Allison Transmission TS2973EN Troubleshooting Manual

3000 AND 4000 ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

PREFACE

Welcome to the TS2973EN Troubleshooting Manual. We make every effort to keep our service information current and accurate. Because of the time lag involved with writing and printing processes, the transmission TCM may report a code that has not yet been added to this document. If you encounter a code that is not yet in this publication, please call the Allison Transmission Technical Assistance Center at 1-800-252-5283.

Go to the Table of Contents.

2005 OCTOBER

Troubleshooting

REV. 1 OCTOBER 2006

Manual

TS2973EN

Allison Transmission

VOCATIONAL MODELS

3000 VOCATIONAL MODELS

3000 HS 3500 RDS B 300(P)(R) 3000 RDS 3500 EVS B 400(P)(R) 3000 EVS T 200 3000 MH T 300 3000 PTS 3000 TRV 3200 SP 3500 SP 3700 SP 3200 TRV MD 3060 MD 3560 MD 3070PT MD 3066

4000 VOCATIONAL MODELS

4000 EVS 4500 EVS 4700 EVS 4800 EVS B 500 4000 HS 4500 HS 4700 RDS 4000 MH 4500 RDS 4000 RDS 4500 SP 4000 TRV 4500 TRV HD 4060 HD 4560 HD 4070 HD 4076 B 500P HD 4060P HD 4560P HD 4070P B 500R HD 4060R HD 4560R HD 4070R B 500PR HD 4060PR HD 4560PR HD 4070PR T 425

T 450

Allison Transmission, General Motors Corporation

P.O. Box 894 Indianapolis, Indiana 46206-0894

www.allisontransmission.com

Printed in USA

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

FOREWORD—How to Use This Manual

This manual provides troubleshooting information for the 3000 and 4000 Product Families Transmissions. Service Manuals SM2148EN and SM2457EN, plus Parts Catalogs PC2150EN and PC2456EN may be used in conjunction with this manual.

This manual includes:

•

Description of the WTEC III electronic control 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 new date on the title page and in the lower left corner of the rear cover. Contact your Allison Transmission service outlet for the currently applicable publication. Additional copies of this publication may be purchased from authorized Allison Transmission service outlets. Look in your telephone directory under the heading of Transmissions—Truck, Tractor, etc.

Take time to review 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 (AT) 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 AT, 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. 920 Old Glass Road Wallaceburg, Ontario, N8A 4L8 Phone: 519-627-1673 Fax: 519-627-4227

St. Clair Technologies, Inc. Calle Damanti S/N Col Guadalupe—Guaymas Sonora, Mexico CP85440 Phone: 011-526-2222-43834 Fax: 011-526 2222-43553

•

St. Clair Technologies, Inc. stocks a WTEC III 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.

WTEC III ELECTRONIC CONTROLS 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 builder 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.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

TRADEMARKS USED IN THIS MANUAL

The following trademarks are the property of the companies indicated:

•

Allison DOC

•

DEXRON

•

LPS

Cleaner is a registered trademark of LPS Laboratories.

•

Loctite

•

MagiKey

•

Teﬂon

TranSynd

is a trademark of General Motors Corporation.

is a registered trademark of General Motors Corporation.

is a registered trademark of the Loctite Corporation.

is a registered trademark of NEXIQ Technologies, Inc.

is a registered trademark of the DuPont Corporation.

is a trademark of Castrol Ltd.

SHIFT SELECTOR TERMS AND DISPLAY INDICATIONS

Shift selector terms and displays are represented in this manual as follows:

Button Names —

•

Transmission Ranges— D (Drive), N (Neutral), R (Reverse), 1 (First), 2 (Second), etc.

•

Displays—“ o , L ”; “ o , K ”, etc. (Display occurs one character at a time.)

, “display mode”, MODE , etc.

↑

↓

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

3000 AND 4000 ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

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

SAFETY INFORMATION

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

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

TRADEMARKS USED IN THIS MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .iv

SHIFT SELECYOR TERMS AND DISPLAY INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .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. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–5

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

1–6. CONTROL MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–6

1–7. WIRING HARNESSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–8

A. External Wiring Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–8

B. Internal Wiring Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–10

1–8. VEHICLE INTERFACE MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–10

1–9. AUTODETECT FEATURE (V8, V8A, V9A SOFTWARE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–11

A. Retarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–11

B. Oil Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–11

C. Throttle Source (V8, V8A Software—See Paragraph 1–10C For V9A). . . . . . . . . . . . . . . . . . 1–12

D. Engine Coolant Temperature Sensor Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–12

1–10. AUTODETECT FEATURE (V9A, V9B, AND V9C SOFTWARE) . . . . . . . . . . . . . . . . . . . . . . . 1–12

A. Retarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–12

B. Oil Level Sensor (OLS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–12

C. Throttle Source (Also Applies to V9 Software). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–13

D. Engine Coolant Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–13

1–11. TRANSID FEATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–13

A. General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–13

B. Transmission Changes Versus TransID Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–14

C. Compatibility Between TransID Level And ECU Calibration Level . . . . . . . . . . . . . . . . . . . . 1–16

Page

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

3000 AND 4000 ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

TABLE OF CONTENTS(Cont'd)

SECTION 2. DEFINITIONS AND ABBREVIATIONS

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

2–2. ALLISON TRANSMISSION DIAGNOSTIC TOOL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–1

Basic Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–1

PC Platform. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–2

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

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

Page

SECTION 4. WIRE TESTING PROCEDURES

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

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

FOR OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND . . . . . . . . . . . . . . . . 4–3

SECTION 5. OIL LEVEL SENSOR

5–1. INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1

5–2. ELECTRONIC FLUID LEVEL CHECK (SHIFT SELECTOR). . . . . . . . . . . . . . . . . . . . . . . . . . . 5–3

A. Fluid Level Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–3

5–3. ELECTRONIC FLUID LEVEL CHECK (ALLISON DOC™ FOR PC–SERVICE TOOL) . . . . . 5–5

A. Fluid Level Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–5

SECTION 6. DIAGNOSTIC CODES

6–1. DIAGNOSTIC CODE MEMORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1

6–2. CODE READING AND CODE CLEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1

6–3. DIAGNOSTIC CODE RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–3

6–4. SHIFT SELECTOR DISPLAYS RELATED TO ACTIVE CODES . . . . . . . . . . . . . . . . . . . . . . . . 6–4

6–5. DIAGNOSTIC CODE LIST AND DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–4

6–6. DIAGNOSTIC CODE TROUBLESHOOTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–16

A. Beginning the Troubleshooting Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–16

B. Solenoid Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–16

C. Diagnostic Code Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–16

D. Wire/Terminal Numbering Scheme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–17

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

3000 AND 4000 ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

TABLE OF CONTENTS(Cont'd)

SECTION 7. INPUT AND OUTPUT FUNCTIONS

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

7–2. OUTPUT FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–3

SECTION 8. GENERAL TROUBLESHOOTING OF PERFORMANCE COMPLAINTS

APPENDICES

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

B. MEASURING CLUTCH AND RETARDER PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1

C. SOLENOID AND CLUTCH CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1

D. WIRE/CONNECTOR CHART. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D–1

E. CONNECTOR PART NUMBERS, TERMINAL PART NUMBERS,

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

F. THROTTLE POSITION SENSOR ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1

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

H. HYDRAULIC SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H–1

J. 3000 AND 4000 PRODUCT FAMILIES WIRING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . J–1

K. TRANSID 1 TEMPERATURE SENSOR AND SOLENOID RESISTANCE CHARTS . . . . . . . .K–1

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

M. DIAGNOSTIC TREE—HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–1

N. DIAGNOSTIC TOOL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N–1

P. INPUT/OUTPUT FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P–1

Q. TRANSID 2 AND 3 THERMISTOR TROUBLESHOOTING INFORMATION . . . . . . . . . . . . . .Q–1

R. SAE J1939 COMMUNICATION LINK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R–1

Page

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

NOTES

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

ECTION

1—GENERAL DESCRIPTION

1–1. TRANSMISSION

The World Transmission Electronic Controls (WTEC III) system features closed-loop clutch control to provide superior shift quality over a wide range of operating conditions. The 3000 and 4000 Product Families transmissions conﬁgurations can be programmed to have up to six forward ranges, neutral, and one reverse range. The MD 3070, 3700 SP, HD 4070/4076, 4700 RDS, 4700/4800 EVS, 4700/4800 SP have up to seven forward ranges and one reverse.

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

SHIFT SELECTOR

RANGE AND

MODE SWITCH

SPEED SENSORS

THROTTLE POSITION SENSOR

RETARDER MODULAT ION

VEHICLE/ENGINE

COMMUNICATION LINKS

Figure 1–1. Electronic Control Unit Block Diagram

ECU

VIM

INPUTS OUTPUTS

DISPLAY

Figure 1–2 shows WTEC III electronic control components.

WTEC III Electronic Controls consist of the following elements:

•

Remote 12/24V Max Feature Sealed Electronic Control Unit (ECU) Remote Pushbutton or Lever Shift Selector

•

Optional Secondary Shift Selector

OIL LEVEL SENSOR

SOLENOIDS

C3 PRESSURE SWITCH

TEMPERATURE SENSOR

(SUMP/RETARDER)

V03469

NOTE:

•

Throttle Position Sensor (TPS) (or electronic engine throttle data or PWM signal) Engine, Turbine, and Output Speed Sensors

•

Control Module (Electro-Hydraulic Valve Body)

•

Wiring Harnesses Vehicle Interface Module (VIM)

•

Autodetect Feature

•

TransID Feature Optional Retarder Controls

•

Optional Engine Coolant Temperature Input.

All external harnesses are OEM supplied

•

The VIM is an OEM option

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

MODE

BLUE

BLACK

GRAY

GENERAL DESCRIPTION

ELECTRONIC CONTROL UNIT (ECU)

ALLISON DOC FOR PC

™

SELECTOR (S)

GRAY

TRANSMISSION (T)

BLACK

BLUE

HARNESS

“T” CONNECTOR (BLUE)

VEHICLE (V) HARNESS

“V” CONNECTOR (GRAY)

TPS CONNECTOR (OPTIONAL)

HARNESS

CONNECTOR

“S”

(BLACK)

VEHICLE INTERFACE MODULE (VIM)

COMPACT PUSHBUTTON SELECTOR

MODE

REMOTE LEVER SELECTOR

DIAGNOSTIC

TOOL

CONNECTOR

DEUTSCH 9-PIN

DIAGNOSTIC TOOL

CONNECTOR

SCI (J 1587)

CONNECTOR

(OPTIONAL)

DEUTSCH

DIAGNOSTIC TOOL

CONNECTOR

(OPTIONAL)

RETARDER

MODULATION

REQUEST (RMR)

CONNECTOR

J 1939 CONNECTOR (OPTIONAL)

VIW CONNECTOR

RETARDER ACCUMULATOR CONNECTOR

SENSOR HARNESS CONNECTOR (OPTIONAL)

OUTPUT

SPEED SENSOR CONNECTOR

RETARDER TEMP. SENSOR CONNECTOR

REMOTE PUSHBUTTON SELECTOR

SELECT

SHIFT

SELECTOR

CONNECTOR

MODE

Bulkhead Connector (Optional)

THROTTLE POSITION

SENSOR (TPS)

CONNECTOR

THROTTLE POSITION SENSOR (TPS)

RMR

CONNECTOR

(OPTIONAL)

SPEED SENSOR

TURBINE

CONNECTOR

(4000 PRODUCT

FAMILY)

RETARDER “H” SOLENOID

(4000 PRODUCT FAMILY)

VIW CONNECTOR

VIM CONNECTOR

ENGINE

SPEED

SENSOR

CONNECTOR

STRIP PUSHBUTTON SHIFT SELECTORS (EUROPEAN OEM)

(4000 PRODUCT FAMILY) PRE-TRANSID & TID 1

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

Figure 1–2. WTEC III Electronic Control Components

RETARDER TEMPERATURE

SENSOR CONNECTOR

TRANSMISSION FEEDTHROUGH

HARNESS

CONNECTOR

V07347.04.00

BLUE BLUE

BLACK GRAY

WTEC III ELECTRONIC CONTROLS 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

•

Throttle position

•

Sump/retarder temperature Engine speed

•

Turbine speed

•

Transmission output speed.

The ECU uses the information to:

•

Control transmission solenoids and valves

• Supply system status

• 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 testing. 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 attachedto the correct ECU socket. The color of the connector retainer should

match the color of the connector strain relief

BLUE

ECU

Figure 1–3. Electronic Control Unit (ECU)

(see Appendix E, Paragraph 1–1).

V07346.00.01

1–3. SHIFT SELECTOR

Pushbutton and lever shift selectors for the WTEC III Series are remote mounted from the ECU and connected to the ECU by a wiring harness. All shift selectors except the strip-type pushbutton have a single digit LED display and a mode indicator (LED). During normal transmission operation, illumination of the LED mode 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 are three full-function pushbutton shift selectors and a strip pushbutton shift selector. Strip pushbutton shift selectors are used by European OEMs. A full-function shift selector has a MODE button and diagnostic display capability through the single digit LED display. The strip pushbutton shift selector does not have a MODE button, diagnostic capability, or adjustable illumination. The full-function pushbutton shift selector has six (6) pushbuttons which are R (Reverse), N (Neutral), D (Drive), by pressing the 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 and oil level (if sensor is present) information is obtained by pressing the

↓ (Down), ↑ (Up), and MODE. Manual forward range downshifts and upshifts are made

↓ (Down) or ↑ (Up) arrow buttons after selecting D (Drive). The N (Neutral) button

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

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

The strip pushbutton shift selector has either three or six range selection positions as shown in Figure 1–4. When a strip pushbutton shift selector is used, diagnostic information must be obtained by using the Allison DOC™ For PC–Service Tool, or a customer-furnished remote display.

DISPLAY MODE ID

MODE

MODE INDICATOR

(LED)

MODE

BUTTON

CONTOURED VERSION

B. Lever Shift Selector (Figure 1–5)

The lever shift selector can have as many as six forward range positions (seven for the 7-speed models), as well as R (Reverse) 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 and oil level (if sensor is present) information is obtained from the LED display by pressing the DISPLAY MODE/DIAGNOSTIC button.

DISPLAY

MODE ID

MODE

MODE INDICATOR

(LED)

MODE

BUTTON

REGULAR COMPACT

PUSHBUTTON

SELECTORS

Figure 1–4. Pushbutton Shift Selectors

21 3DNR

STRIP PUSHBUTTON

SHIFT SELECTORS

V07178

HOLD OVERRIDE BUTTON

MODE

SIX-SPEED, LEFT-HAND

LEVER SELECTOR

WITH REVERSE TO REAR

MODE INDICATOR

(LED)

MODE BUTTON

MODE ID

DIGITAL DISPLAY

DISPLAY MODE/

DIAGNOSTIC BUTTON

Figure 1–5. Typical Lever Shift Selector

MODE

SIX-SPEED, RIGHT-HAND

LEVER SELECTOR

WITH REVERSE TO FRONT

HOLD OVERRIDE BUTTON

MODE INDICATOR

(LED)

MODE BUTTON

MODE ID

DIGITAL DISPLAY

DISPLAY MODE/

DIAGNOSTIC BUTTON

MODE

CONTOURED VERSION

V07177

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

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 (Without Mounting Brackets)

THROTTLE SENSOR

V00628

1–5. SPEED SENSORS (Figure 1–7)

The following three sensors provide information to the ECU:

• Engine speed−signal is generated by ribs on the torque converter pump.

• Turbine speed−signal is generated by the rotating-clutch housing spline contours.

• Output speed−signal is generated by a toothed member attached to the output shaft (except for the

3000 Product Family 7-speed models, where the toothed member is the transfer case idler gear).

The speed ratios between the various speed sensors allow the ECU to determine if the transmission is in the selected range. Speed sensor information is also used to control the timing of clutch apply pressures, resulting in the smoothest shifts possible. 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.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

MD/HD/B 300/B 400

ENGINE

(EXTERNAL)

HD/B 500

TURBINE

(EXTERNAL)

MD/B 300/B 400

TURBINE

(INTERNAL)

MD/B 300/B 400

(EXCEPT 7-SPEED)

RETARDER OUTPUT

(EXTERNAL)

MD 3070PT

OUTPUT

(INTERNAL)

MD/HD/B OUTPUT

(EXTERNAL)

FORMER (BEFORE APPROXIMATELY JANUARY 1, 2006

MD/HD/B

ENGINE

(EXTERNAL)

HD/B 500

TURBINE

(EXTERNAL)

MD/B 300/B 400

TURBINE

(INTERNAL)

MD/B 300/B 400

(EXCEPT 7-SPEED)

RETARDER OUTPUT

(EXTERNAL)

MD 3070PT 7-SPEED

OUTPUT

(INTERNAL HD)

MD/HD/B OUTPUT

(EXTERNAL)

RETARDER

CURRENT (AFTER APPROXIMATELY JANUARY 1, 2006)

SENSORS

Figure 1–7. Speed Sensors

V09818.00.00

1–6. CONTROL MODULE (Figure 1–8)

Pulse width modulated solenoids are used in the valve bodies. For valve locations, refer to SIL 27-WT-93. The WTEC III Series transmission control module contains a channel plate on which is mounted a:

• Main valve body assembly.

• Stationary-clutch valve body assembly.

• Rotating-clutch valve body assembly.

The main valve body assembly contains:

• G solenoid and the C1 and C2 latch valves controlled by the solenoid.

• Main and lube regulator valves.

• Control main and converter regulator valves.

• Converter ﬂow valve and exhaust backﬁll valves.

The stationary-clutch valve body assembly contains:

• C solenoid (C3)

• D solenoid (C4)

• E solenoid (C5)

• Solenoid regulator valves controlled by the solenoids

• C3 accumulator relay valve

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

The rotating-clutch valve body assembly contains:

• A solenoid (C1)

• B solenoid (C2)

• F solenoid (lockup)

• Solenoid regulator valves controlled by the solenoids

• C3 pressure switch

The low valve body assembly (3000 and 4000 Product Families 7-speed) contains N and J solenoids.

3000 PRODUCT FAMILY CONTROL MODULE

(EXCEPT 7-SPEED MODELS)

3000 PRODUCT FAMILY 7-SPEED 4000 PRODUCT FAMILY CONTROL MODULE

V07349.00.00

Figure 1–8. WTEC III Control Modules

A temperature sensor (thermistor) is located in the internal wiring harness. Changes in sump ﬂuid temperature are indicated by changes in sensor resistance which changes the signal sent to the ECU. Refer to Figure 6–8 in Section 6, Code 24.

The oil level sensor (OLS) is a ﬂoat type device mounted on the control module channel plate. The OLS senses transmission ﬂuid level by electronically measuring the buoyancy forces on the ﬂoat. The sensor operates on 5 VDC supplied by the ECU. The oil level sensor is standard on 3000 and 4000 Product Families transmissions. An OLS is required on all models with a shallow sump but is optional on other models. The oil level sensor is not available on the 3000 Product Family 7-speed models.

The C3 pressure switch is mounted on the rotating-clutch valve body assembly and indicates when pressure exists in the C3 clutch-apply passage. An accumulator/relay valve is in-line ahead of the C3 pressure switch and prevents high frequency hydraulic pulses generated by the C3 solenoid from cycling the C3 pressure switch.

Also mounted on the control module is the turbine speed sensor for the 3000 Product Family transmissions. The turbine speed sensor is directed at the rotating-clutch housing. The turbine speed sensor on the 4000 Product Family transmissions is located on the outside of the main housing.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

1–7. WIRING HARNESSES

A. External Wiring Harness (Figure 1–9)

The ECU uses three connectors labeled Black, Blue, and Gray, which are used to receive input from the following:

Transmission TPS Diagnostic tool connector Engine Vehicle interface module (VIM) Retarder Turbine Retarder control module Retarder temperature sensor Output speed sensor Shift selector Accumulator

Many harnesses will include a bulkhead ﬁtting to separate cab and chassis components. Also, many different styles and materials for harnesses are likely to be encountered.

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 Allison Transmission, 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. 920 Old Glass Road Wallaceburg, Ontario, Canada N8A 4L8 Phone: 519-627-1673 Fax: 519-627-4227

• St. Clair Technologies, Inc. stocks a WTEC III 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. Calle Damanti S/N Col Guadalupe—Guaymas Sonora, Mexico CP85440 Phone: 011-526 2222-43834 Fax: 011-526-2222-43553

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

VEHICLE (V)

HARNESS

TRANSMISSION (T)

HARNESS

“V” CONNECTOR (GRAY)

RETARDER ACCUMULATOR CONNECTOR

TRANSFER CASE CONNECTOR (3000 PRODUCT FAMILY 7–SPEED)

RETARDER CONNECTOR (3000 PRODUCT FAMILY) PRE-TRANSID & TID 1

SENSOR HARNESS CONNECTOR (OPTIONAL)

OUTPUT SPEED SENSOR CONNECTOR

TPS CONNECTOR (OPTIONAL)

VIW CONNECTOR

VIM CONNECTOR

SELECTOR (S)

HARNESS

CONNECTOR

DIAGNOSTIC

CONNECTOR

DEUTSCH 9-PIN

DIAGNOSTIC TOOL

DIAGNOSTIC TOOL 6–PIN CONNECTOR

REQUEST (RMR)

“S”

(BLACK)

TOOL

CONNECTOR

SCI (J 1587)

CONNECTOR

(OPTIONAL)

DEUTSCH

(OPTIONAL)

RETARDER

MODULATION

CONNECTOR

J 1939 CONNECTOR (OPTIONAL)

“H” SOLENOID

(4000 PRODUCT

VIW CONNECTOR

“H” SOLENOID

(3000 PRODUCT FAMILY)

TEMPERATURE SENSOR

(4000 PRODUCT FAMILY)

PRE-TRANSID & TID 1

“T” CONNECTOR (BLUE)

ENGINE

SPEED

SENSOR

CONNECTOR

RETARDER

CONNECTOR

FAMILY)

RETARDER

CONNECTOR

TID 2

RETARDER

CONNECTOR

SHIFT

SELECTOR

CONNECTOR

Bulkhead Connector (Optional)

RMR

CONNECTOR

(OPTIONAL)

TURBINE

SPEED SENSOR

(4000 PRODUCT FAMILY)

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

CONNECTOR

TRANSMISSION FEEDTHROUGH

HARNESS

CONNECTOR

RETARDER TEMPERATURE SENSOR CONNECTOR (3000 PRODUCT FAMILY) TID 2

THROTTLE POSITION SENSOR (TPS) CONNECTOR

V07086.04.00

Figure 1–9. WTEC III External Wiring Harnesses

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

B. Internal Wiring Harness (Figure 1–10)

The internal wiring harness provides connection between the external harness, the pulse width modulated solenoids, oil level sensor, C3 pressure switch, and the temperature sensor.

TURBINE SPEED SENSOR 3000 PRODUCT FAMILY (Omitted in 4000 Product Family)

OIL LEVEL SENSOR 3000 PRODUCT FAMILY (Starting with S/N 6510220479)

OIL LEVEL SENSOR 3000 PRODUCT FAMILY (Before S/N 6510220479)

LO SIGNAL SOLENOID (N) 3000 AND 4000 PRODUCT FAMILIES 7-SPEED

C4 SOLENOID (D)

C6 SOLENOID (J) 3000 AND 4000 PRODUCT FAMILIES 7-SPEED

C3 PRESSURE

C2 SOLENOID (B) LU SOLENOID (F) C1 SOLENOID (A)

SWITCH

FORWARD

SOLENOID (G)

C5 SOLENOID (E)

C3 SOLENOID (C)

Figure 1–10. WTEC III Internal Wiring Harness

1–8. VEHICLE INTERFACE MODULE (Figure 1–11)

OIL LEVEL SENSOR 4000 PRODUCT FAMILY (Before S/N 6610048466)

FEEDTHROUGH HARNESS STANDOFF (3000 and 4000 Product Families are different heights)

TEMPERATURE SENSOR – TRANSID 1

TEMPERATURE SENSOR – TRANSID 2

OIL LEVEL SENSOR 4000 PRODUCT FAMILY (Starting with S/N 6610048466)

V07381.02.00

The vehicle interface module (VIM) provides relays, fuses, and connection points for interface with the output side of 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 Parts Catalog for the transmission assembly number that you are servicing for detailed parts information. Refer to Pages D–30 and D–31 for VIM wire number and terminal information.

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

Figure 1–11. Vehicle Interface Module (VIM)

V00631.02

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

1–9. AUTODETECT FEATURE (V8, V8A, V9 SOFTWARE)

Autodetect is active on the ﬁrst 24 engine starts or a larger calibration number of engine starts, depending upon the component or sensor being detected (details follow in A through D below). Autodetect takes place within the ﬁrst 30 seconds of each engine start monitored. Autodetect searches for the presence of the following transmission components or data inputs:

Retarder Present, Not Present Oil level sensor (OLS) Present, Not Present Throttle Analog, J1939, J1587 Engine coolant temperature Analog, J1939, J1587

Even after auotdetect 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 Allison DOC™ AUTODETECT INFORMATION.” Allison DOC™ and manually enter the component or sensor to be recognized by the ECU by changing appropriate “customer modiﬁable constants”.

For PC–Service Tool can also be used to override autodetect

For PC–Service Tool. Select “RESET

The four items above are the only customer modiﬁable constants (CMCs) that are autodetected. Other CMCs can be changed at any time and are not related to autodetect. Consult Allison publication GN3433EN, User Guide, for detailed instructions related to WTEC III “customer modiﬁed constants.” Additional details for each of the four autodetectable features are given below.

A. Retarder

Autodetect searches for the presence of the H (retarder) solenoid during the ﬁrst 24 engine ignition cycles. The H solenoid must be present on the 24th engine start or the retarder is not detected and will not function on subsequent engine starts.

If the retarder is present but not detected by autodetect, the retarder will not function. Be sure to test for proper retarder function immediately after the 24th engine start. If the

WARNING

B. Oil Level Sensor (OLS)

NOTE: If an OLS is known to be present, but has not been detected, a possible cause is that the transmission

fluid level is too low. Determine the fluid level before beginning OLS troubleshooting.

retarder is not functioning, test H solenoid for open, short-to-ground, or short-to-battery condition. Use Allison DOC™ For PC–Service Tool to reset autodetect or to manually select the presence of the retarder after the H solenoid circuit is repaired.

No oil level sensor diagnostics take place until the OLS is detected. Frequently test for the presence of oil level diagnostics if the transmission is known to contain an OLS. If an OLS is not detected during the ﬁrst 24 engine starts, autodetect continues for a larger calibration number of engine starts. Autodetect stops when an OLS is detected or when the calibration number of starts is reached. When the larger calibration number of engine starts is reached, the ECU concludes that no OLS is present. If an OLS is known to be present, but has not been detected, troubleshooting the OLS circuit is required. After the OLS circuit is repaired, reset autodetect or manually select the OLS function using Allison DOC™ For PC–Service Tool.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

C. Throttle Source (V8, V8A Software—See Paragraph 1–10C For V9A)

Whenever autodetect is functioning and no throttle source is found, a code 26 00 is logged. If a datalink throttle source (J 1939 and J 1587) is detected, autodetect stops looking for that function. However, if no analog throttle source was detected prior to engine start 25, autodetect continues for engine starts 25 through a calibration number. Autodetect for analog throttle stops as soon as a 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 Allison DOC™ For PC–Service Tool. An engine throttle source must be present.

A pulse width modulated (PWM) throttle source requires an unique calibration or must be manually selected using Allison DOC™ For PC–Service Tool.

D. Engine Coolant Temperature Sensor Source

Autodetect looks for an engine coolant temperature source during the ﬁrst 24 engine starts. However, code 26 11 is not logged unless the calibration calls for engine coolant temperature data to be used for retarder capacity reduction or preselected downshifts due to retarder overheating. Autodetect remembers whatever engine coolant temperature source was present on engine start 24. If no analog engine coolant temperature source is found on engine start 24, autodetect concludes that no sensor is present. Therefore, if an engine coolant temperature source is known to be present at engine start 24, but is not detected, troubleshooting of the engine coolant temperature circuit is required. After the engine coolant temperature circuit is repaired, reset autodetect or manually select the engine coolant temperature function using Allison DOC™ For PC–Service Tool.

1–10. AUTODETECT FEATURE (V9A, V9B, AND V9C SOFTWARE)

A. Retarder

Retarder autodetect software version V9A will countdown for a maximum of 25 ignition cycles while recording detections of a retarder.

Retarder autodetect software version V9B and V9C will countdown for a maximum of 35 ignition cycles while recording detections of a retarder.

A retarder will be identiﬁed as present and the retarder autodetect logic will stop once it is detected for three consecutive ignition cycles. If the ignition cycle counter completes the 25 cycles (V9A) or 35 cycles (V9B, V9C) before there are three consecutive detections of a retarder, the software will log that there is not retarder present and the retarder autodetect logic will stop.

B. Oil Level Sensor (OLS)

OLS autodetect will countdown for a maximum of 25 engine starts while recording detections of an OLS. An OLS will be identiﬁed as present and the OLS autodetect logic will stop once it is detected for:

• Five consecutive engine starts for software version V9A

• Three consecutive starts for software version V9B

• One engine start for software version V9C.

If the engine start counter completes 25 cycles before an OLS is detected (depending on the software version speciﬁcations above), the software will log that there is not OLS present and the OLS autodetect logic will stop. OLS detection must occur within 12.5 seconds on any given engine start.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

Software version V9C will autodetect before an engine start if accumulated counts are greater than 100 or after an engine start if accumulated counts are greater than 25 but less than 100. No autodetect

occurs if accumulated counts are less than 25.

C. Throttle Source (Also Applies to V9 Software)

Throttle autodetect will increment a counter for a throttle source on each engine start during which the possible throttle source is detected. When the counter for any of the sources indicates ﬁve consecutive detections, the software will set a “conﬁdence ﬂag” to indicate that this is an available throttle source. Multiple throttle sources can be detected on a single engine start and multiple conﬁdence ﬂags can be set. There is no limit to the number of engine starts for autodetection of the throttle source until a conﬁdence ﬂag is set for a source. Once a conﬁdence ﬂag is set for any one of the sources, a counter begins to countdown for 15 additional engine starts. During the entire autodetect period, the software will use the highest priority source as the throttle source if multiple sources are detected before any conﬁdence ﬂags are set. Once a conﬁdence ﬂag is set, that source is used as the source for the throttle signal. When the countdown period is complete, the software will use the highest priority throttle source having a conﬁdence ﬂag set and the autodetect logic will stop.

D. Engine Coolant Temperature

Engine coolant temperature sensor autodetect will countdown for a total of 25 engine starts while recording detections of engine coolant temperature sources. A “conﬁdence ﬂag” will be set once a source is detected for ﬁve consecutive engine starts. Multiple sources detected before a conﬁdence ﬂag is set or multiple conﬁdence ﬂags will result in the highest priority source being used as the engine coolant temperature source. Multiple sources can be detected on a single engine start cycle.

1–11. TRANSID FEATURE

A. General Description

The TransID feature has been provided so that Allison Transmission can make component changes which require calibration changes but still retain both the original transmission assembly number (A/N) before feature based ordering (FBO) and the original calibrated ECU A/N. The purpose of TransID is to reduce the need for OEMs to use cross-reference lists of transmission and calibrated ECU A/Ns when such changes to the transmission are made. Since FBO began in April, 1998, the OEM now needs to be sure the ECU being used is compatible with the TransID level stamped on the nameplate of the transmission.

The basis for the TransID system is the creation of a TransID wire in the WTEC III system to provide the signal to the ECU of the TransID level of the transmission. This wire will at ﬁrst be connected directly to the Analog Return (wire 135) to signal TransID level 1 (TID 1). TransID levels 2 through 8 will then be indicated by connecting the TransID wire in sequence to the return of solenoids A, B, C, D, E, G, and F. Corresponding to the hardware changes is the ability in the V8A and later WTEC III ECU to contain up to eight calibrations. The connection point of the TransID wire will provide the signal to tell the ECU which calibration is required by the transmission.

Whenever a TransID level change is to be made, the new TransID level calibrations will be placed in the PROM Calibration Conﬁgurator System (PCCS) before the change(s) is (are) made in production to the transmissions. All ECUs programmed and sold after that date will then be loaded with the new TransID level calibration. These ECUs will contain calibrations for the new level transmission and all previous TransID levels and will automatically load the correct calibration for the transmission based on the TransID signal sensed by AutoDetect during the ﬁrst 25 engine starts. This eliminates worry on the part of the OEM of coordinating the implementation of the new ECU and the new transmission and allows their focus to be on using the stock of the earlier level ECU.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

B. Transmission Changes Versus TransID Number

1. TransID 1 The internal wiring harness wiring change to make a TransID 1 (TID 1) transmission was put into

production before the introduction of the WTEC III system. The TID 1 internal harness was made by connecting the C3 pressure switch ground (digital/signal ground; WTEC II wire 161) to the sump temperature sensor and OLS ground (analog ground; wire 135) in the internal harness. In WTEC II, the signal ground wire (wire 161) is routed through the transmission connector, terminal W, and then to the ECU, terminal B27. In WTEC III, this same wire in the internal harness becomes the TID wire (wire 195), and it goes to the ECU, terminal T13 (blue connector). The purpose of TID 1 was to provide a common transmission for use with both WTEC II and WTEC III systems (V7A and V8).

The only difference between a pre-TID transmission and a TID 1 transmission is the internal wiring harness which connects the digital and analog grounds on the TID 1 harness. Adapter harness P/N 200100 can be ordered from St. Clair Technologies to provide the same connection outside the transmission and allow a pre-TransID transmission to be “converted” to a TransID 1 transmission.

All models of the 3000 and 4000 Product Families transmissions were built with the TID 1 internal (feedthrough) harness beginning in September, 1996. Two changes were rolled into this update: the wiring change for TID 1 and a change to use a molded channel rather than the braided covering which was previously used. Both changes were rolled into the same internal harness P/N even though there was a delay in implementing the channel which resulted in the two serial number (S/N) breaks. Table 1–1 lists the harness P/Ns for the different transmission models along with the S/Ns for both changes for each harness.

Table 1–1. TransID 1 S/N Breakpoint

Pre-TransID

Transmission Model

3000 Product Family w/ OLS 29516322 29529472 6510088864 6510096671 3000 Product Family w/o OLS 29516323 29529473 6510089316 6510096683 3000 Product Family 7-Speed 29516324 29529474 6510090786 6510096675 4000 Product Family w/ OLS 29516325 29529475 6610014067 6610015591 4000 Product Family w/o OLS 29516326 29529476 6610014084 6610015700 4000 Product Family 7-Speed N/A N/A N/A N/A

*NOTE: These P/Ns are no longer serviced, refer to Table 1–4 for current P/Ns.

2. TransID 2 The purpose of the TransID 2 (TID 2) change is to indicate the use of new sump and retarder

temperature sensors (thermistors) and a new 3000 Product Family retarder design. The new retarder requires a different calibration than the old retarder. Retarder performance complaints will occur if the new retarder is controlled by the old retarder calibration or the old retarder is controlled by the new retarder calibration.

TID 2 internal harnesses contain both the new sump temperature sensor and a new connection point for the TID wire. The TID wire (195) is connected to Solenoid A ground (wire 120) to signal TID 2 to the ECU. The new temperature sensors are discussed below.

A TID 2 transmission will only work with a V8A or later ECU (WTEC III) and V8A and later ECUs are calibrated to accommodate both TID 1 and TID 2 transmissions. The 4000 Product Family 7-Speed transmissions were equipped with TID 2 at the start of production. The 3000 and 4000 Product Families transmissions produced before April 3, 2000 were TID 2 units.

Harness P/N*

TransID 1

Harness*

S/N at Wiring

Change

S/N at

U-Channel

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

The internal harness change to all models for TID 2 production began in late December, 1997. The S/N breakpoints are shown in Table 1–2.

Table 1–2. TransID 2 S/N Breakpoint

Transmission Model

TransID 1

Harness P/N*

TransID 2

Harness P/N*

S/N at Thermistor and

Wiring Change

3000 Product Family w/ OLS 29529472 29533652 6510141464 3000 Product Family w/o OLS 29529473 29533653 6510141470 3000 Product Family 7-Speed 29529474 29533654 6510142172 4000 Product Family w/ OLS 29529475 29533655 6610026328 4000 Product Family w/o OLS 29529476 29533656 6610026319

4000 Product Family 7-Speed N/A 29533657

*NOTE: These P/Ns are no longer serviced, refer to Table 1–4 for current P/Ns.

6610034908

(start of production)

The new retarder thermistor used on TID 2 retarder model transmissions has a molded connector and is the same on all TID 2 retarders. The TID 1 and pre-TID retarder thermistor had a two terminal connector attached to it when it was used on 4000 Product Family transmissions. It was part of a retarder harness assembly when used on 3000 Product Family transmissions. Refer to Appendix Q which describes the new and old temperature sensors. A graph and a table of resistance values for different temperatures are also included in Appendix Q.

Table 1–3 shows the old (pre-TID and TID 1) and the new (TID 2) part numbers of the retarder temperature sensors and the serial number when the change was made.

Table 1–3. New Retarder Temperature Sensor S/N Breakpoint

Transmission Model Former Thermistor Used

P/N Where

Former

Thermistor Used

New

Thermistor

P/N (TID 2)

First S/N

For New

Thermistor

3000 Product Family built into retarder harness 29510662 15326309 6510142059 4000 Product Family built with connector attached 29511861 15326309 6610026472

3. TransID 3

Starting April 3, 2000, the TID feature was changed from TID 2 to TID 3. A new internal harness was released to implement the TID 3 feature. Figure J–3 (Appendix J) shows the wiring schematic for the new internal harness. TID 1 and TID 2 internal harnesses have been maintained for service units built before April 3, 2000. TID 3 is required to make sure that the auto-detect feature selects the proper calibration for the new friction plate material.

Version 8A software was updated to include TID 3 capability as of October 1999. Table 1–4 shows the new internal harness part numbers for each of the control module conﬁgurations. Also reference Table 1–5 for transmission/ECU compatibility information. The 3000 and 4000 Product Families transmissions produced starting April 3, 2000 were TID 3 units. All T Series transmissions were TID 3 at introduction.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

†

Table 1–4. Current Internal Harness Service Kit

3000 and 4000 Product Families Internal Harness Service Kits

Transmission

TransID 1 TransID 2 ** TransID 3***

3000 Product Family w/o OLS 29542683 29542680 29542660 3000 Product Family w/ OLS (old)* 29542682 29542677 N/A 3000 Product Family w/ OLS (new)* 29542651 29542671 29542681 3000 Product Family 7-Speed 29542684 29542679 29542687 4000 Product Family w/o OLS 29542686 29542649 29542688 4000 Product Family w/ OLS (old)* 29542685 29542648 N/A 4000 Product Family w/ OLS (new)* 29544141 29542670 29542689 4000 Product Family 7-Speed w/o OLS N/A 29542650 29542690 4000 Product Family 7-Speed w/ OLS N/A N/A 29542691

* Reference SIL 19-WT-99

** Reference SIL 7-WT-98

*** Reference SIL 4-WT-00 N/A Not Applicable

† The key words associated with this reference are “current” and “kits”.

C. Compatibility Between TransID Level And ECU Calibration Level

Table 1–5 shows the compatibility of the different ECU software levels with the different TID level transmissions.

Table 1–5. ECU/TransID Compatibility

P/N by TransID Version

WTEC II

WTEC III

CIN Compatibility

Number

Software

Level

Compatible with

TransID Level

ECU Production

Dates

07 V6E pre-TID and TID 1 until 9/94 08 V7 and V7A pre-TID and TID 1 9/94 until 12/97 0A V8 TID 1 2/97 until 9/97 0B V8A TID 1 and 2 beginning 10/97 0C V9 TID 1, 2, and 3 beginning 4/00 0D V9A TID 1, 2, and 3 beginning 4/01

The manufacture and sale of both WTEC II and WTEC III ECUs during most of 1997 required a means of using a common transmission with either a WTEC II or a WTEC III ECU. A TID 1 transmission is the common transmission conﬁguration for both control systems and production began in September, 1996 (refer to Table 1–3). A TID level 1 transmission is compatible with any Allison-supplied ECU.

Pre-TransID transmissions are only compatible with V6E, V7, and V7A ECUs. Pre-TransID transmissions were produced before the ﬁrst S/N break in Table 1–3.

TransID level 2 transmissions were produced beginning in late December, 1997 (refer to Table 1–5). A TransID 2 transmission is compatible with V8A and later ECUs only.

TransID level 3 transmissions were produced beginning April 3, 2000 (refer to Table 1–5). A TransID 3 transmission is compatible with V8A and later ECUs only. Software V9 or V9A is required to use Reduced Engine Load at Stop (RELS). Refer to Table 1–6 for S/N break points.

Table 1–6. TID 3 S/N Break Point

Model S/N Break

3000 Product Family 6510262117 4000 Product Family 6610062126

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

The following table shows compatibility information between transmission and vehicle conﬁguration.

Vehicle Conﬁguration (ECU, Shifter, and Wiring)

Transmission

Conﬁguration

Pre-TID 3000 and 4000 Product Families; Raybestos plates only

TID1: 3000 and 4000 Product Families; Raybestos plates only

TID2: 3000 and 4000 Product Families; New style sump and retarder temp sensors; 3000 Product Family new style retarder; Raybestos plates only

TID2: 3000 and 4000 Product Families; New style sump and retarder temp sensors; 3000 Product Family new style retarder; Dynax plates only

*V9x refers to the latest V9 version

WTEC II, C6E;

CIN 07

everything works OK; no cal change required or available if Luk damper/ friction material used; replace vehicle harness connector with 29519127 kit

will not work; codes 44 12, 33 23, 24 23, 33 12; retarder codes 61 00, 62 23, and 62 12; non-rtdr models can work if changed back to TID1 internal harness; 4000 Product Family rtdr models require change back to old style retarder temp sensor; 3000 Product Family rtdr models require change back to old style retarder; no cal change required or available if Luk damper/ friction material used; if converted, replace vehicle harness connector with 2951927 kit

will not work; code 44 12 and temp sensor codes; requires WTEC III, V8A, V9 through V9x* system or overhaul to change back to Raybestos clutch plates

WTEC II, V7;

CIN 08

everything works OK; no cal change required or available if Luk damper/ friction material used, but latest cal has changes to better match the friction material

everything works OK; recal if Luk damper/ friction material used, because latest cal has changes to better match the friction material

will not work; codes 44 12, 33 23, 24 23, 33 12; retarder codes 61 00, 62 23, and 62 12; non-rtdr models can work if changed back to TID1 internal harness; 4000 Product Family rtdr models require change back to old style retarder temp sensor; 3000 Product Family rtdr models require change back to old style retarder; recal if Luk damper/friction material used, because latest cal has changes to better match the friction material

will not work; code 44 12 and temp sensor codes; requires WTEC III, V8A, V9 through V9x* system or overhaul to change back to Raybestos clutch plates

WTEC III, V8;

CIN 0A; TID1

(accommodates both

lockup clutches after 8/

25/97)

will not work unless TID1 level trans; codes 32 xx, 55 xx; use adapter 200100 to make it a TID1; recal if Luk damper/friction material used, because latest cal has changes to better match the friction material

everything works OK; recal if Luk damper/ friction material used, because latest cal has changes to better match the friction material

will not work; will use TID1 cal and generate codes: 33 23, 24 23, 33 12; retarder codes 61 00, 62 23, and 62 12; recal to V8A (CIN 0B)

will not work; generate codes: 33 23, 24 23, 33 12; retarder codes 61 00, 62 23, and 62 12; Shift quality problems because of clutch material change; recal ECU to V8A, V9 through V9x*; if RELS required, replace ECU with V9

WTEC III, V8A;

0B; TID1 & 2

(+TID 3 after 10/24/99,

but will not handle

TELS)

will not work unless TID1 level trans; codes 32 xx, 55 xx; use adapter 200100 to make it a TID1; works with Luk or BW damper

everything works OK; uses TID1 cal

everything works OK; uses TID2 cal

will not work if cal installed before 10/24/99; will not work with RELS; generate code 36 01 and have shift quality problems because of clutch material change; recal ECU to latest V8A if previous cal installed before 10/24/99; if RELS required, replace ECU withV9 through V9x*

CIN 0C through 0F;

(required for RELS)

will not work unless TID1 level trans; codes 32 xx, 55 xx; use adapter 200100 to make it a TID1; works with Luk or BW damper

everything works OK; uses TID1 cal

everything works OK; uses TID2 cal

everything works OK; uses TID3 cal

WTEC III, V9 through V9x*;

TID1, 2, & 3

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

level ECU and software might be found

installed in cases where the WTEC 3, V8/

V8A ECU was replaced)

Using New Replacement Transmissions (TID 3)

one of the following modiﬁcations are necessary to make it compatible with vehicles of this conﬁguration:

Conﬁguration not released Conﬁguration not released

sensor)

Update calibration + adapter harness (w/o temp sensor) Use adapter harness (w/o temp sensor)

sensor)

Conﬁguration not released Update calibration if installed prior to 10/24/99 No changes needed

MD/B300 Conﬁguration not released Update calibration if installed prior to 10/24/99 No changes needed

MDR/B300R Conﬁguration not released Update calibration if installed prior to 10/24/99 No changes needed

MD3066/B400/3000MH Conﬁguration not released Update calibration if installed prior to 10/24/99 No changes needed

MD3066R/B400R/

3000MHR

MD7 Conﬁguration not released Update calibration if installed prior to 10/24/99 No changes needed

HD/B500/4000MH Conﬁguration not released Update calibration if installed prior to 10/24/99 No changes needed

MD/B300 TID1 internal harness + Dynax cal Conﬁguration not released Conﬁguration not released

MDR/B300R TID1 internal harness + Dynax cal + New Rtdr cal + adapter harness (w/old temp

MD3066/B400 TID1 internal harness + Dynax cal Conﬁguration not released Conﬁguration not released

Transmission Configuration ECU, Shifter, Vehicle harness configuration:

retarder (pre-1998

retarder)

pre-TID • Former MD

sensors

• Former temp

Key Characteristics Model WTEC 2; CIN 07… and 08… WTEC 3; V8/V8A; CIN 0B… WTEC 3; V9/V9A; CIN 0D… (this

If this model/conﬁguration transmission is replaced by a new

TransID 3 transmission (with Dynax clutch plates),

TID level

of origi-

nal trans

in vehicle

MD3066/B400R TID1 internal harness + New Rtdr cal + adapter harness (w/old temp sensor) Update calibration + adapter harness (w/o temp sensor) Use adapter harness (w/o temp sensor)

MDR/B300R TID1 internal harness + Dynax cal + New Rtdr cal + adapter harness (w/old temp

MD/B300 TID1 internal harness + Dynax cal Update calibration No changes needed

HD/B500 TID1 internal harness + Dynax cal Conﬁguration not released Conﬁguration not released

MD3066/B400R TID1 internal harness + Dynax cal + New Rtdr cal + adapter harness (w/old temp

• Post-block

HDR/B500R TID1 internal harness + Dynax cal + old rtdr temp sensor Conﬁguration not released Conﬁguration not released

MD7 TID1 internal harness + Dynax cal Conﬁguration not released Conﬁguration not released

retarder (pre-1998

retarder)

TID1 • Former MD

MD7 TID1 internal harness + Dynax cal Update calibration No changes needed

MD3066/B400 TID1 internal harness Update calibration No changes needed

sensors

• Former temp

HDR/B500R TID1 internal harness + Dynax cal + old rtdr temp sensor Update calibration+ new rtdr temp sensor connector new rtdr temp sensor connector

HD/B500 TID1 internal harness + Dynax cal Update calibration No changes needed

retarder

temperature sensors

• Current

TID2 • Current MD

HDR/B500R/4000MHR Conﬁguration not released Update calibration if installed prior to 10/24/99 No changes needed

HD7 Conﬁguration not released Update calibration if installed prior to 10/24/99 No changes needed

HD7R Conﬁguration not released Update calibration if installed prior to 10/24/99 No changes needed

3000 Product Family—All

Models

4000 Product Family—All

retarder

• Dynax clutch plates

TID3 • Current MD

Models

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

Retain TID 1 or install TID 3 internal harness +

ECU and software might be found installed in

cases where the WTEC 3, V8/V8A ECU was

replaced)

updated cal

TID 3 internal harness + new rtdr temp sensor

and connector

Rebuilding With Dynax Clutch Plates

one of the following modiﬁcations are necessary to make it compatible with vehicles of this conﬁguration:

MD/B300 pre-TID or TID1 internal harness + Dynax cal Conﬁguration not released Conﬁguration not released

MDR/B300R pre-TID or TID1 internal harness + Dynax cal Conﬁguration not released Conﬁguration not released

MD3066/B400 pre-TID or TID1 internal harness + Dynax cal Conﬁguration not released Conﬁguration not released

MD3066/B400R pre-TID or TID1 internal harness + Dynax cal Conﬁguration not released Conﬁguration not released

MD7 pre-TID or TID1 internal harness + Dynax cal Conﬁguration not released Conﬁguration not released

HD/B500 pre-TID or TID1 internal harness + Dynax cal Conﬁguration not released Conﬁguration not released

HDR/B500R pre-TID or TID1 internal harness + Dynax cal Conﬁguration not released Conﬁguration not released

updated cal

MD/B300 Retain TID 1 + Dynax cal TID 3 internal harness + updated calibration TID 3 internal harness + updated calibration

MDR/B300R Retain TID 1 + Dynax cal TID1 internal harness + Dynax cal TID1 internal harness + Dynax cal

MD3066/B400 Retain TID 1 Retain TID 1 or install TID 3 internal harness +

MD3066/B400R Retain TID 1 Retain TID 1 Retain TID 1

connector

MD7 Retain TID 1 + Dynax cal TID 3 internal harness + updated calibration TID 3 internal harness + updated calibration

MD/B300 Conﬁguration not released TID 3 internal harness + updated calibration TID 3 internal harness

HD/B500 Retain TID 1 + Dynax cal TID 3 internal harness + updated calibration TID 3 internal harness + updated calibration

HDR/B500R Retain TID 1 + Dynax cal TID 3 internal harness + new rtdr temp sensor and

MDR/B300R Conﬁguration not released TID 3 internal harness + updated calibration TID 3 internal harness

MD3066/B400/3000MH Conﬁguration not released No changes needed

Conﬁguration not released No changes needed

MD3066R/B400R/

3000MHR

MD7 Conﬁguration not released TID 3 internal harness + updated calibration TID 3 internal harness

HD/B500/4000MH Conﬁguration not released TID 3 internal harness + updated calibration TID 3 internal harness

HDR/B500R/4000MHR Conﬁguration not released TID 3 internal harness + updated calibration TID 3 internal harness

Conﬁguration not released No changes needed No changes needed

3000 Product Family—All

Models

4000 Product Family—All

HD7 Conﬁguration not released TID 3 internal harness + updated calibration TID 3 internal harness

HD7R Conﬁguration not released TID 3 internal harness + updated calibration TID 3 internal harness

Models

Transmission Conﬁguration ECU, Shifter, Vehicle harness conﬁguration:

Key Characteristics Model WTEC 2; CIN 07… and 08… WTEC 3; V8/V8A; CIN 0B… WTEC 3; V9/V9A; CIN 0D… (this level

If this model/conﬁguration transmission is rebuilt with Dynax clutch

plates,

TID level

of original

trans in

vehicle

(pre-1998 retarder)

• Former MD retarder

• Former temp sensors

• Post-block

pre-TID

(pre-1998 retarder)

• Former MD retarder

• Former temp sensors

TID1

sensors

• Current MD retarder

• Current temperature

TID2

• Current MD retarder

• Dynax clutch plates

TID3

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

GENERAL DESCRIPTION

NOTES

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

SECTION 2—DEFINITIONS AND ABBREVIATIONS

2–1. CHECK TRANS LIGHT

When the ECU detects a serious fault, the CHECK TRANS light (usually located on the vehicle instrument panel) illuminates and action is automatically taken to protect operator, vehicle, and the transmission. A diagnostic code will nearly always be registered when the CHECK TRANS light is on; however, not all diagnostic codes will turn on the CHECK TRANS light. Codes related to the CHECK TRANS light are detailed in the code chart (refer to Section 6).

Illumination of the CHECK TRANS light indicates that a condition was detected that requires service attention. Operation may or may not be restricted but even when restricted will allow the vehicle to reach a service assistance location. Depending upon the cause for the CHECK TRANS light illumination, the ECU may or may not respond to shift selector requests. The transmission may be locked in a range. That range will be shown on the shift selector display. Both upshifts and downshifts may be restricted when the CHECK TRANS light is illuminated. Seek service assistance as soon as possible.

Each time the engine is started, the CHECK TRANS light illuminates brieﬂy and then goes off. This momentary lighting shows the light circuit is working properly. If the light does not come on during engine start, request service immediately.

2–2. ALLISON TRANSMISSION DIAGNOSTIC TOOL

Allison DOC 4000 Product Families transmissions. The Allison DOC application supporting WTEC II and WTEC III control systems. When installed on the user’s own PC, it will allow

the technician to acquire data from the transmission’s control system and through the use of embedded troubleshooting manuals, conduct systematic troubleshooting of transmission complaints.

 (Diagnostic Optimized Connection) For PC is a PC-based service tool for use with 3000 and

 for PC–Service Tool is a full-feature diagnostic software

Basic Features

Allison DOC For PC–Service Tool uses a Windows style GUI and includes:

• User selected views of multiple transmission parameters.

• View active and historical diagnostic trouble codes (DTCs).

• Graphical instrument panel view of transmission parameters.

• Strip chart function .

• User conﬁgurable Snapshot function.

• User conﬁgurable Print function.

• Code driven links to embedded WTEC II, WTEC III (Pre-4

4000 Product Families) Troubleshooting Manuals.

• Reprogramming capability (available after satisfying Allison Transmission training certiﬁcation

requirements).

• Demo Mode which allows the user to practice the program without being connected to a vehicle.

• New animated, screen by screen, help support (found in Help, Video-based training materials, Allison

 For PC–Service Tool Training Videos).

DOC

• Application Conﬁguration: This menu function serves as the platform for three different features.

(1) General tab, which allows the user to select language (English only at this time), and unit of measure. (2) ECU/TCM Reprogramming tab, used to enable the reprogramming capability of the Allison DOC

For PC–Service Tool.

(3) Update Application tab, will access a web URL that will contain minor updates for the diagnostic

tool to support changes in the various transmission control systems.

• Data Bus Viewer allows the user to capture (see and save) data transmitted on the various vehicle data

buses supported by Allison DOC

• Printed user’s manual and laminated Job Aid Card.

 For PC–Service Tool (J1708, J1939, GMLAN, and J1850).

Generation), and 4th Generation (3000 and



WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DEFINITIONS AND ABBREVIATIONS

• Adobe

• Microsoft



Acrobat 7.5 bundled on the CD for reading the Troubleshooting Manual.



Media Player 6.4 and 7.0 bundled on the CD for displaying various and updated training

videos (available from the application Help menu).

• Ability to generate and display TRANSHEALTH reports.

PC Platform Deﬁnition

Allison DOC™ For PC–Service Tool has been tested with and is known to operate on PCs with the following conﬁgurations*:

• Microsoft

• 600 MB free hard drive space required to install the program (sufﬁcient free hard disk space will be

required by the operating system after the software installation to run the program)

• 128 MB of RAM (256 MB or greater recommended)

• Pentium

• Internet connection capability (Internet Explorer 5.0.1 or greater)—A broadband Internet connection is

highly recommended for receiving updates and ﬁle downloads

• One available USB port—USB 1.1 (USB 2.0 recommended)

• 16x CD-ROM (48x or greater recommended)

• Full administrative privileges are required to install, update, and run Allison DOC™ and Allison TCM

Reﬂash

• A PCMCIA slot might be required depending on the type of Softing CAN product being used as a

translator device (if any)

Windows® XP® Professional and Window® 2000 (SP4 or later)

III Processor—800MHz (Pentium® IV—2.0GHz or greater recommended)

*NOTE:

• Error messages, sudden disconnections, and poor performance are some of the results users will

experience if Allison DOC™ For PC–Service Tool V6.0.0 is installed on PCs that do not meet one or more of the above speciﬁcations.

• For the latest requirements, please refer to www.allisontransmission.com/Service/Electronic

(Diagnostic) Tools/Requirements or the latest revision of Service Information Letter 25-TR-06.

NOTE: Additional information available in Appendix N.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DEFINITIONS AND ABBREVIATIONS

2–3. ABBREVIATIONS

A/N Assembly Number ABS Anti-lock Brake System—OEM-provided means to detect and prevent wheel stoppage to

enhance vehicle handling. Retarder and engine brakes will not apply when ABS is active. AFRI Auxiliary Function Range Inhibit Amp Unit of electrical current API Application Program Interface ASIC Application Speciﬁc Integrated Circuit AT Allison Transmission C3PS C3 Pressure Switch—Pressure switch to signal the presence or absence of pressure in the

C3 clutch-apply circuit CAN Controller Area Network—A network for all SAE J1939 communications in a vehicle

(engine, transmission, ABS, etc.) CCVS Cruise Control Vehicle Speed CIN Calibration Identiﬁcation Number CMC Customer Modiﬁable Constant COP Computer Operating Properly—Hardware protection which causes the ECU to reset if

software gets lost CT Closed Throttle DMM Digital Multimeter DMOEM Distributor Managed Original Equipment Manufacturer DNA Does Not Adapt—Adaptive shift control is disabled DNS DO NOT SHIFT—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 DOC™ Diagnostic Optimized Connection DPA Dearborn Protocol Adapter DTC Diagnostic Trouble Code DVOM Digital volt/ohmmeter ECU Electronic Control Unit (also commonly referred to as the “computer”) EMI ElectroMagnetic Interference FBO Feature Based Ordering FCC Federal Communications Commission GPI General Purpose Input—Input signal to the ECU to request a special operating mode or

condition GPO General Purpose Output—Output signal from the ECU to control vehicle components

(such as PTOs, backup lights, etc.) or allow a special operating mode or condition GUI Graphical User Interface

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DEFINITIONS AND ABBREVIATIONS

2–3. ABBREVIATIONS (cont’d)

J1587 Engine/transmission serial data communications link J1939 High-speed vehicle serial data communications link LED Light-Emitting Diode—Electronic device used for illumination LRTP Low Range Torque Protection MB Mega Byte LU Lockup NNC Neutral No Clutches—Neutral commanded with no clutches applied NVL Neutral Very Low—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. This is usually caused by a dragging C1 or C3 clutch or a failed turbine speed sensor. NVL is attained by turning D solenoid “ON” (in addition to E solenoid) and the C4 and C5

clutches are applied to lock the transmission output. OEM Original Equipment Manufacturer—Maker of vehicle or equipment Ohm Unit of electrical resistance OL Over Limit or Oil Level—For Over Limit see “∞”. Indicates Oil Level is being displayed

on a shift selector OLS Oil Level Sensor—Electronic device (optional) on control module for indicating

transmission ﬂuid level PC Personal Computer PCCS PROM Calibration Conﬁgurator System PCMCIA Personal Computer Memory Card International Association—Memory device for use with

Pro-Link P/N Part Number PROM Programmable Read Only Memory PSS Primary Shift Selector—Main shift selector in a two-selector control system. PTO Power Takeoff PWM Solenoid Pulse Width Modulated Solenoid—Solenoids are controlled by pulse width modulation.

Solenoid control of clutch pressures is based on the solenoid’s duty cycle. Duty cycle is

determined by the ratio of solenoid’s on-time to off-time. RELS Reduced Engine Load at Stop RFI Radio Frequency Interference RMR Retarder Modulation Request—Signal from a retarder control device

containing Allison Transmission programming and diagnostics

RPR Return to Previous Range—Diagnostic response in which the transmission is commanded

to return to previously commanded range RSI Remote Serial Interface RTDR Retarder SBS Service Brake Status

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DEFINITIONS AND ABBREVIATIONS

2–3. ABBREVIATIONS (cont’d)

SCI Serial Communication Interface—Used to transmit data and messages between the

diagnostic tool and the ECU and other systems such as electronically-controlled engines. SCTI St. Clair Technologies, Inc. S/N Serial Number SOL OFF All SOLenoids OFF SPI Serial Peripheral Interface—The means of communication between the microprocessor

and the interface circuits SSS Secondary Shift Selector—Alternate shift selector in a two-selector control system TID TransID—A feature which allows the ECU to know the transmission conﬁguration and

provide the corresponding calibration required TIDCAP CAL TransID Capable Calibration TPS Throttle Position Sensor—Potentiometer for signaling the position of the engine fuel

control lever V Version—Abbreviation used in describing ECU software levels VDC Volts Direct Current (DC) VIM Vehicle Interface Module—A watertight box containing relays and fuses—interfaces the

transmission electronic control system with components on the vehicle VIW Vehicle Interface Wiring—Interfaces ECU programmed input and output functions with

the vehicle wiring Volt Unit of electrical force VOM Volt/ohmmeter WOT Wide Open Throttle WTEC World Transmission Electronic Controls ∞ Inﬁnity—Condition of a circuit with higher resistance than can be measured, effectively an

open circuit

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DEFINITIONS AND ABBREVIATIONS

NOTES

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

SECTION 3—BASIC KNOWLEDGE

3–1. BASIC KNOWLEDGE REQUIRED

To service WTEC III Electronic Controls, the technician must understand basic electrical concepts. Technicians need to know how to use a volt/ohmmeter (VOM) to make resistance and continuity tests. Most troubleshooting consists of testing for resistance, continuity, and 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 tests 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 Appendix B—Checking Clutch Pressures.

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 WTEC III Series Electronic Controls 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 J. Refer to the WTEC III Controls and General Information Tech Data for information concerning electronic controls installation and the Installation Checklist. Reliable transmission operation and performance depend upon a correctly installed transmission. Review the Installation Checklist in the 3000 and 4000 Product Families transmissions Tech Data Books for 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

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

St. Clair Technologies, Inc. 920 Old Glass Road Wallaceburg, Ontario, Canada N8A 4L8 Phone: 519-627-1673 Fax: 519-627-4227

• St. Clair Technologies, Inc. stocks a WTEC III 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. Calle Damanti S/N Col Guadalupe—Guaymas Sonora, Mexico CP85440 Phone: 011-526 2222-43834 Fax: 011-526-2222-43553

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

BASIC KNOWLEDGE

3–2. USING THE TROUBLESHOOTING MANUAL

Use this manual as an aid to troubleshooting the WTEC III Electronic Controls. Every possible problem and its solution cannot be encompassed by any manual. However, this manual does provide a starting point from which most problems can be resolved.

Once a problem solution is discovered in the manual do not look further for other solutions. It is necessary to determine why a problem occurred. For example, taping a wire that has been rubbing on a frame rail will not correct the problem unless the rubbing contact is eliminated.

3–3. SYSTEM OVERVIEW

WTEC III Electronic Control functions are controlled by the ECU. The ECU reads the following to determine when to command a shift:

• Shift selector range selection

• Output speed

• Throttle position.

In order to control the oncoming and off-going clutches during a shift, the ECU monitors:

• Turbine speed

• Output speed

• Throttle position.

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 fail-to-range mode of operation.

3–4. IMPORTANT INFORMATION IN THE TROUBLESHOOTING PROCESS

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

• WTEC III 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., 136A-S16).

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

• Remember to do the following when testing for shorts and opens: — 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.

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

movements which occur during actual operation.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

BASIC KNOWLEDGE

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

not the wires extending from the connector.

• Resistance tests involving 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 been bent or have lost the necessary

tension to maintain ﬁrm contact.

• Clean dirty terminals or connectors with isopropyl alcohol and a cotton swab, or a good quality, non-

residue, non-lubricating, cleaning solvent such as LPS Electro Contact Cleaner Electro Contact Cleaner

CAUTION:

The cleaning solvent must not be:

• Chlorine based

• Contain petroleum distillates

• Conduct electricity.

The cleaning solvent should evaporate quickly to prevent the 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.

or LPS NoFlash

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 G, Paragraph 1–1.

be ignored and cleared from memory. Refer to Section 6, Diagnostic Codes, for the code clearing procedure.

3–5. BEGINNING THE TROUBLESHOOTING PROCESS

NOTE: Whenever a transmission is overhauled, exchanged, or has undergone internal repairs, the Electronic

Control Unit (ECU) must be “RESET TO UNADAPTED SHIFTS.” See Service Information Letter 16-WT-96, Revision A for further details.

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

• Using the shift selector display (refer to Paragraph 6–2 for code reading).

• Using the Allison DOC For PC–Service Tool.

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.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

BASIC KNOWLEDGE

3. If a diagnostic code is found in the ECU memory, record all available code information and clear the active indicator. Refer to Section 6.

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

• If the code reappears, refer to the Diagnostic Code section (Section 6) 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 Allison DOC For PC–

Service Tool and the code display procedure described in Section 6. The code display procedure will indicate the number of times the diagnostic code has occurred. Refer to the troubleshooting chart for the 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.

5. If difﬁculties arise, you have unanswered questions, or if you are unable to quickly identify the root cause during troubleshooting, please contact the Technical Assistance Center (TAC):

Technical Assistance Center PO Box 894, Mail Code 462-470-PF9 Indianapolis, IN 46206-0894 Phone: 1-800-252-5283

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.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

SECTION 4—WIRE TESTING PROCEDURES

4–1. TESTING FOR 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-test 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

CAUTION:

• Conduct electricity.

4. Review the WTEC III wire numbering system described in Paragraph 3–4.

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 41 12, indicates an open or short-to-ground in the solenoid A circuit—wires 102-T1 and 120-T4.

a. Test the 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.

(2) On the opposite end of the harness, test 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 test is good (0–2 Ohms resistance), remove the jumpers. Test 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 probe of a volt/ohmmeter (VOM) 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.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

WIRE TESTING PROCEDURES

Shorted to metal

FEEDTHROUGH

HARNESS

CONNECTOR

Bare wires

touching each other

SOLENOIDS

—

WIRING HARNESS

“T” CONNECTOR

ECU

VOLT/OHM-

METER

(VOM)

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 4–1. Open Circuit

TRANSMISSION CONNECTOR

Wires shorted together

—

0 OHMS0 OHMS

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.

V03377.00.01

Shorted to ground on

metal frame rail

VOLT/OHM-

METER

—

(VOM)

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.

—

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.

Figure 4–2. Short Between Wires and to Ground

Ground to metal

frame rail

0 OHMS0 OHMS

V03375.00.01

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

WIRE TESTING PROCEDURES

4–2. TESTING 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.

The cleaning solvent must not be:

• Chlorine based

• Contain petroleum distillates

CAUTION:

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 41 12 indicates an open or short-to-ground in solenoid “A” circuit—wires 102-T1 and 120-T4 (refer to Figures 4–3 and 4–4).

• Conduct electricity.

a. At the transmission connector, test the resistance of the solenoid A circuit. Resistance of a solenoid

circuit should be 2.4–5 Ohms—covering a temperature range of –18°C to 149°C (0°F to 300°F). Refer to Solenoid Resistance vs. Temperature chart in Appendix K. 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.

FEEDTHROUGH

HARNESS

CONNECTOR

3.5

—

VOLT/OHM-

METER

(VOM)

2—5 OHMS

AT NORMAL OPERATING

TEMPERATURE*

Circuit has continuity.

* Refer to Appendix K

SOLENOID

—

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.

V03376.01.01

Figure 4–3. Testing for Continuity

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

WIRE TESTING PROCEDURES

b. If the resistance test is good, test the harness for shorts between wires and to ground by performing

the following (refer to Figure 4–4):

(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 tested. Inspect the wiring diagram in Appendix J for splice locations. If the short is not a splice, then isolate and repair the short.

Shorted

to metal

FEEDTHROUGH

HARNESS

CONNECTOR

Bare wires

touching each other

SOLENOIDS

—

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 and to Ground

NOTE: When conducting circuit tests that include the external harness, add one (1) Ohm to the values shown.

Speed sensor resistance is 270–330 Ohms. C3 pressure switch resistance is two (2) Ohms maximum when switch is closed and 20,000 Ohms minimum when switch is open.

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.

V03377.00.01

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

SECTION 5—OIL LEVEL SENSOR

5–1. INTRODUCTION

The Oil Level Sensor (refer to Figure 5–1) provides a means of electronically determining the transmission ﬂuid level from:

• The shift selector display.

• Allison DOC™ For PC–Service Tool.

• A customer-furnished remote display.

FORMER CURRENT

Figure 5–1. Oil Level Sensor

V07087.00.01

The former OLS is no longer serviced. The current OLS is a one-piece unit with a molded 3-terminal connector built into the sensor housing (refer to Figure 5–1 and SIL 19-WT-99 for more details). The internal wiring harnesses have been redesigned to include the 3-terminal connector for the OLS and to lengthen the branch to the OLS.

NOTE: The OLS is standard on the 3000 MH, 4000 MH, and all T Series transmissions.

Figure 5–2 shows the position and orientation of the OLS on the control modules of the 3000 and 4000 Product Families transmissions.The OLS must be correctly positioned, so the internal harness connector reaches the connector on the sensor. The control module must ﬁt onto the transmission main case without interference. The one piece design reduces the complexity of the manufacturing and installation of the sensor. The current OLS uses

shoulder bolts and Viton

ferrules to provide vibration dampening in the mounting. The current OLS became

effective with the following S/Ns:

3000 Product Family: 6510220479 4000 Product Family: 6610048466, Except S/N 6610052000 through 6610052184 (S/Ns 6610052000

through 6610052184 were built on a 2nd assembly line with the former OLS.)

The current sensor can be used in place of the former sensor by using a short harness adapter between the 4-terminal (2 x 2) connector on the former internal wiring harness and the new 3-terminal (1 x 3) connector of the new OLS. A kit is available for replacing the former sensor. It includes the current sensor, mounting bolts, and the harness adapter so that the old internal harness can be re-used. Transmissions built after the serial number break will have the current sensor and a new internal wiring harness using the 3-terminal connector. The former OLS is completely cancelled. The former internal harnesses will be maintained for service of transmissions re-using the former OLS. Refer to most recent parts catalogs PC2150EN and PC2456EN for part number information.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

OIL LEVEL SENSOR

Oil Sensor Location Detail

(with filter and harness

removed for clarity)

4000 PRODUCT FAMILY

CONTROL MODULE

3000 PRODUCT FAMILY

Oil Sensor Location Detail

CONTROL MODULE

Figure 5–2. Current Oil Level Sensor Orientation

V06108.02.01

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

OIL LEVEL SENSOR

5–2. ELECTRONIC FLUID LEVEL CHECK (SHIFT SELECTOR)

CAUTION:

A low or high ﬂuid level causes overheating and irregular shift patterns. An incorrect ﬂuid level can damage the transmission.

NOTE: The pushbutton and lever shift selectors can display one character at one time. The strip pushbutton

shift selector does not have diagnostic or display capability. Allison DOC™ For PC or a customerfurnished remote display must be used to obtain fluid level information when using the strip pushbutton shift selector.

A. Fluid Level Check Procedure

1. Park the vehicle on a level surface and shift to N (Neutral). Apply the parking brake.

2. On the Pushbutton shift selector, simultaneously press the

↑ (Up) and ↓ (Down) arrow buttons once.

3. On the Lever shift selector, press the “display mode” button once.

4. For a strip pushbutton shift selector, refer to Allison publication GN3433EN Allison DOC™

For PC–Service Tool, or to Appendix N in this manual.

, User Guide for

NOTE: The ECU may delay the fluid level check until the following conditions are met:

• The ﬂuid temperature is between 60°C (140°F) and 104°C (220°F).

• The transmission is in N (Neutral).

• The vehicle has been stationary for approximately two minutes to allow the ﬂuid to settle.

• The engine is at idle (below 1000 rpm—not “fast” idle).

See “Invalid for Display” information in Steps (8) and (9).

5. Correct ﬂuid level is reported when o, L is displayed (o, L indicates the Oil Level Check Mode), followed by o, K. The o, K display indicates the ﬂuid level is within the proper ﬂuid level zone. Remember that the display occurs one character at a time. The sensor display and the transmission dipstick may not agree exactly because the oil level sensor compensates for ﬂuid temperature.

Example: o, L; o, K—Indicates correct ﬂuid level.

6. Low ﬂuid level is reported when o, L is displayed, followed by L, o and a number. L, o indicates a low ﬂuid level and the number is the number of quarts of ﬂuid the transmission requires.

Example: o, L; L, o; 2—Indicates 2 additional quarts of ﬂuid will bring the ﬂuid level within the proper ﬂuid level.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

OIL LEVEL SENSOR

7. High ﬂuid level is reported when o, L is displayed, followed by H, I and a number. H, I indicates high ﬂuid level and the number shows how many quarts the transmission is overﬁlled.

Example: o, L, H, I, 1—Indicates one quart of ﬂuid above the full level.

8. An Invalid for Display condition is reported when o, L is displayed, followed by “–” and a number display. The displayed number is a fault code and indicates improper conditions or a system malfunction.

Example: o, L, –, 7,0—Indicates an Invalid for Display condition and fault code 70.

9. Invalid for Display is activated when conditions do not allow the ﬂuid level to be checked electronically. Review the following codes and conditions, and correct as necessary.

Table 5–1. Invalid for Display Codes

CODE CAUSE OF CODE

,00

,99

,55

,00

,99

,55

* A number between 8 and 1 that ﬂashes during the count-

down period.

** Speed sensor, throttle sensor, temperature sensor, or oil

level sensor.

10. To exit the ﬂuid level display mode:

• Pushbutton shift selector—press the N (Neutral) pushbutton or press ↑ and ↓ arrow pushbuttons

simultaneously two times.

• Lever shift selector—press the “display mode” button two times or move the lever.

— Settling time too short

— Engine speed (rpm) too low

— Engine speed (rpm) too high

— N (Neutral) must be selected

— Sump ﬂuid temperature too low

— Sump ﬂuid temperature too high

— Output shaft rotation

— Sensor failure**

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

OIL LEVEL SENSOR

5–3. ELECTRONIC FLUID LEVEL CHECK (Allison DOC™ For PC–Service Tool)

Allison DOC™ For PC–Service Tool can also be used to electronically determine the transmission’s ﬂuid level. Further detail is provided in Appendix N of this manual.

CAUTION:

A. Fluid Level Check Procedure

1. Connect the Allison DOC™

2. Scroll down the Diagnostic Data List to “OIL (+/-)” display.

3. Read the ﬂuid level, repeat the check to conﬁrm the ﬁrst reading.

NOTE: The ECU may delay the fluid level check until the following conditions are met:

• The ﬂuid temperature is between 60°C (140°F) and 104°C (220°F).

• The transmission is in N (Neutral).

• The vehicle has been stationary for approximately two minutes to allow the ﬂuid to settle.

• The engine is at idle.

The reason for a delayed ﬂuid level test is indicated on the Allison DOC™ following diagnostic messages.

A low or high ﬂuid level causes overheating and irregular shift patterns and, if not corrected, can damage the transmission.

For PC–Service Tool to the diagnostic tool connector (Figure 1–2).

For PC–Service Tool by one of the

Table 5–2.

DIAGNOSTIC MESSAGE

O L — SETTLING TIME (8 down to 1) O L — ENGINE SPEED LO O L — ENGINE SPEED HI O L — SELECT N (NEUTRAL) O L — SUMP TEMP LO O L — SUMP TEMP HI O L — OUTPUT SPEED HI O L — CHECK CODES

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

OIL LEVEL SENSOR

NOTES

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

SECTION 6—DIAGNOSTIC CODES

6–1. 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 the shift selector display or Allison DOC™ For PC–Service Tool. Access to ignition cycle counter and event counter information is through the Allison DOC™ For PC–Service Tool only. Further details on the use of Allison DOC™ For PC–Service Tool is presented in Appendix N of this manual.

Table 6–1. Code List

Code List

Position

Main Code Subcode Active Indicator

Ignition Cycle

Counter

d1 21 12 YES 00 10 d2 41 12 YES 00 04 d3 23 12 NO 08 02 d4 34 12 NO 13 01 d5 56 11 NO 22 02

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

YES = Mode Indicator (LED) illuminated

Not available on shift selector display

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

A. Code List Position. The position which a code occupies in the code list. Positions are displayed as

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

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

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

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

selector is illuminated or the diagnostic tool displays YES.

Event Counter

E. Ignition Cycle Counter. Determines when inactive diagnostic codes are automatically cleared from

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 50.

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

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.

6–2. CODE READING AND CODE CLEARING

Diagnostic codes can be read and cleared by the following methods:

• Allison DOC™ For PC–Service Tool

• Diagnostic display mode on the shift selector.

The use of Allison DOC™ For PC–Service Tool is described in Allison publication GN3433EN, User Guide, that is furnished with each tool, and also in Appendix N. The method of reading and clearing codes described in this section refers to entering the diagnostic display mode of the shift selector.

WTEC III ELECTRONIC CONTROLS 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

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.

NOTE: If an oil level sensor is present, then fluid level will be displayed first. Diagnostic code display is

achieved by simultaneously depressing the “display mode” button a second time.

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, 1

2. Main code—2, 5

3. Subcode —1, 1

4. Cycle repeats—d, 1, 2, 5, 1, 1

↑

(Up)

and

↓

(

Down) arrow buttons a second time or the

↑ (Up) and ↓ (Down) arrow

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

Momentarily press the MODE button after the ﬁfth position is displayed to restart the sequence of code list 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. In the normal operating mode, the LED indicator illuminates to show a secondary mode operation.

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

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.

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

no longer detected by the ECU.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

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 or

CAUTION:

C. Manually Clearing Codes and Active Indicators from 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.

3. Codes that cannot be manually cleared will remain.

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

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.

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 lever shift selector, momentarily press the “display mode” button or move the shift lever 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).

6–3. DIAGNOSTIC CODE RESPONSE

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

• Do Not Shift (DNS) Response — Release lockup clutch and inhibit lockup operation. — Inhibit all shifts. — Turn on the CHECK TRANS light. — Display the range attained. — Ignore any range selection inputs from the pushbutton or lever shift selector.

• Do Not Adapt (DNA) Response — The ECU stops adaptive shift control while the code is active. Do not adapt shifts when a code with

the DNA response is active.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

• SOLenoid OFF (SOL OFF) Response

— All solenoids are commanded off (turning solenoids “A” and “B” off electrically causes them to be

on hydraulically).

• Return to Previous Range (RPR) Response — When the speed sensor ratio or C3 pressure switch tests associated with a shift are not successful,

the ECU commands the same range as commanded before the shift.

• Neutral No Clutches (NNC) Response — When certain speed sensor ratio or C3 pressure switch tests are not successful, the ECU commands

a neutral condition with no clutches applied.

6–4. SHIFT SELECTOR DISPLAYS RELATED TO ACTIVE CODES

• “Cateye”—The backward slash segment 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)

• 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 solenoids A, B, C, D, E, or G is logged before initialization completes.

6–5. DIAGNOSTIC CODE LIST AND DESCRIPTION

Table 6–2. 3000 and 4000 Product Families Diagnostic Codes

CHECK

Main

Code

(pg 6–19)

14 12 Oil level sensor, failed low No None

(pg 6–23) 23 Oil level sensor, failed high No None

21 12 Throttle position sensor, failed low No Use throttle default values, DNA

(pg 6–27) 23 Throttle position sensor, failed high No Use throttle default values, DNA

(pg 6–31)

Subcode Description

TRANS

Light

Inhibited Operation

Description

12 ECU input voltage, low Yes DNS, DNA, SOL OFF (hydraulic default)

13 ECU input voltage, medium low No DNA 23 ECU input voltage, high Yes DNS, SOL OFF (hydraulic default)

14 Engine speed sensor reasonableness

No Use default engine speed, DNA

test

15 Turbine speed sensor reasonableness

Yes DNS, lock in current range, DNA

test

16 Output speed sensor reasonableness

Yes

(1)

DNS, lock in current range, DNA

test

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

Table 6–2. 3000 and 4000 Product Families Diagnostic Codes (cont’d)

CHECK

Main

Code

(pg 6–35)

13 Primary shift selector mode function

24 12 Sump ﬂuid temperature, cold Yes DNS, lock in neutral

(pg 6–37) 23 Sump ﬂuid temperature, hot No No upshifts above a calibration range

(pg 6–43)

26 00 Throttle source not detected Yes Use throttle default values, DNA

(pg 6–45) 11 Engine coolant source not detected No Use default value of –18˚C (0˚F)

32 00 C3 pressure switch open, Low range Yes DNS, lock in current range (Low), DNA

(pg 6–47) 33 C3 pressure switch open, 3rd range Yes DNS, lock in current range (3rd), DNA

(pg 6–51)

Subcode Description

TRANS

Light

Inhibited Operation

Description

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

“cateye” display.

No Mode change not permitted

fault

14 Secondary shift selector or RSI link

fault

15 Secondary shift selector mode

Yes Hold in last valid direction. May cause

“cateye” display.

No Mode change not permitted

function fault

16 Shift Selector display line fault No None. May cause “cateye” display.

00 Output speed sensor, detected at

Yes

(1)

DNS, lock in current range (Low), DNA

0 output rpm, Low

(1)

11 Output speed sensor, detected at

Yes

DNS, lock in current range (1st), DNA

0 output rpm, 1st

22 Output speed sensor, detected at

Yes

(1)

DNS, lock in current range (2nd), DNA

0 output rpm, 2nd

(1)

33 Output speed sensor, detected at

Yes

DNS, lock in current range (3rd), DNA

0 output rpm, 3rd

(1)

44 Output speed sensor, detected at

Yes

DNS, lock in current range (4th), DNA

0 output rpm, 4th

(1)

55 Output speed sensor, detected at

Yes

DNS, lock in current range (5th), DNA

0 output rpm, 5th

66 Output speed sensor, detected at

Yes

(1)

DNS, lock in current range (6th), DNA

0 output rpm, 6th

(1)

77 Output speed sensor, detected at

Yes

DNS, lock in current range (R), DNA

0 output rpm, Reverse range

55 C3 pressure switch open, 5th range Yes DNS, lock in current range (5th), DNA 77 C3 pressure switch open, Reverse

Yes DNS, lock in current range (R), DNA

range

12 Sump oil temperature sensor failed

No Use default value of 93˚C (200˚F)

low

23 Sump oil temperature sensor failed

No Use default value of 93˚C (200˚F)

high

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

Table 6–2. 3000 and 4000 Product Families Diagnostic Codes (cont’d)

CHECK

Main

Code

(pg 6–53)

(pg 6–55)

(pg 6–57)

42 12 Short-to-battery, A solenoid circuit Yes DNS, SOL OFF, DNA

(pg 6–59) 13 Short-to-battery, B solenoid circuit Yes DNS, SOL OFF, DNA

(pg 6–63)

Subcode Description

12 Factory calibration compatibility

TRANS

Light

(5)

Ye s

Inhibited Operation

Description

DNS, SOL OFF (hydraulic default), DNA

number wrong

(5)

13 Factory calibration block checksum Yes

DNS, SOL OFF (hydraulic default), DNA

14 Power off block checksum No Use previous location, or factory

calibration and reset adaptive, DNA

15 Diagnostic queue block checksum No Use previous location, or clear diagnostic

queue, DNA 16 Real time block checksum Yes DNS, SOL OFF (hydraulic default), DNA 17 Customer modiﬁable constants

Ye s

(5)

DNS, SOL OFF (hydraulic default), DNA

checksum

00 Power interruption (code set after

power restored)

No None (hydraulic default during

interruption) 16 Real time write interruption Yes DNS, SOL OFF (hydraulic default), DNA

Ye s

(2)

DNS, SOL OFF (hydraulic default), DNA

(7)

Use TIDCAP cal

00 Hardware/software not compatible Yes

01 TID not compatible with hardware/

software

(7)

02 TID did not complete Yes

Use TIDCAP cal, code 42 XX or 69 XX

may be logged

14 Short-to-battery, C solenoid circuit Yes DNS, SOL OFF, DNA 15 Short-to-battery, D solenoid circuit Yes DNS, SOL OFF, DNA 16 Short-to-battery, E solenoid circuit Yes DNS, SOL OFF, DNA 21 Short-to-battery, F solenoid circuit No Lockup inhibited, DNA 22 Short-to-battery, G solenoid circuit Yes DNS, SOL OFF, DNA 23 Short-to-battery, H solenoid circuit No Differential lock inhibited (3070 only),

retarder inhibited 24 Short-to-battery, J solenoid circuit No Low and 1st inhibited 26 Short-to-battery, N solenoid circuit No Low and 1st inhibited, allow retarder 12 Short-to-ground, A solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA

13 Short-to-ground, B solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA 14 Short-to-ground, C solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA 15 Short-to-ground, D solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA 16 Short-to-ground, E solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA 21 Short-to-ground, F solenoid circuit No Lockup inhibited, DNA 22 Short-to-ground, G solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

Table 6–2. 3000 and 4000 Product Families Diagnostic Codes (cont’d)

CHECK

Main

Code

44 (cont’d) 23 Short-to-ground, H solenoid circuit No Differential lock inhibited (3070 only),

45 12 Open circuit, A solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA

(pg 6–67) 13 Open circuit, B solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA

46 21 Overcurrent, F solenoid circuit No Lockup inhibited, DNA

(pg 6–71) 26 Overcurrent, N and H solenoid circuit No Low and ﬁrst inhibited or retarder

(pg 6–73)

Subcode Description

TRANS

Light

Inhibited Operation

Description

retarder operation inhibited 24 Short-to-ground, J solenoid circuit No Low and 1st inhibited 26 Short-to-ground, N solenoid circuit No Low and 1st inhibited, retarder allowed

14 Open circuit, C solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA 15 Open circuit, D solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA 16 Open circuit, E solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA 21 Open circuit, F solenoid circuit No Lockup inhibited, DNA 22 Open circuit, G solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA 23 Open circuit, H solenoid circuit No Differential lock inhibited (3070 only),

retarder inhibited 24 Open circuit, J solenoid circuit No Low and 1st inhibited 26 Open circuit, N solenoid circuit No Low and 1st inhibited, retarder allowed

inhibited, DNA 27 Overcurrent, A-Hi solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA 01 Offgoing ratio test (during shift),

Yes DNS, RPR, DNA

Low to 1

10 Offgoing ratio test (during shift),

Yes DNS, RPR, DNA

1 to Low

12 Offgoing ratio test (during shift),

Yes DNS, RPR, DNA

1 to 2

21 Offgoing ratio test (during shift),

Yes DNS, RPR, DNA

2 to 1

23 Offgoing ratio test (during shift),

Yes DNS, RPR, DNA

2 to 3

24 Offgoing ratio test (during shift),

Yes DNS, RPR, DNA

2 to 4

35 Offgoing ratio test (during shift),

Yes DNS, RPR, DNA

3 to 5

42 Offgoing ratio test (during shift),

Yes DNS, RPR, DNA

4 to 2

43 Offgoing ratio test (during shift),

Yes

(1)

DNS, RPR, DNA

4 to 3

(1)

45 Offgoing ratio test (during shift),

Yes

DNS, RPR, DNA

4 to 5

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

Table 6–2. 3000 and 4000 Product Families Diagnostic Codes (cont’d)

CHECK

Main

Code

51 (cont’d) 46 Offgoing ratio test (during shift),

(pg 6–74)

(pg 6–76)

Subcode Description

4 to 6

53 Offgoing ratio test (during shift),

5 to 3

64 Offgoing ratio test (during shift),

6 to 4

65 Offgoing ratio test (during shift),

6 to 5

XY Offgoing ratio test, X to Y

(3)

01 Offgoing C3PS test (during shift),

Low to 1

08 Offgoing C3PS test (during shift),

Low to N1

32 Offgoing C3PS test (during shift),

3 to 2

34 Offgoing C3PS test (during shift),

3 to 4

54 Offgoing C3PS test (during shift),

5 to 4

56 Offgoing C3PS test (during shift),

5 to 6

71 Offgoing C3PS test (during shift),

R to 1

72 Offgoing C3PS test (during shift),

R to 2

78 Offgoing C3PS test (during shift),

R to N1

99 Offgoing C3PS test (during shift),

N3 to N2

XY Offgoing C3PS test, X to Y

(3)

08 Offgoing speed test (during shift),

L to N1

09 Offgoing speed test (during shift),

L to NNC

18 Offgoing speed test (during shift),

1 to N1

19 Offgoing speed test (during shift),

1 to RELS

28 Offgoing speed test (during shift),

2 to N1

TRANS

Light

Inhibited Operation

Description

Yes DNS, RPR, DNA

Yes DNS, NNC, DNA

Yes DNS, RPR, DNA

Yes DNS, NNC, DNA

Yes DNS, RPR, DNA

(1)

Yes

DNS, NNC, DNA

(1)

DNS, NNC

(1)

DNS, NNC, DNA

No RPR, 1–RELS inhibited

(1)

Yes

DNS, NNC, DNA

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

Table 6–2. 3000 and 4000 Product Families Diagnostic Codes (cont’d)

Main

Code

53 (cont’d) 29 Offgoing speed test (during shift),

(pg 6–78)

Subcode Description

2 to N2

38 Offgoing speed test (during shift),

3 to N1

39 Offgoing speed test (during shift),

3 to N3

48 Offgoing speed test (during shift),

4 to N1

49 Offgoing speed test (during shift),

4 to N3

58 Offgoing speed test (during shift),

5 to N1

59 Offgoing speed test (during shift),

5 to N3

68 Offgoing speed test (during shift),

6 to N1

69 Offgoing speed test (during shift),

6 to N4

78 Offgoing speed test (during shift),

R to N1

99 Offgoing speed test (during shift),

N2 to N3 or N3 to N2

XY Offgoing speed test (during shift),

X to Y

(3)

01 Oncoming ratio test (after shift),

L to 1

07 Oncoming ratio test (after shift),

L to R

10 Oncoming ratio test (after shift),

1 to L

12 Oncoming ratio test (after shift),

1 to 2

17 Oncoming ratio test (after shift),

1 to R

21 Oncoming ratio test (after shift),

2 to 1

23 Oncoming ratio test (after shift),

2 to 3

24 Oncoming ratio test (during shift),

2 to 4

27 Oncoming ratio test (after shift),

2 to R

CHECK

TRANS

Inhibited Operation

Light

(1)

Yes

DNS, RPR, DNA

(1)

DNS, NNC, DNA

(1)

DNS, RPR, DNA

(1)

DNS, NNC, DNA

(1)

DNS, RPR, DNA

(1)

DNS, NNC, DNA

(1)

DNS, RPR, DNA

(1)

DNS, NNC, DNA

(1)

DNS, RPR, DNA

Yes DNS, NNC, DNA

Yes DNS, RPR, DNA

Yes DNS, NNC, DNA

Yes DNS, RPR, DNA

Yes DNS, NNC, DNA

Yes DNS, RPR, DNA

Description

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

Table 6–2. 3000 and 4000 Product Families Diagnostic Codes (cont’d)

CHECK

Main

Code

54 (cont’d) 32 Oncoming ratio test (after shift),

Subcode Description

3 to 2

34 Oncoming ratio test (after shift),

3 to 4

35 Oncoming ratio test (during shift),

3 to 5

42 Oncoming ratio test (during shift),

4 to 2

43 Oncoming ratio test (after shift),

4 to 3

45 Oncoming ratio test (after shift),

4 to 5

46 Oncoming ratio test (during shift),

4 to 6

53 Oncoming ratio test (during shift),

5 to 3

54 Oncoming ratio test (after shift),

5 to 4

56 Oncoming ratio test (after shift),

5 to 6

64 Oncoming ratio test (after shift),

6 to 4

65 Oncoming ratio test (after shift),

6 to 5

70 Oncoming ratio test (after shift),

R to L

71 Oncoming ratio test (after shift),

R to 1

72 Oncoming ratio test (after shift),

R to 2

80 Oncoming ratio test (after shift),

N1 to L

81 Oncoming ratio test (after shift),

N1 to 1

82 Oncoming ratio test (after shift),

N1 to 2

83 Oncoming ratio test (after shift),

N1 to 3

85 Oncoming ratio test (after shift),

N1 to 5

TRANS

Light

Yes DNS, RPR, DNA

Yes DNS, RPR or SOL OFF

(hydraulic default), DNA

Yes DNS, RPR, DNA

Yes DNS, NNC, DNA

Yes DNS, RPR, DNA

Inhibited Operation

Description

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

Table 6–2. 3000 and 4000 Product Families Diagnostic Codes (cont’d)

CHECK

Main

Code

54 (cont’d) 86 Oncoming ratio test (after shift),

(pg 6–81)

56 00 Range veriﬁcation test, L Yes

(pg 6–83) 11 Range veriﬁcation ratio test, 1st Yes DNS, 6th, DNA

57 11 Range veriﬁcation C3PS test, 1st Yes DNS, SOL OFF (3rd), DNA

(pg 6–85) 22 Range veriﬁcation C3PS test, 2nd Yes DNS, 3rd, DNA

Subcode Description

TRANS

Light

Inhibited Operation

Description

Yes DNS, RPR, DNA

N1 to 6

87 Oncoming ratio test (after shift),

Yes DNS, NNC, DNA

N1 to Reverse

92 Oncoming ratio test (after shift),

Yes DNS, RPR, DNA

N2 to 2

93 Oncoming ratio test (after shift),

Yes DNS, RPR, DNA

N3 to 3

95 Oncoming ratio test (after shift),

Yes DNS, RPR, DNA

N3 to 5

96 Oncoming ratio test (after shift),

Yes DNS, RPR, DNA

N4 to 6

XY Oncoming ratio test (after shift),

X to Y

07 Oncoming C3PS test (after shift),

(3)

Yes

(1)

DNS, NNC, DNA

Low to R

(1)

17 Oncoming C3PS test (after shift),

Yes

DNS, NNC, DNA

1 to R

(1)

27 Oncoming C3PS test (after shift),

Yes

DNS, NNC, DNA

2 to R

87 Oncoming C3PS test (after shift),

Yes DNS, RPR, DNA

N1 to R

(1)

97 Oncoming C3PS test (after shift),

Yes

DNS, NNC, DNA

NVL to R

XY Oncoming C3PS test (after shift),

(3)

X to Y

(1)

DNS, 1st, Low, or SOL OFF (Low), DNA

22 Range veriﬁcation ratio test, 2nd Yes 33 Range veriﬁcation ratio test, 3rd Yes

(1)

DNS, 6th or 5th, DNA

(1)

DNS, 5th or SOL OFF (4th), DNA 44 Range veriﬁcation ratio test, 4th Yes DNS, 3rd or 5th, DNA 55 Range veriﬁcation ratio test, 5th Yes

(1)

DNS, SOL OFF (5th) or 3rd, DNA 66 Range veriﬁcation ratio test, 6th Yes DNS, 5th, 3rd, or SOL OFF (3rd), DNA 77 Range veriﬁcation ratio test, R Yes DNS, N2 or N3, DNA

44 Range veriﬁcation C3PS test, 4th Yes DNS, 5th or SOL OFF (3rd), DNA

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

Table 6–2. 3000 and 4000 Product Families Diagnostic Codes (cont’d)

CHECK

Main

Code

57 (cont’d) 66 Range veriﬁcation C3PS test, 6th Yes DNS, SOL OFF (5th), DNA

61 00 Retarder oil temperature, hot No None

(pg 6–86)

(pg 6–89)

(pg 6–91)

(pg 6–95)

65 00 Engine rating too high Yes DNS, DNA, Lock-in-current range

(pg 6–97) 11 Engine not responding to J1939 LRTP

66 00 Serial communications interface fault No Use default throttle values, DNA

(pg 6–99) 11 SCI engine coolant source fault No Use default value of 0˚F

Subcode Description

TRANS

Light

Inhibited Operation

Description

88 Range veriﬁcation C3PS test, N1 Yes DNS, N3, DNA 99 Range veriﬁcation C3PS test,

Yes DNS, N3, DNA

N2 or N4

12 Retarder temperature sensor failed

No None

low

23 Retarder temperature sensor failed

No None

high 32 Engine coolant sensor failed low No Use default value of 0˚F 33 Engine coolant sensor failed high No Use default value of 0˚F 00 Input function fault Yes

(7)

Does not prevent neutral to range shifts for Aux Function Range Inhibit-Special when two signals required are not “on”

within 120 seconds of each other. 26 Kickdown input failed on No Kickdown operation inhibited 40 Service brake status input failed on No No auto Neutral to Drive shifts for refuse

packer. (I/O package #41). No retarder if a

TPS code is also active 41 Pump/pack and a neutral general

purpose input

No No auto N–D shifts for refuse packer

(I/O package #41) 47 RELS input failed on No 1–RELS shift inhibited 12 Retarder modulation request sensor

No Retarder operation inhibited

failed low

23 Retarder modulation request sensor

No Retarder operation inhibited

failed high

Yes Transmission not inhibited

torque limits

12 Engine not responding to J1939 MAX

Yes Transmission not inhibited

default torque

22 J1939 Retarder request fault No Retarder operation limited 33 J1939 Driver demand torque fault Yes

34 Engine not responding to J1939 SEM

control

(7)

J1939 engine torque reduction inhibited,

in V9A

DNA

(6)

No J1939 engine torque reduction inhibited,

(6)

DNA

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

Table 6–2. 3000 and 4000 Product Families Diagnostic Codes (cont’d)

CHECK

Main

Code

69 27 ECU, inoperative A-Hi switch Yes DNS, NNC, DNA

(pg 6–100) 28 ECU, inoperative F-Hi switch Yes Lockup inhibited, DNA

70 12 Software, minor loop overrun No Induce COP timeout (reset ECU)

NOTES

(1)

(2)

(3)

(4)

(5)

(6)

Subcode Description

TRANS

Light

Inhibited Operation

Description

29 ECU, inoperative N and H-Hi switch No Low and ﬁrst inhibited, retarder inhibited,

DNA

33 ECU, Computer Operating Properly

(COP) timeout

No Reset ECU, shutdown ECU on 2nd

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

all segments blank display, DNA 34 ECU, write timeout Yes DNS, SOL OFF (hydraulic default), DNA 35 ECU, checksum test No Induce COP timeout (reset ECU), DNA 36 ECU, RAM self test No Induce COP timeout (reset ECU), DNA 39 Communication chip addressing error No Use defaults for J1939 data, DNA 41 ECU, I/O ASIC addressing test No Induce COP timeout (reset ECU), DNA 42 SPI output failure Yes GPO 1–8 and reverse warning inoperable 43 SPI input failure Yes DNS, lock-in-range, DNA

13 Illegal write to address $0000 No Induce COP timeout (reset ECU) 14 Software, major loop overrun No Induce COP timeout (reset ECU)

This code is logged to real time to protect the transmission in case a loss of power to the ECU (Power Interruption, code 35 00) occurs.

The ECU hardware or software must be changed so that they are compatible. Additional codes could be logged for other shifts where X indicates range shifted from and Y indicates range

shifted to. The COP reset will clear the active inhibit. The factory calibration must be rewritten to the ECU, or a different factory calibration is required to match

the software in the ECU. Do not adapt torque managed shifts when this code is active.

(4)

(7)

If in calibration

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

NOTES

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

TRANSMISSION

COMPONENT

WIRING DIAGRAMS

AND

DIAGNOSTICS

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

6–6. DIAGNOSTIC CODE TROUBLESHOOTING

A. Beginning The Troubleshooting Process

1. Begin troubleshooting by determining the transmission ﬂuid level and ECU input voltage. View diagnostic codes by using:

• The shift selector display

• Allison DOC™ For PC–Service Tool

2. When a problem exists but a diagnostic code is not indicated, refer to Section 8, General Troubleshooting of Performance Complaints 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 6–2.

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

• If the code reappears, refer to Paragraph 6–5, Table 6–2. Table 6–2 lists diagnostic codes and

their description.

• If the code does not reappear, it may be an intermittent problem. Use Allison DOC™ For PC–

Service Tool or the code display procedure described in Paragraph 6–2.

• The code display procedure will indicate the number of times the diagnostic code has occurred.

Refer to Section 8, General Troubleshooting of Performance Complaints, for the possible cause(s) of the problem.

• Use pressure gauges as necessary to evaluate hydraulic conditions.

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

circuit problem is suspected.

5. If difﬁculties arise, you have unanswered questions, or if you are unable to quickly identify the root cause during troubleshooting, please contact the Technical Assistance Center (TAC):

Technical Assistance Center PO Box 894, Mail Code 462-470-PF9 Indianapolis, IN 46206-0894 Phone: 1-800-252-5283

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. Solenoid Locations

Solenoid locations in the control module are as illustrated in Figure 6–1. Refer to Figure 6–1 as necessary when using the diagnostic code schematics.

C. Diagnostic Code Schematics

The diagnostic code schematics in this section show wiring for both the optional oil level sensor and retarder, where applicable. If your transmission is not equipped with an oil level sensor or retarder, disregard the portions of the schematic pertaining to those optional pieces of equipment. Refer to the appropriate transmission service manual for solenoid replacement procedures.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

FRONT

RIGHTLEFT

3000 AND 4000 PRODUCT FAMILIES – 7-SPEED MODELS ONLY

N (SIGNAL)

D (C4)

C (C3)

J (C6)

E (C5)

Figure 6–1. Control Module Solenoid Location

D. Wire/Terminal Numbering Scheme

WTEC III wire identiﬁcation presents the wire number followed by the ECU terminal source (i.e., 157-S30). This is done to retain the wire number/function assignments from WTEC II and indicate the ECU connector and terminal origination for WTEC III. If there is a letter sufﬁx following the wire number, there is a splice between the ECU source and wire destination (i.e., 136A-S16).

BACK

C3 PRESSURE SWITCH

A (C1)

F (LOCKUP)

B (C2)

G (FORWARD – ON MAIN VALVE BODY)

V03378.01.01

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

BLUE

BLACK

GRAY

BATTERY

RETURN

CODE 13 XX—ECU INPUT VOLTAGE

ECU

BLACK

BLUE

“S” CONNECTOR

(BLACK)

S16

S32

S17

V17

V32

DIAGNOSTIC CODES

GRAY

BLUE

“V” CONNECTOR

(GRAY)

V16

V32

143

–V17 GRAY

–V32 GRAY

143

V26

V17

A1 L1

A2 L2

HARNESS TERMINALS VIM TERMINALS

VIM

ECU

FROM

BATTERY

ECU

136*–V1 PINK

136*–V16 PINK

146–V26 YELLOW

DEUTSCH (9-PIN) PACKARD DEUTSCH (6-PIN) OBD II (GMC)

165CEHAB

DIAGNOSTIC

CONNECTOR

SELECTOR

CONNECTOR

E1 R1

E2 R2

F1 S1V26 C1

TOOL

PRIMARY

SHIFT

BATTERY

POWER

S32 S16 S4

IGNITION

GRAY

V16

YELLOW

PINK

146

143

136

143

–S4

–S32

–S16

PINK

–S32

GRAY

PSS

CONNECTOR

See Appendix D 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 J for more detail on splice letter designations.

VIM

FORMER

DIAGNOSTIC TOOL

CONNECTOR

(PACKARD)

12 OR 24 VOLT

–+

BATTERY

DIAGNOSTIC TOOL

CURRENT 9-PIN

DIAGNOSTIC

TOOL

CONNECTOR

(DEUTSCH)

* OBD II CONNECTOR (GMC ONLY)

ALT 6-PIN

CONNECTOR

(DEUTSCH)

V04846.00.01

Figure 6–2. Code 13 Schematic Drawing

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

CODE 13 XX—ECU INPUT VOLTAGE (Figure 6–2)

DIAGNOSTIC CODES

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

In the event of a power loss, the transmission fails to the ranges indicated in the following, depending upon which latch valve releases ﬁrst:

Attained Range Fail to Range

Reverse and neutral Neutral Low, 1 3C 2, 3, 4 4C usually, 3C sometimes 5 4C usually, 5C sometimes 65C

Main Code Subcode Meaning

13 12 Battery voltage to the ECU too low 13 13 Battery voltage to the ECU too low (medium) 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. Test 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. Test 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.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

CODE 13 XX—ECU INPUT VOLTAGE (Figure 6–2)

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 E, Paragraph 1–1).

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

Using an unmatched ECU/CIN combination may result in additional codes being set or in transmission clutch damage. Using an ECU from another vehicle is not a

CAUTION:

NOTE: If using an ECU from another vehicle is unavoidable, the ECU must be set to unadapted shifts and

the vehicle must be driven carefully to adapt the shifts to the test vehicle. Refer to Service Information Letter 16-WT-96 for the correct procedure. Be sure to reset the ECU to unadapted shifts when it is returned to the original vehicle.

recommended procedure where the test will involve driving the vehicle. This is because the stored adaptive information is tuned to the original vehicle's transmission and those adaptive settings may not perform as expected in another vehicle. Transmission performance could be worse and damage to the clutches may occur.

DIAGNOSTIC CODES

6. If the condition persists, replace the ECU with a test diagnostic ECU (P/N must match and it is recommended that the controller be loaded with the latest version of the CIN). 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 corrosion or damage which may cause an intermittent condition. If the original problem recurs, install a replacement ECU.

Voltage Condition

33.0

(High Set Point)

32.0 Maximum Continuous ECU Voltage

10.0

(Medium Low Set Point)

8.0 Low Voltage Fail Limit, Set Code, DNS

7.0

(Low Set Point)

4.5 Neutral Start Off

Table 6–3. Voltage Chart

High Fail Limit

Cannot Compensate With Sub-Modulation (Bad Shifts). Adaptive logic stops functioning

Software Off (ECU loses power)

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

NOTESNOTES

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

BLUE

BLACK

GRAY

TRANS FEEDTHROUGH HARNESS CONNECTOR

CURRENT

OLS

CODE 14 XX—OIL LEVEL SENSOR (OLS)

DIAGNOSTIC CODES

GRAY

ECU

TPS OR RMR CONNECTOR

BLACK

BLUE

TO RETARDER

CONTROL DEVICES

RTDR MODULATION

REQUEST

RESISTANCE

135*–T25

GREEN

MODULE

ACB

“T” CONNECTOR

(BLUE)

T10

T26

T25

Ò V” CONNECTOR

(GRAY)

V10

V24

164–T11 YELLOW

or –V8

or –V10

or –V24

PINK

BLUE

FORMER

THROTTLE

POSITION

SENSOR

(TPS)

135*–T25

124*–T9

156–T10

135* –T25

GREEN

SEE NOTE

OLS

RETARDER

TID 1

TID 2 AND ABOVE

TRANSMISSION

BLACK

RED

OIL

BLACK

LEVEL

SENSOR

FORMER OLS

CURRENT OLS

RED

NOTE: These wires may pass through a bulkhead connector. See Appendix D For Detailed Terminal Location.

BLUE

D AB

WHITE

SUMP TEMP SENSOR

AND OIL LEVEL

SENSOR RETURN

OIL LEVEL

SENSOR POWER

OIL LEVEL

SENSOR SIGNAL

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

TEMP

SENSOR

135*–T25 GREEN

195–T13 YELLOW

124*–T9 PINK

165–T26 BLUE

162–T12 WHITE

T10 or V10

T25 or V24

T13

T9 or V8

T26

T12

T11

RTDR MOD.

SIGNAL

THROTTLE SIGNAL

TPS LO (ANALOG

TRANSID

RETURN

ECU

SENSOR POWER

OIL LEVEL SENSOR INPUT

C3PS INPUT

V07088.01.00

)

Figure 6–3. Code 14 Schematic Drawing

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

CODE 14 XX—OIL LEVEL SENSOR (OLS) (Figure 6-3)

The oil level sensor (OLS) must have been recognized by autodetect or manually selected using Allison DOC™ For PC–Service Tool before these codes can be logged. Refer to Allison publication GN3433EN, User Guide for Allison DOC™ For PC–Service Tool. See Paragraphs 1–9 and 1–10 for further information.

Code 14 12 indicates the ECU has detected a voltage signal in the low error zone.

Code 14 12 can be caused by:

• Faulty wiring to the OLS

• A faulty OLS

• A faulty ECU.

CAUTION:

OLS ground wire 135B is common to the TPS and the RMR devices. A power wire short-to-ground for any of these devices will cause “sensor failed low” codes (21 12 and 64 12) and shutdown of the electronic pushbutton or lever selector. An OLS signal open or short-to-ground results in a code 14 12 only. Code 14 23 should not occur in most instances. However, this code may be set if wire 165 (OLS Signal) is shorted to a wire carrying greater than

5.0V which is the maximum voltage signal from the oil level sensor.

Never use a volt/ohmmeter to measure any parameters on the OLS. Damage to the OLS will result.

DIAGNOSTIC CODES

A permanent maximum voltage signal generates a steady OLS sensor maximum count and a maximum ﬂuid level overﬁll indication. A maximum overﬁll indication occurs if signal wire 165 or power wire 124 is shorted to battery or the ground wire (wire 135) is open between the OLS and the sump temperature sensor branch. An open in the ground circuit wire 135 in the portion common to the OLS, TPS and RMR devices results in code 14 12, 21 23, and 64 23.

If the ECU software supports it, oil level sensor counts can be read by the Allison DOC™ For PC–Service Tool. For a complete description of ﬂuid level checking procedures using the oil level sensor, see Section 5. Normal operation of the OLS can be checked as follows: Attach the diagnostic tool and display OIL LEVEL COUNTS. Read the number of counts when the engine is not running, but the ignition is ON. The count reading should be near 255. Start the engine and observe the counts. In normal operation, the count should be 100–200 because the oil level drops when the engine starts and oil from the sump is delivered to other parts of the transmission.

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

other electronic control codes.

Main Code Subcode Meaning

14 12 Oil level sensor failed low 14 23 Oil level sensor failed high (not used)

A. Active Indicator Clearing Procedure:

• Power down

• Manual

• Self-clearing

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

CODE 14 XX—OIL LEVEL SENSOR (OLS) (Figure 6–3)

NOTE: Before troubleshooting, read Paragraph 6–6. Also, check the following:

• Fluid level, using dipstick

• Battery voltage

• ECU input voltage

• Other diagnostic codes

B. Troubleshooting:

The following procedure is to ﬁnd the cause for an OLS problem. The procedure is sequential. Follow the procedure until the cause for the OLS problem is found and repaired. Once the problem is found and repaired, STOP. For example, if the problem is ﬁxed in Step (3), there is no need to continue to the other steps.

1. Disconnect the external wiring harness at the transmission feedthrough connector. With the ignition ON, verify there is 5.0 VDC between the OLS power and ground pins (see page D–10) on the external harness connector. This is to verify that power and ground are getting to the OLS. If the

5.0 VDC is not present, check the wiring for the OLS power and ground circuits (wires 124–T9 and 135–T25, respectively). If there are no wiring problems (opens, shorts-to-ground, shorts-tobattery), and if the 5.0 VDC is present, go to Step (2).

DIAGNOSTIC CODES

2. Observe the OIL LEVEL COUNTS on the diagnostic tool while jumpering the OLS power pin to

3. If all tests prior to this have been normal, the problem is either in the OLS itself, the internal

4. Consult the appropriate transmission service manual for proper procedure and remove the control

CAUTION:

the OLS signal pin. If the count jumps from 0 to 250+, the OLS signal line is good and the ECU function is good. Continue to Step (3). If the count remains at zero, locate and repair problems in the wiring of OLS signal (wire 165–T26). If there are no wiring problems, and the count still remains at zero, the ECU may be bad. Go to Step (5).

harness wires or the transmission side of the feedthrough harness connection. Inspect the transmission feedthrough harness connector to be sure that the OLS power, ground and signal pins are not loose or out of position. Correct any connector problems found. Reconnect the external harness to the transmission feedthrough harness connector. See if code 14 12 recurs before continuing to Step (4).

module from the transmission. Remove the OLS from the channel plate. Reconnect the external harness to the transmission feedthrough connector, if not done in Step (3). With the ignition ON, observe the oil level counts on the diagnostic tool. With the OLS in normal position, the count should be 8–35. Invert the OLS and the count should be 192–255. If the counts are abnormal, replace the sensor. Check the new sensor in both normal and inverted positions. If the counts respond correctly, the problem should be resolved. Attach the new OLS to the channel plate and reinstall the control module using the appropriate transmission Service Manual for proper procedure.

Using an unmatched ECU/CIN combination may result in additional codes being set or in transmission clutch damage. Using an ECU from another vehicle is not a recommended procedure where the test will involve driving the vehicle. This is because the stored adaptive information is tuned to the original vehicle's transmission and those adaptive settings may not perform as expected in another vehicle. Transmission performance could be worse and damage to the clutches may occur.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

CODE 14 XX—OIL LEVEL SENSOR (OLS) (Figure 6–3)

NOTE: If using an ECU from another vehicle is unavoidable, the ECU must be set to unadapted shifts and

5. If the condition persists, replace the ECU with a test diagnostic ECU (P/N must match and it is recommended that the controller be loaded with the latest version of the CIN). 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 corrosion or damage which may cause an intermittent condition. If the original problem recurs, install a replacement ECU.

DIAGNOSTIC CODES

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

BLUE

BLACK

GRAY

TRANS FEEDTHROUGH HARNESS CONNECTOR

CURRENT

OLS

CODE 21 XX—THROTTLE OR PWM FAULT

DIAGNOSTIC CODES

“T” CONNECTOR

GRAY

ECU

BLACK

BLUE

“V” CONNECTOR

BLUE

TO RETARDER

TPS OR RMR CONNECTOR

CONTROL DEVICES

RTDR MODULATION

REQUEST

RESISTANCE

135*–T25

GREEN

MODULE

ACB

164–T11 YELLOW

(BLUE)

T10

T26

(GRAY)

V10

V24

T25

124*–T9

or –V8

or –V10

or –V24

PINK

BLUE

FORMER

THROTTLE

POSITION

SENSOR

(TPS)

135*–T25

156–T10

135* –T25

GREEN

SEE NOTE

OLS

RETARDER

TID 1

TID 2 AND ABOVE

TRANSMISSION

BLACK

RED

OIL

BLACK

LEVEL

SENSOR

FORMER OLS

CURRENT OLS

RED

NOTE: These wires may pass through a bulkhead connector. See Appendix D For Detailed Terminal Location.

BLUE

D AB

WHITE

SUMP TEMP SENSOR

AND OIL LEVEL

SENSOR RETURN

OIL LEVEL

SENSOR POWER

OIL LEVEL

SENSOR SIGNAL

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

TEMP

SENSOR

135*–T25 GREEN

195–T13 YELLOW

124*–T9 PINK

165–T26 BLUE

162–T12 WHITE

T10 or V10

T25 or V24

T13

T9 or V8

T26

T12

T11

RTDR MOD.

SIGNAL

THROTTLE SIGNAL

TPS LO (ANALOG

TRANSID

RETURN

ECU

SENSOR POWER

OIL LEVEL SENSOR INPUT

C3PS INPUT

V07088.01.00

)

Figure 6–4. Code 21 Schematic Drawing

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

CODE 21 XX—THROTTLE OR PWM FAULT (Figure 6–4)

The throttle sensor must have been recognized by autodetect or manually selected using the Allison DOC™ For PC–Service Tool before these codes can be logged. Refer to Allison publication GN3433EN, User Guide. See Paragraphs 1–9 or 1–10 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. This code may also indicate a PWM signal problem. A PWM signal is proportional to throttle position and comes from some source other than an analog throttle position sensor. 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 and shifts will not adapt.

NOTE: Code 21 XX in conjunction with code 33 XX or code 14 XX indicates the potential loss of common

ground wire 135 between the throttle, temperature sensor, and oil level sensor.

Main Code Subcode Meaning

21 12

21 23

DIAGNOSTIC CODES

Throttle position sensor failed low and ECU signals throttle default value

Throttle position sensor failed high and ECU signals a throttle default value

A. Active Indicator Clearing Procedure:

• Power down

• Manual

• Self-clearing

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

B. Troubleshooting:

1. Plug in the Allison DOC™ For PC–Service Tool, 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 OLS, RMR, retarder temperature sensor, sump temperature sensor, and 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 Allison DOC™ For PC–Service Tool to reset throttle calibration or cycle the ignition

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

3. If the throttle counts do not change or are erratic, test the throttle sensor wiring for opens, shorts

4. If the wiring is satisfactory, replace the throttle position sensor and adjust its linkage so the counts

5. If the throttle sensor and its linkage adjustment are correct and the wiring to the sensor is satisfac-

6. If the condition recurs, use a spare wire, if available, or provide a new wire (St. Clair P/N 200153

CAUTION:

CODE 21 XX—THROTTLE OR PWM FAULT (Figure 6–4)

5 times to reset the 0 percent and 100 percent settings. See the TPS section of this book (Appendix F) for installation and adjustment procedures.

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 E for repair information.

are not in the error zones (Appendix F).

tory, the condition is intermittent. Replace the sensor and properly adjust the new sensor.

may be used for this purpose) for the throttle sensor circuit. See Appendix E for connector repair information.

DIAGNOSTIC CODES

NOTE: If using an ECU from another vehicle is unavoidable, the ECU must be set to unadapted shifts and

7. If the condition persists, replace the ECU with a test diagnostic ECU (P/N must match and it is recommended that the controller be loaded with the latest version of the CIN). 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 corrosion or damage which may cause an intermittent condition. If the original problem recurs, install a replacement ECU.

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

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

(2) 500 Ohms, moving to 9000–15,000 Ohms as TPS is stroked (measured across

terminals A and B).

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

NOTESNOTES

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

BLUE BLUE

BLACK GRAY

CODE 22 XX—SPEED SENSOR/CIRCUITRY FAULT

DIAGNOSTIC CODES

ECU

SENSOR

T16

T32

CONNECTOR

ENGINE

SPEED

SENSOR

SEE NOTE 2

141–T14 TAN

150–T30 ORANGE

ENGINE SPEED HI

T14

ENGINE SPEED LO

T30

T CONNECTOR

(BLUE)

T14

T15

T31

T30

TRANSMISSION

MD PRODUCT LINE

TURBINE

SPEED

SENSOR

HD PRODUCT LINE

TURBINE

SPEED

SENSOR

OUTPUT

SPEED

SENSOR

NOTE 1: These wires may pass through a bulkhead connector or a sensor connector. NOTE 2: These wires may pass through a sensor connector.

See Appendix D For Detailed Terminal Location.

SEE NOTE 1

149–T15 ORANGE

140–T31 BLUE

139–

T16

YELLOW

148–

T32

GREEN

SEE NOTE 2

ECU

TURBINE SPEED HI

T15

TURBINE SPEED LO

T31

OUTPUT SPEED HI

T16

OUTPUT SPEED LO

T32

SPEED SENSOR CIRCUITS

Use twisted pairs of wires

V03361.02.00

Figure 6–5. Code 22 Schematic Drawing

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

CODE 22 XX—SPEED SENSOR/CIRCUITRY FAULT (Figure 6–5)

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 turbine speed is below 150 rpm when output speed is below 100 rpm and engine speed is above

400 rpm, Neutral Very Low (NVL) is commanded when N (Neutral) is the range selected. NVL is attained by turning D solenoid “ON” in addition to E solenoid. This causes the output to be locked (C4 and C5 clutch applied).

NOTE: If the 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

A. Active Indicator Clearing Procedure:

• Power down

• Manual

• Self-clearing

DIAGNOSTIC CODES

22 14 Engine Speed 22 15 Turbine Speed 22 16 Output Speed

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

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.

Table 6–1. Speed Sensor Temperature Resistance

Current Resistance (Ohms)

January, 2006

250 200 –40 –40 340 300 68 20 450 400 230 110

2. Remove the transmission harness connector from the ECU. Test 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 E 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.

Former Resistance (Ohms)

Before January, 2006

Temp ˚F Temp ˚C

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.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

CODE 22 XX—SPEED SENSOR/CIRCUITRY FAULT (Figure 6–5)

5. If the condition again recurs, connect the diagnostic tool and select the speed signal indicated by the trouble code. Drive the vehicle and watch 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). Refer to 3000 or 4000 Product Families Allison Tech Data Section C, Installation Data. Recheck the sensor wiring for intermittent conditions (Appendix A).

Using an unmatched ECU/CIN combination may result in additional codes being set or in transmission clutch damage. Using an ECU from another vehicle is not a

CAUTION:

NOTE: If using an ECU from another vehicle is unavoidable, the ECU must be set to unadapted shifts and

DIAGNOSTIC CODES

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

NOTESNOTES

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

BLUE

BLACK GRAY

ECU

BLUE

BATTERY POWER

BATTERY RETURN

SENSOR POWER

MODE INPUT

V1V17

DISPLAY

PSS P

ECU

PSS 8

PSS 4

PSS 2

PSS 1

GPO 6

SSS P

SSS 8

SSS 4

SSS 2

SSS 1

CODE 23 XX—SHIFT SELECTOR

DIAGNOSTIC CODES

S CONNECTOR

(BLACK)

BLUE

S16

S32

136–V1 PINK

143–V17 GRAY

COMMON TO PSS AND SSS

SELECTOR (PSS)

SELECTOR (SSS)

PSS ONLY

SSS ONLY

(IF PRESENT)

PRIMARY

SHIFT

CONNECTOR

AND

SECONDARY

SHIFT

CONNECTOR

(OPTIONAL)

S16

S32

S10

S14

S15

S25

S24

S23

S22

S21

S17

136*–S16

–S32

143

–S3 PINK

124

–S10 GREEN

175

–S14 BLUE

180

174 – S9 TAN

173 – S8 YELLOW

172–S7 BLUE

171–S6 GREEN

170– S5 ORANGE

176–S15 ORANGE

194–S25 TAN

193–S24 YELLOW

192–S23 BLUE

191–S22 GREEN

190–S21 ORANGE

VIM

E1 R1

A1 L1

VIM

R P

L E

PSS OR SSS

CONNECTOR

See Appendix D 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 J for more detail on splice letter designations.

Figure 6–6. Code 23 Schematic Drawing

V03362.01.00

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

CODE 23 XX—SHIFT SELECTOR (Figure 6–6)

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” (-/-)

23 13 Primary shift selector mode function fault.

23 14 Secondary shift selector fault—a “cateye”

23 15 Secondary shift selector mode function fault.

23 16 Shift selector display line fault

A. Active Indicator Clearing Procedure:

• Power down

• Manual

• Self-clearing

DIAGNOSTIC CODES

type display may occur

Mode change not permitted

(-/-) type display may occur

Mode change not permitted

NOTE: Before troubleshooting, read Paragraph 6–6.

B. Troubleshooting:

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

2. Test 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, OLS, RMR, retarder temperature sensor, and sump oil temperature sensor and is present in all three ECU connectors.

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

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.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

BLUE

BLACK GRAY

TPS

RMR

CONNECTOR

CODE 24 XX—SUMP FLUID TEMPERATURE

DIAGNOSTIC CODES

ECU

TRANS

FEEDTHROUGH

HARNESS

CONNECTOR

RETARDER

SENSOR

TEMP

135*–T25

THROTTLE

POSITION

SENSOR

(TPS)

BLUE

T CONNECTOR

(BLUE)

T27

T25

RETARDER

MODULATION

REQUEST (RMR)

RESISTANCE

MODULE

TID 1

TRANSMISSION

SUMP

TEMP

SENSOR

TID 2

** Added for

TID 2 temp sensor

NOTE: These wires may pass through a bulkhead connector.

FEEDTHROUGH

HARNESS

CONNECTOR

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

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

135

SEE NOTE

147–T27

–T25

GREEN

TAN

See Appendix D For Detailed Terminal Location

T25

ANALOG RETURN

SUMP TEMP

T27

ECU

V04845.00.02

Figure 6–7. Code 24 Schematic Drawing

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

CODE 24 XX—SUMP FLUID TEMPERATURE (Figure 6–7)

Main code 24 indicates the ECU has detected either a high or low ﬂuid temperature in the transmission sump (via the sump temperature sensor in the internal 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.

NOTE: When an ECU with a version 8 calibration (CIN=0A...) is used with a TransID 2 transmission,

24 XX codes are set because the ECU does not have the proper calibrations for the TID 2 thermistors. The ECU calibration must be updated to version 8A or later (CIN=0B).

TransID (TID) information related to thermistor changes is in Paragraph 1–11 and detailed troubleshooting information for TID 2 thermistors is shown in Appendix Q.

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

DIAGNOSTIC CODES

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

B. Troubleshooting:

Code 24 12:

1. If the outside temperature is between –32˚C (–26˚F) and –7˚C (+19˚F), the ECU will allow re- verse, neutral, and second-range start operation. Only hold override upshifts are allowed. Refer to Table 6–4. 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 124) which powers the sump temperature sensor is

shorted to ground. Wire 124 also powers the TPS, OLS, RMR, retarder temperature sensor, and shift selectors and is present in all three ECU connectors.

2. After allowing the temperatures to normalize, if ambient temperature does not match the sump temperature reading (test using the Allison DOC™ For PC–Service Tool), compare resistance versus sump ﬂuid temperature. Refer to Figure 6–8 for TID 1 thermistors and Appendix Q for TID 2 thermistors. If resistance test is acceptable, then test the sensor wiring for opens, shorts, or shorts-to-ground.

3. If the sensor wiring is satisfactory, drain the ﬂuid, remove the control module, and replace the temperature sensor. Refer to the appropriate transmission service manual.

Using an unmatched ECU/CIN combination may result in additional codes being set or in transmission clutch damage. Using an ECU from another vehicle is not a

CAUTION:

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

CODE 24 XX—SUMP FLUID TEMPERATURE (Figures 6–7, 6–8)

DIAGNOSTIC CODES

NOTE: If using an ECU from another vehicle is unavoidable, the ECU must be set to unadapted shifts and

4. If the condition persists, replace the ECU with a test diagnostic ECU (P/N must match and it is recommended that the controller be loaded with the latest version of the CIN). 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 corrosion or damage which may cause an intermittent condition. If the original problem recurs, install a replacement ECU.

TEMPERATURE SENSOR CHART

TEMP °C

2900

2700

2500

2300

2100

1900

1700

1500

1300

1100

900

TEMPERATURE SENSOR RESISTANCE IN OHMS

700

500

-60

-50

-40

-30

-20

-10 0

10 20

30 40 50 60 70 80 90

100 110 120 130 140 150 183

3.0°C

-40 --200 20406080100 120 140

TEMP

-58

-40

-22

-4 14 32 50 68 86

104 122 140 158 176 194 212 230 248 266 284

302 361

1.6°C

432 68 104 140 176 212 248 284 320 356

TEMPERATURE VS. RESISTANCE

OHMS

525 577 632 691 754 820 889 962

1039 1118 1202 1288 1379 1472 1569 1670 1774 1882 1993 2107 2225 2628

LOW PT

2.0°C

SUMP TEMPERATURE IN °F

SUMP TEMPERATURE IN °C

3.0°C

4.0°C

5.0°C

7.0°C

160 180

V01602.01

Figure 6–8.

TransID 1 Temperature Sensor Chart

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

CODE 24 XX—SUMP FLUID TEMPERATURE (Figures 6–7, 6–8)

DIAGNOSTIC CODES

Table 6–4. Transmission Operation as a Function of Temperature

Condition

Temperature sensor failed high (see code 33 23) Hot ﬂuid (code 24 23)—adaptive turned off;

limited to 4th range or hold override upshifts beyond 4th range (not limited in “emergency” calibration)

Output function “on” for sump temp above this temperature

Code 24 23 and Output function “off” for sump temp below this temperature

Retarder cutback begins Cool/cold ﬂuid; adaptive turned off Turbine reasonableness and speed tie-up tests

turned off Medium cold ﬂuid; R, N, D allowed, 2nd range

start (hold override upshifts only) All C3 Pressure Switch tests turned off Temperature sensor failed low (refer to code 33 12)

V8A, V9,

OA OB, OC, OD, OE OF

ºC ºF ºC ºF ºC ºF

177 350 182 359 182 359

128 262 128 262

121 250 121 250

116 240 116 240 118 244

N/A N/A N/A N/A 117 242

34 93 21 70 21 70

0 32 1 34 1 34

–7 19 –6 22 –6 22

–32 -25 –23 –10 –23 –10 –45 -49 –42 –44 –42 –44

V9A, V9B V9C

instantly @ >132;

60 sec @ >128; 15 min @ >121

instantly @ >132;

60 sec @ >128; 15 min @ >121

instantly @ >270;

60 sec @ >262; 15 min @ >250

instantly @ >270;

60 sec @ >262; 15 min @ >250

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 Allison DOC™ For PC–Service Tool. Observe the gauges and be sure the ﬂuid is hot 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. Test the ﬂuid temperature sensor wiring for opens, shorts, and shorts-to-ground. Compare the resistance readings of the sensor and the actual temperature as shown on the gauge with Figure 6–8 for TID 1 thermistors and Appendix Q for TID 2 thermistors. If wiring problems or a great difference between temperature and resistance compared with the chart are found, drain the ﬂuid, remove the control module, and replace the temperature sensor. Refer to the proper transmission service manual. If wiring problems are found, repair or replace as necessary.

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. Attach pressure gauges to the cooling system (from a “to cooler” connection to a point after the cooling circuit ﬁlter) and test for pressure drop problems. If pressure drop is excessive (Table 6–5), check for a plugged cooler ﬁlter, collapsed lines, obstructions, etc.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

CODE 24 XX—SUMP FLUID TEMPERATURE (Figures 6–7, 6–8)

6. If the ﬂuid level is correct and the cooling circuits satisfactory, drain the ﬂuid, remove the control module, and inspect for damaged valve body gaskets. Replace any damaged gaskets. Refer to the appropriate transmission service manual.

7. If no problems are found in the control module area, remove the transmission and disassemble, inspecting for causes of overheating (stuck stator, plugged oriﬁces, dragging clutches, etc.). Refer to the proper transmission service manual.

Table 6–5. External Hydraulic Circuit Characteristics

Basic, PTO, 93˚C (200˚F) Sump Temperature

DIAGNOSTIC CODES

4000 PRODUCT FAMILY

CONVERTER OPERATION

MAXIMUM COOLER FLOW

AT MINIMUM PRESSURE DROP

Input

rpm

600 0.22 3.4 0 0

900 0.38 6.1 0 0 1200 0.55 8.7 0 0 1500 0.80 12.7 0 0 1800 1.03 16.4 0 0 2100 1.13 18.0 0 0 2300 1.20 19.0 0 0

Flow Pressure Drop

L/s gpm kPa psi L/s gpm kPa psi

CONVERTER OPERATION

COOLER FLOW AT MAXIMUM

ALLOWABLE PRESSURE DROP

Input

rpm

600 0.20 3.2 31 4.5

900 0.37 5.8 63 9.1 1200 0.55 8.7 108 15.7 1500 0.77 12.2 167 24.2 1800 0.92 14.5 213 30.9 2100 0.97 15.3 238 34.5 2300 1.00 15.9 250 36.3

Flow Pressure Drop

Table 6–6. External Hydraulic Circuit Characteristics

Basic, PTO, 93˚C (200˚F) Sump Temperature

3000 PRODUCT FAMILY

CONVERTER OPERATION

MAXIMUM COOLER FLOW

AT MINIMUM PRESSURE DROP

Input

rpm

600 0.10 1.6 0 0 600 0.10 1.6 0 0

800 0.23 3.7 0 0 800 0.23 3.7 0 0 1200 0.47 7.4 0 0 1200 0.50 7.9 0 0 1400 0.61 9.7 0 0 1400 0.63 10.0 0 0 1600 0.74 11.7 0 0 1600 0.77 12.2 0 0 2000 0.94 14.9 0 0 2000 0.95 15.1 0 0 2400 1.19 18.9 0 0 2400 1.12 17.8 0 0 3200 1.28 20.3 0 0 2800 1.22 19.3 0 0

Flow Pressure Drop

L/s gpm kPa psi L/s gpm kPa psi

Input

rpm

3200 1.28 20.3 0 0

LOCKUP OPERATION

MAXIMUM COOLER FLOW

AT MINIMUM PRESSURE DROP

Flow Pressure Drop

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

CODE 24 XX—SUMP FLUID TEMPERATURE (Figures 6–7, 6–8)

CONVERTER OPERATION

MAXIMUM ALLOWABLE

PRESSURE DROP

Input

rpm

600 0.10 1.6 10 1.5

800 0.22 3.5 40 5.8 1200 0.45 7.1 159 23.1 1400 0.57 9.0 252 36.6 1600 0.67 10.6 338 49.0 2000 0.80 12.7 481 69.8 2400 0.85 13.5 549 79.6 3200 0.85 13.5 549 79.6

Flow Pressure Drop

L/s gpm kPa psi

DIAGNOSTIC CODES

LOCKUP OPERATION

MAXIMUM ALLOWABLE

PRESSURE DROP

Input

rpm

600 0.10 1.6 5 0.7

800 0.23 3.7 46 6.7 1200 0.48 7.6 148 21.5 1400 0.62 9.8 247 35.8 1600 0.73 11.6 346 50.2 2000 0.90 14.3 561 81.4 2400 1.07 17.0 737 106.9 2800 1.10 17.4 770 111.7 3200 1.10 17.4 791 114.7

Flow Pressure Drop

L/s gpm kPa psi

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

BLUE BLUE

BLACK GRAY

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

DIAGNOSTIC CODES

X RANGE

SENSOR

CONNECTOR

ENGINE

SPEED

SENSOR

ECU

SEE NOTE 2

141–T14 TAN

150–T30 ORANGE

T16

T32

T31

ENGINE SPEED HI

T14

ENGINE SPEED LO

T30

T CONNECTOR

(BLUE)

T14

T15

T30

TRANSMISSION

MD PRODUCT LINE

TURBINE

SPEED

SENSOR

HD PRODUCT LINE

TURBINE

SPEED

SENSOR

OUTPUT

SPEED

SENSOR

NOTE 1: These wires may pass through a bulkhead connector or a sensor connector. NOTE 2: These wires may pass through a sensor connector.

See Appendix D For Detailed Terminal Location.

SEE NOTE 1

149–T15 ORANGE

140–T31 BLUE

139–

T16

YELLOW

148–

T32

GREEN

SEE NOTE 2

ECU

TURBINE SPEED HI

T15

TURBINE SPEED LO

T31

OUTPUT SPEED HI

T16

OUTPUT SPEED LO

T32

SPEED SENSOR CIRCUITS

Use twisted pairs of wires

V03361.02.00

Figure 6–9. Code 25 Schematic Drawing

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

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

DIAGNOSTIC CODES

X RANGE (Figure 6–9)

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 00 Output speed sensor, detected at zero speed, Low range C3, C6 25 11 Output speed sensor, detected at zero speed, 1st range C1, C5 25 22 Output speed sensor, detected at zero speed, 2nd range C1, C4 25 33 Output speed sensor, detected at zero speed, 3rd range C1, C3 25 44 Output speed sensor, detected at zero speed, 4th range C1, C2 25 55 Output speed sensor, detected at zero speed, 5th range C2, C3 25 66 Output speed sensor, detected at zero speed, 6th range C2, C4

Applied

Clutches

25 77 Output speed sensor, detected at zero speed, Reverse C3, C5

A. Active Indicator Clearing Procedure:

• Power down

• Manual

• Self-clearing

NOTE: Before troubleshooting, read Paragraph 6–6. Also, test 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 be sure of 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 Allison DOC™ For PC–Service Tool 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. If the output speed sensor and wiring are satisfactory, install pressure gauges into the appropriate clutch pressure taps. See the appropriate transmission service manual or Appendix B in this manual and make the shift again. See if either of the clutches has low or no pressure. Lack of pressure in C1 in ﬁrst range may be due to a G solenoid stuck closed. Lack of pressure in C5 in ﬁrst range may be due to an E solenoid stuck closed.

5. If a clutch is leaking pressure, drain the ﬂuid, remove the control module 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 (Figure 6–1). Refer to the appropriate transmission service manual for replacement procedure.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

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

DIAGNOSTIC CODES

X RANGE (Figure 6–9)

6. 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.

7. 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.

8. If a noisy sensor is found, test the sensor resistance (refer to the sensor resistance chart below) and test its wiring for opens, shorts, and shorts-to-ground (see code 22 XX). Also closely inspect the terminals in the connectors for corrosion, contamination, or damage. Be sure the wiring to the sensors is a properly twisted wire pair. Remove sensor and inspect for damage at the tone wheel end. Inspect 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 is incorrect and isolate and repair any noted wiring problems. Refer to the appropriate service manual for proper procedure. Use St. Clair P/N 200153 Service Harness Twisted Pair for this procedure.

Table 6–2. Speed Sensor Temperature Resistance

Current Resistance (Ohms)

January, 2006

250 200 –40 –40 340 300 68 20 450 400 230 110

Former Resistance (Ohms)

Before January, 2006

Temp ˚F Temp ˚C

9. 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.

Using an unmatched ECU/CIN combination may result in additional codes being set or in transmission clutch damage. Using an ECU from another vehicle is not a

CAUTION:

NOTE: If using an ECU from another vehicle is unavoidable, the ECU must be set to unadapted shifts and

10. If the condition persists, replace the ECU with a test diagnostic ECU (P/N must match and it is recommended that the controller be loaded with the latest version of the CIN). 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 corrosion or damage which may cause an intermittent condition. If the original problem recurs, install a replacement ECU.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

CODE 26 XX—THROTTLE SOURCE/ENGINE COOLANT SOURCE

DIAGNOSTIC CODES

NOT DETECTED

Main code 26 occurs when the ECU has not detected either a throttle source or an engine coolant source. This is a new code related to the autodetect feature which is described in Paragraphs 1–9 or 1–10.

Main Code Subcode Meaning

26 00 Throttle source not detected 26 11 Engine coolant source not detected

Code 26 00 means the ECU has not detected the presence of engine throttle data or analog circuitry. For details about autodetect or using the Allison DOC™ For PC–Service Tool to select a throttle source, see Paragraphs 1–9 or 1–10 and Allison publication GN3433EN, User Guide for the Allison DOC

Code 26 11 means that the ECU has not detected the presence of engine coolant temperature data or analog circuitry. For details about autodetect or using Allison DOC™ For PC–Service Tool to select an engine coolant temperature source, see Paragraphs 1–9 or 1–10 and Allison publication GN3433EN, User Guide for the Allison DOC™ For PC–Service Tool.

A. Active Indicator Clearing Procedure

• Power down

• Manual

 For PC–Service Tool.

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.

2. When code 26 11 is logged and an analog engine coolant temperature sensor is being used, refer to code 62 XX for troubleshooting steps. If a J1587 or J1939 engine coolant temperature signal is being used, refer to code 66 00 for troubleshooting steps.

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

BLUE

BLACK

GRAY

C3 PS

CONNECTORS

PRESSURE

SWITCH

ON HARNESS

TID 1

ONLY

CODE 32 XX—C3 PRESSURE SWITCH

ON SWITCH

DIAGNOSTIC CODES

TRANSMISSION FEEDTHROUGH

HARNESS

CONNECTOR

TRANSMISSION

195*–T13 YELLOW

135*–T25 GREEN

SEE NOTE

T13

T25

TRANSID

ANALOG RETURN

ECU

See Appendix D 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 J for more detail on splice letter designations.

NOTE: These wires may pass through a bulkhead connector.

162–T12 WHITE

ECU

BLACK

BLUE

C3 PS

T12

GRA

BLUE

T CONNECTOR

(BLUE)

T16

T13

T12

T17

V04848.00.01

Figure 6–10. Code 32 Schematic Drawing

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

CODE 32 XX—C3 PRESSURE SWITCH (Figure 6–10)

Main code 32 indicates the transmission gear ratio is correct, but the C3 pressure switch is open when it should be closed.

NOTE: When an ECU with a version 8 or 8A calibration is used with a pre-TransID transmission, 32 XX

codes are set because the ECU sees wire 195 is open. To correct this condition, convert to a TID 1 internal harness or install Adapter P/N 200100 available from St. Clair Technologies. See addresses on Page 1–7.

Further TransID (TID) information is in Paragraph 1–11.

Main Code Subcode Meaning

32 00 C3 switch open in low range (MD 3070 or HD 4070 only) 32 33 C3 switch open in third range 32 55 C3 switch open in ﬁfth range 32 77 C3 switch open in reverse range

A. Active Indicator Clearing Procedure:

• Power down

• Manual

• Self-clearing

DIAGNOSTIC CODES

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

B. Troubleshooting:

1. Disconnect the transmission “T” harness connector at the ECU and the transmission. Test the C3 switch circuit for opens, shorts to other wires, shorts-to-ground, or short-to-battery. If wiring problems are found, isolate and repair. The C3 pressure switch closes at 206.8 ± 48 kPa (30 ± 7 psi); resistance should be 2 Ohms maximum when the switch is closed and 20,000 to inﬁnity when the switch is open. Inﬁnity is often indicated as OL (over limit) on a DVOM.

2. If problems are not found in the external harness, drain the ﬂuid, remove the control module, and test the internal harness for opens, shorts between wires, or shorts-to-ground. Refer to the appropriate transmission service manual. If wiring problems are found, isolate and repair (see Appendix E, Paragraph 1–9).

3. If no wiring problems are found, replace the C3 pressure switch. Refer to the appropriate transmission service manual.

4. 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 C3 pressure switch circuit.

5. If the problem recurs again, replace the internal harness.

Using an unmatched ECU/CIN combination may result in additional codes being set or in transmission clutch damage. Using an ECU from another vehicle is not a

CAUTION:

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

CODE 32 XX—C3 PRESSURE SWITCH

NOTE: If using an ECU from another vehicle is unavoidable, the ECU must be set to unadapted shifts and

DIAGNOSTIC CODES

(Figure 6–10)

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

DIAGNOSTIC CODES

NOTESNOTES

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

BLUE BLUE

BLACK GRAY

TPS

RMR

CONNECTOR

CODE 33 XX—SUMP OIL TEMPERATURE SENSOR

DIAGNOSTIC CODES

ECU

TRANS

FEEDTHROUGH

HARNESS

CONNECTOR

THROTTLE

POSITION

SENSOR

(TPS)

BLUE

RETARDER

TEMP

SENSOR

135*–T25

T CONNECTOR

T27

RETARDER

MODULATION

REQUEST (RMR)

RESISTANCE

MODULE

(BLUE)

T25

TID 1

TRANSMISSION

SUMP

TEMP

SENSOR

TID 2

** Added for

TID 2 temp sensor

NOTE: These wires may pass through a bulkhead connector.

FEEDTHROUGH

HARNESS

CONNECTOR

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

–T25

135

GREEN

SEE NOTE

147–T27

See Appendix D For Detailed Terminal Location

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

TAN

T25

ANALOG RETURN

SUMP TEMP

T27

Figure 6–11. Code 33 Schematic Drawing

ECU

V04845.00.02

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

CODE 33 XX—SUMP OIL TEMPERATURE SENSOR (Figure 6–11)

NOTE: When an ECU with a version 8 calibration (CIN=0A...) is used with a TransID 2 transmission, 33 XX

codes are set because the ECU does not have the proper calibrations for the TID 2 thermistors. The ECU calibration must be updated to version 8A (CIN=0B...).

TransID (TID) information related to thermistor changes is in Paragraph 1–11 and detailed troubleshooting information for TID 2 thermistors is shown in Appendix Q.

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 (93ºC; 200ºF). Temperatures above or below normal cause poor shift quality.

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 33 23 Sump oil temperature sensor failed high

DIAGNOSTIC CODES

A. Active Indicator Clearing Procedure:

• Power down

• Manual

• Self-clearing

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

B. Troubleshooting:

NOTE: Code 33 12 can be caused when the +5V power line (wire 124) is shorted to ground or open. Wire 124

also provides power for the OLS, TPS, RMR, retarder temperature sensor, and shift selectors and is present in all three ECU connectors.

1. If possible, test the sump temperature with a Allison DOC™ for PC–Service Tool. Use the fastest sample rate available on the Allison DOC mentary changes due to an intermittent open or short to ground. If Allison DOC™ for PC–Service Tool is not available, use the shift selector display to determine if the code is active (Paragraph 6–2). Disconnect the transmission “T” harness at the ECU and test the resistance of the sensor and compare with Figure 6–12 for TID 1 and earlier sensors. Refer to Appendix Q for TID 2 and later sensors.

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.

 for PC–Service Tool. This is necessary to catch mo-

3. Disconnect the external harness at the transmission. Inspect the connectors and terminals for dirt, corrosion, or damage. Clean or replace as necessary.

4. Test 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 E.

Allison Transmission TS2973EN Troubleshooting Manual

Specifications and Main Features

Frequently Asked Questions

User Manual

FOREWORD—How to Use This Manual

IMPORTANT SAFETY NOTICE

WARNINGS, CAUTIONS, AND NOTES

TRADEMARKS USED IN THIS MANUAL

SHIFT SELECTOR TERMS AND DISPLAY INDICATIONS

TABLE OF CONTENTS

1–1. TRANSMISSION

Figure 1–1. Electronic Control Unit Block Diagram

Figure 1–2. WTEC III Electronic Control Components

1–2. ELECTRONIC CONTROL UNIT (ECU)

Figure 1–3. Electronic Control Unit (ECU)

Figure 1–4. Pushbutton Shift Selectors

Figure 1–5. Typical Lever Shift Selector

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

Figure 1–6. Throttle Position Sensor (Without Mounting Brackets)

1–5. SPEED SENSORS (Figure 1–7)

Figure 1–7. Speed Sensors

1–6. CONTROL MODULE (Figure 1–8)

Figure 1–8. WTEC III Control Modules

1–7. WIRING HARNESSES

Figure 1–9. WTEC III External Wiring Harnesses

Figure 1–10. WTEC III Internal Wiring Harness

1–8. VEHICLE INTERFACE MODULE (Figure 1–11)

Figure 1–11. Vehicle Interface Module (VIM)

1–9. AUTODETECT FEATURE (V8, V8A, V9 SOFTWARE)

1–10. AUTODETECT FEATURE (V9A, V9B, AND V9C SOFTWARE)

1–11. TRANSID FEATURE

Table 1–1. TransID 1 S/N Breakpoint

Table 1–2. TransID 2 S/N Breakpoint

Table 1–3. New Retarder Temperature Sensor S/N Breakpoint

Table 1–5. ECU/TransID Compatibility

Table 1–6. TID 3 S/N Break Point

Using New Replacement Transmissions (TID 3)

Rebuilding With Dynax Clutch Plates

SECTION 2—DEFINITIONS AND ABBREVIATIONS

2–1. CHECK TRANS LIGHT

2–2. ALLISON TRANSMISSION DIAGNOSTIC TOOL

2–3. ABBREVIATIONS

SECTION 3—BASIC KNOWLEDGE

3–1. BASIC KNOWLEDGE REQUIRED

3–2. USING THE TROUBLESHOOTING MANUAL

3–3. SYSTEM OVERVIEW

3–4. IMPORTANT INFORMATION IN THE TROUBLESHOOTING PROCESS

3–5. BEGINNING THE TROUBLESHOOTING PROCESS

SECTION 4—WIRE TESTING PROCEDURES

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

Figure 4–1. Open Circuit

Figure 4–2. Short Between Wires and to Ground

Figure 4–3. Testing for Continuity

Figure 4–4. Short Between Wires and to Ground

SECTION 5—OIL LEVEL SENSOR

5–1. INTRODUCTION

Figure 5–1. Oil Level Sensor

Figure 5–2. Current Oil Level Sensor Orientation

5–2. ELECTRONIC FLUID LEVEL CHECK (SHIFT SELECTOR)

Table 5–1. Invalid for Display Codes

5–3. ELECTRONIC FLUID LEVEL CHECK (Allison DOC™ For PC–Service Tool)

Table 5–2.

SECTION 6—DIAGNOSTIC CODES

6–1. DIAGNOSTIC CODE MEMORY

Table 6–1. Code List

6–2. CODE READING AND CODE CLEARING

6–3. DIAGNOSTIC CODE RESPONSE

6–4. SHIFT SELECTOR DISPLAYS RELATED TO ACTIVE CODES

6–5. DIAGNOSTIC CODE LIST AND DESCRIPTION

Table 6–2. 3000 and 4000 Product Families Diagnostic Codes

6–6. DIAGNOSTIC CODE TROUBLESHOOTING

Figure 6–1. Control Module Solenoid Location

CODE 13 XX—ECU INPUT VOLTAGE

Figure 6–2. Code 13 Schematic Drawing

Table 6–3. Voltage Chart

CODE 14 XX—OIL LEVEL SENSOR (OLS)

Figure 6–3. Code 14 Schematic Drawing

CODE 21 XX—THROTTLE OR PWM FAULT

Figure 6–4. Code 21 Schematic Drawing

CODE 22 XX—SPEED SENSOR/CIRCUITRY FAULT