR TOOL WHICH IS NOT RECOMMENDED BY ALLISON TRANSMISSION MUST ﬁrst be thoroughly satisﬁed that neither personal safety nor equipment safety will be jeopardized by the service procedures used.

Also, be sure to review and observe WARNINGS, CAUTIONS, and NOTES provided by the vehicle manufacturer and/or body builder before servicing the Allison transmission in that vehicle.

Proper service and repair is important to the safe and reliable operation of the equipment. The service procedures recommended by Allison Transmission and described in this manual are effective methods for performing troubleshooting operations. Some procedures require using specially designed tools. Use special tools when and in the manner recommended.

The WARNINGS, CAUTIONS, and NOTES in this manual apply only to the Allison transmission and not to other vehicle systems which may interact with the transmission. Be sure to review and observe any vehicle system information provided by the vehicle manufacturer and/or body b uilder at all times the Allison transmission is being serviced.

WARNINGS, CAUTIONS, AND NOTES

Three types of headings are used in this manual to attract your attention:

WARNING!

Is used when an operating procedure, practice, etc., which, if not correctly followed, could result in injury or loss of life.

CAUTION:

NOTE: Is used when an operating procedure, practice, etc., is essential to highlight.

Is used when an operating procedure, practice, etc., which, if not strictly observed, could result in damage to or destruction of equipment.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

INTRODUCTION

TRADEMARKS USED IN THIS MANUAL

The following trademarks are the property of the companies indicated:

•

LPS

Cleaner is a registered trademark of LPS Laboratories.

•

Loctite

•

Teﬂon

•

Pro-Link

is a registered trademark of the Loctite Corporation.

is a registered trademark of the DuPont Corporation.

is a registered trademark of MicroProcessor Systems, Inc.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii

SAFETY INFORMATION

Important Safety Notice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii

Warnings, Cautions, and Notes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii

Trademarks Used in This Manual. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .iv

SECTION 1. GENERAL DESCRIPTION

1–1. TRANSMISSION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–1

1–2. ELECTRONIC CONTROL UNIT (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–3

1–3. SHIFT SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–3

A. Pushbutton Shift Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–3

B. Lever Shift Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–4

1–4. THROTTLE POSITION SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–4

1–5. SPEED SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–5

1–6. ELECTRO-HYDRAULIC VALVE COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–5

1–7. WIRING HARNESSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–6

A. External Wiring Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–6

B. Internal Wiring Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–8

1–8. VEHICLE INTERFACE MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–9

1–9. AUTODETECT FEATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–9

Page

SECTION 2. DEFINITIONS AND ABBREVIATIONS

2–1. CHECK TRANS LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–1

2–2. DIAGNOSTIC DATA READER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–1

2–3. ABBREVIATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–2

SECTION 3. BASIC KNOWLEDGE

3–1. BASIC KNOWLEDGE REQUIRED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–1

3–2. USING THE TROUBLESHOOTING MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–2

3–3. SYSTEM OVERVIEW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–2

3–4. IMPORTANT INFORMATION IN THE TROUBLESHOOTING PROCESS . . . . . . . . . . . . . . . . 3–2

3–5. BEGINNING THE TROUBLESHOOTING PROCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–3

SECTION 4. WIRE CHECK PROCEDURES

4–1. CHECKING OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND . . . . . . . . . 4–1

4–2. CHECKING AT TRANSMISSION CONNECTOR AND THE INTERNAL HARNESS

FOR OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND. . . . . . . . . . . . . . . . 4–2

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

TABLE OF CONTENTS

SECTION 5. DIAGNOSTIC CODES

5–1. DIAGNOSTIC CODE MEMORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1

5–2. CODE READING AND CODE CLEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1

5–3. DIAGNOSTIC CODE RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–3

5–4. SHIFT SELECTOR DISPLAYS RELATED TO ACTIVE CODES . . . . . . . . . . . . . . . . . . . . . . . . 5–3

5–5. DIAGNOSTIC CODE LIST AND DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–4

5–6. DIAGNOSTIC CODE TROUBLESHOOTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–11

A. Beginning the Troubleshooting Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–11

B. Wire/Terminal Numbering Scheme. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–11

SECTION 6. VEHICLE INTERFACE WIRING

6–1. ECU POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1

6–2. SYSTEM GROUNDS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–2

6–3. POWER AND GROUND USING A BUS BAR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–3

6–4. INSTALLING A MASTER DISCONNECT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–4

6–5. IGNITION POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–5

6–6. CHECK TRANS LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–6

6–7. NEUTRAL START. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–7

6–8. SPEEDOMETER SIGNAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–8

6–9. REVERSE WARNING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–9

6–10. SHIFT SELECTOR/DISPLAY DIMMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–10

6–11. SERIAL COMMUNICATION INTERFACE (SCI) — J1587/J1708. . . . . . . . . . . . . . . . . . . . . . . 6–11

6–12. COMMUNICATION INTERFACE — SAE J1939 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–12

(cont’d)

Page

SECTION 7. INPUT AND OUTPUT FUNCTIONS

7–1. INPUT FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–1

7–2. OUTPUT FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–2

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

TABLE OF CONTENTS

SECTION 8. GENERAL TROUBLESHOOTING OF PERFORMANCE COMPLAINTS . . . . . . . .8–1

APPENDICES

A. IDENTIFICATION OF POTENTIAL CIRCUIT PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . .A–1

B. WIRE/CONNECTOR CHART. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B–1

C. CONNECTOR PART NUMBERS, TERMINAL PART NUMBERS,

TOOL PART NUMBERS, AND REPAIR INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C–1

D. THROTTLE POSITION SENSOR ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D–1

E. WELDING ON VEHICLE/VEHICLE INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . .E–1

F. HYDRAULIC SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1

G. CEC 2 WIRING SYSTEM/ECU WIRING SCHEMATICS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G–1

H. EXTERNALLY-GENERATED ELECTRONIC INTERFERENCE . . . . . . . . . . . . . . . . . . . . . . . .H–1

J. PRO-LINK

K. WIRING SCHEMATICS — SPECIFIC INPUT/OUTPUT FUNCTION . . . . . . . . . . . . . . . . . . . .K–1

L. SUMP THERMISTOR TROUBLESHOOTING INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . L–1

9000 DIAGNOSTIC DATA READER INFORMATION. . . . . . . . . . . . . . . . . . . . . . J–1

(cont’d)

Page

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

TABLE OF CONTENTS

NOTES

(cont’d)

SHIFT SELECTOR

RANGE AND

MODE SWITCH

DISPLAY

VIM

INPUTS OUTPUTS

ECU

SPEED SENSORS

THROTTLE POSITION SENSOR

V03469.01

TEMPERATURE SENSOR

(SUMP)

VEHICLE/ENGINE

COMMUNICATION LINKS

SOLENOIDS

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

ECTION

1 — GENERAL DESCRIPTION

1–1. TRANSMISSION

The Commercial Electronic Controls 2 (CEC 2) system features clutch control to provide superior shift quality over a wide range of operating conditions.

The ranges available in CEC 2-equipped Off-Highway transmissions are as follows.

•

5610, 6610, 9610 — six forward, neutral, two reverses

•

8610 — six forward, neutral, reverse 9810 — eight forward, neutral

•

Figure 1–1 is a block diagram of the basic system inputs and outputs.

Figure 1–1. Electronic Control Unit Block Diagram

Figure 1–2 shows the CEC 2 electronic control components. CEC 2 consists of the following elements:

Remote 12/24V Max Feature Sealed Electronic Control Unit (ECU)

•

Remote Pushbutton or Lever Shift Selector

•

Optional Secondary Shift Selector Throttle Position Sensor (TPS) (or electronic engine throttle data)

•

Input, Turbine, and Output Speed Sensors Electro-Hydraulic Valve Bodies

•

Wiring Harnesses

•

Vehicle Interface Module (VIM)

NOTE:

•

All external harnesses are OEM supplied The VIM is an OEM option

•

BLUE

BLACK

GRA

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

ELECTRONIC

CONTROL

UNIT

(ECU)

SELECTOR (S)

HARNESS

PRO-LINK

DIAGNOSTIC

REMOTE

SELECTOR

TOOL

LEVER

BLACK

“S”

CONNECTOR

(BLACK)

DIAGNOSTIC

DATA READER (DDR)

CONNECTOR

DEUTSCH DDR

CONNECTOR

SCI (J 1587)

CONNECTOR

(OPTIONAL)

LUE

BLU

J 1939

CONNECTOR

(OPTIONAL)

TRANSMISSION (T)

HARNESS

“T”

CONNECTOR

(BLUE)

VIW–S

CONNECTOR

“V”

CONNECTOR

(GRAY)

TPS

CONNECTOR

(OPTIONAL)

VEHICLE

INTERFACE

MODULE

(VIM)

TRIM

BOOST

CONNECTOR

VEHICLE (V)

HARNESS

CONNECTOR

VIM

CONNECTORS

VIW–V

PUSHBUTTON

REMOTE

SELECTOR

SHIFT

SELECTOR

CONNECTOR

THROTTLE POSITION

E D O M

THROTTLE

POSITION

SENSOR (TPS)

CONNECTOR

SPEED SENSOR

CONNECTOR

TURBINE

INPUT (ENGINE)

SPEED SENSOR

CONNECTOR

Bulkhead Connector (Optional)

NOTE: Illustration is not to scale. Actual harness configuration may differ from this illustration.

TEMP SENSOR/

LOCKUP

CONNECTOR

SPEED SENSOR

CONNECTOR

TRANSMISSION

MAIN VALVE

BODY

CONNECTOR

OUTPUT

V06587

Figure 1–2. CEC 2 Components

BLUE

BLACK

GRA

⇑

⇓

⇑

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

1–2. ELECTRONIC CONTROL UNIT (ECU)

The ECU (Figure 1–3) contains the microcomputer which is the brain of the control system. The ECU receives and processes information deﬁning: shift selector position, throttle position, sump temperature, input speed, turbine speed, and transmission output speed. The ECU uses the information to control transmission solenoids and valves, supply system status, and provide diagnostic information.

Each ECU has a date code stamped on the label which is attached to the outer case of the ECU. This is the date when the ECU passed ﬁnal test. This date is commonly used to denote the change conﬁguration level of the ECU. It is normal for the ECU date displayed electronically to be a few days prior to the date shown on the label.

NOTE: ECU wiring harness connector retainers

are individually keyed and color-coded to ensure that the proper connector is attached

BLUE

to the correct ECU socket. The color of the connector retainer should match the color of the connector strain relief (see Appendix C,

BLUE

ECU

Paragraph 1–1).

Figure 1–3. Electronic Control Unit (ECU)

V03352.01

1–3. SHIFT SELECTOR

Pushbutton and lever shift selectors for CEC 2 are remote mounted from the ECU and connected to the ECU by a wiring harness. Both of these shift selectors have a single digit LED display and a mode indicator LED. During normal transmission operation, illumination of the LED indicator shows that a secondary or special operating condition has been selected by pressing the MODE button. During diagnostic display mode, illumination of the LED indicator shows that the displayed diagnostic code is active. Display brightness is regulated by the same vehicle potentiometer that controls dash light display brightness. More information on both types of shift selectors is continued below.

A. Pushbutton Shift Selector (Figure 1–4)

There is a full-function pushbutton shift selector. A full-function shift selector has a MODE button and diagnostic display capability through the single digit LED display. The full-function pushbutton shift selector has six (6) pushbuttons which are R (Reverse), N (Neutral), D (Drive), ⇓ (Down),

(Up), and MODE . Manual forward range downshifts and upshifts are made by pressing the

(Down) or ⇑ (Up) arrow buttons after selecting D (Drive). The N (Neutral) button has a raised lip to aid in ﬁnding it by touch. The MODE button is pressed to select a secondary or special operating condition, such as ECONOMY shift schedule. Diagnostic information is obtained by pressing the

(Up) and ⇓ (Down) arrow buttons at the same time.

MODE ID

MODE

R N D

MODE INDICATOR (LED)

PUSHBUTTON

SELECTOR

Figure 1–4. Pushbutton Shift Selector

V06588

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

B. Lever Shift Selector (Figure 1–5)

The lever shift selector can have as many as six forward range positions, as well as two R (Reverse) positions ( R1 and R2 ) and N (Neutral). There is a hold override button which must be pressed and held in order to move between certain selector positions. The hold override button must be pressed when shifting between R , N, and D . The hold override button is released when the desired selector position is reached. The selector lever can be moved freely between D and the numbered forward ranges without pressing the hold override button. The lever selector can be chosen with the lever on the left side or on the right side and with the R (Reverse) position toward the front or toward the rear of the selector. Diagnostic information is obtained from the single digit LED display by pressing the “display mode” button.

HOLD OVERRIDE BUTTON

MODE INDICATOR

(LED)

MODE

2 3 4 5 D N R

SIX-SPEED, LEFT-HAND

LEVER SELECTOR

WITH REVERSE TO REAR

MODE BUTTON

MODE ID

DIGITAL DISPLAY

DISPLAY MODE/

DIAGNOSTIC BUTTON

SIX-SPEED, RIGHT-HAND

LEVER SELECTOR

WITH REVERSE TO FRONT

MODE

N D 5 4 3 2 1

V03355.02

Figure 1–5. Typical Lever Shift Selector

1–4. THROTTLE POSITION SENSOR (Figure 1–6)

The Throttle Position Sensor (TPS) can be mounted to the engine, chassis, or transmission. The TPS contains a pull actuation cable and a potentiometer. One end of the cable is attached to the engine fuel lever and the other , inside a protective housing, to the TPS potentiometer. Output voltage from the TPS is directed to the ECU through the external harness. The voltage signal indicates the throttle position and, in combination with other input data, determines shift timing.

Figure 1–6. Throttle Position Sensor

THROTTLE SENSOR

V00628

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

1–5. SPEED SENSORS

(Figure 1–7)

Three speed sensors — input speed, turbine speed, and output speed — provide information to the ECU. The input speed signal is generated by the gear teeth on the top PTO gear . The turbine speed signal is generated by serrations on the pitot can attached to the splitter low drum. The output speed signal is generated by a toothed member attached to the output shaft. The speed ratios between the various speed sensors allow the ECU to determine if the transmission is in the selected range. Hydraulic problems are detected by comparing the speed sensor information for the current range to that range’s speed sensor information stored in the ECU memory.

INPUT

(EXTERNAL)

TURBINE

(EXTERNAL)

Figure 1–7. Speed Sensors

OUTPUT

(EXTERNAL)

V06589

1–6. ELECTRO-HYDRAULIC VALVE COMPONENTS (Figure 1–8)

The CEC 2 electro-hydraulic valve bodies contain v arious solenoids to control the absence or presence of solenoid pressure. Solenoid pressure, or lack of pressure, positions shift valves which apply or release transmission clutches to produce the range commanded by the ECU inputs. The ECU is connected to the solenoids by a wiring harness with sealed multi-pin twist-lock connectors at the control valve bodies.

(Solenoids A – G)

PLATE & COVER CONNECTOR

(Solenoids H, I, & J)

8610, 9610, 9810

TRIM BOOST CONNECTOR

(Solenoid J)

5610, 6610

5/6/8/9000 SERIES OFF-HIGHWAY TRANSMISSION

Figure 1–8. CEC 2 Control Module

MAIN VALVE BODYMAIN CONNECTOR – ALL MODELS

LOCKUP VALVE BODY

LOCKUP CONNECTOR – ALL MODELS (K Solenoid and sump temperature sensor)

V06590

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

The sump temperature sensor in the lockup body sends information to the ECU. When oil temperature is below –25ºF (–32ºC), all shifts are blocked. When oil temperature is between –25ºF transmission shifting is limited to neutral, to limited forward ranges

, and reverse. Above 250ºF

(–32ºC) and 20ºF

(–7ºC),

(121ºC), the Hot light comes on (if equipped), and a trouble code is stored in memory. See chart in Section 5, Code 24 for sump temperature sensor (thermistor) characteristics. Some applications (emergency vehicles, for example) are often exempt from shift inhibit during temperature extremes, b ut the

CHECK TRANS

light may still come on and codes

may be logged in the ECU memory.

1–7. WIRING HARNESSES

A. External Wiring Harness (Figure 1–9)

CEC 2 uses three external wiring harnesses to provide a connection between the ECU, the transmission (including input, turbine, and output speed sensors), the throttle position sensor, the vehicle interface module (VIM), shift selectors, diagnostic tool connector, and vehicle interface. The transmission harness may include a bulkhead ﬁtting to separate cab and chassis components.

NOTE: Allison Transmission is providing for service of wiring harnesses and wiring harness components as

follows:

•

Repair parts for the internal wiring harness and for wiring harness components attached to the shift selector will be available through the Allison Transmission Parts Distribution Center (PDC). Use the P/N from your appropriate parts catalog or from Appendix C in this manual. Allison Transmission is responsible for warranty on these parts.

Repair parts for the external harnesses and external harness components must be obtained from

•

St. Clair Technologies Inc. (SCTI). SCTI provides parts to any Allison customer or OEM and is responsible for warranty on these parts. SCTI recognizes ATD, manufacturers, and SCTI part numbers. SCTI provides a technical HELPLINE at 519-627-1673 (Wallaceburg). SCTI will have parts catalogs available. The SCTI addresses and phone numbers for parts outlets are:

St. Clair Technologies, Inc. 1050 Old Glass Road Wallaceburg, Ontario N8A 3T2 Phone: (519) 627-1673 Fax: (519) 627-4227

St. Clair Technologies, Inc. 1111 Mikesell Street Charlotte, MI 48813 Phone: (517) 541-8166 Fax: (517) 541-8167

St. Clair Technologies, Inc. c/o Mequilas Tetakawi Carr. Internationale KM 1969 Guadalajara – Nogales, KM2 Empalme, Sonora, Mexico Phone: 011-52-622-34661 Fax: 011-52-622-34662

•

St. Clair Technologies, Inc. stocks a CEC 2 external harness repair kit, P/N 29532362, as a source for some external harness repair parts. SCTI is the source for external harness repair parts.

This is a programmed value subject to change.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

VEHICLE (V)

HARNESS

SELECTOR (S)

HARNESS

“S”

CONNECTOR

(BLACK)

PRO-LINK®

DIAGNOSTIC

TOOL

DATA READER (DDR)

CONNECTOR

DEUTSCH DDR

CONNECTOR

(OPTIONAL)

SHIFT

SELECTOR

CONNECTOR

J 1939

CONNECTOR

(OPTIONAL)

TRANSMISSION (T)

VIW–S

CONNECTOR

SCI (J 1587)

CONNECTOR

(OPTIONAL)

HARNESS

CONNECTOR

(BLUE)

“T”

“V”

CONNECTOR

(GRAY)

TPS

CONNECTOR

(OPTIONAL)

TRIM

BOOST

CONNECTOR

VIM

CONNECTORS

TEMP SENSOR/

LOCKUP

CONNECTOR

VIW–V

CONNECTOR

THROTTLE POSITION

SENSOR (TPS)

CONNECTOR

Bulkhead Connector (Optional)

OUTPUT

SPEED SENSOR

CONNECTOR

TURBINE

SPEED SENSOR

CONNECTOR

NOTE: Illustration is not to scale. Actual harness configuration may differ from this illustration.

INPUT (ENGINE)

SPEED SENSOR

CONNECTOR

TRANSMISSION

MAIN VALVE

BODY

CONNECTOR

V06591

Figure 1–9. CEC 2 External Wiring Harnesses

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

B. Internal Wiring Harnesses (Figure 1–10)

The internal wiring harnesses provide connection between the external harness, solenoids, and the temperature sensor.

INTERNAL

HARNESS

INTERNAL

HARNESS

LOCKUP BODY

ALL MODELS

MAIN BODY SOLENOIDS & COVER

ALL MODELS

TRIM BOOST PLATE & COVER

9610 MODEL

J SOLENOID CONNECTOR

INTERNAL HARNESS

INTERNAL

HARNESS

FIRST or LOW-LOW PLATE & COVER

8610, 9810 MODEL

INTERNAL HARNESS

TRIM BOOST TRIMMER COVER

5610, 6610 MODEL

Figure 1–10. CEC 2 Internal Wiring Harnesses

L06592

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

1–8. VEHICLE INTERFACE MODULE

(Figure 1–11)

The vehicle interface module (VIM) provides relays, fuses, and connection points to interface with the vehicle electrical system. VIMs are available for both 12V and 24V electrical systems. The VIM for 12V systems uses all 12V relays. The VIM for 24V systems has all 24V relays. Refer to the P arts Catalog for the transmission assembly number that you are servicing for detailed parts information. Refer to Pages B–19 and B–20 for VIM wire number and terminal information. Further information is available in Appendix E.

Some OEMs may provide their own equi valent for the VIM which performs the same functions as the VIM shown in Figure 1–11.

V00631.02

Figure 1–11. Vehicle Interface Module (VIM)

1–9. AUTODETECT FEATURE

Autodetect is active on the ﬁrst 10

engine starts. Autodetect takes place within the ﬁrst 5–25 engine start monitored. For CEC 2, autodetect searches for the presence of a throttle information source. Autodetect searches for a TPS (analog) source or a data link source via J1939 or J1587.

seconds of each

This is a programmed value subject to change.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

NOTES

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

ECTION

2 — DEFINITIONS AND ABBREVIATIONS

2–1. CHECK TRANS LIGHT

When the ECU detects an abnormal condition, the instrument panel) illuminates and action is automatically taken to protect operator, v ehicle, and the transmission. A diagnostic code will nearly always be registered when the codes will turn on the

CHECK TRANS

light. Codes related to the

chart (refer to Section 5). Illumination of the

CHECK TRANS

light indicates that a condition was detected that requires service attention. Operation of the transmission may or may not be restricted. Depending upon the cause for the light illumination, the ECU may or may not respond to shift selector requests. The transmission may be locked in a range. The range selected will ﬂash on the shift selector display. Both upshifts and downshifts may be restricted when the

Each time the engine is started, the

CHECK TRANS

light is illuminated. Seek service assistance as soon as possible.

CHECK TRANS

lighting shows the light circuit is working properly. If the light does not come on during engine start, request service immediately.

2–2. DIAGNOSTIC DATA READER

The current Diagnostic Data Reader (DDR) is the Pro-Link® 9000 diagnostic tool which is available through Micro Processor Systems, Inc. (MPSI). A portable microcomputer-based receiver/transmitter/display unit, the Pro-Link® transmits and receives data to and from the ECU, processes the data, and displays appropriate information. Use the Pro-Link® during installation checkout and troubleshooting. There is a new Pro-Link® cartridge needed for use with CEC 2. The new Multi-Protocol Cartridge (MPC) contains a programmed PCMCIA card which allows for reprogramming of GPI/GPO packages. Reprogramming includes selection of a GPI/GPO package, enabling/disabling of wires and modiﬁcation of certain data parameters. Operating instructions are supplied with each Pro-Link Pro-Link

9000 to the diagnostic connector provided in the selector wiring harness.

Manufacturer’s description and part numbers for the Pro-Link

and further information is also included in Appendix J of this manual. Connect the

CHECK TRANS

light illuminates brieﬂy and then goes off. This momentary

Figure 2–1)

(

light (usually located on the vehicle

CHECK TRANS

are as follows:

light is on; howev er , not all diagnostic

light are detailed in the code

CHECK TRANS

Product Part Number

Allison CEC 1 and 2 transmission systems reprogramming card*

800007

Includes: Allison CEC 1 and 2 systems card and manual

* Allison training certiﬁcate required

Pro-Link

Multi-Protocol Cartridge (MPC)

Plus main unit

Includes: VT Pro-Link

software, power and data cable, and storage case

108004

208040 Supports: J1708, J1939, 160 baud, and ISO 9141 communications, OEM speciﬁc application memory cards

Printer

178001 Includes: One roll of thermal paper, an AC power converter, Instruction manual, built-in Ni-Cad battery and a cable to connect the printer to the Pro-Link

Plus 6-Pin Deutsch Adapter 404024 PC/Terminal Cable Set

501005

Required to update PC card application

Pro-Link

9000 Operator’s Manual 950007

D O N

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DEFINITIONS AND ABBREVIATIONS

NOTE: The new MPC must be used to reprogram CEC 2 systems.

Figure 2–1. Pro-Link

9000 Diagnostic Tool

V04842

2–3. ABBREVIATIONS

A/N Amp Unit of electrical current. CAN

CEC 1/CEC 2

COP

CT DDR

DDU DNS

DVOM

ssembly N umber

ontroller A rea N etwork — A network for all SAE J1939 communications in a vehicle

(engine, transmission, etc.)

ommercial E lectronic C ontrols 1 or 2 — Designation for electronic controls used in

off-highway and some older on-highway transmissions.

omputer O perating P roperly — Hardware protection which causes the ECU to reset if

software gets lost.

losed T hrottle

iagnostic D ata R eader — Diagnostic tool; most current version is the Pro-Link made by MicroProcessor Systems, Inc. Used to interrogate the ECU for diagnostic information and for reprogramming I/O packages in a calibration.

igital D isplay U nit — Optional means of obtaining diagnostic information.

OT S HIFT — Refers to the DO NOT SHIFT diagnostic response during which the

CHECK TRANS light is illuminated and the transmission will not shift and will not

respond to the Shift Selector.

igital v olt/ o hm m eter

9000

ECU GPI

lectronic C ontrol U nit (also commonly referred to as the “computer”)

eneral P urpose I nput — Input signal to the ECU to request a special operating mode or

condition.

GPO

eneral P urpose O utput — Output signal from the ECU to control vehicle components (such as PTOs, backup lights, etc.) or allow a special operating mode or condition.

J1587 Engine/transmission serial data communications link. J1939 High-speed vehicle serial data communications link. LED

ight- E mitting D iode — Electronic device used for illumination.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DEFINITIONS AND ABBREVIATIONS

2–3. ABBREVIATIONS

NVL

OEM Ohm Unit of electrical resistance. PCCS PCMCIA

PROM PSS PTO SCI

SOL OFF All SOL enoids OFF SPI

SSS

eutral V ery L ow — The ECU has sensed turbine speed below 150 rpm when output

speed is below 100 rpm and engine speed is above 400 rpm when N (Neutral) was selected.

riginal E quipment M anufacturer — Maker of vehicle or equipment.

ROM C alibration C onﬁguration S ystem ersonal C omputer M emory C ard I nternational A ssociation — Memory device for use

with Pro-Link

rogrammable R ead O nly M emory rimary S hift S elector — Main shift selector in a two-selector control system. ower T ake o ff erial C ommunication I nterface — Used to transmit data and messages between the

diagnostic tool and the ECU and other systems such as electronically-controlled engines.

erial P eripheral I nterface — The means of communication between the microprocessor

and the interface circuits.

econdary S hift S elector — Alternate shift selector in a two-selector control system.

(cont’d)

containing Allison Transmission programming and diagnostics.

TPS

V V VDC VIM

VIW

Volt Unit of electrical force. VOM WOT

∞

hrottle P osition S ensor — Potentiometer for signaling the position of the engine fuel

control lever.

ersion — Abbreviation used in describing ECU software levels. olt — i.e., 24V olts D irect C urrent (DC) ehicle I nterface M odule — A w atertight box containing relays and fuses — interfaces the

transmission electronic control system with components on the vehicle.

ehicle I

the vehicle wiring.

olt/ohmmeter

Inﬁnity — Condition of a circuit with higher resistance than can be measured, effectively an open circuit.

nterface Wiring — Interfaces ECU programmed input and output functions with

ide Open Throttle

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DEFINITIONS AND ABBREVIATIONS

NOTES

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

ECTION

3 — BASIC KNOWLEDGE

3–1. BASIC KNOWLEDGE REQUIRED

T o service CEC 2, the technician must understand basic electrical concepts. Technicians need to know how to use a volt/ohmmeter (VOM) to mak e resistance and continuity checks. Most troubleshooting checks consist of checking resistance, continuity, and checking for shorts between wires and to ground. The technician should be able to use jumper wires and breakout harnesses and connectors. Technicians unsure of making the required checks should ask questions of experienced personnel or ﬁnd instruction.

The technician should also have the mechanical aptitude required to connect pressure gauges or transducers to identiﬁed pressure ports used in the troubleshooting process. Pressure tap locations and pressure values are shown in the Service Manual for the transmission being checked.

Input power , ground, neutral start circuitry, etc., can cause problems with electronic controls or vehicle functioning and may not generate a diagnostic code. A working knowledge of CEC 2 vehicle installation is necessary in troubleshooting installation-related problems.

Refer to Section 8 for information concerning performance complaints (non-code) troubleshooting. A complete wiring schematic is shown in Appendix G. Refer to the CEC 2 Controls and Off-Highway Sales Tech Data Book (SA3227EN) for information concerning electronic controls installation and the Installation Checklist. Reliable transmission operation and performance depend upon a correctly installed transmission. Also review the Installation Checklist in the Off-Highway Sales Tech Data Book (SA1861EN) to ensure proper installation.

NOTE: Allison Transmission is providing for service of wiring harnesses and wiring harness components as

follows:

Repair parts for the internal wiring harness and for wiring harness components attached to the

•

shift selector will be available through the Allison Transmission Parts Distribution Center (PDC). Use the P/N from your appropriate parts catalog or from Appendix C in this manual. Allison Transmission is responsible for warranty on these parts.

•

St. Clair Technologies, Inc. 1050 Old Glass Road Wallaceburg, Ontario N8A 3T2 Phone: (519) 627-1673 Fax: (519) 627-4227

•

St. Clair Technologies, Inc. stocks a CEC 2 external harness repair kit, P/N 29532362, as a source for some external harness repair parts. SCTI is the source for external harness repair parts.

St. Clair Technologies, Inc. 1111 Mikesell Street Charlotte, MI 48813 Phone: (517) 541-8166 Fax: (517) 541-8167

St. Clair Technologies, Inc. c/o Mequilas Tetakawi Carr. Internationale KM 1969 Guadalajara – Nogales, KM2 Empalme, Sonora, Mexico Phone: 011-52-622-34661 Fax: 011-52-622-34662

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

BASIC KNOWLEDGE

3–2. USING THE TROUBLESHOO TING MANU AL

Use this manual as an aid to troubleshooting CEC 2. Every possible problem and its solution cannot be encompassed by any manual. Howe ver , this manual does pro vide a starting point from which most problems can be resolved.

3–3. SYSTEM OVERVIEW

CEC 2 functions are controlled by the ECU. The ECU reads shift selector range selection, output speed, and throttle position to determine when to command a shift. When a shift occurs, the ECU monitors turbine speed, output speed, and throttle position during the shift.

When the ECU detects an electrical fault, it logs a diagnostic code indicating the faulty circuit and may alter the transmission operation to prevent or reduce damage.

When the ECU detects a non-electrical problem while trying to make a shift, the ECU may try that shift a second or third time before setting a diagnostic code. Once that shift has been retried, and a fault is still detected, the ECU sets a diagnostic code and holds the transmission in a lock-to-range mode of operation.

3–4. IMPORTANT INFORMATION IN THE TROUBLESHOOTING PROCESS

Before beginning the troubleshooting process, read and understand the following:

•

CEC 2 wire identiﬁcation presents the wire number followed by the ECU terminal source (i.e., 157-S30). If there is a letter sufﬁx following the wire number, there is a splice between the ECU source and wire destination (i.e., 116A-T19).

•

Shut off the engine and ignition before any harness connectors are disconnected or connected.

•

Remember to do the following when checking for shorts and opens:

Shorts: Minimize movement of wiring harnesses when looking for shorts. Shorts involve wire-to-

—

wire or wire-to-ground contacts and moving the harnesses may eliminate the problem.

—

Opens: Wiggle connectors, harnesses, and splices when looking for opens. This simulates vehicle

movements which occur during actual operation.

•

When disconnecting a harness connector, be sure that pulling force is applied to the connector itself and

not the wires extending from the connector.

•

Resistance checks involving the wiring between the ECU connectors and other components adds about one ohm of resistance to the component resistance shown.

•

Inspect all connector terminals for damage. Terminals may have bent or lost the necessary tension to maintain ﬁrm contact.

•

Clean dirty terminals or connectors with isopropyl alcohol and a cotton swab, or a good quality, nonresidue, non-lubricating, cleaning solvent such as LPS Electro Contact Cleaner Electro Contact Cleaner

or LPS NoFlash

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

BASIC KNOWLEDGE

The cleaning solvent must not be chlorine based, contain petroleum distillates, or conduct electricity. The cleaning solvent should evaporate quickly to prevent the possibility of

CAUTION:

condensation within the connectors. Always blow or shake any excess cleaner from the connector before assembling it to its mating connector or hardware. Cleaner trapped in the connector can affect the connector seal. (Refer to SIL 17-TR-94 for detailed information on the recommended cleaners.)

CAUTION:

Diagnostic codes displayed after system power is turned on with a harness connector disconnected, can

•

Care should be taken when welding on a vehicle equipped with electronic controls. Refer to Appendix E, Paragraph 1–1.

be ignored and cleared from memory. Refer to Section 5, Diagnostic Codes, for the code clearing procedure.

3–5. BEGINNING THE TROUBLESHOO TING PROCESS

1. Begin troubleshooting by checking the transmission ﬂuid level and ECU input voltage. Remember that some problems may be temperature related. Do troubleshooting at the temperature level where the problem occurs. Check diagnostic codes by:

•

Using the shift selector display. (See Paragraph 5–2 for code reading.) Using the Pro-Link

•

2. When a problem exists but a diagnostic code is not indicated, refer to the Performance Complaint Section (Section 8) for a listing of various electrical and hydraulic problems, their causes, and remedies.

3. If a diagnostic code is found in the ECU memory, record all available code information and clear the active indicator (refer to Section 5).

9000 diagnostic tool.

4. Test drive the vehicle to conﬁrm a diagnostic code or performance complaint.

•

If the code reappears, refer to the Diagnostic Code section (Section 5) and the appropriate code chart. The Diagnostic Code section lists diagnostic codes and their description. Locate the appropriate troubleshooting chart and follow the instructions.

If the code does not reappear, it may be an intermittent problem. Use the Pro-Link

•

and the code display procedure described in Section 5. The code display procedure will indicate the number of times the diagnostic code has occurred. Refer to the troubleshooting chart for possible cause(s) of the problem.

Appendix A deals with the identiﬁcation of potential circuit problems. Refer to Appendix A if a

•

circuit problem is suspected.

NOTE: Information concerning specific items is contained in the appendices located in the back of this

manual. The appendices are referred to throughout the manual.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

BASIC KNOWLEDGE

NOTES

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

ECTION

4 — WIRE CHECK PROCEDURES

4–1. CHECKING OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND

(Use Digital Volt/Ohmmeter J 34520-A and Jumper Wire Set J 39197)

NOTE: Please refer to Paragraph 3–5 to begin the troubleshooting process.

1. Make sure all connectors are tightly connected and re-check the circuit.

2. Disconnect and inspect all connectors.

3. Thoroughly clean corroded or dirty terminals. If dirty or corroded terminals are the probable cause of the problems, reconnect the clean connectors and operate the vehicle normally. If the problem recurs, proceed with Step (4).

The cleaning solvent must not be chlorine based, contain petroleum distillates, or conduct electricity. The cleaning solvent should evaporate quickly to prevent the

CAUTION:

4. Review the CEC 2 wire numbering system described in Paragraph 3–4.

possibility of condensation within the connectors. Always blow or shake any excess cleaner from the connector before assembling it to its mating connector or hardware. Cleaner trapped in the connector can affect the connector seal. (Refer to SIL 17-TR-94 for detailed information on the recommended cleaners.)

5. If all connectors are clean and connected correctly, determine which wires in the chassis harness are indicated by the diagnostic code. For example, Code 45 12, indicates a failure in the F solenoid circuit — wires 102-T1 and 120-T4.

a. Check continuity of wires 102-T1 and 120-T4 by performing the following (refer to Figure 4–1):

(1) Disconnect the blue “T” connector from the ECU and disconnect the harness from the

transmission main connector. At one end of the harness, using jumper wire kit J 39197 and connector probes in J 39775-CP, connect wire 102-T1 and 120-T4 to each other, being careful not to distort the terminals. Jumping the wires together creates a circuit between wires 102-T1 and 120-T4.

TRANSMISSION CONNECTOR

WIRING HARNESS

“T” CONNECTOR

ECU

VOLT/OHM-

METER

–

(VOM)

JUMPER

–

0 OHMS OHMS

Circuit has continuity. Jumper

from 102 or 120 to another wire

produces a complete circuit. VOM

reading is near zero Ohms.

Circuit does not have continuity due

to a broken wire (open circuit).

VOM reading is very high

(infinite Ohms or OL – overlimit).

V03374.01

Figure 4–1. Open Circuit

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

WIRE CHECK PROCEDURES

(2) On the opposite end of the harness, check the continuity of the jumpered pair. No continuity in a

jumpered pair circuit (inﬁnite resistance reading) indicates an open in the wire being tested. Locate and repair the damaged portion of the wire.

b. If the continuity check is good (0–2 Ohms resistance), remove the jumpers. Check the harness for

shorts between wires and shorts-to-ground by performing the following (refer to Figure 4–2): (1) At the ECU end of the harness, touch one VOM probe to one wire of the circuit being tested

and touch the other probe to each terminal in the same connector, then touch the probe to chassis ground and to the transmission main housing. Do this for both wires in the circuit being tested.

(2) If at any time the VOM shows zero to low resistance, or the meter’s continuity beeper sounds,

there is a short between the two points being probed — wire-to-wire or wire-to-ground. Isolate and repair the short.

TRANSMISSION CONNECTOR

WIRING HARNESS

“T” CONNECTOR

ECU

VOLT/OHM-

METER

–

(VOM)

Wires shorted together

Shorted to ground on metal frame rail

Ground to metal

–

frame rail

0 OHMS0 OHMS

Two wires have frayed and are shorted

together. Continuity beeper of VOM will

sound, or reading will go to zero Ohms

when these two wires are probed with

the VOM.

Figure 4–2. Short Between Wires or to Ground

Harness has been chafed and one or more

wires are shorted-to-ground. VOM continuity

beeper will sound, or reading will go to zero

Ohms when meter is probing between this wire

and chassis ground.

V03375

4–2. CHECKING AT TRANSMISSION CONNECTOR AND THE INTERNAL HARNESS

FOR OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND

1. Disconnect the external wiring harness from the transmission.

2. Inspect the connectors. Any terminals which are corroded or dirty must be thoroughly cleaned.

3. If the connectors are clean and connected correctly, determine which wires in the harness to test. Use the diagnostic code system schematic to locate the wire terminals. For this example, Code 45 12 indicates a failure in the F solenoid circuit — wires 102-T1 and 120-T4 (refer to Figure 4–3 and 4–4).

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

WIRE CHECK PROCEDURES

The cleaning solvent must not be chlorine based, contain petroleum distillates, or conduct electricity. The cleaning solvent should evaporate quickly to prevent the

CAUTION:

NOTE: Resistance of all solenoids (except J on 5610, 6610 models only) should be 12–24 Ohms. Solenoid J

resistance on the 5610, 6610 should be 10–13 Ohms.

a. At the transmission main valve body connector, check the resistance of the F solenoid circuit.

Resistance of the solenoid circuit should be 12–24 Ohms. No continuity in the circuit (inﬁnite resistance) indicates an open in the internal harness, the feedthrough connector, or the solenoid coil. Locate and repair the open in the internal harness or replace the internal harness, replace the feedthrough connector, or replace the solenoid.

MAIN VALVE BODY CONNECTOR

–

VOLT/OHM-

METER

(VOM)

12–24 OHMS

AT NORMAL OPERATING

TEMPERATURE*

Circuit has continuity.

* Refer to Appendix J

Figure 4–3. Checking Continuity

–

INFINITE ( ) OHMS

Circuit does not have continuity due to a

broken wire (open circuit). VOM reading is

very high (infinite ohms or OL–overlimit).

This could also be due to an open solenoid

coil or bad connection.

b. If the resistance check is good, check the harness for shorts between wires and to ground by per-

forming the following (refer to Figure 4–4):

V06593

(1) At the transmission connector, touch one probe of the VOM to one wire of the circuit being

tested and touch the other probe to each terminal in the connector and to chassis ground and the transmission main housing. Do this for both wires in the circuit being tested.

(2) If the VOM shows zero to low resistance, or the continuity beeper sounds, there is a short

between the two points being probed, wire-to-wire or wire-to-ground. An indication of a short may be caused by a splice to the wire being checked. Check the wiring diagram in Appendix G for splice locations. If the short is not a splice, then isolate and repair the short.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

WIRE CHECK PROCEDURES

MAIN VALVE BODY CONNECTOR

Shorted to metal

–

Bare wires touching each other

VOLT/OHM-

METER

(VOM)

0 OHMS0 OHMS

Two wires have frayed and are shorted

together. Continuity beeper of VOM will

sound, or reading will go to zero Ohms

when these two wires are probed with

the VOM.

Figure 4–4. Short Between Wires or to Ground

NOTE: When conducting circuit checks that include the external harness, add one (1) Ohm to the

values shown.

Harness has been chafed and one or more

wires are shorted to ground. VOM continuity

beeper will sound or meter reading will go

to zero Ohms when meter is probing between

this wire and chassis ground.

V06594

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

ECTION

5 — DIAGNOSTIC CODES

5–1. DIAGNOSTIC CODE MEMORY

Diagnostic codes are logged in a list in memory (sometimes referred to as the queue), listing the most recently occurring code ﬁrst and logging up to ﬁve codes. The codes contained in the list have information recorded as shown in the table below (codes are examples). Access to the code list position, main code, subcode and active indicator is through either the shift selector display or the Pro-Link® diagnostic tool. Access to ignition cycle counter and event counter information is through the diagnostic tool only. Further detail on the use of Pro-Link

Code List

Displayed on shift selector and diagnostic tool d = “diagnostic”

9000 DDR is presented in Appendix J of this manual.

Table 5–1. Code List

Ignition Cycle

Position

d1 d2 45 12 YES 00 04 d3 23 12 YES 08 02 d4 34 12 YES 13 01 d5 56 11 YES 22 02

Main Code Subcode Active Indicator

21 12 YES 00 10

YES = LED indicator illuminated

Counter

Not available on shift selector display

Event Counter

The following paragraphs deﬁne the different parts of the code list.

A. Code List Position.

“d1” through “d5” (Code List Position #1 through Code List Position #5).

B. Main Code. C. Subcode. D. Active Indicator.

selector is illuminated or the diagnostic tool displays

E. Ignition Cycle Counter.

the code list. The counter is increased by one each time a normal ECU power down occurs (ignition turned off). Inactive codes are cleared from the code list after the counter exceeds 25.

F. Event Counter.

code list and the code is again detected, that code is moved to position d1, the active indicator is turned on, the Ignition Cycle Counter is cleared, and 1 is added to the Event Counter.

The general condition or area of fault detected by the ECU.

The speciﬁc area or condition related to the main code in which a fault is detected.

The position which a code occupies in the code list. Positions are displayed as

Indicates when a diagnostic code is active. The MODE indicator LED on the shift

YES

Determines when inactive diagnostic codes are automatically cleared from

Counts the number of occurrences of a diagnostic code. If a code is already in the

5–2. CODE READING AND CODE CLEARING

Diagnostic codes can be read and cleared by two methods: by using the Pro-Link® 9000 diagnostic tool or by entering the diagnostic display mode and using the shift selector display . The use of the Pro-Link tool is described in the instruction manual furnished with each tool and brieﬂy in Appendix J of this manual. The method of reading and clearing codes described in this section refers to entering the diagnostic display mode by the proper button movements on the shift selector.

9000 diagnostic

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

The diagnostic display mode may be entered for viewing of codes at any speed. Active codes can only be cleared when the output speed = 0 and no output speed sensor failure is active.

A. Reading Codes. Enter the diagnostic display mode by pressing the ⇑ ( Up ) and ⇓ ( Down ) arrow

buttons at the same time on a pushbutton selector, or by momentarily pressing the “display mode” button on a lever shift selector.

NOTE: If a DO NOT SHIFT condition is present (CHECK TRANS light illuminated) at this time, the shift

selector may or may not respond to requested range changes.

The code list or queue position is the ﬁrst item displayed, followed by the main code and the subcode. Each item is displayed for about one second. The display cycles continuously until the next code list position is accessed by pressing the

MODE

button. The following list represents the display cycle using code 25 11 as an example:

1. Code list position — d,

2. Main code — 2,

3. Subcode —1,

4. Cycle repeats — d, 1, 2, 5, 1,

To view the second, third, fourth, and ﬁfth positions (d2, d3, d4, and d5), momentarily press the explained above.

Momentarily press the positions.

An active code is indicated by the illumination of the LED indicator when a code position is displayed while in the diagnostic display mode.

Any code position which does not have a diagnostic code logged will display “–” for both the main and subcodes. No diagnostic codes are logged after an empty code position.

B. Clearing Active Indicators.

code inhibit to be cleared but remains in the queue as inactive. The active indicator clearing methods are:

1. Power down — All active indicators, except code 69 34 (refer to the code chart), are cleared at

ECU power down.

MODE

button after the ﬁfth position is displayed to restart the sequence of code list

MODE

A diagnostic code’s active indicator can be cleared, which allows the

button as

2. Self-clearing — Some codes will clear their active indicator when the condition causing the code

is no longer detected by the ECU.

3. Manual — Some active indicators can be cleared manually, while in the diagnostic display mode,

after the condition causing the code is corrected.

If an active indicator is cleared while the transmission is locked in a forward range

CAUTION:

(lock-to-range), the transmission will remain in the forward range after the clearing procedure is completed. Neutral must be manually selected.

D o N

•

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

C. Manually Clearing Codes and Active Indicators fr om the Code List. To clear active indicators or

all codes:

1. Enter the diagnostic display mode.

2. Press and hold the MODE button for approximately three seconds until the LED indicator ﬂashes. All active indicators are cleared. To remove all inactive codes, press and hold the MODE button for about ten seconds until the LED indicator ﬂashes again. All active indicators will be cleared at ECU power down.

3. Codes that cannot be manually cleared will remain.

D. Exiting the diagnostic display mode. Exit the diagnostic display mode using one of the following

procedures:

1. On a pushbutton shift selector, press the ⇑ ( Up ) and ⇓ ( Down ) arrow buttons at the same time or press any range button, D, N, or R. The shift (D, N, or R) is commanded if not inhibited by an active code.

2. On a le ver shift selector , momentarily press the “display mode” b utton or mov e the shift lev er to any shift position other than the one it was in when the diagnostic display mode was activated. If the shift is inhibited, the ECU will continue to command the current transmission range attained and the lever should be returned to its original position.

3. Wait until timeout (approximately 10 minutes) and the system will automatically return to the normal operating mode.

4. Turn off power to the ECU (turn off the vehicle engine at the ignition switch).

5–3. DIAGNOSTIC CODE RESPONSE

The following ECU responses to a fault provide for safe transmission operation:

•

ot S hift (DNS) Response

—

Release lockup clutch and inhibit lockup operation. Inhibit all shifts.

— —

Turn on the CHECK TRANS light.

—

Shift selector display ﬂashes the range selected. Ignore any range selection inputs from the pushbutton or lever shift selector.

—

SOL enoid OFF (SOL OFF) Response

—

All solenoids are commanded off.

5–4. SHIFT SELECTOR DISPLAYS RELATED TO ACTIVE CODES

“Cateye” — The forward slash segments and the middle horizontal segments (-\-) may be on under the following conditions:

—

RSI link fault is active (code 23 12 or 23 14) When two COP timeouts occur within two seconds of each other (reference code 69 33)

— —

Shift selector display line fault is active (23 16)

•

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

All Segments Displayed — All display segments will be illuminated if a severity 1 diagnostic code is present during initialization, or if an electrical code for any solenoid is logged before initialization completes.

5–5. DIAGNOSTIC CODE LIST AND DESCRIPTION

Table 5–2. CEC 2 Diagnostic Codes

CHECK Main Code

Subcode Description

TRANS

Light

Inhibited Operation

Description

(pg 5–12)

21 12 Throttle position sensor, failed low Yes Use throttle default values

(pg 5–16) 23 Throttle position sensor, failed high Yes Use throttle default values

(pg 5–20)

(pg 5–24)

13 Primary shift selector mode function

12 ECU input voltage, low Yes DNS

23 ECU input voltage, high Yes DNS

14 Engine speed sensor reasonableness

test

15 Turbine speed sensor reasonableness

test

16 Output speed sensor reasonableness

test

12 Primary shift selector or RSI link fault Yes Hold in last valid direction. May cause

fault

14 Secondary shift selector or RSI link

fault

15 Secondary shift selector mode

function fault

Yes Use default engine speed

Yes DNS, lock in current range

“cateye” display.

No Mode change not permitted

Yes Hold in last valid direction. May cause

“cateye” display.

No Mode change not permitted

16 Shift Selector display line fault Yes None. May cause “cateye” display.

24 12 Sump ﬂuid temperature, cold Yes DNS, lock-to-range

(pg 5–26) 23 Sump ﬂuid temperature, hot Yes No upshifts above a calibration range

(pg 5–30)

11 Output speed sensor, detected at

0 output rpm, 1st

22 Output speed sensor, detected at

0 output rpm, 2nd

33 Output speed sensor, detected at

0 output rpm, 3rd

Yes DNS, lock in current range (1st)

Yes DNS, lock in current range (2nd)

Yes DNS, lock in current range (3rd)

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

Table 5–2. CEC 2 Diagnostic Codes (cont’d)

CHECK

Main

Code

Subcode Description

TRANS

Light

Inhibited Operation

Description

25 (cont’d) 44 Output speed sensor, detected at

0 output rpm, 4th

55 Output speed sensor, detected at

0 output rpm, 5th

66 Output speed sensor, detected at

0 output rpm, 6th

77 Output speed sensor, detected at

0 output rpm, 7th

88 Output speed sensor, detected at

0 output rpm, 8th

(pg 5–33)

(pg 5–34)

(pg 5–37)

00 Throttle source not detected No Use throttle default values

12 Sump ﬂuid temperature sensor failed

low

23 Sump ﬂuid temperature sensor failed

high

12 Factory calibration compatibility

number wrong

13 Factory calibration fault Yes DNS, SOL OFF

Yes DNS, lock in current range (4th)

Yes DNS, lock in current range (5th)

Yes DNS, lock in current range (6th)

Yes DNS, lock in current range (7th)

Yes DNS, lock in current range (8th)

Yes Use default value of 93˚C (200˚F)

Yes DNS, SOL OFF

14 Power off fault Yes Use previous location, or factory

calibration

15 Diagnostic queue fault Yes Use previous location, or clear diagnostic

queue 16 Real time fault Yes DNS, SOL OFF 17 Customer modiﬁable constants fault Yes DNS, SOL OFF

(pg 5–38)

(pg 5–41)

45 12 General solenoid failure — F Yes DNS

(pg 5–42) 13 General solenoid failure — K Yes DNS, Inhibit lockup

00 Power interruption (code set after

power restored) 16 Real time write interruption Yes DNS, SOL OFF 00 Hardware/software not compatible Yes DNS, SOL OFF

14 General solenoid failure — B Yes DNS, Inhibit Reverse

No None (hydraulic default during

interruption)

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

Table 5–2. CEC 2 Diagnostic Codes (cont’d)

CHECK Main Code

45 (cont’d) 15 General solenoid failure — G Yes DNS

Subcode Description

16 General solenoid failure — E Yes DNS 21 General solenoid failure — H/J Yes Turn off trim boost J, DNS H 22 General solenoid failure — A Yes No action taken 23 General solenoid failure — D Yes DNS 24 General solenoid failure — I Yes No action taken 26 General solenoid failure — C Yes DNS

TRANS

Light

Inhibited Operation

Description

46 21 Hi side overcurrent, H/J solenoid Yes Turn off H/J solenoid, DNS 8610, 9810

(pg 5–46) 26 Hi side overcurrent, C, D, E solenoid

circuit

27 Hi side overcurrent, A, B, F, G, I, K

solenoid circuit

56 11 Range veriﬁcation ratio test, 1st Yes DNS

(pg 5–48) 22 Range veriﬁcation ratio test, 2nd Yes DNS

33 Range veriﬁcation ratio test, 3rd Yes DNS 44 Range veriﬁcation ratio test, 4th Yes DNS 55 Range veriﬁcation ratio test, 5th Yes DNS 66 Range veriﬁcation ratio test, 6th Yes DNS 77 Range veriﬁcation ratio test, 7th or R1 Yes DNS 88 Range veriﬁcation ratio test, 8th or R2 Yes DNS

(pg 5–50)

(pg 5–52)

00 Engine rating too high Yes DNS, Lock-in-neutral

00 Serial communications interface fault No Use default throttle values

Yes Turn off C, D, E solenoids

Yes DNS. Turn off A, B, F, G, I, K solenoids.

(pg 5–54)

27 ECU, inoperative A, B, F, G, I, K

solenoid 28 ECU, inoperative H/J solenoid Yes DNS, SOL OFF 29 ECU, inoperative C, D, E solenoid Yes DNS, SOL OFF 33 ECU, Computer Operating Properly

(COP) fault

Yes DNS, SOL OFF

Yes Reset ECU, shutdown ECU on 2nd

occurrence (power loss; hydraulic defaults). May cause “cateye” display or all segments blank display

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

Table 5–2. CEC 2 Diagnostic Codes (cont’d)

CHECK

Main

Code

69 (cont’d) 34 ECU, EEPROM, fault Yes DNS, SOL OFF

Subcode Description

35 ECU, EEPROM, fault Yes Reset ECU 39 Communication chip addressing error Yes Use defaults for J1939 data 42 SPI output failure No GPO 1–8 and reverse warning inoperable 43 SPI input failure Yes DNS, lock-in-range

TRANS

Light

Inhibited Operation

Description

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

NOTES

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

TRANSMISSION

COMPONENT

WIRING DIAGRAMS

AND

DIAGNOSTICS

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

NOTES

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

5–6. DIAGNOSTIC CODE TROUBLESHOOTING

A. Beginning The Tr oubleshooting Process

1. Begin troubleshooting by checking the transmission ﬂuid level and ECU input voltage. Check diagnostic codes by:

•

Using the shift selector display. Using the Pro-Link

•

2. When a problem exists but a diagnostic code is not indicated, refer to the Performance Complaint Section for a listing of various electrical and hydraulic problems, their causes, and remedies.

3. If a diagnostic code is found in the ECU memory, record all available code information and clear the active indicator (refer to Paragraph 5–2).

4. Test drive the vehicle to conﬁrm a diagnostic code or performance complaint.

9000 diagnostic tool.

•

If the code reappears, refer to the Diagnostic Code section (Paragraph 5–5) and the appropriate code chart. The Diagnostic Code section lists diagnostic codes and their description. Locate the appropriate troubleshooting chart and follow the instructions.

If the code does not reappear, it may be an intermittent problem. Use the Pro-Link

•

and the code display procedure described in Paragraph 5–2. The code display procedure will indicate the number of times the diagnostic code has occurred. Refer to the troubleshooting chart for possible cause(s) of the problem.

•

Appendix A deals with the identiﬁcation of potential circuit problems. Refer to Appendix A if a circuit problem is suspected.

NOTE: Information concerning specific items is contained in the appendices located in the back of this

manual. The appendices are referred to throughout the manual.

B. Wire/Terminal Numbering Scheme

CEC 2 wire identiﬁcation presents the wire number followed by the ECU terminal source (i.e., 157-S30). This is done to indicate the ECU connector and terminal origination for CEC 2. If there is a letter sufﬁx following the wire number, there is a splice between the ECU source and wire destination (i.e., 116A-T19).

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

BLUE

BLACK

GRA

ECU

“S” CONNECTOR

(BLACK)

BATTERY

RETURN

CODE 13 XX — ECU INPUT VOLTAGE

S16

S32

S17

V17

V32

DIAGNOSTIC CODES

“V” CONNECTOR

(GRAY)

V16

V32

V26

V17

143*–V17 GRAY

143*–V32 GRAY

A1 L1

A2 L2

VIM

HARNESS TERMINALS VIM TERMINALS

ECU

FROM

BATTERY

ECU

BATTERY

POWER

S32 S16 S4

PSS

CONNECTOR

*Wire designation may include a letter suffix which indicates a splice to the same number wire.

See wiring schematic in Appendix G for more detail on splice letter designations.

IGNITION

GRAY

V16

YELLOW

PINK

136*–V1 PINK

136*–V16 PINK

146–V26 YELLOW

PACKARD DEUTSCH (6-PIN)

146*–S4

143*–S32

136*–S16

PINK

143*–S32

GRAY

See Appendix B For Detailed Terminal Location

CEH

DIAGNOSTIC

CONNECTOR

PRIMARY

SELECTOR

CONNECTOR

E1 R1

E2 R2

F1 S1V26 C1

TOOL

SHIFT

VIM

12 OR 24 VOLT

CONNECTOR

(PACKARD)

–+

BATTERY

DDR

ALT DDR 6-PIN

CONNECTOR

(DEUTSCH)

V06595

Figure 5–1. Code 13 Schematic Drawing

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 13 XX — ECU INPUT VOLTAGE

DIAGNOSTIC CODES

(Figure 5–1)

Main code 13 indicates either a high or low input voltage. Low voltage is less than 8 volts. High voltage is over 33 volts.

Common causes for a low voltage code are:

•

Bad batteries Faulty vehicle charging system

•

No dedicated power and ground connection directly to the battery or through an electronic bus bar to the battery

Common causes for the high voltage code are:

Faulty vehicle alternator

•

Faulty vehicle voltage regulator

Main Code Subcode Meaning

13 12 Battery voltage to the ECU too low 13 23 Battery voltage to the ECU too high

A. Active Indicator Clearing Procedure:

•

Power down

•

Manual Self-clearing

•

B. Troubleshooting:

1. Connect the diagnostic tool and turn on vehicle ignition. Select Diagnostic Data to ﬁnd input voltage. Record reading.

2. Turn off vehicle ignition and remove the connectors from the ECU.

3. Check system voltage at wire 136A and 136C, pin V1 and V16. If power is low or high at this point, and the diagnostic tool reading is also low or high, the vehicle wiring is suspect. Check for fuse problems, lack of battery-direct power and ground, faulty charging system/batteries, and loose or dirty connections (see Appendix A). Power may also be low or high at pins V1 and V16 (system power) if the batteries/charging system is faulty. Bad grounds may also cause incorrect input power readings.

4. If power is correct but the diagnostic tool reading indicates incorrect voltage, closely inspect terminals V1 and V16 or S16; make sure they are not corroded or deformed. Clean or replace as necessary (see Appendix C, Paragraph 1–1).

5. If the voltage condition is intermittent, closely inspect the vehicle wiring for transmission system power and grounds. Check for loose, dirty, or painted connections. Check the VIM for loose, incorrect, or overheating relays or fuses (refer to Appendix E). Check for wires that are chafed and touching other components.

6. If no other cause is found, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conﬁrm that the problem is in the ECU. If the original ECU now works,

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 13 XX — ECU INPUT VOLTAGE

inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.

Voltage Condition

33.0

(High Set Point)

32.0 Maximum Continuous ECU Voltage

8.0

(Low Set Point)

7.0 Software Off (ECU loses power)

4.5 Neutral Start Off

High Fail Limit, Set Code, DNS

Low Voltage Fail Limit, Set Code, DNS

DIAGNOSTIC CODES

Table 5–3. Voltage Chart

(Figure 5–1)

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

NOTES

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

BLUE

BLACK

GRA

CODE 21 XX — THROTTLE F AUL T

DIAGNOSTIC CODES

“T” CONNECTOR

(BLUE)

ECU

T10

T25

“V” CONNECTOR

(GRAY)

V10

V24

TPS

CONNECTOR

TEMPERATURE

SENSOR

THROTTLE

POSITION

SENSOR

(TPS)

9,000 – 15,000 Ω

THROTTLE

POSITION

SENSOR

(TPS)

(Optional)

9,000 – 15,000 Ω

124*–T9 PINK

156–T10 BLUE

135* –T25 GREEN

SEE NOTE

124*

–V8

156

–V10

–V24

PINK

BLUE

GREEN

135*

SENSOR POWER (+5V)

THROTTLE SIGNAL

T10

GROUND

T25

SENSOR POWER (+5V)

THROTTLE SIGNAL

V10

GROUND

V24

ECU

SEE NOTE

*Wire designation may include a letter suffix which indicates a splice to the same number wire. See wiring schematic in Appendix G for more detail on splice letter designations.

NOTE: These wires may pass through a bulkhead connector.

See Appendix B For Detailed Terminal Location.

Figure 5–2. Code 21 Schematic Drawing

V06596

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 21 XX — THROTTLE F AUL T (Figure 5–2)

DIAGNOSTIC CODES

The throttle sensor must have been recognized by autodetect or manually selected using the Pro-Link® (see CEC 2 Pro-Link

Manual) before these codes can be logged. See Paragraph 1–9 for further information.

Main code 21 indicates the throttle position sensor has been retracted or extended by its linkage into an error zone. This may be due to a fault with the sensor, or a fault in the wiring to the sensor or to the ECU. Code 21 12 is set when the ECU receives TPS counts of 14 or less. Code 21 23 is set when the ECU senses TPS counts of 233–255. Whenever a code 21 XX condition is detected, the system uses default throttle values.

NOTE: Code 21 XX in conjunction with code 33 XX indicates the potential loss of common ground wire 135

between the throttle and temperature sensor.

Main Code Subcode Meaning

21 12 Throttle position sensor failed low 21 23 Throttle position sensor failed high

A. Active Indicator Clearing Procedure:

• Power down

• Manual

• Self-clearing

NOTE: Before troubleshooting, read Paragraph 5–6. Also, check the ECU input voltage.

B. Troubleshooting:

1. Plug in the DDR, select Diagnostic Data, and read throttle counts and percent. If the TPS failed high (code 21 23), the problem may be toward the full throttle end of the TPS travel. If the TPS failed low (code 21 12), the problem may be at the closed throttle end of the TPS travel.

NOTE: Code 21 12 may occur when the throttle source is J1587 or J1939 and an analog throttle source is

falsely detected. This condition may be due to a problem in an unused TPS branch of a universal external harness. To prevent this occurrence, remove wire 156 from the ECU connector and insert a cavity plug in the space vacated by the wire. Be sure that the unused TPS branch is routed away from potential induced voltage sources and the connector is protected from external contamination.

NOTE: Code 21 12 can result when the +5V line (wire 124) which powers the analog sensor is shorted to

ground. Wire 124 also powers the shift selector and is present in all three ECU connectors.

2. If counts are high but the percentage never reaches 100 percent, TPS linkage may have bound up and overstroked the TPS to set a false 100 percent reading. After TPS overstroking ceases, the TPS will not automatically return to 100 percent. After the TPS is correctly installed and adjusted, use the Pro-Link

to reset throttle calibration or cycle the ignition 5 times to reset the 0 percent and 100 percent settings. See the TPS section of this book (Appendix D) for installation and adjustment procedures.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 21 XX — THROTTLE F AUL T (Figure 5–2)

3. If the throttle counts do not change or are erratic, check the throttle sensor wiring for opens, shorts between wires, or shorts-to-ground. Also check for correct TPS voltages using test wiring harness J 41339. If wiring problems are found, isolate and repair the fault (refer to Appendix C for repair information).

4. If the wiring is satisfactory , replace the throttle position sensor and adjust its linkage so the counts are not in the error zones (see Appendix D).

5. If the throttle sensor and its linkage adjustment are correct and the wiring to the sensor is satisfactory, the condition is intermittent. Replace the sensor and properly adjust the new sensor.

6. If the condition recurs, use a spare wire, if available, or provide a new wire (St. Clair P/N 200153 may be used for this purpose) for the throttle sensor circuit. See Appendix C for connector repair information.

7. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conﬁrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.

NOTE: A good throttle position sensor should have resistance of:

(1) 9000–15,000 Ohms across terminals A and C.

DIAGNOSTIC CODES

(2) 500 Ohms, moving to 9000–15,000 Ohms as TPS is moved from the fully retracted to the

fully extended position (measured across terminals A and B).

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

NOTES

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

BLUE

BLACK

GRA

CODE 22 XX — SPEED SENSOR/CIRCUITRY FAULT

DIAGNOSTIC CODES

ECU

INPUT

SPEED

SENSOR

“T” CONNECTOR

(BLUE)

T14

T15

T16

T32

T31

T30

SEE NOTE 1

A B

141–T14 TAN

150–T30 ORANGE

ENGINE SPEED HI

T14

ENGINE SPEED LO

T30

200 – 400Ω

A B

TURBINE

SENSOR

A B

OUTPUT SENSOR

A B

SPEED

ECU

A B

149–T15 ORANGE

140–T31 BLUE

139–

T16

YELLOW

148–

T32

GREEN

SEE NOTE 1

TURBINE SPEED HI

T15

TURBINE SPEED LO

T31

OUTPUT SPEED HI

T16

OUTPUT SPEED LO

T32

SPEED SENSOR CIRCUITS

Use twisted pairs of wires

See Appendix B For Detailed Terminal Location.

NOTE 1: These wires may pass through a bulkhead connector.

Figure 5–3. Code 22 Schematic Drawing

V06597

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 22 XX — SPEED SENSOR/CIRCUITRY FAULT (Figure 5–3)

Main code 22 indicates a fault within a speed sensor, the wiring to a speed sensor, incorrect speed sensor gap, or damaged bumps or teeth which create the speed signal. This fault is determined by the reasonableness of a speed sensor signal when compared with the other two speed sensors and the commanded range. A speed sensor will not pass the reasonableness test if there is no signal at all from that sensor when a signal should be present.

NOTE: If the input (engine) speed sensor code (22 14) is active and a range verification test is failed, the range

verification code will not be set but a DO NOT SHIFT response is commanded.

Main Code Subcode Failed Sensor

22 14 Input (Engine) Speed 22 15 Turbine Speed 22 16 Output Speed

A. Active Indicator Clearing Procedure:

• Power down

• Manual

• Self-clearing

NOTE: Before troubleshooting, read Paragraph 5–6. Also, check the ECU input voltage.

DIAGNOSTIC CODES

B. Troubleshooting:

1. Check to see if the sensor is loose, missing, or disconnected. If not, disconnect the wiring harness from the sensor and measure the resistance of the sensor (see chart below). Also check the terminals for dirt, corrosion, or damage. If resistance is not correct, replace the sensor.

Resistance Temp ˚C Temp ˚F

200 Ω –40 –40 300 Ω 20 68 400 Ω 110 230

2. Remove the transmission harness connector from the ECU. Check the sensor circuit (in the external harness) for open wires, shorts between wires, or shorts-to-ground. Isolate and repair any faults (refer to Appendix C for repair information).

3. If no opens or shorts are found, the condition must be intermittent. Replace the sensor indicated by the trouble code. Before replacing a speed sensor, check the sensor for physical damage or contamination. Refer to the appropriate transmission Service Manual for proper replacement procedure.

4. If the condition recurs, install new wiring (twisted-pair) for the sensor circuit between the ECU and the transmission. Use St. Clair P/N 200153 Service Harness Twisted Pair for this purpose.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 22 XX — SPEED SENSOR/CIRCUITRY FAULT (Figure 5–3)

5. If the condition again recurs, connect the diagnostic tool and select the speed signal indicated by the trouble code. Drive the vehicle and w atch the speed reading on the diagnostic tool. If the signal is erratic, sensor gap, vehicle vibration, an external AC signal source, or intermittent connector contact may be inducing the erratic signal. Inspect the sensor and its surroundings for irregularities that would affect sensor gap. Isolate and correct any abnormal vehicle vibrations (particularly driveline and abnormal engine torsionals, see the Off-Highway Sales Tech Data Book (SA1861EN), Applications Manual, Section C). Recheck the sensor wiring for intermittent conditions (see Appendix A).

6. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conﬁrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.

DIAGNOSTIC CODES

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

NOTES

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

BLUE

BLACK

GRA

ECU

BATTERY POWER

BATTERY RETURN

SENSOR POWER

MODE INPUT

GPO 31/GPO 6

ECU

BLACK

BLUE

V1V17

DISPLAY

PSS 8

PSS 4

PSS 2

PSS 1

PSS P

SSS P

SSS 8

SSS 4

SSS 2

SSS 1

CODE 23 XX — SHIFT SELECTOR

S16

S32

S10

S14

S15

S25

S24

S23

S22

S21

DIAGNOSTIC CODES

GRA

BLUE

“S” CONNECTOR

(BLACK)

S16

S32

COMMON TO PSS AND SSS

SELECTOR (PSS)

SELECTOR (SSS)

PSS ONLY

SSS ONLY (IF PRESENT)

136*–S16

143*–S32

124*–S3 PINK

175*–S10 GREEN

180*–S14 BLUE

176–S15 ORANGE

173–S8 YELLOW

172–S7 BLUE

171–S6 GREEN

170–S5 ORANGE

174–S9 TAN

194–S25 TAN

193–S24 YELLOW

192–S23 BLUE

191–S22 GREEN

190–S21 ORANGE

S17

143–V17 GRAY

136–V1 PINK

PRIMARY

SHIFT

CONNECTOR

AND

SECONDARY

SHIFT

CONNECTOR

(OPTIONAL)

VIM

A1 L1 E1 R1

VIM

P L

PSS OR SSS

CONNECTOR

See Appendix B For Detailed Terminal Location

*Wire designation may include a letter suffix which indicates a splice to the same number wire. See wiring schematic in Appendix G for more detail on splice letter designations.

Figure 5–4. Code 23 Schematic Drawing

V06598

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 23 XX — SHIFT SELECTOR (Figure 5–4)

Main code 23 indicates a fault with a shift selector or the wiring between a shift selector and the ECU.

Main Code Subcode Meaning

23 12 Primary shift selector fault — a “cateye” type display may occur 23 13 Primary shift selector mode function fault. Mode change not permitted 23 14 Secondary shift selector fault — a “cateye” type display may occur 23 15 Secondary shift selector mode function fault. Mode change not permitted 23 16 Shift selector display line fault

A. Active Indicator Clearing Procedure:

• Power down

• Manual

• Self-clearing

NOTE: Before troubleshooting, read Paragraph 5–6.

B. Troubleshooting:

1. Clear the active indicator for code 23 XX. If code recurs, continue to Step (2).

DIAGNOSTIC CODES

2. Check for a poor connection at the shift selector.

NOTE: Code 23 12 can result when the +5V line (wire 124) which powers the shift selector is shorted to

ground. Wire 124 also powers the TPS and is present in all three ECU connectors.

3. Disconnect the selector “S” harness connector from the ECU and from the shift selector and check for opens, shorts, and shorts-to-ground between the shift selector and ECU (refer to Section 4). Repair as needed (refer to Appendix C).

4. If no problem is found with the shift selector connection or wiring, replace the shift selector.

5. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conﬁrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

BLUE

BLACK

GRA

TPS

CONNECTOR

CODE 24 XX — SUMP FLUID TEMPERATURE

DIAGNOSTIC CODES

ECU

“T” CONNECTOR

THROTTLE

POSITION

SENSOR

(TPS)

T27

(BLUE)

T25

100 – 100,000 Ω

TRANSMISSION

SUMP

TEMP

VALVE BODY

SENSOR

INTERNAL HARNESS

5/6/8/9000 SERIES

OFF-HIGHWAY

TRANSMISSION

135*–T25

LOCKUP

SEE NOTE

147–T27

D C

A B

D C

LOCKUP SOLENOID/TEMP SENSOR

HARNESS CONNECTOR

GREEN

TAN

T25

GROUND

SUMP TEMP (+5V)

T27

CHASSIS HARNESS

LOCKUP VALVE BODY

CONNECTOR

ECU

*Wire designation may include a letter suffix which indicates a splice to the same number wire.

See wiring schematic in Appendix G for more detail on splice letter designations. NOTE: These wires may pass through a bulkhead connector.

See Appendix B For Detailed Terminal Location

Figure 5–5. Code 24 Schematic Drawing

V06599

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 24 XX — SUMP FLUID TEMPERATURE (Figure 5–5)

Main code 24 indicates the ECU has detected either a high or low ﬂuid temperature in the transmission (via the sump temperature sensor in the internal lockup valve body harness). All shifts are inhibited when code 24 12 is set (only Neutral range operation is allowed). No upshifts are allowed above a calibration range when code 24 23 is set. All inhibits are cleared when the temperature conditions are normal. A related code is 33 12 which indicates a temperature reading outside the usable range of the sensor and indicates a probable sensor failure.

Detailed troubleshooting information for the sump thermistor is shown in Appendix L.

Main Code Subcode Meaning

24 12 Sump ﬂuid temperature cold 24 23 Sump ﬂuid temperature hot

A. Active Indicator Clearing Procedure:

• Power down

• Manual

• Self-clearing

NOTE: Before troubleshooting, read Paragraph 5–6. Also, check the ECU input voltage.

B. Troubleshooting:

DIAGNOSTIC CODES

Code 24 12:

1. If the outside temperature is between –25˚F (–32˚C) and +20˚F (–7˚C), the ECU will allow re- verse, neutral, and limited forward drive operation. Only hold override upshifts are allowed. (See Table 5–4 on next page.) The sump must be warmed to an acceptable temperature to avoid logging codes and transmission diagnostic response.

NOTE: Code 24 12 can result when the +5V line (wire 147) which powers the sump temperature sensor is

shorted to ground.

2. After allowing the temperatures to normalize, if ambient temperature does not match the sump temperature reading (check using diagnostic tool), compare resistance versus sump ﬂuid temperature. Refer to Appendix L. If resistance check is acceptable, then check the sensor wiring for opens, shorts, or shorts-to-ground.

3. If the sensor wiring is satisfactory, remove the lockup body cover and replace the temperature sensor which is in the internal lockup harness (refer to appropriate transmission Service Manual).

4. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conﬁrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage that may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

Table 5–4. Transmission Operation as a Function of Temperature

Condition

˚F ˚C

Temperature sensor failed high (refer to code 33 23) 350 Hot ﬂuid (code 24 23) maximum range limited 250 Medium cold ﬂuid R, N, D allowed (hold override upshifts only) 20 Temperature sensor failed low (refer to code 33 12) –55

RESISTANCE-TEMPERATURE

CHARACTERISTIC CHART

1,000,000

100,000

10,000

1,000

100

SENSOR RESISTANCE (Ω)

a a a a

177 121

–7

–48

Figure 5–6.

Code 24 23:

1. Install temperature gauges for transmission temperature and engine water temperature. Drive the vehicle. Verify that the code can be reproduced and verify the reading shown on the diagnostic tool. Observe the gauges and check for hot ﬂuid when the code is produced.

2. If the ﬂuid is not hot when the code is produced, remove the transmission “T” harness connector at the ECU and the transmission. Check the ﬂuid temperature sensor wiring for opens, shorts, and shorts-to-ground. Compare the resistance readings of the sensor and the actual temperature shown on the gauge with the chart information in Figure 5–6. If wiring problems or a great difference between temperature and resistance compared with the chart are found, remove the lockup valve body cover and replace the temperature sensor which is part of the internal lockup harness (refer to the Service Manual for the transmission being checked). If wiring problems are found, repair or replace as necessary.

This is a programmed value subject to change.

°F3923382842301761226814–40

°C200170140110805020–10–40

TEMPERATURE

V04711.01

Temperature Sensor Chart

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

3. If the ﬂuid is hot when the code is produced, observe the gauges to see if the engine became hot before the transmission. If the engine cooling system is overheating and heating the transmission, the problem is with the engine or its cooling system.

4. If the transmission became hot before the engine, allow the vehicle to idle for 3–5 minutes and check the transmission ﬂuid level. Correct the ﬂuid level if necessary.

5. If no problems are found in the transmission, remove the transmission and disassemble, inspecting for causes of overheating (stuck stator, plugged oriﬁces, dragging clutches, etc.). (See the Service Manual for the transmission being checked.)

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

BLUE

BLACK

GRA

CODE 25 XX — OUTPUT SPEED SENSOR, DETECTED AT ZERO SPEED,

X RANGE

ECU

INPUT

SPEED

SENSOR

“T” CONNECTOR

(BLUE)

T14

T15

T16

T32

T31

T30

SEE NOTE 1

A B

141–T14 TAN

150–T30 ORANGE

ENGINE SPEED HI

T14

ENGINE SPEED LO

T30

200 – 400Ω

A B

TURBINE

SENSOR

A B

OUTPUT SENSOR

A B

SPEED

ECU

A B

149–T15 ORANGE

140–T31 BLUE

139–

T16

YELLOW

148–

T32

GREEN

SEE NOTE 1

TURBINE SPEED HI

T15

TURBINE SPEED LO

T31

OUTPUT SPEED HI

T16

OUTPUT SPEED LO

T32

SPEED SENSOR CIRCUITS

Use twisted pairs of wires

See Appendix B For Detailed Terminal Location.

NOTE 1: These wires may pass through a bulkhead connector.

Figure 5–7. Code 25 Schematic Drawing

V06597

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 25 XX — OUTPUT SPEED SENSOR, DETECTED AT ZERO SPEED,

X RANGE

Main code 25 occurs if the output speed sensor reports a zero speed reading while both engine and turbine speeds are approximately equal, turbine speed is above a calibration value, and neutral is not selected or commanded. Main code 25 indicates either the output speed sensor has failed or the required oncoming clutch or clutches did not come on. Code 25 11 can be generated by a false turbine speed reading. This may be due to crosstalk between solenoid and turbine speed sensor circuits caused by direct wire-to-wire short or by water in the electrical connectors. See Section 4 for corrective action.

NOTE: If code 25 XX is in memory at ECU initialization (ignition on), all display segments are illuminated.

Main Code Subcode Meaning

25 11 Output speed sensor, detected at zero speed, 1st range 25 22 Output speed sensor, detected at zero speed, 2nd range 25 33 Output speed sensor, detected at zero speed, 3rd range 25 44 Output speed sensor, detected at zero speed, 4th range 25 55 Output speed sensor, detected at zero speed, 5th range 25 66 Output speed sensor, detected at zero speed, 6th range 25 77 Output speed sensor, detected at zero speed, 7th range 25 88 Output speed sensor, detected at zero speed, 8th range

(Figure 5–7)

A. Active Indicator Clearing Procedure:

•

Power down

•

Manual Self-clearing

•

NOTE: Before troubleshooting, read Paragraph 5–6. Also, check battery and ECU input voltages. NOTE: Intermittent connections or lack of battery-direct power and ground connections can cause this and

other codes.

B. Troubleshooting:

1. Check the transmission ﬂuid level and ensure correct ﬂuid level.

2. Check for the presence of code 22 16. If code 22 16 is in the code list, go to code 22 XX section and follow troubleshooting steps for code 22 16.

3. Connect the Pro-Link® 9000 with ignition on, engine off; check for indication of turbine speed. If turbine speed is indicated, refer to Paragraph 4–2 for corrective action.

4. This code requires accurate output and turbine speed readings. If there were no transmission problems detected, use the diagnostic tool and watch the speed readings for noise (erratic signals) from low speed to high speed in the range indicated by the code.

5. If a noisy sensor is found, check the sensor resistance (refer to the sensor resistance chart below) and check its wiring for opens, shorts, and shorts-to-ground (see code 22 XX). Also closely check the terminals in the connectors for corrosion, contamination, or damage. Ensure the wiring to the sensors is a properly twisted wire pair. Remove sensor and check for damage at the tone wheel

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 25 XX — OUTPUT SPEED SENSOR, DETECTED AT ZERO SPEED,

X RANGE

end. Check for looseness of the tone wheel. Refer to the appropriate Service Manual if repair of a loose tone wheel is necessary. Replace the sensor if it is damaged or if its resistance (refer to Service Manual for proper procedure) is incorrect and isolate and repair any noted wiring problems. (Use St. Clair P/N 200153 Service Harness Twisted Pair for this procedure.)

Resistance Temp. ˚F Temp. ˚ C

200 Ω 300 Ω 400

Ω

6. If no apparent cause for the code can be located, replace the turbine and output speed sensors. Refer to the appropriate transmission Service Manual for proper procedure.

(Figure 5–7)

–40 –40

68 20

230 110

8. If the output speed sensor and wiring are satisfactory, install pressure gauges into the appropriate clutch pressure taps (see appropriate transmission Service Manual) and make the shift again. See if the clutches have low or no pressure.

9. If a clutch is leaking pressure, remove the valve body and check for damaged valve body gaskets and stuck or sticky valves. If no problems are found, replace the solenoids for the clutches used in the range indicated by the code. Refer to the appropriate transmission Service Manual for replacement procedure.

10. If, after detecting leaking pressure and replacing solenoids, the problem persists, check for worn clutch or piston seals. Remove the transmission and repair or replace as necessary (refer to the proper transmission Service Manual).

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 26 XX — THROTTLE SOURCE NOT DETECTED

Main code 26 occurs when the ECU has not detected a throttle source. This is a new code related to the autodetect feature which is described in Paragraph 1–9.

Main Code Subcode Meaning

26 00 Throttle source not detected

Code 26 00 means that the ECU has not detected the presence of engine throttle data or analog circuitry . For details about autodetect or using Pro-Link

to select a throttle source, see Paragraph 1–9 and the CEC 2 Pro-Link

Manual.

A. Active Indicator Clearing Procedure

•

Power down

•

Manual

B. Troubleshooting

1. When code 26 00 is logged and an analog TPS is known to be installed, refer to code 21 XX for troubleshooting steps. If a J1587 or J1939 throttle signal is used, refer to code 66 00 for troubleshooting steps.

C. Autodetect Feature

Autodetect is active on the ﬁrst 10

engine starts. Autodetect tak es place within the ﬁrst 5–25

seconds of each engine start monitored. For CEC 2, autodetect searches for the presence of a throttle information source. Autodetect searches for a TPS (analog) source or a data link source via J1939 or J1587.

Even after autodetect has been completed, it can be reset to monitor an additional group of engine starts. Reset may be necessary if a device known to be present is not detected or if an autodetectable component or sensor was added after the initial vehicle build. Reset is accomplished by using the Pro-

Link

. Using a CEC 2 compatible Pro-Link

Link

can also be used to override autodetect and manually enter the component or sensor to be

, select “RESET AUTODETECT.” The CEC 2 Pro-

recognized by the ECU by changing appropriate “customer modiﬁable constants”. The throttle source is the only customer modiﬁable constant (CMC) that is autodetected. Other CMCs can be changed at any time and are not related to autodetect. Consult the CEC 2 Pro-Link

manual for detailed instructions related to CEC 2 “customer modiﬁable constants.” Additional details for the autodetectable throttle feature is given below.

Whenever autodetect is functioning and no throttle source is found, a code 26 00 is logged. If a datalink throttle source (J1939 or J1587) is detected, autodetect stops looking for that function. However, if no analog throttle source was detected prior to engine start 10 engine starts 10

through a calibration number. Autodetect for analog throttle stops as soon as a

, autodetect continues for

device is detected or when the calibration number of starts is reached. If an analog throttle source is known to be present, but is not detected, troubleshooting of the analog throttle circuit is required. After the analog throttle circuit is repaired, reset autodetect or manually select the analog throttle function using the Pro-Link

. An engine throttle source must be present.

This is a programmed value subject to change.

BLUE

BLACK

GRA

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 33 XX — SUMP FLUID TEMPERATURE SENSOR

TPS

CONNECTOR

ECU

THROTTLE

POSITION

SENSOR

(TPS)

“T” CONNECTOR

(BLUE)

T27

T25

100 – 100,000 Ω

TRANSMISSION

SUMP

TEMP

VALVE BODY

SENSOR

INTERNAL HARNESS

5/6/8/9000 SERIES

OFF-HIGHWAY

TRANSMISSION

135*–T25

LOCKUP

SEE NOTE

147–T27

D C

A B

D C

LOCKUP SOLENOID/TEMP SENSOR

HARNESS CONNECTOR

GREEN

TAN

T25

GROUND

SUMP TEMP (+5V)

T27

CHASSIS HARNESS

LOCKUP VALVE BODY

CONNECTOR

ECU

*Wire designation may include a letter suffix which indicates a splice to the same number wire.

See wiring schematic in Appendix G for more detail on splice letter designations. NOTE: These wires may pass through a bulkhead connector.

See Appendix B For Detailed Terminal Location

Figure 5–8. Code 33 Schematic Drawing

V06599

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 33 XX — SUMP FLUID TEMPERATURE SENSOR

Detailed troubleshooting information for the sump temperature thermistor is shown in Figure 5–9. Main code 33 indicates the sump temperature sensor is providing a signal outside the usable range of the ECU.

This code indicates the sensor failed showing abnormally high or low temperature readings. Main code 33 can be caused by a component or circuit failure or by extremely high or low temperatures. There are no operational inhibits related to main code 33. The ECU assumes a hardware failure and that transmission temperatures are normal (200ºF; 93ºC). Temperatures above or below normal may cause inhibited range operation.

NOTE: Code 33 23 in conjunction with code 21 23 indicates the loss of common ground (wire 135) between

the throttle and temperature sensors.

Main Code Subcode Meaning

33 12 Sump oil temperature sensor failed low — –55ºF (–48ºC) 33 23 Sump oil temperature sensor failed high — 350ºF (177ºC)

A. Active Indicator Clearing Procedure:

•

Power down Manual

•

Self-clearing

•

(Figure 5–8)

NOTE: Before troubleshooting, read Paragraph 5–6. Also, check the transmission fluid level.

B. Troubleshooting:

NOTE: Code 33 12 can be caused when the +5V power line (wire 147) is shorted to ground or open.

1. If possible, check the sump temperature with a DDR. Use the fastest sample rate available on the

DDR

This is necessary to catch momentary changes due to an intermittent open or short to

ground. If a DDR is not available, use the shift selector display to determine if the code is active (refer to Paragraph 5–2). Disconnect the transmission “T” harness at the ECU and check resistance of the sensor and compare with Figure 5–9 or Appendix L.

2. If Step (1) reveals that the extreme temperature indication is no longer present, the temperature

limit could have been reached due to operational or ambient temperature extremes. Also, you may be experiencing an intermittent problem and the code will not be active. Proceed cautiously, it is unlikely there is a sensor hardware fault.

3. Disconnect the external harness at the transmission. Check the connectors and terminals for dirt,

corrosion, or damage. Clean or replace as necessary.

4. Check the sensor wires in the external harness for opens (code 33 23), shorts between wires, or

shorts-to-ground (code 33 12 — refer to Section 4). If wiring problems are found, isolate and repair as described in Appendix C.

5. Check for chaﬁng of the sensor wires. Eliminate the chafe point. If no chafe point is found, replace

the sensor (refer to the Transmission Service Manual and Appendix C, Paragraph 1–2 in this manual).

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 33 XX — SUMP OIL TEMPERATURE SENSOR

RESISTANCE-TEMPERATURE

CHARACTERISTIC CHART

1,000,000

100,000

10,000

1,000

100

SENSOR RESISTANCE (Ω)

(Figure 5–8)

°F3923382842301761226814–40

°C200170140110805020–10–40

TEMPERATURE

Figure 5–9. Temperature Sensor Chart

V04711.01

6. If the problem recurs, use a spare wire, if available, or provide a new wire (St. Clair P/N 200153 may be used for this purpose) for the temperature sensor circuit.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 34 XX — CALIBRATION COMPATIBILITY OR CHECKSUM FAULT

Main code 34 indicates there is a problem with the calibration.

Main Code Subcode Meaning

34 12 Factory calibration compatibility number wrong 34 13 Factory calibration checksum 34 14 Power off block checksum 34 15 Diagnostic queue block checksum 34 16 Real-time block checksum 34 17 Customer modiﬁable constants checksum

A. Active Indicator Clearing Procedure:

Power down

•

NOTE: Copying the current calibration from the ECU and reloading it will not correct the fault. The

calibration must be downloaded directly from PCCS.

B. Troubleshooting:

1. If the code set is 34 14 and it occurs in conjunction with code 35 00 (Power Interruption), proceed to ﬁnd the cause for code 35 00 and correct it.

2. After the cause for code 35 00 has been corrected, drive the vehicle to see if code 34 14 recurs. If code 34 14 recurs, proceed to Step (3).

3. Reprogram the correct calibration. Contact Allison Transmission to do recalibration. Be certain the calibration and the software level are compatible.

4. If the code recurs after reprogramming, replace the ECU.

5. If the code set is 34 17, reprogram the GPI/GPO package after re-calibration of the ECU.

BLUE

BLACK

GRA

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

ECU

“S” CONNECTOR

BATTERY

RETURN

(BLACK)

CODE 35 XX — POWER INTERRUPTION

“V” CONNECTOR

(GRAY)

VIM

V16

S16

S32

V17

V32

S17

143*–V17 GRAY

143*–V32 GRAY

V32

V26

V17

HARNESS TERMINALS VIM TERMINALS

A1 L1

A2 L2

ECU

FROM

BATTERY

ECU

136*–V1 PINK

136*–V16 PINK

146–V26 YELLOW

PACKARD DEUTSCH (6-PIN)

CEH

DIAGNOSTIC

CONNECTOR

PRIMARY

SELECTOR

CONNECTOR

E1 R1

E2 R2

F1 S1V26 C1

TOOL

SHIFT

BATTERY

POWER

S32 S16 S4

IGNITION

GRAY

V16

YELLOW

PINK

146*–S4

143*–S32

136*–S16

PINK

143*–S32

GRAY

PSS

CONNECTOR

See Appendix B For Detailed Terminal Location

*Wire designation may include a letter suffix which indicates a splice to the same number wire. See wiring schematic in Appendix G for more detail on splice letter designations.

VIM

12 OR 24 VOLT

–+

BATTERY

DDR

CONNECTOR

(PACKARD)

ALT DDR 6-PIN

CONNECTOR

(DEUTSCH)

V06595

Figure 5–10. Code 35 Schematic Drawing

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 35 XX — POWER INTERRUPTION

Main code 35 indicates the ECU has detected a complete power loss before the ignition was turned off or before ECU shutdown is completed. When this happens, the ECU is not able to save the current operating parameters in memory before turning itself off.

Main Code Subcode Meaning

35 00 Power interruption. (Not an active code; only appears after power is restored.)

During power interruption, transmission will not shift.

35 16 Real-time write interruption. (Power interruption at the same time the ECU is

recording a critical code to the real-time section.)

A. Active Indicator Clearing Procedure:

•

Power down

•

Manual — except code 35 16

NOTE: Before troubleshooting, read Paragraph 5–6. Also, check battery and ECU input voltages.

B. Troubleshooting:

1. If the vehicle has a master switch controlling battery power to the ECU and an ignition switch, turning the master switch off before turning the ignition switch off can cause this code. T urning the master switch off before ECU shutdown is completed will also cause this code. No troubleshooting is necessary.

CHECK TRANS

(Figure 5–10)

light is not illuminated and the

2. If improper switch sequencing is not the cause, check ECU power and ground for opens, shorts, and shorts-to-ground. Not using battery-direct power and battery ground connections can cause this code. A defective charging system, or open battery fuse or fusible link can also cause this code. The battery fuse or fusible link may be at the battery or in the VIM. Dirty, corroded, or painted power and ground connections can also cause this code.

3. If all system power and ground connections are satisfactory and the problem persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conﬁrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem reoccurs, reinstall the replacement ECU.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

NOTES

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 36 XX — HARDWARE AND SOFTWARE NOT COMPATIBLE

Main code 36 indicates the system has detected a mismatch between the ECU hardware and the ECU software.

Main Code Subcode Meaning

36 00 Mismatch between ECU hardware and software

A. Active Indicator Clearing Procedure:

Power down

•

B. Troubleshooting:

1. Correction for code 36 00 requires the installation of software that is compatible with the ECU hardware involved. (If a different calibration is required, update the ECU hardware to be compatible.)

BLUE

BLACK

GRA

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 45 XX — GENERAL SOLENOID FAILURE

ECU

BLACK

BLUE

GRA

“T” CONNECTOR

(BLUE)

T16

T32

12 – 24Ω

B A

12 – 24Ω

B A

12 – 24Ω

F H A B D

P M K N

L G C

LOCKUP BODY

12 – 24Ω

A B

BLUE

102–T1 ORANGE

120–T4 WHITE 131–T21 BLUE

130–T17 YELLOW

104–T7 WHITE

103–T5 GREEN

116*–T19 YELLOW

101–T24 BLUE

127–T23 WHITE

129–T6 TAN

102–T1 ORANGE

130–T17 YELLOW

121–T2 TAN

128–T20 ORANGE

SEE NOTE

T21 T17

T19 T24 T23

T20

T17

ECUMAIN VALVE BODY

T7 T5

F SOL G SOL

A,B SOL POWER

A SOL B SOL C,D,E SOL POWER C SOL D SOL E SOL

F,G,I SOL POWER

K SOL POWER

K SOL

LOW-RANGE or

TRIM BOOST BODY

102–T1 ORANGE

111–T8 GREEN

A B

107–T3 GREEN

110–T22 WHITE

NOTE: These wires may pass through a bulkhead connector.

*Wire designation may include a letter suffix which indicates a splice to the same number wire. See wiring schematic in Appendix G for more detail on splice letter designations.

J SOLENOID CONNECTOR

8610, 9810 LOCK IN

RANGE MODELS ONLY

5610, 6610, 9610 MODELS

10–13Ω 12–24Ω

Detailed Terminal Location.

12 – 24Ω

8610 MODEL

12 – 24Ω

See Appendix B For

Figure 5–11. Code 45 Schematic Drawing

T22

I SOL

H or J SOL POWER H or J SOL

L06600

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 45 XX — GENERAL SOLENOID FAILURE

Main code 45 indicates the ECU has detected either an open circuit condition in a solenoid coil or the wiring to that solenoid. The DO NOT SHIFT response is activated when some subcodes are detected and the CHECK TRANS light is illuminated.

Main Code Subcode Meaning

45 12 General Failure, F Solenoid Circuit 45 13 General Failure, K Solenoid Circuit 45 14 General Failure, B Solenoid Circuit 45 15 General Failure, G Solenoid Circuit 45 16 General Failure, E Solenoid Circuit 45 21 General Failure, H/J Solenoid Circuit 45 22 General Failure, A Solenoid Circuit 45 23 General Failure, D Solenoid Circuit 45 24 General Failure, I Solenoid Circuit 45 26 General Failure, C Solenoid Circuit

A. Active Indicator Clearing Procedure:

•

Power down Manual

•

(Figure 5–11)

NOTE: Intermittent connections or lack of battery-direct power and ground connections may cause this and

other codes.

NOTE: Before troubleshooting, read Paragraph 5–6. Also, check battery and ECU input voltages.

PROBING THE CONNECTOR

When testing the control system with the internal harness connected, the resistance of each solenoid can be checked using a VOM.

B. Troubleshooting:

1. Check the valve body connector and make sure it is tightly connected. Clean or replace as necessary (Appendix C).

2. If the connector is connected, clean, and not damaged, check the solenoid circuit in the valve body for opens. Refer to the system schematic and/or chart to identify wires in the internal harness which are connected. If the open circuit is found, replace the faulty component (see the transmission Service Manual), and eliminate the open. The fault may be in the solenoid itself.

3. If the open is not found at the transmission connector, disconnect the transmission harness connector at the ECU and inspect the terminals in the connector and the ECU for damage or contamination. Clean or replace as necessary. If the terminals are satisfactory, check the wires of the solenoid circuit in the transmission harness for continuity. If the open is found in one of the wires, isolate and repair it. If this is not feasible, use a spare wire, if available, or provide a new wire (St. Clair P/N 200153 may be used for this purpose). See Appendix C for information on connector/wire repair.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 45 XX — GENERAL SOLENOID FAILURE

4. If multiple code 45s occur (45 12, 45 13, 45 14, 45 15, 45 22, and 45 24), and wiring and solenoids check okay, a common solenoid driver is probably failed open.

5. Replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conﬁrm that the problem is in the ECU. If the problem recurs, reinstall the new ECU to complete the repair.

6. If code 45 21 occurs repeatedly and the H/J solenoid and wiring checks okay, the solenoid driver may be failed open. Follow Step (5) above.

7. If codes 45 16, 45 23, and 45 26 occur repeatedly and solenoids and wiring check okay, the solenoid driver may be failed open. Follow Step (5) above.

8. If the open is not found in either the transmission or the harness or the ECU drivers, the condition must be intermittent.

9. Use a spare wire, if available, or provide a new wire (St. Clair P/N 200153 may be used for this purpose) for the solenoid circuit indicated by the diagnostic code. See Appendix C for information on connector assembly/disassembly.

10. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conﬁrm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU.

(Figure 5–11)

11. If condition persists, remove the solenoid cover and closely inspect the solenoid and internal harness for damage. Repair or replace as necessary (refer to the transmission Service Manual).

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

NOTES

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

BLUE

BLACK

GRA

CODE 46 XX — HI SIDE OVERCURRENT FAULT

ECU

BLACK

BLUE

GRA

“T” CONNECTOR

(BLUE)

T16

T32

12 – 24Ω

J F

12 – 24Ω

A B D

12 – 24Ω

B A

12 – 24Ω

B A

12 – 24Ω

P M K N

L G C

LOCKUP BODY

12 – 24Ω

A B

BLUE

102–T1 ORANGE

120–T4 WHITE 131–T21 BLUE

130–T17 YELLOW

104–T7 WHITE

103–T5 GREEN

116*–T19 YELLOW

101–T24 BLUE

127–T23 WHITE

129–T6 TAN

102–T1 ORANGE

130–T17 YELLOW

121–T2 TAN

128–T20 ORANGE

SEE NOTE

T21 T17

T19 T24 T23

T20

T17

ECUMAIN VALVE BODY

T7 T5

F SOL G SOL

A,B SOL POWER

A SOL B SOL C,D,E SOL POWER C SOL D SOL E SOL

F,G,I SOL POWER

K SOL POWER

K SOL

LOW-RANGE or

TRIM BOOST BODY

102–T1 ORANGE

111–T8 GREEN

A B

107–T3 GREEN

110–T22 WHITE

NOTE: These wires may pass through a bulkhead connector.

*Wire designation may include a letter suffix which indicates a splice to the same number wire. See wiring schematic in Appendix G for more detail on splice letter designations.

J SOLENOID CONNECTOR

8610, 9810 LOCK IN

RANGE MODELS ONLY

12 – 24Ω

5610, 6610, 9610 MODELS

10–13Ω 12–24Ω

8610 MODEL

12 – 24Ω

See Appendix B For

Detailed Terminal Location.

Figure 5–12. Code 46 Schematic Drawing

T22

I SOL

H or J SOL POWER H or J SOL

L06600

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 46 XX — HI SIDE OVERCURRENT FAULT

Main code 46 indicates that an overcurrent condition exists in one of the switches sending power to the transmission control solenoids.

Main Code Subcode Meaning

46 21 High side overcurrent, H/J solenoid circuit 46 26 High side overcurrent, C, D, E solenoid circuit 46 27 High side overcurrent, A, B, F, G, I, K solenoid circuit

A. Active Indicator Clearing Procedure:

•

Power down Manual

•

B. Troubleshooting:

1. Probable cause is a wiring problem. A solenoid wire is probably shorted to ground or the solenoid has a shorted coil which would cause an overcurrent condition. May also be an ECU problem.

2. Follow the troubleshooting steps for code 45 XX.

(Figure 5–12)

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 56 XX — RANGE VERIFICATION RATIO TEST (BETWEEN SHIFTS)

Main code 56 indicates a failed range veriﬁcation speed sensor ratio test. The ratio test occurs after a shift and determines if a clutch has lost torque carrying capability. If output speed is above programmed output speed for a range but the correct speed sensor ratio is not present, the which can carry the torque without damage is commanded or attempted. T urbine and output speed sensor readings are used to calculate the actual ratio that is compared to the commanded ratio.

Main Code Subcode Meaning

56 11 Range veriﬁcation ratio test (between shifts) 1 56 22 Range veriﬁcation ratio test (between shifts) 2 56 33 Range veriﬁcation ratio test (between shifts) 3 56 44 Range veriﬁcation ratio test (between shifts) 4 56 55 Range veriﬁcation ratio test (between shifts) 5 56 66 Range veriﬁcation ratio test (between shifts) 6 56 77 Range veriﬁcation ratio test (between shifts) 7 56 88 Range veriﬁcation ratio test (between shifts) 8

A. Active Indicator Clearing Procedure:

• Power down

• Manual — subcodes 11, 44, 66, 77 only

DO NOT SHIFT

response is commanded and a range

NOTE: When a code 22 16 (output speed fault) is also present, follow the troubleshooting sequence for code

22 16 first. After completing the 22 16 sequence, drive the vehicle to see if a code 56 XX recurs. NOTE: Before troubleshooting, read Paragraph 5–6. Also, check battery and ECU input voltages. NOTE: Intermittent connections or lack of battery-direct power and ground connections may cause this and

other codes.

B. Troubleshooting:

1. After the transmission is at operating temperature, allow vehicle engine to idle on lev el ground for 3–4 minutes. Check the transmission ﬂuid level. If improper ﬂuid level is found, correct as necessary. Improper ﬂuid level could be the cause of the code. Not enough or too much ﬂuid may produce inadequate clutch pressure.

2. This code requires accurate output and turbine speed readings. If there were no transmission problems detected, use the diagnostic tool and check the speed sensor signals for noise (erratic signals) from low speed to high speed in the range indicated by the code.

3. If a noisy sensor is found, check the resistance of the sensor (refer to the temperature variation chart below) and its wiring for opens, shorts, and shorts-to-ground (refer to code 22 XX). Carefully check the terminals in the connectors for corrosion, contamination, or damage. Ensure the wiring to the sensors is a properly twisted wire pair. Replace a speed sensor if its resistance is incorrect. Isolate and repair any wiring problems. (Use a twisted-pair if a new speed sensor circuit is needed — Service Harness Twisted Pair P/N 200153 is available from St. Clair Technologies for this purpose.)

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 56 XX — RANGE VERIFICATION RATIO TEST (BETWEEN SHIFTS)

Resistance Temp ˚F Temp ˚C

200 Ω –40 –40 300 Ω 68 20 400 Ω 230 110

4. If no apparent cause for the code can be found, replace the turbine and output speed sensors (refer to the transmission Service Manual for proper procedure).

6. Connect a pressure gauge and check main pressure. If the pressure is not adequate, the pump is probably worn. See Service Manual for main pressure speciﬁcations.

7. If main pressure is adequate, check clutch pressure for the range indicated by following the procedure in the Service Manual. The transmission range indicated by the trouble code can be found by referring to the solenoid and clutch chart on the hydraulic schematic in Appendix F. Drive the vehicle or use the diagnostic tool’s clutch test mode and check clutch pressure.

8. If a clutch is leaking pressure, remove the main control valve body and check for damaged valve body gaskets and stuck or sticking valves (see the transmission Service Manual). If no problems are found, replace the solenoids for the clutches used in the range indicated by the code.

9. If replacing solenoids does not correct the pressure problem, a worn clutch or worn piston seals are probably the source of the pressure leak. Remove the transmission and repair or replace as necessary (refer to the transmission Service Manual).

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 65 00 — ENGINE RATING HIGH

Main code 65 indicates the vehicle’s engine horsepower/governor speed rating is too high. This code is set only when computer-controlled engines are used. Code 65 means the engine computer is able to tell the transmission, the engine horsepower and/or governor speed is be yond the transmission rating or does not match the transmission shift calibration.

When a code 65 is set, no shifts out of neutral are allowed. It is possible the transmission calibration selected for this engine is improper. Contact Allison Transmission for assistance in selecting a proper calibration.

If the engine is beyond transmission ratings, contact the vehicle OEM for correction.

This code cannot be cleared until the proper level engine is installed or the transmission is properly calibrated.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

NOTES

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

BLUE

BLACK

GRA

CODE 66 00 — SCI (SERIAL COMMUNICATION INTERFACE) FAULT

ECU

“S” CONNECTOR

(BLACK)

S16

S32

C B

J 1939

INTERFACE

SERIAL

S17

182–S12 GREEN 184–S29 BLACK

183–S13 RED

COMMUNICATION

INTERFACE

B+–

(SCI)

SCI, HI

SCI, LO

ECU

J 1939, SHIELD

J 1939, LO

J 1939, HI

SCI

Uses twisted pairs of wire

See Appendix B For Detailed Terminal Location

S17

S12

S29

S13

142–S1 WHITE

151–S17 BLUE

DIAGNOSTIC

CONNECTOR

DEUTSCH PACKARD

DDR

CONNECTOR

(PACKARD)

TOOL

ALT DDR

CONNECTOR

(DEUTSCH)

Figure 5–13. Code 66 Schematic Drawing

V06601

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 66 00 — SCI (SERIAL COMMUNICATION INTERFACE) FAULT (Figure 5–13)

The datalink for throttle sensor must have been recognized by autodetect or manually selected using the Pro-Link® (see CEC 2 Pro-Link

Manual) before these codes can be logged. See Paragraph 1–9 for further information.

Main code 66 indicates the ECU is expecting to get its throttle position signal across a serial communication interface from a computer-controlled engine. Either the engine computer is not sending the throttle information or the wiring between the engine and transmission computers has failed.

Code 66 00 can occur when the transmission ECU remains powered when the engine ECM is powered down. The transmission sees this as a communication link failure.

A. Active Indicator Clearing Procedure:

• Power down

• Manual

• Self-clearing

B. Troubleshooting:

1. Check for a throttle signal from the engine to the transmission, an engine computer malfunction, or an engine throttle fault.

NOTE: Throttle position data sent from a computer-controlled engine may register a low number of counts

on the DDR, but the counts will not change as throttle percentage is changed.

2. Check wires 142 and 151 between the engine and transmission ECU for an open or short. Check that all connectors are clean and tightly connected.

NOTE: These codes can also be set if J1939 communications fail. Check wires 183-S13, 184-S29, and 182-S12

for opens or shorts.

3. Use the Pro-Link

to see if the ECU is receiving power when it should not.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

CODE 69 XX — ECU MALFUNCTION

Main code 69 indicates a problem which has been identiﬁed as being from within the ECU. A “cateye” display or a blank display may occur with subcode 33.

Main Code Subcode Meaning

69 27 ECU, Inoperative A, B, F, G, I, K solenoid switch 69 28 ECU, Inoperative H/J solenoid switch 69 29 ECU, Inoperative C, D, E solenoid switch 69 33 ECU, computer operating properly fault 69 34 ECU EEPROM, fault 69 35 ECU EEPROM, fault 69 39 Communication chip addressing error 69 42 SPI output failure 69 43 SPI input failure

A. Active Indicator Clearing Procedure:

• Power down

• Manual — except subcodes 33, 35, 42, and 43

• Self-clearing — subcode 42 and subcodes 33 and 35; after an ECU reset

NOTE: Subcode 34 cannot be cleared.

B. Troubleshooting:

1. For subcodes 27, 28, and 29, check for shorts to battery before replacing the ECU. Follow the troubleshooting steps for code 45 XX for checking shorts to battery . If no shorts are found, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to conﬁrm that the problem is in the ECU. If the problem recurs, reinstall the new ECU to complete the repair .

2. For all other subcodes, replace the ECU.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

ECTION

VEHICLE INTERFACE WIRING

6 — VEHICLE INTERFACE WIRING

6–1. ECU POWER

ECU

V-1

V-16

WIRE 136A

WIRE 136C

10A

VIM

Positive battery voltage must be supplied directly to the ECU from the battery positive terminal or a dedicated “electronic” buss bar.

WIRE 336A

WIRE 336C

+–

+12V or +24V

V06676

These wires are connected through the VIM.

•

Power is provided through a 10 amp fuse in the VIM. Wires must be kept as short as possible.

•

No other loads can be added to these wires.

•

Minimize the number of electrical connections between the ECU and battery to reduce the potential for poor connections, corrosion, etc.

Wires from the battery to the splice point before the VIM must be no smaller than 10 AWG. They may

•

need to be larger, depending on length.

—

Wiring shall be sized to maintain a minimum of 10.5V at the ECU during max current draw conditions (9 amp).

NOTE: Always remove all connectors from the ECU whenever welding on the vehicle.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

VEHICLE INTERFACE WIRING

6–2. SYSTEM GROUNDS

ECU

V-17

V-32

WIRE 143A

WIRE 143C

VIM

WIRE 343A

WIRE 343C

– +

+12V or +24V

V06677

Ground must be supplied directly to the ECU from the battery negative terminal or a dedicated “electronic” buss bar.

These wires are connected through the VIM.

•

Never use chassis grounds for these wires.

•

If a power supply other than a battery is used, these wires must be connected directly to the negati ve side of the power supply.

Wires from the battery to the splice point before the VIM must be no smaller than 10 AWG. They may

•

need to be larger, depending on length.

—

Wiring shall be sized to maintain a minimum of 10.5V at the ECU during max current draw conditions (9 amp).

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

VEHICLE INTERFACE WIRING

6–3. POWER AND GROUND USING A BUS BAR

BUS

BAR (+)

VEHICLE

ELECTRICAL

SYSTEMS

V06696

ECU

V-1

V-16

V-17

V-32

WIRE 136A

WIRE 136C

WIRE 143A

WIRE 143C

10A

VIM

WIRE 336A

WIRE 336C

WIRE 343A

WIRE 343C

BUS

BAR (–)

Other vehicle

electronic

devices

– +

+12V or +24V

No additional electrical loads with high inductance (motors, solenoids, relays, etc.) may be added to the bus bars.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

VEHICLE INTERFACE WIRING

6–4. INSTALLING A MASTER DISCONNECT SWITCH

ECU

V-1

V-16

WIRE 136A

WIRE 136C

10A

VIM

WIRE 336A

WIRE 336C

– +

+12V or +24V

If a “Master”disconnect

switch is used,

it must be located in

this part of the circuit

VEHICLE

ELECTRICAL

SYSTEMS

V06678

If the vehicle is equipped with a master disconnect switch, the disconnect must be on the positive (power) side of the system.

NOTE: Locating the master switch on the negative (ground) side of the system may result in the ECU being

powered at all times, even when the switch is in the off position, resulting in excessive battery drain.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

VEHICLE INTERFACE WIRING

6–5. IGNITION POWER

10A

F1 C1

VIM

IGNITION

SWITCH

ECU

V-26

– +

+12V or +24V

WIRE 146

WIRE 346

F1 C1

IGNITION

SWITCH

ALTERNATE

ECU

V-26

WIRE 146

WIRE 346

– +

+12V or +24V

Ignition power is wired through the VIM, via a 10 amp fuse.

•

It can also be interfaced via the VIW-S connector.

Positive voltage should be supplied to the ECU when the vehicle ignition switch is turned on.

•

The signal turns the ECU from its power-down state to on when the proper ECU parameters are met.

At this point, the ECU reads calibration data in memory, checks all sensors for readiness, then

—

commands the control module to initialize the transmission and shift selector in neutral.

—

Throttle position calibration is adjusted as necessary from stored data.

10A

VIM

V06679

Ignition power can be either 12V or 24V.

Note: The ECU requires ignition input that is free of all unsuppressed inductive loads. Use a relay (refer to

Ignition Power-Alternate diagram) when any inductive loads exist in the feed to wire 146 or wire 346.

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

VEHICLE INTERFACE WIRING

6–6. CHECK TRANS LIGHT

DASH

INDICATOR

LIGHT

ECU

CHECK

S-31

WIRE 115

CUSTOMER-FURNISHED

TRANS

COM

RELAY Relay shown de-energized

SWITCHED

12V or 24V

IGNITION

Wire 115 goes from ground to open when the ECU senses a major transmission problem.

•

An external relay is required if the current is 0.5 amps or greater. Do not use this signal in a vehicle shut-down system.

•

V06680

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

VEHICLE INTERFACE WIRING

6–7. NEUTRAL START

V-6

ECU

WIRE 123

Wire 123 enables the Neutral Start circuit.

•

Wire 123 goes from open to positive voltage when Neutral has been selected and attained. Wire 123 is interfaced through the VIM.

• —

This signal is used with a relay in the VIM to v erify that the transmission is in neutral for starting the engine.

The relay contact circuit must be protected by a customer-furnished 15 amp fuse.

•

Voltage during engine cranking must not fall below the relay drop-out voltage.

•

This feature cannot be used for interfacing with auxiliary vehicle systems which require neutral indication.

COM

CUSTOMER-FURNISHED RELAY

Relay shown de-energized

VIM

WIRE 323 CM

To neutral

start circuit

WIRE 323 NO

GROUND

V06681

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

VEHICLE INTERFACE WIRING

6–8. SPEEDOMETER SIGNAL

GND

AUX SIG

SPEEDOMETER

WIRE 157

ECU

SWICHED

V-20

WIRE 157 WIRE

SWICHED

12V or 24V

B2 H2

VIM

GND

AUX SIG

SPEEDOMETER

357UF

ECU

12V or 24V

S-30

The voltage pulse signal conforms to a 50 percent (non-zero crossing) duty cycle square wave.

•

The number of pulses per output shaft revolution may vary by model. The signal can be used directly by the speedometer or signal converter.

•

Do not splice into the transmission harness to access speed sensor signals.

V06682

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

VEHICLE INTERFACE WIRING

6–9. REVERSE WARNING

V-4

ECU

WIRE 113

CUSTOMER-FURNISHED

Relay shown de-energized

This interface enables the Reverse Warning indicator circuit.

•

When the ECU commands reverse, wire 113 goes from open to ground. This signal can be used with an external relay for warning devices, backup lights, etc.

• —

A reverse warning relay is provided in the VIM. The relay’s contact circuit must be protected by a customer-furnished 15 amp fuse.

—

COM

RELAY

VIM

WIRE 313 CM

To reverse

warning device

WIRE 313 NO

GROUND

V06683

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

VEHICLE INTERFACE WIRING

6–10. SHIFT SELECTOR / DISPLAY DIMMER

ECU

FROM DASH DIMMER

For Shift Selector wiring requirements, see installation drawing AS07-024, -025, or -026

(12V)

WIRE 187

WIRE 186

WIRE 188

LIGHTS

“KEYPAD”

PUSHBUTTON

LEVER SHIFT

SELECTOR

DASH

ECU

FROM DASH DIMMER

(24V)

WIRE 186

WIRE 188

For Shift Selector wiring requirements, see installation drawing AS07-024, -025, or -026

This interface supplies a variable input signal to the ECU through the vehicle’s dash dimmer control.

•

Lighting conﬁguration vary depending on shifter type.

Pushbutton selector:

•

Digital display — variable MODE button backlighting — variable

•

Pushbuttons — inﬁnitely variable

DASH

LIGHTS

“KEYPAD”

PUSHBUTTON

LEVER SHIFT

SELECTOR

V06684

Lever selector:

Digital display — variable

•

MODE button backlighting — inﬁnitely variable Selectable ranges — no backlighting

•

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

VEHICLE INTERFACE WIRING

6–11. SERIAL COMMUNICATION INTERFACE (SCI) — J1587/J1708

ECU

S-1

S-17

WIRE 142

WIRE 151

ELECTRONIC

ENGINE

CONTROLS

A (+)

B (–)

Wires 142 and 151 are a “TWISTED PAIR”. See installation drawing.

SCI conforms to Society of Automotive Engineers (SAE) data interchange protocols J1587 and 1708.

•

SCI is accomplished through an optional SCI connector on the Selector (S) harness. This interface communicates at 9600 bits per second.

•

Consult the engine manufacturer for appropriate engine-side installation instructions. The Pro-Link

communicates with the ECU over the SCI per SAE J1587.

V06685

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

VEHICLE INTERFACE WIRING

6–12. COMMUNICATION INTERFACE — SAE J1939

ELECTRONIC

ENGINE

ECU

S-13

S-12

S-29

WIRE 183

WIRE 182

WIRE 184

CONTROLS

(+)

(s)

(–)

SAE J1939 is a high speed communication interface capable of 250,000 bits per second.

•

This interface’s higher speed improves system interactions due to the “real time” distribution and sharing of data between control systems.

Interface is accomplished through a dedicated three-pin connector on the Selector (S) harness.

V06686

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

ECTION

7 — INPUT AND OUTPUT FUNCTIONS

The CEC 2 System Wiring Schematic in Appendix G includes wiring requirements for input and output functions. Speciﬁc wire numbers are designated for activation of these functions. Appendix K includes speciﬁc input and output function wiring schematics and a brief description of each function. The wiring schematics in Appendices G and K should be used for reference only. These schematics show the intended use of the function speciﬁed. These functions have only been validated (tested) in the conﬁguration shown. ANY USE OF THESE FUNCTIONS WHICH DIFFERS FROM WHAT IS SHOWN IS NOT THE RESPONSIBILITY OF ALLISON TRANSMISSION.

The Pro-Link® 9000 can be utilized to verify (determine) which wire is programmed for each function.

7–1. INPUT FUNCTIONS

Input functions are signals sent into the ECU that prompt the ECU to take action. Input functions are activated and deactivated by switched ignition power or ground to the ECU (wired through the VIW) or through the button on the shift selector.

Activating an input function can inhibit transmission operation in the same manner as a diagnostic code. Use the Pro-Link

9000 to verify an active input function inhibit. Refer to the Pro-Link® 9000 Diagnostic Tool Operator’s

Manual for further information regarding special input functions and other inhibits.

CAUTION:

Never use chassis ground as an voltage potential of 1 or 2 volts above battery ground. This non-approved input will “confuse” the ECU and cause erroneous input results. Be sure to use wire 161 which is

INPUT FUNCTION

ground. Chassis ground can carry

signal ground.

MODE

The following table shows the input functions available for use with CEC 2.

Table 7–1. Input Functions

No. Input Function Name

1 Secondary Shift Schedule 5 Two-Speed Axle Enable 8 Hold in Range

9 D1 Selection 11 Stall Check 14 Manual Lockup 16 Shift Selector Transition 17 Neutral-to-Range Inhibit (inverted function) 25 Quick to Neutral 29 Manual Lockup Enable

29A Automatic Lockup Off

34 Retarder Enable 52 Parking Brake Enable

52A Load Dump Brake Enable (inverted function)

53 Delta P Hold 54 R1 and R2 w/ Single Reverse Shift Selector 55 Manual Mode 56 Bed Hoist Interlock (inverted function)

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

INPUT AND OUTPUT FUNCTIONS

7–2. OUTPUT FUNCTIONS

Output functions are signals sent out by the ECU that activate or control devices or mechanisms. These devices or mechanisms are controlled by relays or direct connection signals from the ECU.

The following table shows the output functions available for use with CEC 2.

Table 7–2. Output Functions

No. Input Function Name

1 Lockup Indicator 4 Range Commanded Indicator 5 Output Speed Indicator A 6 Output Speed Indicator B 7 Engine Overspeed Indicator

9 Retarder Indicator 16 Secondary Mode Indicator 18 Two-Speed Axle Enable 31 Park Brake Output (inverted function)

31A Load Dump Brake Output

32 Manual Mode Indicator

COMMERCIAL ELECTRONIC CONTROLS 2 (CEC 2) TROUBLESHOOTING MANUAL

ECTION

8 — GENERAL TROUBLESHOOTING OF

PERFORMANCE COMPLAINTS

IMPORTANT:

Make the following general checks before beginning speciﬁc troubleshooting, removing the transmission, or removing attached components.

Are there active diagnostic codes?

•

Is the lever shift selector lever in N (Neutral) to allow starting the engine? Is the battery properly connected and charged?

•

Have the items on Page 5–11 in Paragraph 5–6 been checked? Is the ﬂuid level correct?

•

Is voltage to the ECU correct?

•

Is the engine properly tuned? Is fuel ﬂow to the engine correct?

•

Is air ﬂow to the cooler and radiator unrestricted? Is the driveline properly connected?

•

Are there signs of ﬂuid leakage under the vehicle? What is the origination point? Are hydraulic connections correctly made and not leaking?

•

Is vehicle acceleration from a stop changed? Are electrical connections correctly made?

•

Are there any other obvious vehicle or transmission problems?

After making these general checks use the various sections of this manual to isolate the listed problems. The following charts address speciﬁc vehicle complaints. Some complaints involve diagnostic codes, so all troubleshooting checks should involve checking the system for diagnostic codes.

Allison Transmission 5000, 6000, 8000, 9000 Service Manual

Specifications and Main Features

Frequently Asked Questions

User Manual

FOREWORD — How to Use This Manual

IMPORTANT SAFETY NOTICE

WARNINGS, CAUTIONS, AND NOTES

INTRODUCTION

TABLE OF CONTENTS

1–1. TRANSMISSION

Figure 1–1. Electronic Control Unit Block Diagram

Figure 1–2. CEC 2 Components

1–2. ELECTRONIC CONTROL UNIT (ECU)

Figure 1–3. Electronic Control Unit (ECU)

1–3. SHIFT SELECTOR

Figure 1–4. Pushbutton Shift Selector

Figure 1–5. Typical Lever Shift Selector

1–4. THROTTLE POSITION SENSOR (Figure 1–6)

Figure 1–6. Throttle Position Sensor

1–5. SPEED SENSORS

Figure 1–7. Speed Sensors

1–6. ELECTRO-HYDRAULIC VALVE COMPONENTS (Figure 1–8)

Figure 1–8. CEC 2 Control Module

1–7. WIRING HARNESSES

Figure 1–9. CEC 2 External Wiring Harnesses

Figure 1–10. CEC 2 Internal Wiring Harnesses

1–8. VEHICLE INTERFACE MODULE

Figure 1–11. Vehicle Interface Module (VIM)

1–9. AUTODETECT FEATURE

2–1. CHECK TRANS LIGHT

2–2. DIAGNOSTIC DATA READER

2–3. ABBREVIATIONS

3–1. BASIC KNOWLEDGE REQUIRED

3–2. USING THE TROUBLESHOO TING MANU AL

3–3. SYSTEM OVERVIEW

3–4. IMPORTANT INFORMATION IN THE TROUBLESHOOTING PROCESS

3–5. BEGINNING THE TROUBLESHOO TING PROCESS

5–1. DIAGNOSTIC CODE MEMORY

5–2. CODE READING AND CODE CLEARING

5–3. DIAGNOSTIC CODE RESPONSE

5–4. SHIFT SELECTOR DISPLAYS RELATED TO ACTIVE CODES

5–5. DIAGNOSTIC CODE LIST AND DESCRIPTION

5–6. DIAGNOSTIC CODE TROUBLESHOOTING

6–1. ECU POWER

6–2. SYSTEM GROUNDS

6–3. POWER AND GROUND USING A BUS BAR

6–4. INSTALLING A MASTER DISCONNECT SWITCH

6–5. IGNITION POWER

6–6. CHECK TRANS LIGHT

6–7. NEUTRAL START

6–8. SPEEDOMETER SIGNAL

6–9. REVERSE WARNING

6–10. SHIFT SELECTOR / DISPLAY DIMMER

6–12. COMMUNICATION INTERFACE — SAE J1939

7–1. INPUT FUNCTIONS

Table 7–1. Input Functions

7–2. OUTPUT FUNCTIONS