TS3977EN - PDF Allison 1000-2000 Family PDF

1000 AND1000 AND 2000
2000 PRODUCT PRODUCT

FAMILIES FAMILIES TROUBLESHOOTING
TROUBLESHOOTING MANUAL—ALLISON 4MANUAL
th – CONTROLS
GENERATION
ALLISON 4TH GENERATION CONTROLS
DIAGNOSTIC TROUBLE CODES (DTC) PREFACE
Welcome to the TS3977EN 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
Copyright© 2005 General Motors Corp.

Troubleshooting 2006 JANUARY
TS3977EN
Manual
Allison Transmission
1000 and 2000 Product Families
Allison Transmission, General Motors Corporation

P.O. Box 894 Indianapolis, Indiana 46206-0894
www.allisontransmission.com
Printed in USA Copyright © 2006 General Motors Corporation

1000 AND 2000 PRODUCT FAMILIES TROUBLESHOOTING MANUAL—ALLISON 4th GENERATION CONTROLS
FOREWORD — How to Use This Manual
This manual provides troubleshooting information for Allison Transmission 1000 and 2000 Product Families
transmissions. Service Manual SM4006EN, Mechanics Tips MT4007EN, and Parts Catalog PC3062EN may be
used in conjunction with this manual.
This manual includes:

• Description of the 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 rear cover. Check with your Allison Transmission service
outlet for the currently applicable publication. Additional copies of this publication may be purchased from
authorized Allison Transmission service outlets. 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 service of wiring harnesses and wiring harness components as
follows:
• Repair parts for the internal wiring harness 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
the vehicle OEM or the OEM is responsible for warranty on these parts.
ii Copyright© 2006 General Motors Corp.

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:
Is used when an operating procedure, practice, etc., which, if not correctly followed,
WARNING! could result in injury or loss of life.
Is used when an operating procedure, practice, etc., which, if not strictly observed,
CAUTION: could result in damage to or destruction of equipment.
NOTE: Is used when an operating procedure, practice, etc., is essential to highlight.
Copyright© 2006 General Motors Corp. iii

TRADEMARKS USED IN THIS MANUAL
The following trademarks are the property of the companies indicated:

• Adobe® Acrobat® Reader® are registered trademarks of Adobe Systems Incorporated.
• Allison DOC™ For PC—Service Tool is a trademark of General Motors Corporation.
• LPS® Cleaner is a registered trademark of LPS Laboratories.
• Loctite® is a registered trademark of the Loctite Corporation.
• Teflon ® is a registered trademark of the DuPont Corporation.
• Windows® 95, Windows® 98, Windows® XP, and Windows NT® are trademarks of Microsoft Corporation.
SERVICE LITERATURE
This service literature provides fully illustrated instructions for operation, maintenance, service, overhaul, and parts
support for your transmission. For maximum performance and service life from you unit, you may order
publications from:
SGI, Inc.
Attn: Allison Literature Fulfillment Desk
8350 Allison Avenue
Indianapolis, IN 46268
TOLL FREE: 888-666-5799
INTERNATIONAL: 317-471-4995
1000 and 2000 Product Families Service Literature

Publication Name Publication No.
Allison DOC™ For PC–Service Tool User Guide GN3433EN
Automatic Transmission Fluid Technician’s Guide GN2055EN
*Mechanic’s Tips MT4007EN
*In-Chassis Maintenance GN4008EN
*Emergency Vehicle Series Operator’s Manual OM3761EN
*Highway Series Operator’s Manual OM3757EN
*Rugged Duty Series Operator’s Manual OM3759EN
*Motorhome Series Operator’s Manual OM3364EN
*Pupil Transport/Shuttle Series Operator’s Manual OM3758EN
*Bus Series Operator’s Manual OM3765EN
*1000, 2000, 2400 Operator’s Manual OM3063EN
*Owner’s Manual (2000MH) OM3364EN
*Parts Catalog PC3062EN
Parts Catalog On CD-ROM CD3062EN
Principles Of Operation PO4009EN
Service Manual SM4006EN
Troubleshooting Manual—Allison 4th Generation Controls TS3977EN
* Also Available On The Internet At www.allisontransmission.com
iv Copyright© 2006 General Motors Corp.

1000 AND1000 AND 2000
th – CONTROLS
GENERATION
TABLE OF CONTENTS
Page
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ii
SAFETY INFORMATION
Important Safety Notice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii
Warnings, Cautions, and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii
Trademarks Used in This Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iv
Service Literature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iv
SECTION 1. GENERAL DESCRIPTION

1–1. TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–1
1–2. TRANSMISSION CONTROL MODULE (TCM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–3
1–3. SHIFT SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–3
A. Shift Selector Range Positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–3
B. Manual Selector Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–4
C. Internal Mode Switch (IMS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–5
1–4. THROTTLE POSITION SENSOR (TPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–5
1–5. SPEED SENSORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–6
A. Input (Engine) Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–6
B. Turbine Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–6
C. Output Speed Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–7
1–6. CONTROL VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–7
A. Main Modulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–8
1–7. WIRING HARNESSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–8
A. External Wiring Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–8
B. Internal Wiring Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–10
SECTION 2. DEFINITIONS AND ABBREVIATIONS

2–1. CHECK TRANS LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–1
2–2. RANGE INHIBIT RESPONSES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–1
2–3. ALLISON DOC™ FOR PC–SERVICE TOOL INHIBITS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–1
2–4. ALLISON DOC™ FOR PC–SERVICE TOOL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–4
2–5. ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–5
SECTION 3. BASIC KNOWLEDGE

3–1. BASIC KNOWLEDGE REQUIRED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–1
3–2. USING THE TROUBLESHOOTING MANUAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–1
3–3. SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–1
3–4. IMPORTANT INFORMATION IN THE TROUBLESHOOTING PROCESS. . . . . . . . . . . . . . . . .3–2
3–5. BASIC TROUBLESHOOTING INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–3
3–6. TCM DIAGNOSTIC PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–9
3–7. RESETTING OF TCM PARAMETERS TO SUPPORT ENGINE UPDATE. . . . . . . . . . . . . . . . . .3–9
3–8. RESETTING TCM SEM AUTOSELECT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–10
Copyright© 2006 General Motors Corp. v

1000 AND1000 AND 2000
th – CONTROLS
GENERATION
TABLE OF CONTENTS (Continued)
Page
SECTION 4. WIRE CHECK PROCEDURES

4–1. CHECKING OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND . . . . . . . . . 4–1
4–2. CHECKING AT TRANSMISSION CONNECTOR AND THE INTERNAL HARNESS
FOR OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND. . . . . . . . . . . . . . . . 4–2
SECTION 5. DIAGNOSTIC TROUBLE CODES (DTC)

5–1. DTC MEMORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1
5–2. FAILURE RECORDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1
5–3. DTC READING AND DTC CLEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–3
A. Clearing DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–3
B. Clearing Active Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–3
5–4. BEGINNING THE TROUBLESHOOTING PROCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–3
A. Starting Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–3
B. Solenoid Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–4
C. Wire/Terminal Numbering Scheme. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–4
D. Available Diagnostic Adapters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–4
5–5. DIAGNOSTIC TROUBLE CODES (DTCs—Includes Index) . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–10
SECTION 6. INPUT AND OUTPUT FUNCTIONS

6–1. SPECIAL INPUT AND OUTPUT FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1
A. Input Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1
B. Output Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1
SECTION 7. GENERAL TROUBLESHOOTING OF PERFORMANCE COMPLAINTS . . . . . . . . . . 7–1
APPENDICES
A. DIAGNOSING INTERMITTENT DTCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1
B. MAIN PRESSURE CHECK PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
C. SOLENOID AND CLUTCH TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
D. WIRE/CONNECTOR TABLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
E. CONNECTOR REPAIR INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
F. THROTTLE POSITION SENSOR ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
G. WELDING ON VEHICLE/VEHICLE INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
H. HYDRAULIC SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
J. WIRING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J–1
K. RESISTANCE vs. TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–1
L. ELECTRONIC INTERFERENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–1
M. Allison DOC™ FOR PC–SERVICE TOOL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M–1
N. INPUT/OUTPUT FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N–1
P. J1939 HARDWARE AND TCM CONNECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P–1
R. FLUID CHECK PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R–1
vi Copyright© 2006 General Motors Corp.

SECTION 1—GENERAL DESCRIPTION
1–1. TRANSMISSION
The 1000 and 2000 Product Families Allison 4th Generation Controls system features closed-loop clutch control to
provide superior shift quality over a wide range of operating conditions. The 1000 and 2000 Product Families
configurations can be programmed to provide five forward speeds (six forward speeds in GM truck applications),
neutral, and reverse. The fifth and sixth ranges are overdrive gear ratios. The 1000 and 2000 Product Families
incorporates a variety of standard and optional design features.
Figure 1–1 is a block diagram of the basic system inputs and outputs.
PRESSURE SWITCH MANIFOLD

INTERNAL MODE SWITCH
SPEED SENSORS SOLENOIDS

(VBS, ON/OFF)
THROTTLE POSITION SENSOR
TCM
VEHICLE/ENGINE TEMPERATURE SENSOR
COMMUNICATION LINKS (SUMP/ENGINE)
INPUTS
OUTPUTS
V05726.00.01
Figure 1–1. Transmission Control Module Block Diagram
Figure 1–2 shows the electronic control components.

Electronic Controls consist of the following elements:
• Remote 12V or 24V Transmission Control Module (TCM)
• Throttle Position Sensor (TPS), electronic engine throttle data, or PWM signal
• Speed Sensors—Input (Engine), Turbine, and Output
• Control Valve Assembly (Electro-Hydraulic Valve Body)
• Internal Mode Switch (IMS)
• Pressure Switch Manifold (PSM)
• Wiring Harnesses
NOTE: All external harnesses are OEM-supplied.
Copyright© 2006 General Motors Corp. 1–1

GENERAL DESCRIPTION
TRANSMISSION
CONTROL
MODULE
(TCM)
TRANSMISSION
HARNESS
80-WAY
CONNECTOR
J1939
CONNECTOR
OEM SUPPLIED
INTERFACE HARNESS
ENGINE
SPEED SENSOR
CONNECTOR
OUTPUT
SPEED SENSOR
CONNECTOR
TURBINE
SPEED SENSOR
CONNECTOR
THROTTLE POSITION
SENSOR (TPS)
CONNECTOR
(OPTIONAL)
THROTTLE
POSITION
SENSOR (TPS)
24-WAY MAIN 20-WAY

TRANSMISSION CONNECTOR
CONNECTOR (OPTIONAL)
NOTE: Illustration is not to scale. Actual harness
configuration may differ from this illustration.
V06475.03.00
.
Figure 1–2. Electronic Control Components
1–2 Copyright© 2006 General Motors Corp.

GENERAL DESCRIPTION
1–2. TRANSMISSION CONTROL MODULE (TCM)
The electronic control of the transmission is performed by a microcomputer. The microcomputer is an independent
controller and is referred to as a Transmission Control Module (TCM). TCMs are available in both 12V and 24V
configurations to match the configuration of the vehicle electrical system.
The TCM (refer to Figure 1–3) receives and processes signals from various switches and sensors. The TCM
determines shift sequences, shift timing, and clutch apply and release pressures. The TCM uses the information to
control transmission solenoids and valves, supply system status, and provide diagnostic information.
V09005.00.00
Figure 1–3. Transmission Control Module (TCM)
1–3. SHIFT SELECTOR

The vehicle is equipped with a lever-type shift selector (refer to Figure 1–4). In addition to the lever assembly
provided for the operator, other components associated with the shift selector are the manual selector valve in the
main control valve body and an Internal Mode Switch (IMS) mounted on the selector shaft inside the transmission
oil pan. Shift selector components (with the exception of the transmission selector shaft) are customer-supplied.
A. Shift Selector Range Positions

The operator chooses the transmission range by moving the selector lever to the appropriate gate
position (refer to Figure 1–4). When properly adjusted, the shifter gates prevent inadvertent shifting
between ranges and correspond to the internal transmission detent positions. A positive detent is
provided in the transmission to maintain the selector shaft in the selected position.

GENERAL DESCRIPTION
SHIFT SELECTOR
P
R
N
OD
D
2
1
TOP VIEW
V06476.01.00
Figure 1–4. Typical Lever-Type Shift Selector
The TCM shift calibration determines the available forward ranges for each selector position.
Although specific installations vary, typical selector positions for the 1000 and 2000 Product Families
are:
P—Park. Parking pawl or parking brake is engaged, if available. This position is not available on all
shift selectors.
R—Reverse.
N—Neutral. May be used when starting the engine and for stationary operations.
OD—Overdrive. The highest forward range used for normal driving. The transmission shifts to first
range for starting, then automatically upshifts through the ranges (as operating conditions permit)
until the highest range is attained.
D, 2, 1—Forward Range. The transmission shifts to first range for starting. The range selected on the
shift selector is the highest range which will be attained during automatic shifting (on GM truck
applications, a position M is used for Tap Up/Tap Down functionality).
B. Manual Selector Valve
The manual shift selector shaft is attached to the manual selector valve within the transmission main
control valve body. The selector valve has three positions: reverse, neutral, and forward.
NOTE: For transmissions equipped with a P (Park) position, the selector valve remains in
the neutral position when the selector is moved to P (Park).
The neutral and reverse selector valve positions (refer to Appendix H—Hydraulic Schematics)
exhaust the C1 and C2 rotating clutches. By exhausting C1 and C2 clutches, forward range is
inhibited. This provides the capability for the operator to override the electronically commanded
ranges if neutral is required.

GENERAL DESCRIPTION
C. Internal Mode Switch (IMS)
An internally-mounted switch, commonly called an Internal Mode Switch or IMS (refer to Figure 1–5),
mounts inside the transmission oil pan at the shift selector shaft. The IMS detects the angular position of
the shift selector shaft. This position is communicated to the TCM so that certain vehicle control
functions can be coordinated with the position of the shift controls. The neutral signal output of the IMS
is typically used as confirmation that the transmission is in neutral before the engine starter is engaged.
V09076.00.00
Figure 1–5. Internal Mode Sensor (IMS)
1–4. THROTTLE POSITION SENSOR (TPS)
The Throttle Position Sensor (TPS) can be mounted to the engine, chassis, or transmission. The TPS (refer to
Figure 1–6) 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 TCM through the external harness. The voltage signal indicates the throttle position and, in combination with
other input data, determines shift timing.
B
A
C
THROTTLE POSITION
SENSOR (TPS)
V00628.01
Figure 1–6. Throttle Position Sensor (TPS)

GENERAL DESCRIPTION
1–5. SPEED SENSORS
There are three speed sensors available for use with 1000 and 2000 Product Families transmissions: the input
(engine) speed sensor, the turbine speed sensor, and the output speed sensor (refer to Figure 1–7). The speed
sensors provide rpm information to the TCM. The speed ratios between the various sensors allow the TCM to
determine the transmission operating range. Speed sensor information is also used to control the timing of clutch
apply pressures, resulting in the best possible shift quality.
V04736
Figure 1–7. Typical Speed Sensor
The speed sensors are variable reluctance devices which convert mechanical motion to an AC voltage. Each sensor
consists of a wire coil wrapped around a pole piece that is adjacent to a permanent magnet. These elements are
contained in a housing which is mounted adjacent to a rotating ferrous member (such as a gear tooth). Two signal
wires extend from one end of the housing and an exposed end of the pole piece is at the opposite end of the
housing. The permanent magnet produces lines of flux around the pole piece. As a ferrous object (such as a gear
tooth) approaches and passes through the gap at the end of the pole piece, an AC voltage pulse is induced in the
wire coil. The TCM calculates the frequency of these AC pulses and converts it to a speed value. The AC voltage
generated varies from 150mV at low speed to 15V at high speed. The signal wires from the sensor are formed as
twisted pairs to cancel magnetically induced fields. The cable is also shielded to protect from voltage-related fields.
Noise from other sources is eliminated by using two-wire differential inputs at the TCM.
NOTE: Do not rotate the speed sensor in the retaining bracket. Orientation is fixed, and if changed, may cause
improper operation.
A. Input (Engine) Speed Sensor
The input speed sensor is externally mounted in the torque converter housing directed at the ribs
protruding from the torque converter. The input speed sensor connector should be positioned at
approximately four o’clock, as viewed from the left side of the transmission (refer to Figure 1–8).
B. Turbine Speed Sensor
The turbine speed sensor is externally mounted in the main housing directed at the tone wheel or PTO
drive gear attached to the rotating clutch module. The turbine speed sensor connector should be
positioned at approximately three o’clock, as viewed from the left side of the transmission (refer to
Figure 1–8).

GENERAL DESCRIPTION
C. Output Speed Sensor
The output speed sensor is externally mounted in the rear cover and directed at the teeth of a tone
wheel splined to and rotating with the output shaft. The output speed sensor connector should be
positioned at approximately five o’clock, as viewed from the left side of the transmission (refer to
Figure 1–8).
ENGINE SPEED TURBINE SPEED

SENSOR CONNECTOR SENSOR CONNECTOR
ORIENTATION = 4 o'clock ORIENTATION = 3 o'clock
OUTPUT SPEED
SENSOR CONNECTOR
ORIENTATION = 5 o'clock
V06457.01.00
Figure 1–8. Speed Sensor Connector Orientation
1–6. CONTROL VALVE ASSEMBLY
The hydraulic control valve assembly (Figure 1–9) governs fluid flow to the clutches (including the torque
converter clutch). Solenoids, actuated by the TCM, control valve movement.
The control valve assembly consists of two components, the main valve body and the control valve body. The main
valve body contains the pressure control valves (PCV), the TCC valve, the exhaust backfill valve, and the control
main relief valve. The shift valve body contains the shift valves, the control main pressure valve, and the manual
selector valve. The control valve assembly attaches to the bottom of the gearbox module and is enclosed by the oil
pan. An internal wiring harness connects the solenoids and Pressure Switch Manifold (PSM) to the main
transmission connector and external wiring harness.

GENERAL DESCRIPTION
A. Main Modulation
Main pressure is reduced by utilizing an on/off Main Mod solenoid that is located in the control valve
body assembly. The Main Mod solenoid body is bolted to the main valve body. Main pressure will be
reduced under various conditions such as low throttle, low torque, low engine speeds, and low output
speeds. The primary benefit of modulating main pressure is to increase cooler flow at low engine speeds.
SS1
PCS1
PCS2
SS3
MAIN MOD SS2
TCC V07476.02.01
Figure 1–9. Control Valve Assembly
1–7. WIRING HARNESS
A. External Wiring Harness

The external wiring harness (refer to Figure 1–10) requirements are typically met through the use of a
single harness with one branch connecting the TCM to the transmission, throttle position sensor, IMS,
and speed sensors; another branch connecting the TCM to Allison DOC™ For PC–Service Tool and
other vehicle interfaces. All wiring harnesses and mating connectors are OEM-supplied.
NOTE: Repair parts for the external harness and external harness components must be obtained through the
vehicle OEM. The OEM is responsible for warranty on these parts.

GENERAL DESCRIPTION
TRANSMISSION
CONTROL
MODULE
(TCM)
TRANSMISSION
HARNESS
80-WAY
CONNECTOR
J1939
CONNECTOR
OEM SUPPLIED
INTERFACE HARNESS
ENGINE
SPEED SENSOR
CONNECTOR
OUTPUT
SPEED SENSOR
CONNECTOR
TURBINE
SPEED SENSOR
CONNECTOR
THROTTLE POSITION
SENSOR (TPS)
CONNECTOR
(OPTIONAL)
THROTTLE
POSITION
SENSOR (TPS)
24-WAY MAIN 20-WAY

CONNECTOR (OPTIONAL)
NOTE: Illustration is not to scale. Actual harness
configuration may differ from this illustration.
V06475.03.00
Figure 1–10. Typical External Wiring Harnesses

GENERAL DESCRIPTION
B. Internal Wiring Harness
An internal wiring harness (refer to Figure 1–11 and Figure 1–12) connects the shift solenoids (SS1,
SS2, SS3), pressure control solenoids (PCS1, PCS2), torque converter clutch solenoid (TCC), internal
mode switch (IMS), pressure switch manifold (PSM), and temperature sensor to the external harness
leading to the TCM.
SS1
AB MAIN
TRANSMISSION
GRAY CONNECTOR
MAIN
MOD
AB
LOCKARM
PSM
GRAY ABCDE F
PCS1 2 1
IMS LOCKARM
INTERNAL PCS2
MODE 2 1
SWITCH SS3
ABCDE F AB
LOCKARM SS2
GRAY
TCC AB
2 1
GRAY
V08975.00.00
Figure 1–11. Typical Internal Wiring Harness (24-Way Connector)
SS1
AB MAIN
TRANSMISSION
GRAY CONNECTOR
MAIN
MOD
AB
LOCKARM
PSM
GRAY ABCDE F
PCS1 2 1
LOCKARM
IMS
INTERNAL PCS2 2 1
MODE
SWITCH SS3
ABCDE F AB
LOCKARM SS2
GRAY
TCC AB
2 1
GRAY
V08974.00.00
Figure 1–12. Typical Internal Wiring Harness (20-Way Connector for GM Applications Only)

SECTION 2—DEFINITIONS AND ABBREVIATIONS
2–1. CHECK TRANS LIGHT

The electronic control system is programmed to inform the operator of a problem with the transmission system and
automatically take action to protect the operator, vehicle, and transmission. To do this, the TCM turns on the
CHECK TRANS light on the instrument panel, which notifies the operator that a Diagnostic Trouble Code (DTC)
has been stored.
Each time the engine is started, the TCM will illuminate the CHECK TRANS light, then turn it off after a few
seconds. This is a circuit check to verify that the lamp and wiring are in proper working order. Illumination of the
CHECK TRANS light at any time after start-up indicates that the TCM has set a DTC. Allison DOC™ For PC–
Service Tool is used to verify that the TCM has set a DTC (refer to Section 2–2). While the CHECK TRANS light
is on, upshifts and downshifts may be restricted and direction changes (D–R, R–D) may not occur. The torque
converter clutch is inhibited when transmission shifting is restricted or during any critical transmission
malfunction.
The 1000 and 2000 Product Families transmissions DTCs are latching DTCs. When a failure condition is detected,
the DTC set by the TCM remains active for the entire time the ignition is on. When the ignition is turned off and
then on again, the transmission DTCs will reset and the TCM will recheck for the failure condition. If the failure
condition is not present, the previously set DTC will remain in history; the CHECK TRANS light will turn off
after the circuit check, and the transmission will function normally unless another failure occurs. This feature
allows the vehicle to be driven to a service outlet.
2–2. RANGE INHIBIT RESPONSES

The range inhibit feature is a function of the TCM logic. The TCM senses when certain input variables are
exceeded and takes action to prevent transmission damage. The TCM inhibits neutral-to-range shifts and
illuminates a light on the dash when the inhibit is active.
Listed below are three variables that, when exceeded, cause inhibited shifts (with thresholds listed).
• Engine speed above 1000 rpm
• Throttle setting above 40 percent
• Output speed above 225 rpm
There are two levels of the special logic inhibits.
• Self-clearing inhibit—This inhibit clears itself if one of the above conditions is not present after a
calibrated time. This is three seconds in the case of medium-duty vehicles. If the shift inhibit is active,
but not latched, the bulb will stay lit until self-cleared.
• Latching inhibit — This inhibit latches when one of the conditions listed above is still present after a
calibrated time. This is above three seconds for medium duty vehicles. To clear a latching inhibit, move
the selector into any other position than the one originally selected.
2–3. ALLISON DOC™ FOR PC–SERVICE TOOL INHIBITS

If an inhibit has occurred since the last DTC was cleared, the inhibit state will indicate ON and will stay ON until
the next manual DTC clear with Allison DOC™ For PC–Service Tool. These latched inhibits do not turn OFF
after a specified number ignition cycles.

DEFINITIONS AND ABBREVIATIONS

The range inhibit light will illuminate and/or an inhibited state will be shown on Allison DOC™ For PC–Service
Tool when the transmission is inhibited to Neutral for the following reasons:
• Low Main Pressure

If the transmission pressure switches do not indicate transmission pressurized at start-up, shifts-to-range
may be inhibited and the range inhibit light will illuminate. Allison DOC™ For PC–Service Tool will
indicate an active inhibit.
Common causes are transmission low on fluid, transmission filter has just been changed, or pan has
been removed and fluid recently drained.
May produce DTC P0701.
• Transfer Case Neutral

If the transfer case is shifted into neutral while the transmission is in drive or reverse at a speed above
idle, the transmission will continue to command range until the output speed is reduced to a point where
neutral range is commanded. The range inhibit light will illuminate and Allison DOC™ For PC–Service
Tool will indicate an active inhibit.
• Diagnostic Active
This indicates that an active diagnostic code was set and the driver attempted a range selection that was
inhibited. In some failure modes, reverse cannot and will not be commanded. If reverse is selected
during these failure modes a range inhibit light will illuminate in reverse.
During diagnostic responses, Neutral-to-Range Inhibits and Direction Change Inhibits continue to
operate, but they may latch under certain conditions. In these cases, shutting down ignition and waiting
for at least 5 seconds before restarting will clear the inhibit condition. Allison DOC™ For PC–Service
Tool will indicate an active inhibit.
• Auto Neutral for PTO

Neutral-to-Drive and Neutral-to-Reverse shifts will be inhibited to neutral and Allison DOC™ For
PC–Service Tool will show an inhibited state when TCM detects that auto neutral function input is
active.
• Reverse Enable
Neutral-to-Reverse shifts will be inhibited to neutral and Allison DOC™ For PC–Service Tool will
show an inhibited state when no input is detected from dash or floor mounted reverse enable switch
when selecting reverse range. Allison DOC™ For PC–Service Tool will indicate an active inhibit.
This function is only used in European transit and tour buses applications.
• Refuse Packer Step Switch

Transmission operation is limited to only 1st range. Neutral-to-reverse shifts will be inhibited to neutral
and Allison DOC™ For PC–Service Tool will show an inhibited state when input is detected from a step
switch indicating that personnel is present on rear step platform.
• Auxiliary Function Range Inhibit

Neutral-to-Drive and Neutral-to-Reverse shifts will be inhibited to neutral and Allison DOC™ For
PC–Service Tool will show an inhibited state when input is detected from an auxiliary switch or device.
This inhibit will remain active until the auxiliary switch input is shut off and range is reselected.


• PTO Neutral Lockup
Allison DOC™ For PC–Service Tool will show an inhibited state when Neutral Lockup is active and
range shifts are being inhibited to neutral. When the selector is moved, lockup is released and the inhibit
clears.
• Engine Speed
Neutral-to-Drive and Neutral-to-Reverse shifts will be inhibited to neutral and the range inhibit light
will illuminate if the Engine Speed is greater than a calibrated value (1400 rpm for medium duty
non-emergency vehicles). Allison DOC™ For PC–Service Tool will indicate an active inhibit.
• Output Speed
Reverse-to-Drive, Drive-to-Reverse, and Neutral-to-Reverse shifts initiated above 300 rpm of output
speed will be inhibited to neutral and the range inhibit light will illuminate. Allison DOC™ For PC–
Service Tool will indicate an active inhibit.
• Throttle
Reverse-to-Drive, Drive-to-Reverse, Neutral-to-Drive, and Neutral-to-Reverse shifts where throttle
position is greater then 25 percent will be inhibited to neutral and the range inhibit light will illuminate.
Allison DOC™ For PC–Service Tool will indicate an active inhibit.
• IMS Function or Alignment

Reverse-to-Drive, Drive-to-Reverse, Neutral-to-Drive, and Neutral-to-Reverse shifts will be inhibited to
neutral and the range inhibit light will illuminate when an IMS failure or misalignment is detected. A
common cause would be an error in the four-bit IMS input signal that is sent to the TCM. Allison
DOC™ For PC–Service Tool will indicate an active inhibit.
• IMS PS4 Disagree

Reverse-to-Drive, Drive-to-Reverse, Neutral-to-Drive, and Neutral-to-Reverse shifts will be inhibited to
neutral and the range inhibit light will illuminate when the Pressure Switch 4 (PS4) status is in the
incorrect state when compared to the IMS state. Allison DOC™ For PC–Service Tool will indicate an
active inhibit. This inhibit may be caused by a defective IMS, PSM, or valve body concerns.
• MSV Mis-Alignment/Unable to detect ratio after shift to range

If the range verification test fails to detect turbine speed pull-down or valid gear ratio when the Manual
Selector Valve (MSV) shifts to either forward or reverse range from neutral, the transmission will shift
back to a neutral condition and the range inhibit light will illuminate.
Conditions that may cause this include: Attempts to shift the transmission from Neutral-to-Drive or
Neutral-to-Reverse with the transfer case in neutral; transmission low on fluid; misadjustment in the
IMS or Selector Linkage; turbine or output speed sensor failure that may prevent the pull down test/ratio
test from passing; solenoid A or B hydraulically failures; and possibly failed range clutch (C1 or C5 for
1st, C3 or C5 for Reverse).
Allison DOC™ For PC–Service Tool will indicate an active inhibit response.
• Wheel Spin or Lock

When the TCM detects that wheel lock or spin is occurring, the TCC is disengaged and a lock-to-range
response is commanded for 6 seconds. Allison DOC™ For PC–Service Tool will indicate an active
inhibit response.


2–4. ALLISON DOC™ FOR PC–SERVICE TOOL
Allison DOC™ For PC–Service Tool v5.0.0 (or later) is available through Kent-Moore Heavy-Duty Division.
When installed on a Windows® PC, the Allison DOC™ For PC–Service Tool (refer to Figure 2–1) transmits and
receives data to and from the TCM via the vehicle data communications link, processes the data, and displays
appropriate information. Use Allison DOC™ For PC–Service Tool during installation checkout and
troubleshooting.
For more details on Allison DOC™ For PC–Service Tool features, refer to the User Guide for Allison DOC™ For
PC–Service Tool Version 5.0.0, GN3433EN.
V05490
Figure 2–1. Allison DOC™ For PC–Service Tool


2–5. 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.
Amp Ampere—Unit of electrical current
CAN Controller Area Network—A network for all SAE J1939 communications in a vehicle
(engine, transmission, diagnostics, ABS, etc.)
CC Calibration Compatibility—First two digits of the CIN
CIN Calibration Identification Number—Used to identify transmission controls software level
CMC Customer Modifiable Constants
CT Closed Throttle
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.
DTC Diagnostic Trouble Code
DVOM Digital volt/ohmmeter
ECM Engine Controller Module—Available on electronically-controlled engines—provides
some relevant data to TCM.
EMI ElectroMagnetic Interference
GPI General Purpose Input—Input signal to the TCM to request a special operating mode or
condition.
GPO General Purpose Output—Output signal from the TCM to control vehicle components
(such as PTOs, backup lights, etc.) or allow a special operating mode or condition.
IMS Internal Mode Switch
IPC Instrument Panel Controller
J 1939 High-speed vehicle serial data communications standard.
LED Light-Emitting Diode—Electronic device used for illumination.
LRTP Low-Range Torque Protection—A feature limiting engine torque in lower ranges and
reverse to protect the transmission from damage.
NVL Neutral Very Low—The TCM has sensed turbine speed below 150 rpm. This is usually
caused by a dragging C1 or C3 clutch or a failed turbine speed sensor. When attained, the
C4 and C5 clutches are applied to lock the transmission output.
OBD II On Board Diagnostics Second generation. EPA mandated specification for vehicle
diagnostics.
OEM Original Equipment Manufacturer—Maker of vehicle or equipment.
Ohm Unit of electrical resistance.
PC Personal Computer
PCCS Production Calibration Configuration System


2–5. ABBREVIATIONS (cont’d)
PCM Powertrain Controller Module—Electronic device used on some vehicles.
PCS Pressure Control Solenoid
PCV Pressure Control Valve
PDM Parallel Data Module
PPC Pressure Proportional to Current solenoid. Solenoid control of clutch pressure is
proportional to the current being supplied to the solenoid.
PROM Programmable Read Only Memory
PS Pressure Switch
PSM Pressure Switch Manifold—Part of transmission control system located inside the oil pan.
PTO Power Takeoff
PWM Pulse Width Modulation
RFI Radio Frequency Interference
RPR Return to Previous Range—Diagnostic response in which the transmission is commanded
to return to previously commanded range.
SEM Shift Energy Management—Allows the TCM to request torque reduction from the ECM
during upshifts for increased clutch life.
SOL OFF All SOLenoids OFF
SS Shift Solenoid
SV Shift Valve
TBC Truck Body Controller
TCC Torque Converter Clutch
TCM Transmission Control Module (also commonly referred to as the “computer”)
TFT Transmission Fluid Temperature—Data provided by thermistor that is part of the PSM.
TPS Throttle Position Sensor—Potentiometer for signaling the position of the engine fuel
control lever.
V Version—Abbreviation used in describing TCM software levels.
VBS Variable Bleed Solenoid—Another name for Pressure Proportional to Current (PPC)
solenoid. Solenoid control of clutch pressure is proportional to the current being supplied
to the solenoid.
VDC Volts Direct Current (DC)
VIW Vehicle Interface Wiring—Interfaces TCM programmed input and output functions with
the vehicle wiring.
Volt Unit of electrical force
VOM Volt/ohmmeter
WOT Wide Open Throttle
∞ Infinity—Condition of a circuit with higher resistance than can be measured; effectively an
open circuit.

SECTION 3—BASIC KNOWLEDGE
3–1. BASIC KNOWLEDGE REQUIRED

To service 1000 and 2000 Product Families Allison 4th Generation Controls, the technician must understand basic
electrical concepts. Technicians need to know how to use a digital volt/ohmmeter (DVOM) to make resistance and
continuity checks. Most troubleshooting checks consist of checking resistance and continuity, and checking for
shorts between wires and to ground. The technician should be able to use jumper wires and breakout harnesses and
connectors. Technicians unsure of making the required checks should ask questions of experienced personnel or
find instruction.
The technician should also have the mechanical aptitude required to connect pressure gauges or transducers to
identified pressure ports used in the troubleshooting process. Pressure tap locations and pressure values are shown
in Appendix B—Main Pressure Check Procedure.
Input power, ground, neutral start circuitry, etc., can cause problems with electronic controls or vehicle functioning
and may not generate a DTC. A working knowledge of 1000 and 2000 Product Families Allison 4th Generation
Controls vehicle installation is necessary in troubleshooting installation-related problems.
Refer to Section 7 for information concerning performance complaints (non-DTC) troubleshooting. A complete
wiring schematic is shown in Appendix J. Refer to the 1000 and 2000 Product Family Tech Data for information
concerning electronic controls installation and the Installation Checklist. Reliable transmission operation and
performance depend upon a correctly installed transmission. For proper installation, review the Installation
Checklist in the 1000 and 2000 Product Family Tech Data, available on the extranet under Engineering at
www.allisontransmission.com.
3–2. USING THE TROUBLESHOOTING MANUAL
Use this manual as an aid to troubleshooting the 1000 and 2000 Product Families Allison 4th Generation 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. The root cause of a problem as well as the symptom must be corrected to
ensure trouble free operation. 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
1000 and 2000 Product Families Allison 4th Generation Control functions are controlled by the TCM. The TCM
reads shift selector range selection, output speed, and throttle position to determine when to command a shift.
When a shift occurs, the TCM monitors turbine speed, output speed, and throttle position to control the oncoming
and off-going clutches during the shift.
When the TCM detects an electrical fault, it logs a DTC indicating the faulty circuit and may alter the transmission
operation to prevent or reduce damage.
When the TCM detects a non-electrical problem while trying to make a shift, the TCM may try that shift a second
or third time before setting a DTC. Once that shift has been retried, and a fault is still detected, the TCM sets a
DTC and holds the transmission in a fail-to-range mode of operation.

BASIC KNOWLEDGE
The 1000 and 2000 Product Families transmission utilizes “clutch to clutch” shift control to achieve range
changes. In every case (except shifts to or from neutral), one clutch is exhausted and another applied to make a
range shift. The “handoff” between exhausting and applying clutches is very precisely controlled by use of two
Variable-Bleed Solenoids (VBS), commonly known as Pressure Proportional to Current (PPC) solenoids. These
solenoids are labelled PCS1 and PCS2 in the transmission, and are referred to as “pressure control” solenoids. For
example, to make a 1–2 shift, PCS1 is used to trim pressure off C5 clutch, and PCS2 is used to trim pressure on C4
clutch.
The TCM (transmission control module) modulates the current to both PCS1 and PCS2, which translates to a
proportional level of pressure to the clutch. In order to make a shift, the TCM uses software and calibration settings
of several program parameters to determine the level of current sent to the respective pressure control solenoids.
These parameters are referred to as “adaptive values.” With a new transmission and TCM calibration, the adaptive
values are set to “base calibration” level. The transmission uses the base calibration to perform the first of each
type of shift. However, once it has performed a shift, the TCM evaluates the actual shift and compares it to an
“ideal” shift in the TCM’s memory. Based on that comparison, the TCM changes the settings of the adaptive values
to a level that it believes will result in a shift closer to the “ideal” shift the next time it makes that type of shift. This
is referred to as “adaptive shifting.”
When the transmission/TCM calibration is new, the TCM is in “fast adaptive” mode. In other words, the TCM is
allowed to make relatively large changes in the adaptive values after each shift. Once the TCM determines that a
given shift is close to its ideal level it switches to “slow adaptive” mode. In slow adaptive the TCM still is
evaluating shifts and changing adaptive values, but is only allowed to do so in smaller increments.
The TCM is programmed to try to switch from fast to slow adaptive mode within approximately five shifts. It is
important to understand that there are many different distinct shifts recognized by the TCM, and each of these
shifts has its own adaptive values. For example, there are upshift and downshifts to and from each range, as well as
unique adaptive values for several different throttle regions for each upshift and downshift. The point is, it may take
a significant amount of time before most of the shifts converge from fast to slow adaptive, and thus it is not
unusual to experience somewhat harsh or unpleasant shift quality until these shifts are adapted.
TCC engagement is accomplished by a separate PPC (pressure proportional to current) TCC solenoid. There are
adaptive values for this as well, and thus it will also require some driving for TCC engagement to adapt.
3–4. IMPORTANT INFORMATION IN THE TROUBLESHOOTING PROCESS

Before beginning the troubleshooting process, read and understand the following:
• Allison recommended wire numbers (i.e. 112) are a combination of the first digit indicating the TCM 80-way
connector number and the last two digits indicating the pin-out information (i.e. 12).
• Shut off the engine and ignition before any harness connectors are disconnected or connected.
• Remember to do the following when checking for shorts and opens:
— 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.
• When disconnecting a harness connector, be sure that pulling force is applied to the connector itself and not
the wires extending from the connector.
• Resistance checks involving the wiring between the TCM connectors and other components adds about
one Ohm of resistance to the component resistance shown.

BASIC KNOWLEDGE
• Inspect all connector terminals for damage. Terminals may have bent or lost the necessary tension to maintain
firm contact.
• Clean dirty terminals or connectors with isopropyl alcohol and a cotton swab, or a good quality, non-residue,
non-lubricating, cleaning solvent such as LPS Electro Contact Cleaner® or LPS NoFlash Electro Contact
Cleaner®.
The cleaning solvent must not be chlorine based, contain petroleum distillates, or
conduct electricity. The cleaning solvent should evaporate quickly to prevent the
possibility of condensation within the connectors. Always blow or shake any excess
CAUTION: 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.)
Care should be taken when welding on a vehicle equipped with electronic controls.
CAUTION:
Refer to Appendix G.
• DTCs displayed after system power is turned on while a harness connector is disconnected can be ignored and
cleared from memory. Refer to Section 5, DTCs, for the DTC clearing procedure.
3–5. BASIC TROUBLESHOOTING INFORMATION
1. Begin troubleshooting by checking the transmission fluid level and ignition voltage. Remember that some
problems may be temperature related. Do troubleshooting, including the fluid level and ignition voltage
checks, at the temperature level where the problem occurs.
NOTE: Fluid level and igniton voltage MUST be checked before any troubleshooting is performed.
NOTE: If you are experiencing harsh shifts, it is important to use Allison DOC™ For PC–Service Tool to
verify whether that particular shift is adapted. If it is not, the TCM is still “learning” how to adapt that
shift and simply needs to be driven further while performing more of that particular type of shift.
If a particular shift is in slow adapt but still objectionable, it’s good troubleshooting practice to reset the
adaptive values for that shift back to “base cal” level. This will automatically reset the TCM to fast
adaptive mode. The vehicle should then be driven to allow the TCM to “re-learn” the shift. Many times
this will correct the problem. It is possible to reset individual shifts without affecting the other shifts.
Whenever a transmission is overhauled, exchanged, or has undergone repairs, the

Transmission Control Module (TCM) must be “RESET TO UNADAPTED
SHIFTS.” This will cause the TCM to erase previous adaptive information and begin
CAUTION: to adapt in Fast Adaptive Mode from the base calibration. Failure to follow this
procedure may cause premature failure of the overhauled, repaired, or replaced
transmission.

BASIC KNOWLEDGE
2. If a transmission has been overhauled, exchanged, or repaired, use Allison DOC™ For PC–Service Tool
to “RESET ADAPTIVE SHIFT PARAMETERS.”
To reset Adaptive Shift Parameters:
• Select the Action Request drop-down menu.
• Click on the Reset Adaptive Shift Parameters menu item—the Reset Adaptive Parameters window
displays.
• The Reset Adaptive Shift Parameters window contains 10 tabs; one for each upshift and downshift
region, garage shifts and a reset tab for All regions.
— To reset all adaptive shift parameters, select the ALL tab.
— The adaptive shift parameters are reset when you click on the RESET ADAPTIVE SHIFT
PARAMETERS button—the Reset Adaptive Shift Parameters Successful window displays.
Click the OK button.
3. For proper operation of Allison DOC™ For PC–Service Tool v5.0.0 or later, check the following:
• The desktop or laptop computer must meet the minimum system requirements (see Allison DOC™
For PC–Service Tool Version 5.0.0 User Guide, GN3433EN):
— Microsoft Windows® 2000 Professional (SP4 or later) or Windows® XP Professional
— 20 GB free hard drive space (40 GB preferred)
— 128 MB of RAM (256 MB preferred)
— Intel® Pentium® III or IV processor
— Available USB 1.1 or 2.0 port
— 1024 x 768 screen resolution
— 256-color palette
— Small fonts
— Internet connection (Internet Explorer 5.0 or greater)
— A media player program (Windows Media Player® is provided on the Allison DOC™ For
PC–Service Tool For PC CD)
— Adobe® Acrobat® Reader® (provided on the Allison DOC™ For PC–Service Tool CD)
— CD-ROM 16x minimum (48x preferred)
NOTE: Refer to the CD Readme.txt file for more information.
• The proper driver (electronic file) is installed for the Computer Interface Module.
• Power at the Deutsch 9-pin diagnostic connector (pin A is negative, pin B is positive).
• The proper connections exist for communicating with Allison DOC™ For PC–Service Tool (Figure 3–1
and Figure 3–2).
Presently there are two communication standards for Allison DOC™ For PC–Service Tool diagnostic
software: J1939 and GMLAN J2284. Both standards are supported by Allison DOC™ For PC–
Service Tool (versions 5.0).
BASIC KNOWLEDGE
J 47943-3 USB
CONNECTOR ALLISON 4TH GENERATION CONTROLS
(PART OF J 47943 KIT) J 47943-2 1000 AND 2000 PRODUCT FAMILIES
(PART OF J 47943 KIT) (PRE-ALLISON 4TH GENERATION CONTROLS)
DB15 J1939
CONNNECTOR
9-PIN
CONNNECTOR
ALLISON DOC™ MEDIUM DUTY

FOR PC–SERVICE TOOL
6-PIN CONNNECTOR
D
G
D
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OR (NOT USED FOR

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G om
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1000 AND 2000

PRODUCT FAMILIES
APPLICATIONS)
DB15
J 47943-1 CONNECTOR
OBDII/16-PIN
TRANSLATOR CONNECTOR
DEVICE J 1962/B
(PART OF J 47943 KIT) ALLISON 4TH GENERATION CONTROLS
SPX P/N: J 47949
GMLAN CABLE GMLAN
(AVAILABLE FROM
SPX/KENT-MOORE)
(NOT PART OF J 47943 KIT) MEDIUM DUTY
V09232.01.00
Figure 3–1. Proper Allison DOC™ For PC–Service Tool Connections
4. Check DTCs by using Allison DOC™ For PC–Service Tool.

TCM/Load Box Setup
For “TCM/Load Box” setup (no connection to vehicle) use the J 47276 “T” Breakout and
TCM Reflashing Harness. This harness is required for bench-type reflashing of Allison 4th Generation
Controls TCMs. Use one of the following methods for TCM reflashing (Figure 3–2).
• J1939-13 connector (for J1939 communication) in combination with J 42455-A Load Box/Power
Supply
• J1962 connector (for GMLAN “high-speed CAN” communications) in combination with
J 42455-A Load Box/TCM
The Dearborn DPA4 USB Translator Device Kit (P/N: J 47943) is required to establish connection
between the PC and the TCM.
NOTE: To use the J1962 connector, an additional cable (J 47949) is required. J 47949 is available for purchase
from SPX/Kent-Moore.

BASIC KNOWLEDGE
J 47943-3 USB CABLE

(PART OF J 47943 KIT)
SPX P/N: J 47949

GMLAN CABLE
(AVAILABLE FROM
SPX/KENT-MOORE)
(NOT PART OF J 47943 KIT)
D
OBDII/16-PIN
G
D
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G om
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CONNECTOR
u
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J 1962/B
J 47943-1
ALLISON DOC™ TRANSLATOR DEVICE
FOR PC–SERVICE TOOL (PART OF J 47943 KIT) OR
J1939-13 (9-PIN)
CONNECTOR
(250 Kbps CAN) 9-PIN
CONNNECTOR
J 47943-2
6-PIN CONNNECTOR
37-PIN (NOT USED)
CONNECTOR
J 47276 HARNESS
J 42455-A
LOAD BOX
J1962 (16-PIN)
GMLAN CONNECTOR
(500 Kbps CAN
“HIGH-SPEED CAN”)
80-WAY (M)
LOAD BOX CONNECTOR
POWER SUPPLY
NOTE:
Use Load Box (J 42455-A) when no connnection
is made from J 47276 to the vehicle harness. 80-WAY (F)
CONNECTOR
TO TCM
EXISTING VEHICLE
HARNESS 80-WAY
CONNECTOR (F)
(NOT USED)
4TH GENERATION TCM
V09233.04.00
Figure 3–2. TCM/Load Box Setup

BASIC KNOWLEDGE
TCM/Vehicle Harness Setup
On the vehicle, use the J 47276 “T” Breakout and TCM Reflashing Harness to connect the Allison
DOC™ For PC–Service Tool directly to the TCM to bypass the Diagnostic Tool Connector.
Use the Dearborn DPA4 USB Translator Device Kit (P/N: J 47943) to establish connection between the
PC and the TCM.
Example: When communications are not available at the Diagnostic Tool Connector on the vehicle,
DTCs can be read directly from the TCM using the Diagnostic Tool Connectors on the J 47276
“T” Breakout and TCM Reflashing Harness.
Use one of the following Diagnostic Tool Connectors on the harness to establish a diagnostic connection
between the TCM and the Service Tool (refer to Figure 3–3):
• J1939-13 connector (for J1939 communication)
• J1962 connector (for GMLAN “high-speed CAN” communications)
NOTE: To use the J1962 connector, an additional cable (J 47949) is required. J 47949 is available for
purchase from SPX/Kent-Moore.
5. When a problem exists but a DTC is not indicated, refer to the General Troubleshooting Section
(Section 7) for a listing of various electrical and hydraulic problems, their causes, and remedies.
6. If a DTC is found in the TCM memory, save all available DTC and failure record information before
clearing the active indicator (refer to Section 5).
7. When certain DTCs are active, a range selection into reverse or forward may not be possible. To deter-
mine if a failure is electrical or hydraulic, perform the following “limp home” test.
Never remove electronic control connectors while the engine is running. Always
WARNING! turn off the ignition, set parking brakes and chock the wheels. Failure to follow this
procedure may result in unexpected vehicle movement.
Limp Home Test
With the ignition in the OFF position (engine not running), the selector in N (Neutral), and the parking
brake set, remove the 80-way connector at the TCM.
It will be necessary to provide battery power at pin 41 of the 80-way connector in order to energize the
neutral start relay. This can be accomplished by using a jumper wire between pin 10 and 41 at the 80-way
connector.
When the engine is restarted, the transmission will default to a “limp home” capability. In this state,
PCS1 (de-energized) allows C3 clutch to be applied. If the selector valve is moved to the reverse range
position, main pressure will be routed to C5 clutch, allowing reverse operation. If the selector valve is
moved to the drive range position, main pressure will be routed to C1 clutch, allowing third range
operation. This allows a technician to use “limp home” capability to determine if a hydraulic or an
electrical problem exists. If reverse and third ranges are available in “limp home,” an electrical failure
may be indicated. If only one of the two ranges or neither was obtainable, this may indicate an internal
hydraulic failure (failed clutch, stuck valve, or solenoid failure). The clutches that could possibly have an
indicated failure in “limp home” are C1, C3, and C5.

BASIC KNOWLEDGE
J 47943-3 USB CABLE

SPX P/N: J 47949

GMLAN CABLE
(AVAILABLE FROM
SPX/KENT-MOORE)
(NOT PART OF J 47943 KIT)
D
OBDII/16-PIN
G
D
ea :/w
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rb ww.d
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G om
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CONNECTOR
u
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J 1962/B
J 47943-1
ALLISON DOC™ TRANSLATOR DEVICE
FOR PC–SERVICE TOOL (PART OF J 47943 KIT) OR
J1939-13 (9-PIN)
CONNECTOR
(250 Kbps CAN) 9-PIN
CONNNECTOR
J 47943-2
37-PIN 6-PIN CONNNECTOR

CONNECTOR (NOT USED)
J 47276 HARNESS
NOTE:
37-Pin Connector is not used J1962 (16-PIN)
when J 47276 is connected to GMLAN CONNECTOR
the vehicle harness. (500 Kbps CAN
“HIGH-SPEED CAN”)
80-WAY (M)
CONNECTOR
80-WAY (F)
CONNECTOR
TO TCM
EXISTING VEHICLE
HARNESS 80-WAY (F)
CONNECTOR
TO
VEHICLE
4TH GENERATION TCM
V09234.06.00
Figure 3–3. TCM/Vehicle Harness Setup

BASIC KNOWLEDGE
NOTE: Removing the 80-way connector may induce several DTCs. Make sure all codes are cleared before
proceeding with further troubleshooting.
8. Test drive the vehicle to confirm a DTC or performance complaint.
• If the DTC reappears, refer to the DTC section (refer to Section 5) and the appropriate DTC table.
The DTC section lists diagnostic codes and their description. Locate the appropriate
troubleshooting table and follow the instructions.
• If the DTC does not reappear and the test has passed, it may be an intermittent problem. Use
Allison DOC™ For PC–Service Tool and the DTC (refer to Section 5). The DTC display
procedure will identify possible causes of the problem.
• Appendix A deals with the identification of potential circuit problems. Refer to Appendix A if a
circuit problem is suspected.
NOTE: Information concerning specific items is contained in the appendices located in the back of this
manual. The appendices are referred to throughout the manual.
3–6. TCM DIAGNOSTIC PROCEDURE

• Using Allison DOC™ For PC–Service Tool, verify the current calibration information number (CIN)
and record or print a report of the current customer modifiable constants (CMC) information for later
reference.
• Remove the 80-way connector from the suspect TCM; inspect the 80-way connector for damaged or
bent pins.
• Replace TCM with a new or known good TCM from a similar vehicle.
• If the replacement TCM corrects the original complaint, reinstall the original TCM to verify the
complaint returns. If original complaint is confirmed, reinstall a new TCM.
• If the complaint does not return, leave the original TCM installed.
• Clear any DTCs that may be present and test drive the vehicle to confirm the repair.
NOTE: All 1000 and 2000 Product Families TCMs are designed to be isolated from the vehicle chassis ground.
Be sure that the TCM case is not contacting the vehicle frame or any other point that might provide a
ground connection.
3–7. RESETTING OF TCM PARAMETERS TO SUPPORT ENGINE UPDATE

Shift Energy Management (SEM) Autoselect feature may be used on certain transmissions. Autoselect is
deactivated following the first 20 engine starts where engine and transmission communication are present.
If during the first 20 engine starts the TCM recognizes an engine to be on its list of certified engines, it will
lock to the SEM active state. If the engine is not supported, the TCM will lock to a non-SEM state.
NOTE: Most engine upgrades are same type/rating; under normal circumstances there should be no reason to
reset the TCM Autoselect.
However, there may be a small chance that transmission performance, shift quality, or codes may result
from the use of different engine models within the same engine family or when a recalibration of engine
software has taken place. If a vehicle receives upgraded engine hardware or software it may become
necessary to reactivate the Autoselect feature to redetect the engines current SEM status.
NOTE: Once TCM Autoselect locks, the only way to reactivate is to perform a reset procedure (refer to
paragraph 3–8).

BASIC KNOWLEDGE
3–8. RESETTING TCM SEM AUTOSELECT
Verify a new engine rating by checking the engine data tag. The engine must be compatible with the
transmission rating. If the engine rating is not compatible, the vehicle must be returned to the OEM for
engine recalibration. If the rating is correct for the transmission, perform the following steps.
Allison DOC™ For PC–Service Tool is used to reset Autoselect function.
• Click on the action requested button.
• On the drop down select Reset SEM Autoselect.
The TCM is now reset to Autoselect and will start looking for supporting engine software. Drive the
vehicle; confirm DTCs have not returned.
NOTE: Transmission shifts will now be in the unadaptive (base) state, so it will be necessary to drive the
vehicle to allow shifts to adapt.

SECTION 4—WIRE CHECK PROCEDURES
4–1. CHECKING OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND

(Use Digital Volt/Ohmmeter J 34520-A and Jumper Wire Set J 39197-A)
NOTE: Please refer to Paragraph 3–5 to begin the troubleshooting process.
1. Make sure all connectors are tightly connected and re-check the circuit.
2. Disconnect and inspect all connectors.
3. Thoroughly clean corroded or dirty terminals. If dirty or corroded terminals are the probable cause of the
problems, reconnect the clean connectors and operate the vehicle normally. If the problem recurs, pro-
ceed with Step (4).
CAUTION:
cleaner from the connector before assembling it to its mating connector or hardware.
SIL 17-TR-94 for detailed information on the recommended cleaners.)
4. Review the wire numbering system described in Paragraph 3–4.

5. If all connectors are clean and properly seated, determine which wires in the chassis harness are indicated
by the DTC. For example, DTC P2727–P2729, indicates an open or a short-to-ground in the
PCS1 circuit—wires 111 and 155.
a. Check continuity of wires 111 and 155 by performing the following (refer to Figure 4–1):
(1) Disconnect the 80-way connector from the TCM and disconnect the harness from the trans-
mission main connector. At one end of the harness, using jumper wire kit J 39197-A and con-
nector probes in J 39775-CP, connect pin 14 and 15 to each other, being careful not to distort
the terminals. Jumping the wires together creates a circuit between wires 111 and 155.
NOTE: Jumper wire kit J 39197-A adds a “female” probe J 47277.
WIRING HARNESS
TCM
80-WAY
CONNECTOR JUMPER
DIGITAL
0 VOLT/OHM-METER
–
(DVOM)
+
0 OHMS +
– OHMS
Circuit has continuity. Circuit does not have continuity due
Jumper between wires produces to a broken wire (open circuit).
a complete circuit. DVOM reading is very high
DVOM reading is near zero Ohms. (infinite Ohms or OL – overlimit).
V06478.03.00
Figure 4–1. Checking Continuity (External Harness)

ALLISON 1000 AND 2000 PRODUCT FAMILIES 4TH GENERATION CONTROLS TROUBLESHOOTING MANUAL
WIRE CHECK PROCEDURES

(2) On the opposite end of the harness, check the continuity of the jumpered pair. No continuity in a
jumpered pair circuit (infinite resistance reading) indicates an open in the wire being tested.
Refer to OEM wiring harness repair procedure.
b. If the continuity check is good (0–2 Ohms resistance), remove the jumpers. Check the harness for
shorts between wires and shorts-to-ground by performing the following (refer to Figure 4–2):
(1) At the TCM end of the harness, touch one DVOM probe to one wire of the circuit being tested
and touch the other probe to each terminal in the same connector, then touch the probe to chas-
sis ground and to the transmission main housing. Do this for both wires in the circuit being
tested.
(2) If at any time the DVOM 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.
WIRING HARNESS
TCM
80-WAY
CONNECTOR Wires shorted
together
Shorted to
ground on
metal frame
rail
Ground
to metal
frame rail
0 DIGITAL 0
VOLT/OHM-METER
(DVOM)
– –
+ +
0 OHMS 0 OHMS
Two wires have frayed and are shorted Harness has been chafed and one or more
together. Continuity beeper of DVOM wires are shorted-to-ground. DVOM continuity
will sound, or reading will go to beeper will sound, or reading will go to
zero Ohms when these two wires zero Ohms when meter is probing
are probed with the DVOM. between this wire and chassis ground. V05734.02.00
Figure 4–2. Short Between Wires and to Ground (External Harness)
4–2. CHECKING AT TRANSMISSION CONNECTOR AND THE INTERNAL HARNESS

FOR OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND
1. Disconnect the external wiring harness from the transmission.
2. Inspect the connectors. Any terminals which are corroded or dirty must be thoroughly cleaned.

CAUTION:
cleaner from the connector before assembling it to its mating connector or hardware.
SIL17-TR-94 for detailed information on the recommended cleaners.)
3. If the connectors are clean and properly seated, determine which wires in the harness to test. Use
the diagnostic code system schematic to locate the wire terminals. For this example, DTC P2727 and
P2729 indicate an open or a short-to-ground in the PCS1 circuit—wires 111 and 155 (refer to Figure 4–3
and Figure 4–4).
a. At the transmission connector, check the resistance of the PCS1 circuit. Resistance of a solenoid
circuit should be 5.5–8 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. Replace the internal harness, replace the feedthrough connector, or replace the
solenoid.
SOLENOID
MAIN
TRANSMISSION
CONNECTOR
3.5
– –
+ +
VOLT/OHM-
METER
(DVOM)
INFINITE ( ) OHMS
5.5–8 OHMS Circuit does not have continuity due to a
AT NORMAL OPERATING broken wire (open circuit). DVOM reading is
TEMPERATURE very high (infinite ohms or OL–overlimit).
Circuit has continuity. This could also be due to an open solenoid
coil or bad connection. V05735.01.00
Figure 4–3. Checking Continuity (Internal Harness)
b. If the resistance check is good, check the harness for shorts between wires and to ground by per-
forming the following (refer to Figure 4–4):
(1) At the transmission connector, touch one probe of the DVOM 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 DVOM shows zero to low resistance, or the continuity beeper sounds, there is a short
between the two points being probed, wire-to-wire or wire-to-ground. An indication of a short
may be caused by a splice to the wire being checked. Check the wiring diagram in Appendix J
for splice locations. If the short is not a splice, then isolate and repair the short.
Shorted
to metal
MAIN
TRANSMISSION SOLENOIDS
CONNECTOR
Bare wires
touching
each other
0
0
VOLT/OHM- –
–
METER +
+ (DVOM)
0 OHMS 0 OHMS
Two wires have frayed and are shorted Harness has been chafed and one or more
together. Continuity beeper of DVOM will wires are shorted to ground. DVOM continuity
sound, or reading will go to zero Ohms beeper will sound or meter reading will go
when these two wires are probed with to zero Ohms when meter is probing between
the VOM. this wire and chassis ground. V05736.02.00
Figure 4–4. Short Between Wires and to Ground (Internal Harness)

SECTION 5—DIAGNOSTIC TROUBLE CODES (DTC)

5–1. DTC MEMORY
Diagnostic Trouble Codes (DTCs) are logged in a list in TCM memory. The DTCs contained in the list have
information recorded as shown in Table 5–1 (DTC example). The TCM is capable of displaying all historical and
active DTCs.
Table 5–1. DTC List
Active Check Failure
DTC Indicator Historic Trans Record Description
P0713 Y Y N Y Transmission Fluid Temperature Sensor Circuit High Input
The following paragraphs define the different parts of the DTC list.
A. DTC. The number assigned to a given fault condition in accordance with SAE J2012.
B. Active Indicator. Indicates when a DTC is active. If a DTC is active, Allison DOC™ For PC–Service
Tool displays Y. If DTC is not active, N is displayed.
C. Historic. Indicates when an active DTC has had sufficient activity to be stored to the TCM. If a DTC
has been stored to the TCM, Allison DOC™ For PC–Service Tool displays Y. If the DTC has not been
stored to the TCM, N is displayed.
D. Check Trans. Indicates if CHECK TRANS Light is illuminated.
E. Failure Record. Indicates when a snapshot of transmission data has been stored in the TCM. The last
five DTC failure can be viewed. If the DTC can be viewed as part of the failure record, Allison
DOC™ For PC–Service Tool displays Y. If the DTC cannot be displayed, N is displayed.
F. Description. Name assigned to a given fault condition in accordance with SAE J2012.
5–2. FAILURE RECORDS

Failure records contain a snapshot of transmission data that is stored in the TCM when DTCs are logged. A limit of
five failure records can be stored. When an additional DTC is logged, the new failure record pushes the oldest
record from the TCM memory. Table 5–2 illustrates the failure record data stored in the TCM when a DTC is set.

DIAGNOSTIC TROUBLE CODES (DTC)

Table 5–2. Failure Record Data
Data Description
Freeze Frame Diagnostic Trouble Code
Distance at First Failure
Distance at Last Failure
Failure Record Fail Ignition Cycle Counter
Failure Record Pass Ignition Cycle Counter
Failure Record Not Run Ignition Cycle Counter
Gear Selected
Gear Commanded
Current Gear
Previous Gear
TCM Battery Voltage
Trans Fluid Temperature (TFT)
Trans Input Shaft Speed
Trans Output Shaft Speed
Turbine Speed
Diagnostic Transmission Gear Ratio
Accelerator Effective Position
Main Mod Solenoid Commanded Pressure
PCS2 Commanded Pressure
PCS1 Commanded Pressure
TCC Pressure Control Solenoid Command Pressure
Transmission Fluid Pressure Switch Status
Shift Solenoid Status
TCM Substrate Temperature
Drive Demanded Engine Torque
Engine Torque
Requested Torque
Normal Shift Pattern
Cold Shift Pattern
Hot Mode (Transmission)
Trailering/Hauling Shift Pattern
Engine in Default Mode Shift Pattern
Main Modulation Solenoid Fail Shift Pattern
Main Modulation Available
Engine Run Time
Driver Select Tap Up/Down Input
AC Enabled
Cruise Enabled
IMS A
IMS B
IMS C
IMS P
Number of Current Malfunctions
Transmission Input State #1
Transmission Input State #2
TCM Non-Volatile Inhibit Record


5–3. DTC READING AND DTC CLEARING
DTCs can be read and cleared by using Allison DOC™ For PC–Service Tool. The use of Allison DOC™ For
PC–Service Tool is described in the instruction manual furnished with each tool.
A. Clearing DTCs
• DTCs will automatically clear after 40 code-free warm-up cycles.
• DTCs can be manually cleared by the Allison DOC™ For PC–Service Tool.
B. Clearing Active Indicators

• A DTC’s active indicator can be cleared, which removes the DTC’s shift inhibitions while the
DTC remains in the queue as inactive.
• The active indicator clearing method is to power down (all active indicators are cleared at TCM
power down).
If an active indicator is cleared while the transmission is locked in a forward range or

CAUTION: reverse (fail-to-range), the transmission will remain in the forward range or reverse
after the clearing procedure is completed. N (Neutral) must be manually selected.
5–4. BEGINNING THE TROUBLESHOOTING PROCESS
A. Starting Procedure
NOTE: Review Paragraph 3–5, “Basic Troubleshooting Information” and check fluid level and ignition
voltage before any troubleshooting is performed.
1. Begin troubleshooting by reading Paragraph 3–5, checking the transmission fluid level, and checking the
TCM input voltage. Check for DTCs by using Allison DOC™ For PC–Service Tool.
2. When a problem exists, but a DTC is not indicated, refer to Section 7—General Troubleshooting
Performance Complaint for a listing of various electrical and hydraulic problems, their causes, and
remedies.
3. If a DTC is found in the TCM memory, record all available DTC information and failure record
data before clearing the DTC (refer to Paragraph 5–3).
4. Test drive the vehicle to confirm a DTC or performance complaint.
• If the DTC reappears, refer to the DTC paragraph (Paragraph 5–5) and the appropriate DTC
table. The DTC section lists DTCs and their description. Locate the appropriate
troubleshooting table and follow the instructions.
• If the DTC does not reappear, it may be an intermittent problem. Use the Allison DOC™ For
PC–Service Tool and the DTC display procedure described in Section 5. Refer to the
troubleshooting table for possible causes of the problem.
• Appendix A deals with the identification of potential circuit problems. Refer to Appendix A if
a circuit problem is suspected.
NOTE: Information concerning specific items is contained in the appendices located in the back of this
manual. The appendices are referred to throughout the manual.


B. Solenoid Locations
Solenoid locations in the control module are as illustrated in Figure 5–1. Refer to Figure 5–1 as
necessary when using the DTC schematics.
SS1
PCS1
PCS2
SS3
MAIN MOD SS2
TCC V07476.02.01
Figure 5–1. Solenoid Locations
C. Wire/Terminal Numbering Scheme

Allison Transmission recommended wire numbers (i.e. 112) consist of three digits, where the first
digit indicates the TCM 80-way connector number, and the last two digits indicate the pin-out
information (i.e. 12).
D. Available Diagnostic Adapters

Figures 5–2 and 5–3 show the J 47275 TCM Breakout Harness Adapter and J 47278 Transmission
Breakout Harness that are available for use with the J 39700 Breakout Box. Figure 5–4 shows the
J 47276 “T” Breakout and TCM Reflashing Harness.

J 39700 BREAKOUT BOX

J 47275-1
1 2 3 4 5 6 7 8
9 10 11 12 13 14 15 16
17 18 19 20 21 22 23 24
25 26 27 28 29 30 31 32
33 34 35 36 37 38 39 40
41 42 43 44 45 46 47 48
49 50 51 52 53 54 55 56
57 58 59 60 61 62 63 64
65 66 67 68 69 70 71 72
73 74 75 76 77 78 79 80
Detail of
TCM Overlay
for use with
J 47275
TCM Breakout
Harness Adapter
16-Pin Bypass
Connector 80-Way Connector
To Vehicle
80-Way Connector
To TCM
TCM V09225.00.00
Figure 5–2. J 39700 Breakout Box and J 47275 TCM Breakout Harness Adapter

J 39700 BREAKOUT BOX

J 47278-1
A B A B A B
ENGINE SPEED TURBINE SPEED OUTPUT SPEED
SENSOR SENSOR SENSOR
1 2 3 4 5 6 7 8
9 10 11 12 13 14 15 16
17 18 19 20 21 22 23 24
Detail of
Transmission Overlay
for use with
J 47278
Transmission
Breakout Harness
To Existing
Harness
Connector
To Engine
Speed Sensor
To Existing
Harness
Connetcor
To Turbine
Speed Sensor
To Existing
Harness
24-Way Connector Connetcor
To Main Transmission
To Output
24-Way Connector Speed Sensor
To Main Transmission V09226.00.00
Figure 5–3. J 39700 Breakout Box and J 47278 Transmission Breakout Harness

J1939-13 9-Pin
Deutsch Connector
J1962 Connector
To GM LAN
(GM Pickup Truck
Application)
24-Way Connector
To Vehicle
80-Way Connector
To TCM
TCM
V09227.00.00
Figure 5–4. J 47276 “T” Breakout and TCM Reflashing Harness

NOTES

TRANSMISSION
COMPONENT WIRING
DIAGRAMS AND
DIAGNOSTICS


5–5. DIAGNOSTIC TROUBLE CODES (DTCs)
Table 5–3. DTC LIST AND DESCRIPTION INDEX
MIL CHECK TRANS Light
DTC Description (ODB II Strategy) (Non-ODB II Strategy) Page
P0122 Pedal Position Sensor Circuit—Low Voltage — On 5–19
P0123 Pedal Position Sensor Circuit—High Voltage — On 5–23
P0218 Transmission Fluid Overtemperature Off Off 5–27
P0561 System Voltage—Performance Off Off 5–30
P0562 System Voltage—Low Off Off 5–34
P0563 System Voltage—High Off Off 5–37
P0602 TCM Not Programmed Off Off 5–40
P0606 TCM Internal—Performance — Off 5–41
P0610 TCM Vehicle Options (TransID) Error Off On 5–42
P0613 TCM Processor — Off 5–44
P0614 Torque Control Data Mismatch—ECM/TCM — On 5–45
P0634 TCM Internal Temperature Too High On Off 5–48
P0658 Actuator Supply Voltage 1 (HSD1)—Low On On 5–50
P0659 Actuator Supply Voltage 1 (HSD1)—High (batt) On On 5–54
P0701 Transmission Control System—Performance Off Off 5–58
P0702 Transmission Control System Electrical (TransID) Off On
P0703 Brake Switch Circuit Off — 5–63
P0706 Transmission Range Sensor Circuit—Performance On On 5–66
P0708 Transmission Range Sensor Circuit—High Input On On 5–70
P0711 Transmission Fluid Temperature (TFT) Sensor Circuit— On Off 5–75
Performance
Low Input
High Input
P0716 Turbine Speed Sensor Circuit—Performance On On 5–89
P0717 Turbine Speed Sensor Circuit—No Signal On On 5–92
P0719 Brake Switch Circuit — Off 5–96
P0721 Output Speed Sensor Circuit—Performance On On 5–98
P0722 Output Speed Sensor Circuit—No Signal On On 5–102
P0726 Engine Speed Sensor Circuit—Performance On Off 5–106
P0727 Engine Speed Sensor Circuit—No Signal On Off 5–109
P0729 Incorrect 6th Gear Ratio On On 5–112
P0731 Incorrect 1st Gear Ratio On On 5–115
P0732 Incorrect 2nd Gear Ratio On On 5–118
P0733 Incorrect 3rd Gear Ratio On On 5–121
P0736 Incorrect Reverse Ratio On On 5–130
P0741 Torque Converter Clutch (TCC) System—Stuck Off On On 5–133
P0742 Torque Converter Clutch (TCC) System—Stuck On On On 5–135


Table 5–3. DTC LIST AND DESCRIPTION INDEX (cont’d)
P0751 Shift Solenoid 1 (SS1) Valve Performance—Stuck Off On On 5–137
P0752 Shift Solenoid 1 (SS1) Valve Performance—Stuck On On On 5–142
P0776 Pressure Control Solenoid 2 (PCS2) Stuck Off On On 5–170
P0777 Pressure Control Solenoid 2 (PCS2) Stuck On On On 5–174
P0826 Up and Down Shift Switch Circuit Off — 5–178
P0827 Up and Down Shift Switch Circuit—Low Off — 5–181
P0828 Up and Down Shift Switch Circuit—High Off — 5–184
P0842 Transmission Pressure Switch 1 (PS1) Circuit—Low On On 5–187
P0843 Transmission Pressure Switch 1 (PS1) Circuit—High On On 5–192
P0877 Transmission Fluid Pressure Switch 4 (PS4) Circuit—Low On On 5–217
P0878 Transmission Fluid Pressure Switch 4 (PS4) Circuit—High On On 5–223
P0880 TCM Power Input Signal Off Off 5–229
P0881 TCM Power Input Signal—Performance Off On 5–232
P0882 TCM Power Input Signal—Low Off On 5–236
P0883 TCM Power Input Signal—High Off On 5–239
P0960 Pressure Control Solenoid Main Mod (MAIN MOD) On On 5–242
Control Circuit—Open
Control Circuit—Low
Control Circuit—High
P0964 Pressure Control Solenoid 2 (PCS2) Control Circuit—Open On On 5–255
P0966 Pressure Control Solenoid 2 (PCS2) Control—Low On On 5–260
P0967 Pressure Control Solenoid 2 (PCS2) Control—High On On 5–265
P0972 Shift Solenoid 1 (SS1) Control Circuit—Open On On 5–270
P0973 Shift Solenoid 1 (SS1) Control Circuit—Low On On 5–275
P0974 Shift Solenoid 1 (SS1) Control Circuit—High On On 5–279
P1688 Unmanaged Engine Torque Delivered to TCM Signal On On 5–313
P1779 Engine Torque Delivered to TCM Signal On On 5–315


Table 5–3. DTC LIST AND DESCRIPTION INDEX (cont’d)
P1891 Throttle Position Sensor (TPS) PWM Signal—Low Input — Off 5–318
P1892 Throttle Position Sensor (TPS) PWM Signal—High Input — Off 5–321
P2637 Torque Management Feedback Signal—SEM — On 5–324
P2641 Torque Management Feedback Signal—LRTP — On 5–326
P2670 Actuator Supply Voltage 2 (HSD2)—Low On On 5–329
P2671 Actuator Supply Voltage 2 (HSD2)—High (batt) On On 5–333
P2723 Pressure Control Solenoid 1 (PCS1)—Stuck Off On On 5–338
P2724 Pressure Control Solenoid 1 (PCS1)—Stuck On On On 5–341
P2727 Pressure Control Solenoid 1 (PCS1) Control Circuit—Open On On 5–344
P2729 Pressure Control Solenoid 1 (PCS1) Control Circuit—Low On On 5–349
P2730 Pressure Control Solenoid 1 (PCS1) Control Circuit—High On On 5–354
P2761 TCC PCS Control Circuit—Open On On 5–359
P2763 TCC PCS Control Circuit—High On On 5–364
P2764 TCC PCS Control Circuit—Low On On 5–369
P2771 4-Wheel Drive Lo Switch Circuit Off — 5–374
U0010 CAN 1 Bus Reset Counter Overrun On Off 5–378
U0073 CAN 2 Bus Reset Counter Overrun On Off 5–382
U0100 Lost Communication with ECM/PCM (CAN 2) Off Off 5–386
U0115 Lost Communication with ECM/PCM (CAN 1) Off Off 5–391
U1016 Class 2 Powertrain Controller State of Health Failure Off Off 5–396
U1041 Class 2 Anti-lock Brake Controller (ABS) State of Health Off Off 5–399
U1064 Class 2 Truck Body Controller (TBC) State of Health Off Off 5–402
U1096 Class 2 Instrument Panel Controller (IPC) State of Health Off Off 5–405
U1300 Serial Data Communication Link Low (Class 2) Off Off 5–408
U1301 Serial Data Communication Link High (Class 2) Off Off 5–411


DTC REFERENCE TABLES
Table 5–4. Gear Ratio

Range Close Ratio Wide Ratio
1 3.10:1 3.51:1
2 1.81:1 1.90:1
3 1.41:1 1.44:1
4 1.00:1 1.00:1
5 0.71:1 0.74:1
6 0.61:1 N/A
R –4.49:1 –5.09:1
Table 5–5. Main Pressure Schedule
Range Main Pressure @ 600 rpm Main Pressure @ 2100 rpm

Forward/Reverse Converter with Main Mod Active 590–720 kPa (85–105 psi) 634–758 kPa (92–110 psi)
(viewable in Allison DOC™)
Forward Converter with Main Mod Inactive 700–1380 kPa (101–200 psi) 1515–1795 kPa (220–260 psi)
Forward Lockup with Main Mod Active* 510–627 kPa (74–91 psi)
Forward Lockup with Main Mod Inactive* 1000–1170 kPa (145–170 psi)
Neutral/Park with Main Mod Active 590–720 kPa (85–105 psi)
Neutral/Park with Main Mod Inactive 800–1655 kPa (130–240 psi) 1515–1795 kPa (220–260 psi)
* Medium duty gasoline engines only.
Table 5–6. Allison DOC™ For PC–Service Tool Internal Mode Switch (IMS) Status
Selector Position A B C P Neutral Start

P OFF ON ON OFF ON
R OFF OFF ON ON OFF
N ON OFF ON OFF ON
D 5 5 5 ON OFF OFF ON OFF
*M 3 4 4 OFF OFF OFF OFF OFF
1 2 2 3 OFF ON OFF ON OFF
Blocked 1 1 1 ON ON OFF OFF OFF
When using a DVOM to check the IMS switch status of A, B, C, and P switches, note that the physical switch states are the opposite of
Allison DOC™ For PC–Service Tool status shown above.
When using a DVOM to check the switch sate of Neutral Start (NS), the switch state will be the same as the Allison DOC™ For PC–
Service Tool status shown above.
The IMS Switch has four positions available in forward. Therefore, one range position will be omitted at the selector. The omitted
position can be 2nd, 3rd, or 4th, depending upon chosen calibration.
*M mode allows tap-up tap-down feature functionally between 1st through 6th ranges.


Table 5–7. Solenoid and Clutch Apply
Clutch
to
Steady State Upshifts Main PCS1 PCS2 SS1 SS2 SS3 TCC Main Mod
R — OFF; C3 ON; C5 ON ON ON OFF OFF/ON
Steady State Applied Applied Solenoid Status is
with Throttle Calibration Dependent
on Engine, Turbine,
Output, and other factors
*R R — OFF; C5 ON; C3 OFF ON ON OFF ON
Steady State at Applied Applied
Closed Throttle
R–N — ON; C3 ON; C5 OFF ON ON OFF —
Exhausting Applied
N–R — OFF; C3 ON; C5 ON ON ON OFF —
Trimming on Applied
N OFF; C5 OFF; — ON ON ON OFF ON at closed throttle
Applied Exhausted
N–1 — OFF; C5 ON; C1 ON ON ON OFF —
Applied Trimming on
1–N — OFF; C5 OFF; — ON ON ON OFF —
Applied Exhausted
1 C1 OFF; C5 OFF; C4 OFF ON OFF OFF ON at closed throttle
Applied Exhausted
1–2 C1 ON; C5 ON; C4 OFF ON OFF OFF —
Exhausting Trimming on
2–1 C1 OFF; C5 OFF; C4 OFF ON OFF OFF —
Trimming on Exhausting
2 C1 ON; C3 ON; C4 OFF OFF OFF ON; Vocation
Exhausted Applied dependent on Dependent
output speed
2–3 C1 OFF; C3 OFF; C4 OFF OFF OFF ON —
3–2 C1 ON; C3 ON; C4 OFF OFF OFF ON —
3 C1 OFF; C3 OFF; C2 ON OFF OFF ON Vocation
Applied Exhausted Dependent
3–4 C1 ON; C3 ON; C2 ON OFF OFF ON —
4–3 C1 OFF; C3 OFF; C2 ON OFF OFF ON —
4 C2 ON; C3 ON; C1 ON OFF ON ON Vocation
Exhausted Applied Dependent
4–5 C2 OFF; C3 OFF; C1 ON OFF ON ON —
5–4 C2 ON; C3 OFF; C1 ON OFF ON ON —
5 C2 OFF; OFF; C4 OFF OFF ON ON Vocation
C3 Applied Exhausted Dependent
5–6 C2 ON; C3 ON; OFF OFF ON OB —


Table 5–7. Solenoid and Clutch Apply (cont’d)
Clutch
to
Steady State Upshifts Main PCS1 PCS2 SS1 SS2 SS3 TCC Main Mod
6–5 C2 OFF; OFF; OFF OFF ON ON —
Trimming on Trimming
off
6 C2 ON; ON; OFF OFF ON ON Vocation
C4 Applied C4 Applied Dependent
* The following throttle dependent conditions occur in reverse range:
At closed throttle (Idle) SS1 is OFF, PCS1 controls C5 clutch, PCS2 controls C3 clutch.
Above 20 percent throttle* SS1 is ON, PCS1 controls C3, PCS2 controls C5.
Under 10 percent throttle* TCM reverts back to the close throttle (Idle) schedule.
Table 5–8. Pressure Switch Status

(N/O) (N/O) (N/O) (N/C)
PS1 PS2 PS3 PS4
Switch Allison DOC™ Switch Allison DOC™ Switch Allison DOC™ Switch Allison DOC™
Range Status Status Status Status Status Status Status Status
R Open OFF* Closed ON Closed ON Closed ON
N Closed ON Closed ON Closed ON Open OFF
1 Open OFF Closed ON Open OFF Open OFF
2 Open OFF Open OFF Open OFF Open OFF
3 Closed ON Open OFF Open OFF Open OFF
4 Closed ON Open OFF Closed ON Open OFF
5 Open OFF Open OFF Closed ON Open OFF
6** Open OFF Open OFF Closed ON Open OFF
N/O = Normally Open, N/C = Normally Closed
* PS1 reverts to the CLOSED/ON state with throttle applied in reverse.
** For use in GM pickup truck application only.


Table 5–9. Calculated Solenoid Resistance vs. Temperature
Sump Temperature TCC, PCS1, PCS2 (Ω) SS1, SS2, SS3, MAIN MOD (Ω)
(°°C) (°°F) Minimum Nominal Maximum Minimum Nominal Maximum

–65 –85 3.23 3.36 3.50 13.98 14.65 15.32
–40 –40 3.71 3.86 4.01 16.05 16.81 17.58
–30 –22 3.90 4.06 4.22 16.87 17.68 18.48
–20 –4 4.09 4.26 4.42 17.70 18.54 19.38
–10 14 4.28 4.45 4.63 18.52 19.41 20.29
0 32 4.47 4.65 4.84 19.35 20.27 21.19

10 50 4.66 4.85 5.04 20.17 21.14 22.10
20 68 4.85 5.05 5.25 21.00 22.00 23.00
30 86 5.04 5.25 5.46 21.83 22.86 23.90
40 104 5.23 5.45 5.66 22.65 23.73 24.81
50 122 5.42 5.65 5.87 23.48 24.59 25.71
60 140 5.61 5.84 6.08 24.30 25.46 26.62
70 158 5.80 6.04 6.28 25.13 26.32 27.52
80 176 5.99 6.24 6.49 25.95 27.19 28.42
90 194 6.18 6.44 6.69 26.78 28.05 29.33
100 212 6.37 6.64 6.90 27.60 28.92 30.23
110 230 6.57 6.84 7.11 28.43 29.78 31.14
120 248 6.76 7.03 7.31 29.25 30.65 32.04
130 266 6.95 7.23 7.52 30.08 31.51 32.94
140 284 7.14 7.43 7.73 30.90 32.38 33.85
150 302 7.33 7.63 7.93 31.73 33.24 34.75
160 320 7.52 7.83 8.14 32.55 34.10 35.65
165 329 7.61 7.93 8.24 32.97 34.54 36.11


Table 5–10. Speed Sensor vs. Temperature
Temperature Resistance
(°°C) (°°F) Minimum (Ω) Nominal (Ω) Maximum (Ω)

–25 –13 1929 2143 2358
0 32 2157 2397 2637
25 77 2340 2600 2860
50 122 2614 2904 3195
75 167 2842 3158 3474
100 212 3071 3412 3753
125 257 3299 3666 4032
150 302 3483 3870 4257
Table 5–11. Transmission Fluid Temperature (TFT) Sensor Resistance vs. Temperature
–45 –49 128 565 141 951 155 338
–40 –40 95 826 100 735 105 644
–35 –31 68 952 72 315 75 679
–30 –22 50 153 52 480 54 807
–25 –13 36 854 38 478 40 103
–20 –4 27 345 28 488 29 631
–15 5 20 476 21 286 22 097
–10 14 15 467 16 045 16 624
–5 23 11 781 12 197 12 612
0 32 9045 9345 9646
5 41 6998 7219 7441
10 50 5458 5623 5787
15 59 4291 4413 4536
20 68 3398 3490 3582
25 77 2710 2779 2849
30 86 2173 2228 2282
35 95 1754 1797 1840
40 104 1424 1459 1493
45 113 1163 1191 1218
50 122 955.0 977.1 999.2
55 131 788.6 806.5 824.5


Table 5–11. Transmission Fluid Temperature (TFT) Sensor Resistance vs. Temperature (cont’d)
60 140 654.7 669.3 683.9
65 149 546.3 558.3 570.2
70 158 458.1 467.9 477.8
75 167 385.9 394.1 402.2
80 176 326.6 333.3 340.1
85 185 277.5 283.2 288.9
90 194 236.5 241.6 246.7
95 203 202.4 206.9 211.5
100 212 173.8 177.9 182.0
105 221 149.8 153.6 157.3
110 230 129.7 133.0 136.4
115 239 112.6 115.6 118.7
120 248 98.17 100.88 103.6
125 257 85.87 88.29 90.71
130 266 75.35 77.52 79.69
135 275 66.34 68.27 70.21
140 284 58.58 60.31 62.04
145 293 51.88 53.42 54.97
150 302 46.08 47.46 48.84
155 311 41.04 42.27 43.50
160 320 36.65 37.74 38.84
Table 5–12. TPS—Distance (mm) of Travel vs. Volts

mm Volts mm Volts mm Volts mm Volts
0 0 12 1.317 24 2.634 36 3.951
1 0.110 13 1.427 25 2.744 37 4.061
2 0.220 14 1.537 26 2.854 38 4.171
3 0.329 15 1.646 27 2.964 39 4.281
4 0.439 16 1.756 28 3.073 40 4.390
5 0.549 17 1.866 29 3.183 41 4.500
6 0.659 18 1.976 30 3.293 42 4.610
7 0.768 19 2.085 31 3.403 43 4.720
8 0.878 20 2.195 32 3.512 44 4.829
9 0.988 21 2.305 33 3.622 45 4.939
10 1.098 22 2.415 34 3.732 46 5.049
11 1.207 23 2.524 35 3.842


DTC P0122 Pedal Position Sensor Circuit—Low Voltage
END VIEW OF
80-WAY CONNECTOR
61 80
41 60
TPS
CONNECTOR
21 40
1 20
A
B
C
112
C 12 5V
TCM
THROTTLE 144 ANALOG
POSITION B 44
INTERFACE
SENSOR
(TPS) 158
A 58
A
V08820.00.00
Circuit Description
The Transmission Control Module (TCM) receives input on throttle position from either a Throttle Position Sensor
(TPS) or a signal transmitted by the engine electronic controls.
Vehicles not equipped with electronically-controlled engines have a TPS attached to the engine fuel control
linkage. The TPS continuously sends the exact throttle position to the transmission TCM.
The TPS is a sliding resistor sensor (potentiometer) actuated by a mechanical linkage. The TCM delivers a constant
voltage to one terminal of the TPS resistive strip. The other TPS terminal connects to ground. The resistor contacts
of the TPS are connected to provide a regulated voltage signal input to the TCM.
When actuated by the mechanical throttle cable, the contacts of the resistor move along the resistive strip. As the
contacts slide along the resistive strip, a voltage is sent to the TCM. At each increment of 0.178 mm (0.007 inch)
along the resistive strip, the contacts deliver a different voltage to the TCM. The different voltages are interpreted
as throttle sensor movement. The TCM converts travel distance (mm) into throttle opening percentage.
Conditions for Running the DTC

• The components are powered and ignition voltage is greater than 9V and less than 18V (12V TCM) or greater
than 18V and less than 32V (24V TCM).
• DTC P0123 Pedal Position Sensor Circuit—High Voltage is not active.


Conditions for Setting the DTC
DTC P0122 sets when the TCM detects a throttle position sensor voltage less than 0.55V for 5 seconds.
Action Taken When the DTC Sets

• DTC P0122 is stored in the TCM history.
• The TCM uses the default throttle value, based on engine torque and speed.
• The TCM freezes shift adapts (DNA).
• The TCM inhibits TCC engagement.
• The CHECK TRANS light illuminates (Non-OBD II Strategy).
Conditions for Clearing the DTC/CHECK TRANS Light

Allison DOC™ For PC–Service Tool can be used to clear the DTC from the TCM history. The TCM automatically
clears the DTC from the TCM history if the vehicle completes 40 warm-up cycles without the DTC recurring.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal
— A backed-out terminal
— A damaged terminal
— Poor terminal tension
— A chafed wire
— A broken wire inside the insulation.
• When diagnosing for an intermittent short or open circuit condition, massage the wiring harness while
watching the test equipment for a change.
• You may have to drive the vehicle in order to experience a fault.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. This step tests for the proper ignition voltage.

3. This step tests for the proper reference voltage from TCM.
4. This step tests shorting condition or opens in TPS harness.
5. This step tests for proper TPS adjustment.
6. This step tests for internal TPS intermittent shorts or open conditions.


DTC P0122 Pedal Position Sensor Circuit—Low Voltage
Step Action Value(s) Yes No
1 Was the Beginning the Troubleshooting Process Go to Step 2 Go to
(refer to Section 5–4) performed? Beginning the
Troubleshooting
Process
(Section 5–4)
2 1. Install Allison DOC™. 9–18V (12V TCM) Go to Step 3 Resolve
2. Start the engine. 18–32V (24V TCM) voltage problem
3. Record the DTC Failure Record data. (Refer to
4. Using Allison DOC™, measure ignition voltage. DTC P0562
Is voltage within the specified value? and P0563)
3 1. Turn the ignition OFF. 4.75–5.0V Go to Step 4 Go to Step 10
2. Disconnect the 80-way connector from the TCM
and install J39700 Breakout Box and J 47275
TCM Breakout at the TCM. (To perform the
following test the 16 pin bypass connector
located on J 47275 TCM Breakout must be
disconnected.)
3. With the engine OFF turn the ignition to the RUN
position.
4. Using a digital volt/ohmmeter (DVOM), measure
the voltage at pins 12 and 58.
Is the voltage within the specified value?
4 1. With the J 39700 Breakout Box and J 47275 4.75–5.0V Go to Step 5 Go to Step 7
TCM Breakout installed as in Step 3, reconnect
the 16 pin breakout connector.
position.
3. Using a DVOM, measure the voltage at pins 12
and 58.
Is the voltage reading within specified value?
5 1. With the J 39700 Breakout box and J 47275 TCM Idle > 0.98 volts Go to Step 6 Go to Step 8
Breakout installed as in Step 4, refer to Full Throttle
Appendix F, Section B. < 3.921 volts
and 58.
3. Perform a voltage reading at Idle and full throttle.
Is the voltage reading at Idle and Full Throttle within
the specified value?
6 1. With the engine OFF and the ignition in the ON Go to Go to Step 9
position, measure the voltage at pins 44 and 58. Diagnostic Aids
2. Slowly increase the throttle from Idle to Full
throttle.
3. The increase in voltage should be steady, without
dropouts, as throttle is increased.
Was the voltage steady?


DTC P0122 Pedal Position Sensor Circuit—Low Voltage (cont’d)
7 With the J 39700 Breakout Box and J 47275 TCM Go to Step 8 Go to Step 9
Breakout unplugged at the TCM and the TPS
connector unplugged at the TPS, use a jumper wire
between pins A, B, and C. Using a DVOM at
J 39700 Breakout Box check the TPS harness
continuity at pin locations 112, 144, and 158.
Were there any opens or short between the three wires?
8 Repair the wiring harness (refer to OEM wiring Go to Step 11
harness repair procedure).
Is the repair complete?
9 Replace the (TPS) throttle position sensor. Go to Step 11
10 NOTE: In most cases, the TCM is not at fault. Go to Step 11
Investigate thoroughly before replacing the TCM.
Refer to TCM diagnostic procedure (Section 3–6).
Is Section 3–6 complete?
11 In order to verify your repair: Begin the System OK
1. Clear the DTC. diagnosis again.
2. Operate the vehicle under normal driving Go to Step 1
conditions.
Did the DTC return?


DTC P0123 Pedal Position Sensor Circuit—High Voltage
END VIEW OF
80-WAY CONNECTOR
61 80
41 60
TPS
CONNECTOR
21 40
1 20
A
B
C
112
C 12 5V
TCM
THROTTLE 144 ANALOG
POSITION B 44
INTERFACE
SENSOR
(TPS) 158
A 58
A
V08820.00.00
Circuit Description
The Transmission Control Module (TCM) receives input on throttle position from either a Throttle Position Sensor
(TPS) or a signal transmitted by the engine electronic controls.
Vehicles not equipped with electronically-controlled engines have a TPS attached to the engine fuel control
linkage. The TPS continuously sends the exact throttle position to the transmission TCM.
The TPS is a sliding resistor sensor (potentiometer) actuated by a mechanical linkage. The TCM delivers a constant
voltage to one terminal of the TPS resistive strip. The other TPS terminal connects to ground. The resistor contacts
of the TPS are connected to provide a regulated voltage signal input to the TCM.
When actuated by the mechanical throttle cable, the contacts of the resistor move along the resistive strip. As the
contacts slide along the resistive strip, a voltage is sent to the TCM. At each increment of 0.178 mm (0.007 inch)
along the resistive strip, the contacts deliver a different voltage to the TCM. The different voltages are interpreted
as throttle sensor movement. The TCM converts travel distance (mm) into throttle opening percentage.


• DTC P0122 Pedal Position Sensor Circuit—Low Voltage is not active.

DTC P0123 sets when the TCM detects a throttle position sensor voltage greater than 4.75 for 5 seconds.

• The TCM uses the default throttle value, based on engine torque and speed.

Allison DOC™ For PC–Service Tool may be used to clear the DTC from the TCM history. The TCM automatically
Diagnostic Aids
— A bent terminal
— A chafed wire
Test Description
3. This step tests for the proper reference voltage from TCM.
4. This step tests shorting condition or opens in TPS harness.
5. This step tests for proper TPS adjustment.
6. This step tests for internal TPS intermittent shorts or open conditions.

DTC P0123 Pedal Position Sensor Circuit—High Voltage

Troubleshooting
Process
(Section 5–4)
and install J 39700 Breakout Box and J 47275
TCM Breakout at the TCM. (To perform the
following test the 16 pin bypass connector
located on J 47275 TCM Breakout must be
disconnected.)
position.
the voltage at pins 12 and 58.
4 1. With the J 39700 Breakout Box and J 47275 Go to Step 5 Go to Step 7
TCM Breakout installed as in Step 3, reconnect
the 16 pin breakout connector.
position.
and 58.
4. Is the voltage reading within specified value?
5 1. With the J 39700 Breakout box and J 47275 TCM Idle > 0.98V Go to Step 6 Go to Step 8
Breakout installed as in Step 4, refer to Full Throttle
Appendix F, Section B. < 3.921V
and 58.
3. Perform a voltage reading at Idle and full throttle.
Is the voltage reading at Idle and Full Throttle within
the specified value?
6 1. With the engine OFF and the ignition in the ON Go to Go to Step 9
position, measure the voltage at pins 44 and 58. Diagnostic Aids
2. Slowly increase the throttle from Idle to Full
throttle. The increase in voltage should be steady,
without dropouts, as throttle is increased.
Was the voltage steady?


DTC P0123 Pedal Position Sensor Circuit—High Voltage (cont’d)
7 1. With the J 39700 Breakout Box and J 47275 Go to Step 8 Go to Step 9
TCM Breakout unplugged at the TCM and the
TPS connector unplugged at the TPS, use a
jumper wire between pins A, B, and C.
2. Using a DVOM at J 39700 Breakout Box check
the TPS harness continuity at pin locations 112,
144, and 158.
Were there any opens or short between the three wires?
8 Repair the wiring harness (refer to OEM wiring Go to Step 11
harness repair procedure).
9 Replace the (TPS) throttle position sensor. Go to Step 11
Is the replacement complete?
conditions.
Did the DTC return?


DTC P0218 Transmission Fluid Over Temperature
REFER TO HYDRAULIC SCHEMATICS (APPENDIX H)

Circuit Description
The flow of transmission fluid starts in the transmission pan. Fluid is then drawn through the filter and internal
passages into the oil pump assembly. The oil pump pressurizes the fluid into main-pressure that is regulated at the
main-pressure regulator valve. From this point, fluid is directed to the TCC solenoid and to the control-main
regulator and control-main relief valve into the control-main filter assembly and on to all solenoids for use as
control pressure. Hot fluid leaving the torque converter is routed through the converter flow valve to cooler lines
and into the cooler assembly. The transmission oil cooler is located in the radiator. The vehicle may be equipped
with an auxiliary oil cooler. The cooled fluid is returned to the transmission through the return cooler line and to the
transmission lube circuit. The automatic transmission fluid temperature (TFT) sensor, which is part of the PSM, is
located in the oil pan.
If the Transmission Control Module (TCM) detects a high TFT for an extended period of time, then DTC P0218 sets.

• DTCs P0711, P0712, P0713 are not active.
• Engine speed is greater than 200 rpm for more than 5 seconds.

DTC P0218 sets when the TCM detects a transmission sump temperature greater than 122°C (251°F) for
10 seconds.

• The TCM does not illuminate the CHECK TRANS light (Non-OBD II Strategy).
• The TCM does not illuminate the MIL (OBD II Strategy).
• The TCM records the operating conditions when the conditions for setting the DTC are met. The TCM stores
this information as Failure Records.
• The TCM defaults to “hot mode” shift schedule where 4th range is held and TCC is inhibited to increase engine
speed and improve cooler flow.

• Allison DOC™ For PC–Service Tool may be used to clear the DTC from the TCM history.
• The TCM automatically clears the DTC from the TCM history if the vehicle completes 40 warm-up cycles
without the DTC recurring.
• The TCM cancels the DTC default actions when the fault no longer exists and the DTC passes test.

Diagnostic Aids
• Verify the customer’s driving habits, such as trailer towing, etc.
• Using Allison DOC™ For PC–Service Tool, monitor transmission fluid temperature (TFT). TFT should rise
steadily during warm-up cycles and then stabilize.
• DTC P0218 may set after DTC P0711 (not active) has set. Follow the diagnostic table for DTC P0711 before
proceeding to the diagnostic for DTC P0218. Repairing the condition that set DTC P0711 will likely eliminate
DTC P0218.
• DTC P0218 sets first, before DTCs P0711 and P0712.
• If DTC P0711 is set, temperature is defaulted and diagnostics are shut off, P0218 cannot be set.
Test Description
3. This step inspects for air restriction and loss of transmission fluid flow, causing an extremely high TFT.
4. This step tests main-pressure.
5. This step inspects for a stuck torque converter stator.
DTC P0218 Transmission Fluid Over Temperature

(refer to Section 5–4) performed? Beginning The
Troubleshooting
Process
(Section 5–4)
2 1. Install Allison DOC™. Go to Step 3 Go to Allison
2. Turn ON the ignition, with the engine OFF. Transmission Fluid
3. Record the DTC Failure Record data. Checking
4. Clear the DTC. Procedure
5. Perform the Allison Transmission Fluid Checking (Appendix R)
Procedure (Appendix R).
Was the Allison Transmission fluid level check
performed?
3 1. Inspect the engine cooling system for the Go to Step 6 Go to Step 4
following conditions:
• Air flow restrictions
• Air flow blockage
• System fluid level and condition
• Debris
2. Inspect the transmission cooling system for the
• Air flow restrictions
• Air flow blockage
• System fluid level and condition
• Debris
• Damaged cooler lines or hoses
Did you find and correct the condition?


DTC P0218 Transmission Fluid Over Temperature (cont’d)
4 Perform the Main Pressure Check Procedure (refer Go to Step 6 Go to Step 5
to Appendix B).
Did you find and correct a pressure problem?
5 Check for a possible torque converter stator Go to Step 6 Go to General
malfunction. Troubleshooting
A stuck stator would be indicated by no cool-down (Section 7)
in neutral after stalling the transmission (refer to
Section 7).
6 Perform the following procedure in order to verify Begin the System OK
your repair: diagnosis again.
1. Clear the DTC. Go to Step 1
2. Using Allison DOC™, monitor the transmission
fluid temperature (TFT).
3. Operate the vehicle under the following
conditions.
• Turn ON the ignition, with the engine OFF.
• The TFT must be less than 126°C (258°F) for
at least 10 seconds.
4. Using Allison DOC™, verify that the test to
detect this DTC has run.
Has the test run and passed?


DTC P0561 System Voltage—Performance
TCM END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
163 IGNITION
63
POWER
170 BATTERY
70
POWER
IGN 110 BATTERY
SWITCH 10 POWER TCM
10a 169
69 GND
15a
109
9 GND
+ –
12V/24V
BATTERY
V08905.00.00
Circuit Description
The Transmission Control Module (TCM) requires a switched ignition voltage input and a direct battery voltage
input. This switched ignition voltage signal originates from the ignition switch or an ignition relay to supply
voltage to pin 163 in the 80-way connector at the TCM. Battery direct voltage is supplied to pins 110 and 170 at the
80-way connector.

• The test becomes enabled when the engine has been running above 400 rpm for at least 0.5 seconds.

P0561 sets when the TCM detects a large variation in ignition voltage or battery direct voltage. When an ignition or
battery direct voltage variation of 4.0V or greater is detected for 0.5 seconds, a fault pending is reported. After
1.0 second of 4.0V or greater variation, a DTC is set with a failure response.


When DTC P0561 is active, the following conditions will occur:
• Hydraulic default is commanded. Shift selector position and hydraulic state of logic valves determine the range
attained.

Diagnostic Aids
• This DTC indicates a variation in ignition voltage or battery direct voltage. Common ignition circuit problems for
this DTC are a fault in the feed wires to the TCM, a defective ignition switch, or a large vehicle accessory load on
the ignition circuit. Battery direct voltage problems may be due to loose or corroded battery cables, a bad
connection at the battery direct feed terminal (110 and 170), or an internal TCM failure due to a burnt trace.
• A vehicle charging system failure may cause this DTC under certain circumstances.
• This DTC may indicate that an internal voltage problem has occurred inside the TCM. The use of a substitute
TCM would be a good way to diagnose this problem.
• A defective vehicle battery may induce this DTC.
— A bent terminal
— A chafed wire
Test Description
2. This step tests for an active DTC after clearing.
3. This step tests for the proper battery direct input voltage.
4. This step tests for the proper ignition input voltage.
5. This step tests for shorts or open conditions at battery direct input circuit.
6. This step tests for shorts or open conditions at ignition input circuit.

DTC P0561 System Voltage—Performance

(Section 5–4) performed? Beginning The
Troubleshooting
Process
(Section 5–4)
2 1. Install Allison DOC™. Go to Step 3 Go to Step 4
2. Turn ON the ignition, with the engine OFF.
3. Record the DTC Failure Record data.
4. Clear the DTC.
5. Start vehicle and test drive.
6. Duplicate same operating conditions observed in
failure records.
NOTE: This DTC indicates that a voltage variation
exists in the ignition voltage or at the battery direct
input. This variation is measured from min. and
max. voltage values. If the voltage variation is
present for a predetermined amount of time, this
DTC sets.
Did DTC P0561 return?
2. Disconnect TCM 80-way connector at the TCM. (12V TCM)
3. Install J 39700 Breakout Box and J 47275 TCM 18.5–24.0V
Breakout at the 80-way connector. (24V TCM)
voltage at 80-way connector pins 9, 10, and 70.
4 1. Using a digital multimeter (DVOM), sequentially 11.5–12.5V Go to Go to Step 6
measure voltage at 80-way connector pin 63 (12V TCM) Diagnostic Aids
using 80-way connector pins 9 or 69 as ground 18.5–24.0V
return. (24V TCM
5 NOTE: The vehicle OEM has responsibility for all Go to Step 8 Go to Step 7
external wiring harness repair. Harness repairs
performed by Allison Transmission distributors
and dealers are not covered by Allison
Transmission warranty.
Inspect battery direct circuits 110 and 170 for one of
the following conditions:
• Intermittent open or short
• Loose or corroded connections at battery or
connection points
• Defective battery.
Was one of these conditions discovered and repaired?


DTC P0561 System Voltage—Performance (cont’d)
Inspect the TCM ignition input circuit for one of the
• Intermittent open or short at ignition input
circuits 109, 169, or 163.
• Loose or corroded connections at ignition
switch or ignition relay assembly.
• Defective ignition switch or relay.
• Loading of ignition circuit by defective vehicle
accessories.
Was one of these conditions discovered and repaired?
2. Drive the vehicle under conditions shown in Go to Step 1
failure records.
Did the DTC return?


DTC P0562 System Voltage—Low
TCM END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
163 IGNITION
63
POWER
170 BATTERY
70
POWER
IGN 110 BATTERY
SWITCH 10 POWER TCM
10a 169
69 GND
15a
109
9 GND
+ –
12V/24V
BATTERY
V08905.00.00
Circuit Description
The Transmission Control Module (TCM) requires a switched ignition voltage input to operate. This switched
ignition voltage signal originates from the ignition switch or an ignition relay to supply voltage to pin 163 in the
80-way connector at the TCM.

• The engine speed is greater than 450 rpm for 10 seconds.

DTC P0562 sets when the TCM detects the following condition:
• 12V TCM—Ignition voltage is detected below 8V at 0°C (32°F) for a total of 5 out of 7 seconds. The voltage
threshold is temperature dependent varying from 5V at –60°C (–75°F) to 9V at 20°C (68°F).
• 24V TCM—Ignition voltage is detected below 17V at 0°C (32°F) for a total of 5 out of 7 seconds. The voltage
threshold is temperature dependent varying from 14V at –60°C (–75°F) to 18V at 20°C (68°F).


• If the DTC is active while vehicle is in a forward range, transmission shifts to neutral, 1st, 3rd, or 5th range.
• If the DTC is active while in reverse or neutral, transmission shifts to neutral.
• If the shift selector is moved to forward range, transmission shifts to neutral, 1st, 3rd, or 5th range.
• If the shift selector is moved to R (Reverse) or N (Neutral), transmission shifts to neutral. Diagnostic response
honors the inhibit latched at the time the DTC is set. If a latched inhibit is present and PRNDL is incorrect,
transmission shifts to neutral range. GPI request is responded to if PRNDL is correct.

Diagnostic Aids
• A defective vehicle battery may allow this DTC to set. Test the vehicle battery to verify proper voltage and load
capacity.
• A defective vehicle charging system may cause this DTC.
• Vehicle components such as an ignition switch or TCM ignition relay may cause this DTC to set and not be
active, this indicates that an intermittent condition may exist in these components.
— A bent terminal
— A chafed wire
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test
equipment for a change.
Test Description
4. This step tests vehicle battery per OEM guidelines.
5. This step tests vehicle charging system per OEM guidelines.


DTC P0562 System Voltage—Low
Troubleshooting
Process
(Section 5–4)
2 1. Install Allison DOC™. Voltage should be Go to Step 4 Go to Step 3
2. Turn ON the ignition, with the engine OFF. above
3. Record the DTC Failure Record data. 9V (12V TCM) or
4. Clear the DTC. 18V (24V TCM) at
5. Inspect the ignition voltage value on Allison 20°C (68°F).
DOC™. See conditions for
NOTE: This DTC sets when ignition voltage drops setting the DTC.
below a predetermined level that is temperature
dependent for 5 out of 7 seconds.
Is the ignition voltage below specified value?
3 1. Start the vehicle, if possible. Go to Step 4 Go to
2. If the DTC is not active, drive the vehicle. Diagnostic Aids
Attempt to duplicate the same operating
conditions observed in the failure records.
Did the DTC return?
4 Test the vehicle battery per OEM instructions, See OEM for Go to Step 5 Replace the vehicle
including a voltage test and a load test. correct battery battery and go to
Does test indicate the battery is good? specifications Step 6
5 Test the vehicle charging system per the OEM See OEM for Go to Repair the
recommended testing procedure. correct charging Diagnostic Aids charging system
Is the charging system operating properly? system and go to Step 6
specifications
2. Drive the vehicle under conditions shown in the Go to Step 1
failure records when the DTC set.
Did the DTC return?


DTC P0563 System Voltage—High
TCM END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
163 IGNITION
63
POWER
170 BATTERY
70
POWER
IGN 110 BATTERY
SWITCH 10 POWER TCM
10a 169
69 GND
15a
109
9 GND
+ –
12V/24V
BATTERY
V08905.00.00
Circuit Description
The Transmission Control Module (TCM) requires a switched ignition voltage input to operate. This switched
ignition voltage signal originates from the ignition switch or an ignition relay to supply voltage to pin 163 in the
80-way connector at the TCM.
• The engine speed is greater than 450 rpm for one second.
DTC P0563 sets when the TCM detects the following condition:
• 12V TCM—Ignition voltage is above 18V for 6 out of 10 seconds.
• 24V TCM—Ignition voltage is above 32V for 6 out of 10 seconds.


• If the DTC is active while the vehicle is in a forward range, the transmission shifts to neutral, 1st, 3rd, or 5th range.
• If the DTC is active while in reverse or neutral, the transmission shifts to neutral.
• If the shift selector is moved to a forward range, the transmission shifts to neutral, 1st, 3rd, or 5th range. If the
shift selector is moved to R (Reverse) or N (Neutral), the transmission shifts to neutral. Diagnostic response
honors the inhibit latched at the time the DTC is set. If a latched inhibit is present and PRNDL is incorrect, the
transmission shifts to neutral range. GPI request is responded to if PRNDL is correct.

Diagnostic Aids
• A defective vehicle charging system that is overcharging may cause this DTC.
— A bent terminal
— A chafed wire
• This DTC can set if an A40–A42 model TCM is installed in a 24V system, when an A43 TCM is required.
Test Description


DTC P0563 System Voltage—High
1 Was the Beginning the Troubleshooting Process — Go to Step 2 Go to
Troubleshooting
Process
(Section 5–4))
2 1. Install Allison DOC™. See Conditions for Go to Step 4 Go to Step 3
2. Turn ON the ignition, with the engine OFF. Setting the DTC
4. Clear the DTC.
5. Start vehicle engine and inspect the ignition
voltage value on Allison DOC™.
NOTE: This DTC sets when ignition voltage is
detected above 18V for 12V systems or 32V for 24V
systems for 6 out of 10 seconds.
Is the ignition voltage above specified value?
3 1. Start the vehicle, if possible. — Go to Step 4 Go to
2. If the DTC is not active, drive the vehicle. Diagnostic Aids
Attempt to duplicate the same operating
conditions observed in failure records.
Did the DTC return?
4 Test the vehicle charging system per the OEM — Go to Repair the
recommended testing procedure. Diagnostic Aids charging system
Is the charging system operating properly? and go to Step 5
5 In order to verify your repair: — Begin the System OK
1. Clear DTC. diagnosis again.
2. Drive vehicle under conditions shown in failure Go to Step 1
records when DTC set.
Did the DTC return?


DTC P0602 TCM Not Programmed
NO SCHEMATIC FOR THIS DTC

Circuit Description
At the power up and after clearing DTCs, the Transmission Control Module (TCM) performs a self-test to
determine if the calibration in memory is valid.

• This test will run before any TCM functions.

DTC P0602 sets if the TCM determines the present calibration is invalid.

• The TCM returns to the boot program, and then waits to be recalibrated.

TCM must be recalibrated.
DTC P0602 TCM Not Programmed

Troubleshooting
Process
(Section 5–4)
2 1. Install Allison DOC™. Go to Step 4
2. If DTC P0602 is present, the TCM must be
recalibrated.
Is recalibration complete?
4 1. Install Allison DOC™. Go to Step 3 System OK
2. Start the vehicle.
Did the DTC return?


DTC P0606 TCM Internal—Performance

Circuit Description
The Transmission Control Module (TCM) completes numerous scheduled tasks during normal operation. If one of
the scheduled tasks fails to complete within a specific time limit the TCM will re-attempt this task.
NOTE: The presence of DTC P0606 indicates a TCM software error has occurred and the Allison
Transmission Service Department should be contacted at 1-800-252-5283.

• The components are powered and ignition voltage is greater than 9V and less than 18V for a 12V TCM, or
greater than 18V and less than 32V for a 24V TCM.
• This test is run during the entire ignition cycle.

DTC P0606 sets if a task fails to complete after two consecutive attempts.

• When DTC P0606 is active, the transmission will lock in N (Neutral).

Allison DOC™ For PC–Service Tool can clear the DTC from the TCM history. The TCM automatically clears the
DTC from the TCM history if the vehicle completes 40 warm-up cycles without failure.


DTC P0610 TCM Vehicle Options (TransID) Error
20-WAY 24-WAY END VIEW OF

TRANSMISSION TRANSMISSION 80-WAY CONNECTOR
HARNESS HARNESS 61 80
CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TRANSMISSION TRANSMISSION
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24
NOTE: Letters I, O, and Q are not used.

20-WAY 24-WAY
CONNECTOR CONNECTOR
TRANSMISSION TCM
TRANSID 176
* 24 76 ANALOG
HSD1 111 (HSD1) INTERFACE
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 78
TCC 178 L V BATTERY
J 10 74
V09581.00.00
*NOT USED with 20-Way Transmission Connector.
Circuit Description
The TransID feature enables the TCM to recognize various transmission hardware configurations and verify that
the proper compatible calibration is used. The TCM senses the transmission configuration by using TID wire 176.
In the initial versions of Allison 4™ Generation Controls, wire 176 is connected to the High Side Driver 1 (HSD1)
via wire 111. This wiring configuration is designated TID A.
The test is enabled by the TCM calibration.
DTC P0610 sets when the TCM determines the TCM software level is incompatible with transmission hardware.
• DTC P0610 will be stored in the TCM history.
• The TCM defaults to TID A.


Conditions for Clearing the MIL/DTC
Allison DOC™ For PC can clear the DTC from the TCM history. The TCM automatically clears the DTC from the
TCM history if the vehicle completes 40 warm-up cycles without failure.
Diagnostic Aids
This DTC indicates that TCM software and the internal harness are not compatible. If this DTC occurs after a TCM
recalibration, inspect for incorrect TCM software level.
DTC P0610 TCM Vehicle Options (TransID) Error

(Section 5–4) Performed? Beginning The
Troubleshooting
Process
(Section 5–4)
2. Turn ON the ignition.
3. Using Allison DOC™, determine the highest
available TransID level supported by the TCM
calibration.
3. Consult the transmission bill of material or
the build history to determine the actual
TransID level of the transmission.
3. Compare the highest available TransID level
in the calibration to the actual transmission
hardware.
Is the highest available TransID level greater than or
equal to the actual TransID of the transmission?
3 1. Reset Autoselect using Allison DOC™. Go to Step 6 Go to Step 5
2. Monitor “TransID level used” on Allison DOC™.
3. Compare the TransID level indicated on Allison
DOC™ to the actual TransID level of the
transmission.
Did the TCM detect the correct TransID level?
4 Recalibrate the TCM with a TransID calibration that Go to Step 6
matches the actual TransID level of the
transmission.
Is the calibration complete?
6 In order to verify your repair: Begin the diagnosis System OK
1. Clear the DTC. again. Go to Step 1
2. Using Allison DOC™, reset Autoselect.
3. Verify the TCM detects the correct TransID
level.
Did the DTC return?


DTC P0613 TCM Processor

Circuit Description
The Transmission Control Module (TCM) continually performs a series of processing steps known as a
“processing loop” during normal operation. The TCM must complete the processing loop within a specific time
limit. The TCM will reset if it does not complete two consecutive loops inside a predetermined time interval.
NOTE: The presence of DTC P0613 indicates a TCM processing error has occurred. Contact the Allison
Transmission Service Department at 1-800-252-5283.

• This test is run during the entire ignition cycle.

DTC P0613 sets if the TCM does not complete two processing loops within the allotted time.
Actions taken when the DTC Sets

• When DTC P0613 is active, the TCM commands OFF all solenoids (SOL OFF).
• DTC is stored in TCM history.
• TCM inhibits TCC engagement.

clears the DTC from the TCM history if the vehicle completes 40 warm-up cycles without failure.


DTC P0614 Torque Control Data Mismatch—ECM/TCM

Circuit Description
Shift Energy Management (SEM) allows the Transmission Control Module (TCM) to request torque reduction
from the engine controller. By reducing torque, shifts can be made quicker, at a more consistent output torque
which reduces clutch temperatures and increases clutch life. When an engine torque rating exceeds 580 lb ft,
Lower Range Torque Protection (LRTP) is used. This feature limits engine torque in lower ranges to protect the
transmission from damage if a stall condition occurs.

• No DTC U0115 CAN bus error.
• Engine speed is greater than 200 rpm and less than 7500 rpm for 5 seconds.
• This test runs for 30 seconds for the first 20 engine starts after the engine is detected on the J1939 CAN.
• Engine must be identified by the TCM as an approved make and model.
• Engine’s torque configuration message (peak torque) must be greater than allowed without SEM (above
580 lb ft gross input torque).
NOTE: Unapproved engines or low torque engines will operate without setting a P0614.

P0614 sets when the TCM detects one of the following conditions:
• TCM detects a valid engine having the proper torque rating, but ECM software is not supporting all the
messaging necessary for SEM.
• TCM detects a valid engine having a torque rating exceeding 580 lb ft that does not support Lower Range
Torque Protection (LRTP) messaging.
NOTE: Valid engines with a torque rating exceeding 580 lb ft must have software that is compatible with
LRTP or a P0614 is set.

• If the TCM and engine ECM software are not compatible, the transmission will be restricted to reverse, neutral,
1st range, or 3rd range.



Diagnostic Aids
• If DTC P0614 is set in combination with DTCs P2637 and/or P2641, engine control software is not correct.
Verify that the proper software is installed then reset the SEM Autoselect parameters with Allison DOC™ For
PC–Service Tool.
• This DTC may set if attempting to reflashing the TCM with the engine running; always reflash with the engine
off, ignition on.
Test Description
3. This step verifies the engine is on the recognized list of SEM/LRTP engines.
4. This step verifies the engine supports SEM.
5. This step verifies the engine supports LRTP.
DTC P0614 Torque Control Data Mismatch—ECM/TCM

Troubleshooting
Process
(Section 5–4)
2 If a DTC U0115 is present, troubleshoot and resolve — Go to DTC U0115 Go to Step 3
before going to the next step. and resolve before
Is a DTC U0115 present? proceeding to
Step 7
3 1. Install Allison DOC™. Allison DOC™ Go to Step 4 Go to Step 7
2. Turn ON the ignition. indicates “SEM/
3. Refer to Engine Hardware Status in SEM/LRTP LRTP Recognized”
AND AUTODETECT INFO display of Allison or “Not SEM/
DOC™. LRTP Recognized”
Is the engine recognized as a SEM/LRTP engine?
4 Refer to SEM Validated Status in SEM/LRTP AND Allison DOC™ Go to Step 5 Go to Step 7
AUTODETECT INFO display of Allison DOC™. indicates “ECM
Does the ECM support SEM? supports SEM” or
“ECM doesn’t
support SEM”
5 Refer to LRTP Validated Status in SEM/LRTP AND Allison DOC™ Go to Step 6 Go to Step 7
AUTODETECT INFO display of Allison DOC™. indicates “ECM
Does the ECM support LRTP? supports LRTP” or
“ECM doesn’t
support LRTP”


DTC P0614 Torque Control Data Mismatch—ECM/TCM (cont’d)
6 This indicates that engine torque values are above — Go to Step 8 —
the transmission ratings set in the TCM calibration.
1. Inspect the TCM for proper calibration to support
SEM and LRTP. If proper TCM calibration is
installed, the engine rating is too high for the
transmission.
2. Recalibrate the engine to a lower torque rating.
Was one of the above conditions found and resolved?
7 Turn the vehicle over to the engine manufacturer to — Go to Step 8
verify proper software and calibration are installed
to support SEM and/or LRTP.
Has the proper software and calibration been
installed?
1. Clear P2637 or P2641, if present. diagnosis again.
2. Using Allison DOC™, reset Autoselect (refer to Go to Step 1
Section 3–8).
3. Clear P0614.
4. Drive the vehicle under normal operating
conditions.
5. Refer to Allison DOC™ “Test Passed” section
and confirm the test was run.
Did the DTC return?


DTC P0634 TCM Internal Temperature Too High

Circuit Description
The Transmission Control Module (TCM) is equipped with an internal temperature sensor mounted directly to its
circuit board. The TCM will take action to protect against damage from overheat.

• Engine speed is greater than 200 rpm and less than 7500 rpm for more than 10 seconds.

DTC P0634 sets if the TCM internal temperature is greater than or equal to 140ºC (284ºF) for 10 seconds with
engine running.

• The MIL illuminates (OBD II Strategy).
• The TCM commands OFF all solenoids (SOLOFF).
Conditions for clearing the DTC/CHECK TRANS Light

Diagnostic Aids
Clean the TCM if necessary. Excessive road debris will reduce the effectiveness of the heat sink on the TCM and
could cause internal temperature to rise.


DTC P0634 TCM Internal Temperature Too High
Troubleshooting
Process
(Section 5–4)
2 1.Install Allison DOC™. Go to Step 3 Go to
2.Turn the ignition ON. Diagnostic Aids
3.Record the DTC Failure Record data.
4.Clear the DTCs.
5.Drive the vehicle and monitor TCM internal
temperature on Allison DOC™.
3 1. Inspect the TCM and surrounding area. Go to Step 5 Go to Step 4
2. Make sure there are no high temperature
components such as exhausted lines mounted in
the vicinity of the TCM.
3. Shield or relocate the TCM, if possible.
Do you find and correct the problem?
5 1. Install Allison DOC™. Begin the System OK
2. Monitor TCM internal temperature. diagnosis again.
3. Drive the vehicle under conditions noted in Go to Step 1
failure records.
Did the DTC return?


DTC P0658 Actuator Supply Voltage 1 (HSD1)—Low

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

20-WAY CONNECTOR 24-WAY CONNECTOR
TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description
High Side Driver 1 (HSD 1) supplies battery voltage to the Main Mod, TCC and PCS1 solenoids via wire 111.
HSD1 is continuously ON during normal operation except during brief circuit tests. The TCM regulates control
current to the solenoids by switching the appropriate low-side driver ON and OFF. DTC P0658 indicates the TCM
has detected that all solenoids connected to the HSD1 are inactive with a supply voltage in the HSD1 circuit of 6V
or less. DTC P0658 indicates a short-to-ground has occurred in the high side wiring attached to HSD1 (wire 111)
or TransID (wire124).

• Components are powered and the ignition voltage is greater than 9V and less than 18V (12V TCM) or greater
• HSD1 is commanded ON.


DTC P0658 is set when the TCM detects all the solenoids connected to the HSD1 are inactive and the high-side
voltage is less then 6V. These conditions indicate a short-to-ground has occurred at the high-side wire 111 or
TransID wire 124.

• If the failure occurs while in a forward range a shift to first, third, or fifth range is made.
• While diagnostic response is active, if shift selector is moved to neutral, transmission will shift to neutral; if the
shift selector is moved to reverse, transmission shifts to reverse. If the shift selector is moved to forward range
or reverse and transmission is compromised be overspeeding or direction change, transmission shifts to neutral.
• TCC engagement is inhibited.
• Main Modulation is inhibited.
• The CHECK TRANS light illuminates.

The Allison DOC™ For PC–Service Tool can be used to clear the DTC from the TCM history. The TCM
automatically clears the DTC from the TCM history if the vehicle completes 40 warm-up cycles without failure.
Diagnostic Aids
• HSD1 and HSD2 will reset opening the high side circuit whenever a short-to-ground is detected.
• You may have to drive the vehicle in order to experience a fault. Use the data obtained from failure records to
determine transmission range and/or certain vehicle operating variables such as temperature, run time etc. This
data can be useful in reproducing the failure mode when DTC was set.
• Inspect the wiring for poor electrical connections at the TCM and transmission connector. Look for the
— A bent terminal
— A chafed wire
— A broken wire inside the insulation
• Inspect OEM wiring harness routing, look for possible contact points where chaffing could occur leading to an
open circuit condition. Moving parts on the vehicle could be contacting the harness; this includes parking
brake drum, suspension components, etc.


Test Description
3. This step tests for an active DTC.
4. This step tests for wire-to-wire shorts or short-to-ground in the wire 111 of the OEM chassis harness.
6. This step tests for wiring defects in the transmission internal harness.

Troubleshooting
Process
(Section 5–4)
2 1. Install Allison DOC™. 9–18V (12V TCM) Go to Step 3 Resolve voltage
2. Start the engine. 18–32V (24V TCM) problem
4. Monitor ignition voltage.
Is the voltage within the specified values?
3 1. Clear the DTC. Go to Step 4 Go to
2. Start the engine and test-drive the vehicle. Diagnostic Aids
3. Attempt to duplicate the same conditions
observed in the failure records (range attained,
temperature, etc.).
NOTE: This DTC is intended to detect a short-to-
ground condition in the HSD1 electrical circuit.
4 1. Turn ignition OFF. Go to Step 5 Go to Step 6
2. Disconnect the 80-way connector at the TCM.
3. Install TCM Breakout J 47275 to the OEM
80-way connector. Leave the TCM 80-way
connector disconnected.
4. Disconnect the OEM 24-way connector from the
transmission.
5. Inspect the routing of wire 111 in the chassis
harness between the TCM and the transmission
connector.
6. At TCM Overlay J 47275-1, test for wire-to-wire
shorts between pin 11 and all other pins in the
80-way connector.
Were any wire-to-wire shorts found?


DTC P0658 Actuator Supply Voltage 1 (HSD1)—Low (cont’d)
5 NOTE: The vehicle OEM has responsibility for all Go to Step 9
Coordinate with the vehicle OEM to repair or
replace the chassis harness.
6 1. Turn the ignition OFF. Go to Step 7 Go to Step 8
2. Disconnect the OEM 24-way connector from
Transmission Breakout J 47278. Connect the
transmission 24-way connector to the J 39700
Breakout Box.
3. Using a digital volt/ohmmeter multimeter
(DVOM), test for wire-to-wire shorts between pin
14 and all other pins in the 24-way connector.
NOTE: The resistance value between pins 14 and
pins 10, 15, and 19 should read normal solenoid
resistance.
Were any wire-to-wire shorts or shorts-to-ground
found?
7 1. Remove the transmission oil pan. Go to Step 9
2. Repair or replace the internal wiring harness
(refer to the 1000 and 2000 Product Families
Service Manual, SM4006EN or In-Chassis
Maintenance, GN4008EN).
failure records.
Did the DTC return?


DTC P0659 Actuator Supply Voltage 1 (HSD1)—High (batt)

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description
High Side Driver 1 (HSD1) supplies battery voltage to the Main Mod, TCC and PCS1 solenoids via wire 111.
HSD1 is continuously ON during normal operation except during brief circuit tests. The TCM regulates control
current to the solenoids by switching the appropriate low-side driver ON and OFF. DTC P0659 indicates the TCM
has detected a greater than or equal to 6V in the HSD1 circuit when HSD1 is OFF during initialization. DTC P0659
could be caused by a short-to-battery or open condition in the high side wiring attached to HSD1 (wire 111).

than 18V or less than 32V (24V TCM).


DTC P0659 is set when the TCM detects a high voltage condition (greater than or equal to 6V) in three solenoids in
the HSD1 circuit.
• If the failure occurs while in a forward range a shift to 1st, 3rd or 5th range is made.
• While diagnostic response is active, if shift selector is moved to N (Neutral), transmission will shift to neutral;
if the shift selector is moved to R (Reverse), transmission shifts to reverse. If the shift selector is moved to
D (Forward) range or R (Reverse) and transmission is compromised be overspeeding or direction change,
transmission shifts to neutral.
Diagnostic Aids
determine transmission range and/or certain vehicle operating variables such as temperature, run time, etc. This
— A bent terminal
— A chafed wire
• Inspect OEM wiring harness routing, look for possible contact points where chafing could occur leading to an
Test Description
4. This step tests the OEM harness for an excessive voltage drop caused by an open condition in wire 111 of
the OEM chassis harness.
5. This step tests for a wire-to-wire short in wire 111 of the OEM chassis harness.


DTC P0659 Actuator Supply Voltage 1 (HSD1)—High
1 Was the Beginning the Troubleshooting Process Go to Step 2 Go to Beginning the
(Section 5–4) Performed? Troubleshooting
Process
(Section 5–4)
temperature, etc.).
battery condition in the HSD1 electrical circuit.
4 NOTE: Review Section 4, Wire Check Procedures Go to Step 6 Go to Step 5
before performing steps.
1. Turn ignition OFF.
2. Install TCM Breakout J 47275 between the OEM
and TCM 80-way connector.
3. Install Transmission Breakout J 47278 between
the OEM and transmission 24-way connector.
4. Turn ignition ON, leave engine OFF.
5. Using Allison DOC™, enter Solenoid Test mode
and command PCS1 ON.
6. Determine the voltage drop in the high side of the
PCS1 circuit as follows:
• At TCM Overlay J 47275-1, measure voltage
between pin 11 and an isolated ground.
• At Transmission Overlay J 47278-1 measure
voltage between pin 14 and ground. It will be
necessary to use J 39700 Breakout Box at TCM
Breakout J 47275 and Transmission Breakout
J 47278.
• Subtract the two voltage measurements to
obtain the voltage drop in the circuit.
NOTE: A voltage drop of more than 0.5V across
either circuit indicates an excessive voltage loss in
the OEM harness.
Did the high-side voltage drop exceed 0.5VDC?


DTC P0659 Actuator Supply Voltage 1 (HSD1)—High (cont’d)
2. Disconnect the TCM Breakout J 47275 from the
TCM. Leave the OEM 80-way connector
connected.
Transmission Breakout J 47278.
connector.
80-way connector, and shorts-to-ground between
pin 11 and chassis ground.
2. If not performed in Step 5 above, disconnect the
OEM 24-way connector from Transmission
Breakout J 47278. Leave the transmission 24-way
connector connected to the Breakout Box.
3. Using a digital volt/ohmmeter (DVOM), test for
wire-to-wire shorts between pin 14 and all other
pins in the 24-way connector, and shorts-to-
ground between pin 14 and chassis ground.
pins 10, 15, and 19 should read normal solenoid
resistance.
8 1. Remove the oil pan. Go to Step 10
2. Repair or replace the internal wiring harness.
failure records.
Did the DTC return?


DTC P0701 Transmission Control System—Performance

Circuit Description
The Transmission Control Module (TCM) monitors the status of the pressure switches at start-up to detect the
presence of hydraulic pressure.

• The components are powered and ignition voltage is greater than 9V and less than 18V (12V TCM).
• This test is run after engine start-up and runs as part of the transmission hydraulic initialization.

DTC P0701 sets when transmission fluid temperature is above –25°C (–13°F) with an engine speed above 500 rpm
for 6 seconds or 400 rpm for 15 seconds and forward or reverse range is selected and all the pressure switches do
not indicate pressure.


Diagnostic Aids
• DTC P0701 may be logged if a forward or reverse range is selected immediately after the engine is started and
before the TCM detects pressure at the switches (2 to 6 seconds after engine start).
• A plugged control main filter may cause this DTC to set. The control main filter is to be changed after the first
8000 km (5000 miles). Failure to change the filter at this interval may cause this DTC and other pressure
switch DTCs to set.
• A cracked internal suction filter tube or damaged tube seal may cause this DTC to set.
• A stuck lube regulator valve (located in the front support) may cause this DTC to set. A high static oil level
with the vehicle running is often a good indication of this complaint. Often pressure switch DTCs are set in this
scenario.


Test Description
2. This step tests for proper fluid level.
5. This step tests for main pressure.
DTC P0701 Transmission Control System—Performance
Step Action Value Yes No
Troubleshooting
Process
(Section 5–4)
2. Turn the ignition to ON, with the engine OFF.
4. Clear the DTC.
5. Start the engine; check the transmission fluid
level.
Is the fluid at the appropriate level?
3 This DTC can be set after performing fluid service Go to Step 7 Go to Step 5
and filter change, after replacement of the PSM, or
after a long period of storage.
Have any of these conditions occurred?
4 Add fluid to the proper level. Go to Step 5 —
Is the fluid at the appropriate level?
5 Check main pressure (refer to Main Pressure Check Go to Step 7 Go to Step 6
Procedure, Appendix B).
Is the pressure within the specified value?
6 No main pressure at idle may be an indication of the Go to Step 7 Go to General
following: Troubleshooting
• Stuck or sticking lube regulator valve (Section 7)
• Stuck or sticking main pressure regulator valve
• Loose or damaged suction filter
• Defective suction filter seal
Was the reason for no main pressure condition found
and repaired?
7 In order to verify your repair: Go to Step 1 System OK
1. Clear the DTC.
2. Start the vehicle.
3. Use Allison DOC™, in the test passed section, to
confirm the diagnostic test was run.
Did the DTC return?


DTC P0702 Transmission Control System Electrical (TransID)

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

20-WAY 24-WAY
CONNECTOR CONNECTOR
TRANSMISSION TCM
TRANSID 176
* 24 76 ANALOG
HSD1 111 (HSD1) INTERFACE
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 78
TCC 178 L V BATTERY
J 10 74
V09581.00.00
*NOT USED with 20-Way Transmission Connector.
Circuit Description
The TransID (TID) feature enables the TCM to identify the current transmission hardware configuration level and
verify that compatible software calibration is used. The TCM senses the transmission configuration using TID wire
176. Initially, wire 176 will be connected to the High Side Driver (HSD1) via wire 111 in Allison 4th Generation
Controls. This wiring configuration is designated TID A.
Condition for Running the DTC
The test is enabled by the TCM calibration.
Condition for Setting the DTC
DTC P0702 sets if the TCM is unable to determine the TransID level of the transmission.


Diagnostic Aids
— A bent terminal
— A chafed wire
• DTC 702 could be caused by an open circuit in wire 176 in the chassis harness.
Test Description
2. This step tests the TID circuit in the internal wiring harness.
3. This step tests the TID circuit in the external wiring harness.
DTC P0702 Transmission Control System Electrical (TransID)

Troubleshooting
Process
(Section 5–4)
2 1. Turn OFF the ignition. Wire 176 will be Go to Step 4 Go to Step 3
2. Disconnect the 24-way connector at the TCM. connected to the
3. Using a digital volt/ohmmeter (DVOM), test for following wire in
continuity between pins 24 (TID wire 176) and the transmission
pin 14 in the transmission 24-way connector. internal harness:
4. Consult values to determine the TransID level. TID A—pin 24
5. Compare the continuity test results from sub- connected to pin 14
step 3 with the TID in the build history of the (wire 111)
transmission bill of material. TID B—TBD
Does continuity test results in sub-step 3 agree with
the TransID of the transmission?
3 Repair or replace the internal transmission harness. Go to Step 8


DTC P0702 Transmission Control System Electrical (TransID) (cont’d)
4 1. Turn OFF the ignition. Wire 176 will be Go to Step 6 Go to Step 5
2. Disconnect the 80-way connector at the TCM. connected to the
3. Install the OEM-side 80-way connector to J47275 following wire in
TCM Breakout. Leave the TCM disconnected. the transmission
4. Reconnect the transmission 24-way connector. internal harness:
5. Using a DVOM test for continuity between pin 76 TID A—pin 76
(TID wire) and pin 11 in the 80-way connector. connected to pin 11
6. Consult values determine the TransID (wire 111)
configuration of each TID level.
7. Compare the continuity test results from sub- TID B—TBD
step 5 with the TID in the build history of the
transmission bill of material.
Does the continuity test results in sub-step 5 agree
with the TransID of the transmission?
6 1. Reset Autodetect using Allison DOC™ For PC– Go to Step 8
Service Tool.
2. Monitor “TransID level Used” on Allison DOC™
For PC–Service Tool.
3. Compare the TransID level indicated on Allison
DOC™ For PC–Service Tool to the actual
TransID level of the transmission.
Did the TCM detect the correct TID level?
Refer to TCM Diagnostic Procedure (Section 3-6).
Is Section 3-6 complete?
8 In order to verify your repair: Go to Step 1
1. Clear the DTC.
2. Drive the vehicle under conditions noted in
failure records.
Did the DTC return?


DTC P0703 Brake Switch Circuit
TCM END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
TCM
SWITCHED
POWER 102 DIGITAL
2 INTERFACE
420*
*GM Circuit Number

V06216.03.00
Circuit Description
A mechanical switch is used at the service brakes to send a positive voltage signal to the Transmission Control
Module (TCM) indicating that the service brake has been applied. This feature is used on vehicle platforms where
the Grade Braking feature is implemented. Input wire 102 is used to send a positive signal to the TCM.

• No DTC P0721or P0722.

The TCM sets a DTC with either of the following conditions:
• Condition 1—The vehicle has accelerated 10 or more times with TCM input indicating brakes applied.
• Condition 2—The vehicle has decelerated 10 or more times with TCM input indicating brakes released.
Action taken when the DTC Sets

• The MIL is not illuminated.
• No Grade Braking is allowed.
• Use the default assumption that the brake is off.


Allison DOC™ For PC service tool may be used to clear the DTC from the TCM history. The TCM automatically
clears the DTC from the TCM history if the vehicle completes 40 warm-up cycles without the DTC active.
Diagnostic Aids
DTC 703 indicates the TCM did not see the proper positive input signal for service brake status during an
acceleration or deceleration cycle. This may indicate an open or short at the brake switch.
— A bent terminal
— A backed-out
— A chafed wire
• When diagnosing for an intermittent short or open condition, massage the wiring harness while watching the
test equipment for a change.
• Currently, this DTC is specific to vehicle applications that use grade braking feature only. Contact a GM dealer
for proper troubleshooting procedure and switch pin locations.


Troubleshooting
Process
(Section 5–4)
2 1. Install Allison DOC™. Go to Go to Step 3
2. Turn the ignition ON, with the engine OFF. Diagnostic Aids
3. Record the DTC Failure Record Data.
4. Apply and release the service brake.
Does Allison DOC™ indicate that brake switch is
toggling off and on at input wire 102?
3 1. Turn the ignition OFF. Brakes applied Go to Go to Step 4
2. Disconnect the 80-way connector at the TCM. 0.0V Diagnostic Aids
3. Install J 39700 Breakout Box and J 47275 Brakes released
Breakout Box Adaptor. 12.0V
5. Measure the voltage at pin 2 on the Magnetic
Overlay.
6. Apply and release the service brake.
4 Go to the vehicle brake switch. With a digital volt/ Battery + Go to Step 5 Go to Step 6
ohmmeter (DVOM), probe terminal C of the brake
switch. Supply a ground connection at the other
lead. With a DVOM, probe terminal C of the stop
lamp switch. Supply a ground connection at other
lead.
Is voltage available?
5 With a DVOM, probe terminal D of the brake switch Battery + Go to Step 8 Go to Step 7
Is voltage available?
6 1. Remove the brake fuse. Go to Step 9
2. Inspect the fuse for an open condition.
Did you find and repair the condition?
7 Repair or replace the brake switch assembly. Go to Step 9
Is repair complete?
8 Check the input wiring harness running to the TCM Go to Step 9
for an open condition or short-to-ground.
Did you find and correct the problem?
2. Using Allison DOC™, monitor status of input Go to Step 1
wire 102.
3. Drive the vehicle making at least 10 accelerations
and decelerations cycles.
Did the DTC return?


DTC P0706 Transmission Range Sensor Circuit—Performance

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TCM
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

NOTE: 20-way connector is used on GM pick-ups only.
INTERNAL MODE SWITCH 20-WAY 24-WAY

CONNECTOR CONNECTOR
IMS 138
TCM
NS A R 18 38
134
P B W 23 34
173
A C V 22 73 DIGITAL
TRANSMISSION 153 INTERFACE
B D U 21 53
114
C E T 20 14
158
F H 9 58
V08970.00.00
Circuit Description
An internal mode switch (IMS) is used by the TCM to detect the angular position of the shift selector shaft. There
are five internal switches in the IMS: A, B, C, P, and NS. The TCM uses four of these switch inputs to determine
the proper gear range that is selected. The fifth switch (NS), located in the IMS, is used as confirmation that the
transmission is in neutral before the engine starter is engaged.

• Components are powered and the ignition voltage is greater than 9V and less than 18V.
• Engine speed is less than 350 rpm.

DTC P0706 sets in GM medium duty applications when the engine control module allows a start in reverse or forward
range. The TCM will inhibit to neutral. This DTC is set in the TCM and engine RCM/ECM.


• The MIL illuminates on the second occurrence (OBD II Strategy).
• The diagnostic response is to shut all solenoids off, allowing the transmission to fail to hydraulic default “limp
home”. Shift selector and hydraulic state of logic valves determines range.
• Due to this failure and associated response, P0722 can also set.
• A shift to R (Reverse) will allow reverse range if a P0878 is not active.
• Main Mod is disabled.
Conditions for clearing the MIL/DTC

Diagnostics Aids
• Inspect the wiring for poor electrical connections at the TCM, and transmission connector. Look for the
— A bent terminal
— A chafed wire
Test Description
3. This step tests IMS switch status.
4. This step tests TCM input response.
5. This step tests the wiring harness for opens or shorts
6. This step tests the switch status of the IMS.
7. This step tests the electrical integrity of the internal harness.
DTC P0706 Transmission Range Sensor Circuit—Performance
Troubleshooting
Process
(Section 5–4)


DTC P0706 Transmission Range Sensor Circuit—Performance (cont’d)
2 Is the shift linkage properly adjusted? Go to Step 3 Go to
Mechanic’s Tips
3 1. Install Allison DOC™. Refer to Table 5–6, Go to Go to Step 4
2. Turn ignition ON with the engine OFF. Allison DOC™ Diagnostic Aids
3. Record the DTC Failure Record data. For PC–Service
4. Using Allison DOC™, monitor PRNDL A, B, C, Tool Internal Mode
and P status while moving the shift selector Switch (IMS)
through each range. Status
Does each switch toggle ON and OFF in the correct
sequence, and does the range selected displayed on
Allison DOC™ match the actual selected range?
4 1. Turn the ignition OFF. A=pin 73 Go to Step 5 Go to Step 11
2. Install J 47275 TCM Breakout inline at the TCM B=pin 53
(to perform the following test the 16 pin bypass
C=pin 14
connector located on TCM Breakout J 47275
must be disconnected). P=pin 34
3. Turn the ignition ON. Allison DOC™
4. At the TCM Overlay J 47275-1 connect in Status:
sequence pin 58 to pins 14, 34, 53, and 73. ON=Open circuit
5. Monitor the switch status on Allison DOC™.
OFF=Grounded
Does each switch toggle ON and OFF in the correct circuit
sequence as each pin is grounded?
5 1. Turn the ignition OFF. Allison DOC™ Go to Step 6 Go to Step 10
2. Remove J 47275 TCM Breakout. Status:
3. Reconnect the 16-way bypass connector to the ON=Open circuit
TCM.
OFF=Grounded
4. Disconnect the 24-way connector at the circuit
transmission and install J 47278 Transmission
Breakout. Connect only the 24-way vehicle 9=wire 158
harness end to the J 47278 Transmission
Breakout.
5. Turn the ignition ON.
6. At the Transmission Overlay J 47278-1 connect
pin 9 in sequence to 20, 21, 22, and 23.
Does Allison DOC™ indicate the proper switch
status for each switch when grounded?


DTC P0706 Transmission Range Sensor Circuit—Performance (cont’d)
6 1. Turn the ignition OFF. Pin 20=C Go to Go to Step 7
2. Install J 47278 Transmission Breakout so only the Pin 21=B Diagnostic Aids
transmission side of the adapter harness is Pin 22=A
connected at the transmission bulkhead connector. Pin 23=P
3. At J 47278-1 Transmission Overlay, connect a
See Table 5–6,
digital volt/ohmmeter (DVOM) from pin 9 to Allison DOC™
each of the following pins (20, 21, 22, 23). For PC–Service
4. Selecting each range at the selector use the IMS Tool Internal Mode
chart in Section 5 to verify the proper switch Switch (IMS)
states for each range. Status
Are the IMS switch states proper for each range ON=Open
selected? OFF=Closed
7 1. Remove the transmission oil pan. Go to Step 8 Go to Step 9
2. Disconnect the IMS internal connector.
3. With Transmission Breakout J 47278 still B=23
installed, as in Step 6, at the Transmission C=22
Overlay J 47278-1 connect one lead of the D=21
DVOM at each of the numbered terminals and the E=20
other lead to the corresponding B, C, D, E, F F=9
6-pin connector terminals.
4. Check for continuity and wire-to-wire shorts at
each of the internal harness wires.
Did the internal harness check out?
8 Replace the IMS switch (refer to 1000 and 2000 Go to Step 12
Product Families Service Manual, SM4006EN).
9 Replace the internal wiring harness (refer to 1000 and Go to Step 12
2000 Product Families Service Manual, SM4006EN).
10 Repair the vehicle wiring harness. Go to Step 12
NOTE: The vehicle OEM has responsibility for all
external wiring. Harness repair performed by
Allison Transmission distributors and dealers are
not covered under Allison Transmission warranty.
12 In order to verify your repair: Refer to Table 5–6, System OK Begin the
1. Clear the DTC. Allison DOC™ diagnosis again.
2. Drive the vehicle under normal operating conditions. For PC–Service Go to Step 1
3. Using Allison DOC™, monitor PRNDL switch Tool Internal Mode
status while moving selector through all positions. Switch (IMS)
Status
Are the switch states proper according to Table 5–6,
Allison DOC™ For PC–Service Tool Internal Mode
Switch (IMS) Status?


DTC P0708 Transmission Range Sensor Circuit—High Input

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TCM
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

NOTE: 20-way connector is used on GM pick-ups only.
INTERNAL MODE SWITCH 20-WAY 24-WAY

CONNECTOR CONNECTOR
IMS 138
TCM
NS A R 18 38
134
P B W 23 34
173
A C V 22 73 DIGITAL
B D U 21 53
114
C E T 20 14
158
F H 9 58
V08970.00.00
Circuit Description
An internal mode switch (IMS) is used by the TCM to detect the angular position of the shift selector shaft. There are
five internal switches in the IMS: A, B, C, P, and NS. The TCM uses four of these switch inputs to determine the
proper gear range that is selected. The fifth switch (NS), located in the IMS, is used as confirmation that the
transmission is in neutral before the engine starter is engaged.

DTC P0708 sets when the TCM detects and invalid condition and parity errors occur over consecutive ignition cycles.


Actions Taken When the DTC Sets
• The CHECK TRANS light illuminates but no diagnostic response is implemented until after 50 warm-up
cycles occur when an IMS switch parity error is active. A warm up cycle is defined as a 20 degree change in
transmission temperature (Non-OBD II Strategy).
• The diagnostic response is to shut all solenoids off, allowing the transmission to fault to hydraulic default
“limp home.” Shift selector and hydraulic state of logic valves determines range.
• Due to this failure and associated response, P0722 can also be set.
• A shift to R (Reverse) will allow reverse range if a P0878 is not active.

Diagnostic Aids
— A bent terminal
— A chafed wire
NOTE: Due to the TCM logic used to detect and set a P0708, this DTC can remain active even after an IMS
switch replacement is complete and the ignition has been cycled. It is important to clear all active
DTCs from the TCM after servicing the IMS switch.


Test Description
3. This step tests IMS switch status.
4. This step tests for proper TCM input response.
5. This step tests the wiring harness for opens or shorts.
6. This step tests the switch status of the IMS.
7. This step tests the electrical integrity of the internal harness.
DTC P0708 Transmission Range Sensor Circuit—High Input
Troubleshooting
Process
(Section 5–4)
2 Is the shift linkage properly adjusted? Go to Step 3 Go to
Mechanic’s Tips
3 1. Install Allison DOC™. Refer to Table 5–6, Go to Go to Step 4
2. Turn the ignition ON with the engine OFF. Allison DOC™ Diagnostic Aids
3. Record the DTC Failure Record data. For PC–Service
4. Using Allison DOC™, monitor PRNDL A, B, C, Tool Internal Mode
P status while moving the shift selector through Switch (IMS)
each range. Status
sequence, and does the range selected displayed on
Allison DOC™ match the actual physically selected
range?
4 1. Turn the ignition OFF. A=pin 73 Go to Step 5 Go to Step 11
2. Install J 47275 TCM Breakout inline at the TCM. B=pin 53
NOTE: To perform the following test, the 16-pin C=pin 14
bypass connector, located on J 47275 TCM
P=pin 34
Breakout, must be disconnected.
4. At the TCM Overlay J 47275-1, in sequence, Allison DOC™
connect pin 58 to pins 14, 34, 53, and 73. Status
5. Monitor the switch status on Allison DOC™. ON=Open circuit
OFF=Grounded
sequence as each pin is grounded?
circuit


DTC P0708 Transmission Range Sensor Circuit—High Input (cont’d)
5 1. Turn the ignition OFF. Allison DOC™ Go to Step 6 Go to Step 10
2. Reconnect the 80-way connector to the TCM. Status
3. Disconnect the 24-way connector at the ON=Open circuit
transmission and install J 47278 Transmission
Breakout. Connect only the 24-way vehicle OFF=Grounded
harness end to the J 47278 Transmission circuit
Breakout. 9=wire 158
4. At the Transmission Overlay J 47278-1, in
sequence, connect pin 9 to pins 20, 21, 22, 23.
Does Allison DOC™ indicate the proper switch
status for each switch when grounded?
6 1. Turn the ignition OFF. A=pin 22 Go to Go to Step 7
2. Install J 47278 Transmission Breakout so only the B=pin 21 Diagnostic Aids
transmission side of the adapter harness is
connected at the transmission bulkhead C=pin 20
connector. P=pin 23
3. At the Transmission Overlay J 47278-1 connect a (refer to IMS chart
digital volt/ohmmeter (DVOM) from pin 9 to in Section 5)
each of the following pins: 20, 21, 22, and 23.
4. Selecting each range at the selector use the IMS ON=Open
chart in Section 5 to verify the proper switch OFF=Closed
states for each range.
Are the IMS switch states proper for each range
selected?
7 1. Remove the transmission oil pan. B=23 Go to Step 8 Go to Step 9
2. Disconnect the IMS internal connector. C=22
3. With J 47278 Transmission Breakout installed, as
in Step 6, at the J 47278-1 Transmission Overlay, D=21
connect one lead of the DVOM at each of the E=20
numbered terminals and the other lead to the F=9
corresponding B, C, D, E, and F 6-pin connector
terminals.
4. Check for continuity and wire-to-wire shorts at
each of the internal harness wires.
Did the internal harness check out?
8 Replace the IMS switch (refer to SM4006EN, 1000 Go to Step 12
and 2000 Product Families Service Manual).
9 Replace the internal wiring harness (refer to Go to Step 12
SM4006EN, 1000 and 2000 Product Families
Service Manual).


DTC P0708 Transmission Range Sensor Circuit—High Input (cont’d)
external wiring. Harness repairs performed by
Allison Transmission distributors and dealers are
not covered by Allison Transmission warranty.
12 In order to verify your repair: Refer to Table 5–6, System OK Begin the
1. Clear the DTC. Allison DOC™ diagnosis again.
2. Drive the vehicle under normal operating For PC–Service Go to Step 1
conditions. Tool Internal Mode
3. Using Allison DOC™, monitor PRNDL switch Switch (IMS)
status while moving selector through all Status
positions.
Does each switch toggle according to IMS table?


DTC P0711 Transmission Fluid Temperature Sensor Circuit—Performance

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TCM
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24
PS1 A
PS2 B
PS3 C
PS4 D
TRANSMISSION
154 TCM
E G 8 54 HI
F 158
H 9 58 LO
20-WAY 24-WAY
CONNECTOR CONNECTOR
PRESSURE SWITCH
MANIFOLD
PS3 PS2
PS4 PS1
F E D C B A
V08972.00.00
Circuit Description
The Transmission Fluid Temperature (TFT) sensor is incorporated into the Pressure Switch Manifold (PSM),
which is located in the transmission oil pan. The TFT sensor is a thermistor that changes its resistance value based
on the temperature of the transmission fluid. The Transmission Control Module (TCM) measures the voltage drop
across the TFT sensor. As the TFT sensor resistance changes the voltage drop recorded across the thermistor will
increase or decrease proportionately. The TCM uses this information to determine sump temperature.


• DTC P0721, P0722, P0717, P0716, P0713, or P0712 is not active.
• The engine rpm is greater than 200 rpm for more than 5 seconds.
• The engine rpm is greater than 450 rpm for more than 2 seconds with output speed of 100 rpm or above,
indicating that a range is selected.
• A valid start-up temperature is detected.
One of the following conditions occur:
• The TCM detects a temperature change that is under a set limit when compared to samples of the minimum
and maximum temperature values.
• The TFT has an unrealistic temperature change of more than 10°C (50°F) for 10 occurrences.
• The temperature from start up decreases 40°C (104°F) or more within a duration of 6 or more seconds.
• The TCM stores DTC P0711 in TCM history.
• The TCM uses calibration default for temperature values, 93ºC (199ºF).
• The TCM cancels the DTC default actions when the fault no longer exists and the ignition has been cycled.


Diagnostic Aids
• If DTC P0711 does not return when cleared, but was once present, an intermittent condition has occurred on
the circuit shown in the thumbnail drawing. Due to the nature of intermittent conditions, it may be necessary to
eliminate all of the components associated with the transmission before returning the vehicle to the vehicle
manufacturer for harness replacement. The following components should be tested as indicated before
suspecting an OEM vehicle harness.
— TCM—Substitute a known good TCM and drive vehicle, if concern is eliminated, reinstall old TCM to
confirm complaint returns.
— Internal Harness and PSM—Remove the transmission oil pan, remove internal harness and PSM assembly.
Using a digital volt/ohmmeter (DVOM), check for open or shorting conditions and check the thermistor for
the proper resistance value.
• Inspect the wiring for poor electrical connections at the TCM and the transmission connector. Look for the
— A bent terminal
— A back-out terminal
— A chafed wire
• Using Allison DOC™ For PC–Service Tool monitor transmission fluid temperature (TFT). TFT should rise
steadily during warm-up cycles and then stabilize.
• DTC P0218 may set after DTC P0711 has set. Follow the diagnostic table for DTC P0711 before proceeding to
the diagnostic for DTC P0218.
Test Description
2. This step tests for proper AT fluid level and condition.
3. This step tests for the proper reference voltage.
4. This step verifies which condition has set DTC P0711.
5. This step tests the resistance value of the internal wiring harness and TFT sensor.
6. This step tests for opens and shorts in the main wiring harness.
8. This step tests the resistance value of the internal TFT sensor.


DTC P0711 Transmission Fluid Temperature Sensor Circuit—Performance
Troubleshooting
Process
(Section 5–4)
2 Perform the Allison Transmission Fluid Checking Go to Step 3 Go to Allison
Procedure (Appendix R). Transmission Fluid
Is the transmission fluid level correct? check procedure
(Appendix R)
3 1. Install Allison DOC™. 1.5ºC (2.7ºF) Go to Step 4 Go to
2. With the engine OFF, turn the ignition to the ON Diagnostic Aids
position.
4. Clear the DTCs.
5. Monitor the TFT on Allison DOC™.
6. Drive the vehicle and observe Allison DOC™ for
one of the following conditions:
• No transmission temperature change
• An unrealistic transmission temperature
change of greater than 1.5ºC (2.7ºF) in
1 second.
Did either of the fail conditions occur?
4 1. Turn the ignition OFF. 4.75 to 5.0V Go to Step 5 Go to Step 11
2. Install J 39700 Breakout Box and J 47275 TCM
Breakout at the TCM.
3. In order to properly perform this test the TCM
must be disconnected from the temperature
sensor circuit. To perform the following test the
16-pin bypass connector located on J 47275 TCM
Breakout must be disconnected (refer to Figure
5.2 in Beginning the Troubleshooting Process
section).
5. At the J 47275-1 TCM Overlay connect a
DVOM, measure voltage at pin 54 to pin 58.
Is the voltage within the specified values
5 1. Turn the ignition OFF. 3398–3582 Ohms Go to Go to Step 6
2. Reconnect 16-pin bypass connector. at 20ºC (68ºF) Diagnostic Aids
3. With the 80-way vehicle harness connector
disconnected from the TCM, install the harness at
the J 47275 TCM Breakout. The TCM needs to
be disconnected to properly perform this test.
4. At J 47275-1 TCM Overlay, connect a DVOM,
measure voltage at pin 54 to pins 58.
Is the resistance within the specified value?


DTC P0711 Transmission Fluid Temperature Sensor Circuit—Performance (cont’d)
6 1. Disconnect the 24-way connector at the 3398–3582 Ohms Go to Step 7 Go to Step 8
transmission and install J 47278 Transmission at 20ºC (68ºF)
Breakout. Connect only the J 47278 Transmission
Breakout to the transmission, the vehicle side of
the harness should be isolated for the test.
2. At the J 47278-1 Transmission Overlay, using a
DVOM, measure resistance at main transmission
connector pins 8 or 9.
7 Have vehicle-wiring harness repaired. Go to Step 12
external wiring. The OEM should perform vehicle
harness repairs.
8 1. Remove the oil pan. Go to Step 9 Go to Step 10
2. Disconnect the PSM from the internal wiring
harness.
3. Using a DVOM, measure Pressure Switch
Manifold (PSM) resistance at pins E and F.
Is resistance within the specified values?
9 Replace the internal harness (refer to Mechanic’s Tips). Go to Step 12
Is replacement complete?
10 Replace the PSM (refer to Mechanic’s Tips). Go to Step 12
2. Using Allison DOC™, monitor the transmission Go to Step 1
fluid temperature.
conditions. Watch for significant change in TFT.
Did the DTC return?


DTC P0712 Transmission Fluid Temperature Sensor Circuit—Low Input

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TCM
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24
PS1 A
PS2 B
PS3 C
PS4 D
TRANSMISSION
154 TCM
E G 8 54 HI
F 158
H 9 58 LO
20-WAY 24-WAY
CONNECTOR CONNECTOR
PRESSURE SWITCH
MANIFOLD
PS3 PS2
PS4 PS1
F E D C B A
V08972.00.00
Circuit Description


• DTC P0711, P0713 are not active.
• The engine has been running for 20 seconds with a coolant temperature above 20°C (68°F).

DTC P0712 sets when the TFT sensor indicates a voltage of less than 313mV for 2.5 seconds.

• TCM uses calibration default for temperature values.

Diagnostic Aids
Using a digital volt/ohmmeter (DVOM), check for open or shorting conditions and check the thermistor for the
proper resistance value.
— A bent terminal
— A chafed wire


• A short-to-ground on wire 154 may allow a DTC P0712 to set. A default value of 160ºC (320ºF) TFT on
Allison DOC™ For PC–Service Tool may indicate that this has occurred.
Test Description
2. This step tests for proper AT fluid level and condition.
3. This step verifies which condition has set the DTC P0712.
4. This step tests for the proper reference voltage at TCM.
5. This step tests the resistance value of the internal wiring harness and TFT sensor.
6. This step tests for opens and shorts in the main wiring harness.
DTC P0712 Transmission Fluid Temperature Sensor Circuit—Low Input
Troubleshooting
Process
(Section 5–4)
Is the transmission fluid level correct? Checking
Procedure
(Appendix R)
position.
4. Clear the DTC.
• No transmission temperature change
change of greater than 1.5ºC (2.7ºF) in
1 second.


DTC P0712 Transmission Fluid Temperature Sensor Circuit—Low Input (cont’d)
must be disconnected from the temperature
sensor circuit. To perform the following test the
16-pin bypass connector located on J 47275 TCM
Breakout must be disconnected (refer to Figure
5–2 in Beginning the Troubleshooting Process
section).
5. At J 47275-1 TCM overlay, connect a DVOM,
measure voltage at pin 54 to pin 58.
2. Reconnect 16-pin bypass connector. at 20°C (68°F) Diagnostic Aids
3. With the 80-way vehicle harness connector Refer to Table 5–11,
disconnect from the TCM, install it at J 47275 Transmission Fluid
TCM Breakout. The TCM needs to be
Temperature (TFT)
disconnected to properly perform this test.
4. At J 47275-1 TCM overlay, connect a DVOM, Sensor Resistance
measure the resistance at pin 54 and 58. vs. Temperature)
transmission and install J 47278 Transmission at 20°C (68°F)
Breakout to the transmission, the vehicle side of Refer to Table 5–11,
the harness should be disconnected for this test. Transmission Fluid
2. At J 47278-1 Transmission Overlay, using a Temperature (TFT)
DVOM, measure resistance at main transmission Sensor Resistance
connector, pins 8 and 9. vs. Temperature)
Is the resistance within the specified values?
Have the vehicle wiring harness repaired.
8 1. Remove the oil pan. 3398–3582 Ohms Go to Step 9 Go to Step 10
2. Disconnect the PSM from the internal wiring at 20°C (68°F)
harness. Refer to Table 5–11,
3. Using a DVOM, measure PSM resistance at pins Transmission Fluid
E and F. Temperature (TFT)
Is resistance within the specified values? Sensor Resistance
vs. Temperature)
Mechanic’s Tips).


DTC P0712 Transmission Fluid Temperature Sensor Circuit—Low Input (cont’d)
fluid temperature.
conditions.
4. Watch for significant change in TFT.
Did the DTC return?


DTC P0713 Transmission Fluid Temperature Sensor Circuit—High Input

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TCM
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24
PS1 A
PS2 B
PS3 C
PS4 D
TRANSMISSION
154 TCM
E G 8 54 HI
F 158
H 9 58 LO
20-WAY 24-WAY
CONNECTOR CONNECTOR
PRESSURE SWITCH
MANIFOLD
PS3 PS2
PS4 PS1
F E D C B A
V08972.00.00
Circuit Description


• DTC P0711, P0712 are not active.
• The engine has been running for 20 seconds with a coolant temperature above 20ºC (68ºF).

DTC P0713 sets when the TCM detects a voltage greater than 4.84V for 2.5 seconds.

• TCM uses calibration default for temperature values.

without a diagnostic fault occurring.
Diagnostic Aids
Using a digital volt/ohmmeter (DVOM), check for open or shorting conditions and check the thermistor for the
proper resistance value.
— A bent terminal
— A chafed wire


Test Description
2. This step tests for proper AT fluid level and condition
3. This step verifies which condition has set the DTC P0713.
4. This step tests for the proper 5-voltage reference voltage at TCM.
5. This step tests the resistance value of the internal harness and TFT sensor.
6. This step tests for opens and shorts in the main harness.
DTC P0713 Transmission Fluid Temperature Sensor Circuit—High Input
Troubleshooting
Process
(Section 5–4)
Is the transmission fluid level correct? Checking
Procedure
(Appendix R)
position.
4. Clear the DTC.
• No transmission temperature change.
change of greater than 1.5ºC (2.7ºF) in 1
second.
must be disconnected from the temperature sensor
circuit. To perform the following test the 16-pin
bypass connector located on J 47275 TCM
Breakout must be disconnected (refer to Figure 5.2
in Beginning the Troubleshooting Process section).
measure voltage at pin 54 to pin 58.


DTC P0713 Transmission Fluid Temperature Sensor Circuit—High Input (cont’d)
2. Reconnect 16-pin bypass connector. at 20°C (68°F) Diagnostic Aids
3. With the 80-way vehicle harness connector
disconnected from the TCM, install it at J 47275
TCM Breakout. The TCM needs to be
disconnected to properly perform this test.
measure the resistance at pin 54 and 58.
transmission and install J 47278 Transmission at 20°C (68°F)
Breakout to the transmission, the vehicle side of
the harness should be disconnected for this test.
2. At J 47278-1 Transmission Overlay, using a
DVOM, measure resistance at main transmission
connector pins 8 and 9.
Repair the vehicle wiring harness.
8 1. Remove the oil pan. 3398–3582 Ohms Go to Step 9 Go to Step 10
2. Disconnect the PSM from the internal wiring at 20°C (68°F)
harness.
3. Using a DVOM, measure PSM resistance at pins
E and F.
Mechanic’s Tips).
Is the repair or replacement complete?
fluid temperature.
conditions making sure coolant temperature is
over 20°C (68°F).
Did the DTC return?


DTC P0716 Turbine Speed Sensor Circuit—Performance
END VIEW OF
80-WAY CONNECTOR
61 80
41 60
21 40
1 20
A
B
TCM
TURBINE 180
A 80 TURBINE SPEED HI
SPEED 120
SENSOR B 20 TURBINE SPEED LO
TCM
SPEED SENSOR CIRCUITS
Use twisted pairs of wires
NOTE: Typical speed sensor resistance 2304-2815 Ohms at 20˚C (68˚F)
V08904.00.00
Circuit Description
contained in a housing which is mounted adjacent to a rotating ferrous member. Two signal wires extend from one
end of the housing and an exposed end of the pole piece is at the opposite end of the housing. The permanent
magnet produces lines of flux around the pole piece. As a ferrous object (such as a gear tooth) approaches and
passes through the gap at the end of the pole piece, an AC voltage pulse is induced in the wire coil. The
Transmission Control Module (TCM) calculates the frequency of these AC pulses and converts it to a speed value.
The AC voltage generated varies from 150mV at low speed to 15V at high speed. The signal wires from the sensor
are formed as twisted pairs to cancel magnetically induced fields. The cable is also shielded to protect from
voltage-related fields. Noise from other sources is eliminated by using two-wire differential inputs at the TCM.
• DTC P0717, P0721, or P0722 is not active.
• Turbine speed is above 200 rpm.
• Shift is complete and range attained is not neutral.
• For fire truck vocations, pump is not pumping.

DTC P0716 is set when one of the following conditions occur:
• Unrealistic large change in turbine speed. Failure is set if an unrealistic change in transmission turbine speed is
detected at or above 800 rpm for 0.15 seconds.
• Noisy turbine speed signal. Noise is determined with two counters. A low counter is incremented when turbine
speed change is below 800 rpm for 2.0 seconds. A high counter is incremented when turbine speed change is
above 800 rpm. When both counters accumulate 5 events, a failure is set.
• When DTC P0716 is active, the following conditions will occur:
— If failure occurs while in a forward range and a shift has been completed, the transmission will remain in
the current range.
— If failure occurs while in a forward range and a shift is in progress, the transmission will return to the
previous range, except in post-shift state; then the transmission will continue to the commanded range.
• The TCM freezes shift adapts.
Diagnostic Aids
— A bent terminal
— A chafed wire
• If the condition is intermittent, connect Allison DOC™ For PC–Service Tool and select the speed sensor
indicated by the DTC. If the signal is erratic, investigate and eliminate the following:
— Intermittent wiring connection
— Excessive vibration (driveline or engine torsionals)
— Irregular sensor gap (loose sensor, loose tone wheel, or damaged tone wheel)
• Install a known good speed sensor and see if normal function is restored to rule out an internal short or open in
the sensor removed.
• Check that the speed sensor wiring consists of twisted pairs at the rate of 12 to 16 twists per 300 mm. These twists
must extend the entire length of the wiring harness to within at least 50 mm of the speed sensor connector.
• Inspect the turbine speed tone wheel/PTO gear for possible damage.
Test Description
2. This step tests ignition voltage.
3. This step tests for proper turbine speed sensor resistance at the TCM side of the harness.
4. This step tests turbine speed sensor resistance.


DTC P0716 Turbine Speed Sensor Circuit—Performance
Troubleshooting
Process
(Section 5–4)
3 1. Turn the ignition OFF. Refer to Go to Go to Step 4
2. Disconnect the 80-way connector at the TCM. Table 5–10, Speed Diagnostic Aids
J 47275 TCM Breakout and J 47278 Sensor vs.
Transmission Breakout may be used. Temperature
the resistance between connector pins 20 and 80.
Is the speed sensor resistance within the specified
values?
4 1. Disconnect the wiring harness from the turbine Refer to Go to Step 5 Go to Step 6
speed sensor. Table 5–10, Speed
2. Using a DVOM, check the resistance between the Sensor vs.
speed sensor terminals. J 47275 TCM Breakout Temperature
and J 47278 Transmission Breakout may be used.
6 NOTE: Do not rotate the speed sensor in the Refer to Figure 1–8 Go to Step 7
retaining bracket. Orientation is fixed, and if
changed, may cause improper operation.
Replace the turbine speed sensor (refer to
Mechanic’s Tips).
2. Drive the vehicle under normal operating Go to Step 1
conditions.
3. Using Allison DOC™, monitor turbine speed
sensor operation.
Did the DTC return?


DTC P0717 Turbine Speed Sensor Circuit—No Signal
END VIEW OF
80-WAY CONNECTOR
61 80
41 60
21 40
1 20
A
B
TCM
TURBINE 180
A 80 TURBINE SPEED HI
SPEED 120
SENSOR B 20 TURBINE SPEED LO
TCM
V08904.00.00
Circuit Description


• DTC P0721, P0722, P0731, P0732, P0733, P0734, P0735, or P0736 is not active.
• When unrealistic large change in turbine speed is detected.
— Engine is running.
— Shift is not in process.
— Range attained is not neutral.
— Transmission fluid temperature is above –25°C (–13°F).
— For fire truck vocations, pump is not pumping.
• When unrealistic low turbine speed is detected.
— Engine is running.
— Shift is not in process.
— Range attained is not neutral.
— Transmission fluid temperature is above –25°C (–13°F).
— Transmission output speed is at or above 150 rpm or engine speed is at or above 400 rpm.
— For fire truck vocations, pump is not pumping.

• Unrealistic large change in turbine speed. A failure pending is set if an unrealistic change in transmission
turbine speed is detected at or above 800 rpm. The failure pending response is to lock in the current range.
• Unrealistic low value in turbine speed. A failure pending is set if turbine speed is detected below 61 rpm. A
failure is set when turbine speed is below 61 rpm and output speed is detected above 500 rpm for more than
1 second.

the current range.
— If failure occurs under other conditions, the transmission shifts to 1st, 3rd, or 5th.
— If the shift selector is moved to N (Neutral), R (Reverse), or any other forward range, the transmission will
lock in N (Neutral).


Diagnostic Aids
— A bent terminal
— A chafed wire
— Irregular sensor gap (loose sensor, loose tone wheel, or damaged tone wheel).
the sensor removed.
• Check that the speed sensor wiring consists of twisted pairs at the rate of 12 to 16 twists per 300 mm. These
twists must extend the entire length of the wiring harness to within at least 50 mm of the speed sensor
connector.
• Install a known good TCM, if available. If the DTC does not return, reinstall the old TCM to verify the repair.
Test Description
3. This step tests for proper turbine speed sensor resistance at the TCM side of the harness.
4. This step tests turbine speed sensor resistance at the sensor.
DTC P0717 Turbine Speed Sensor Circuit—No Signal

Troubleshooting
Process
(Section 5–4)


DTC P0717 Turbine Speed Sensor Circuit—No Signal (cont’d)
2. Disconnect 80-way connector from the TCM. Table 5–10, Speed Diagnostic Aids
3. Using a digital volt/ohmmeter (DVOM), measure Sensor vs.
resistance at 80-way connector pins 20 and 80. Temperature
J 47275 TCM Breakout and J 47278
Transmission Breakout may be used.
4 1. Disconnect the wiring harness from the turbine Refer to Go to Step 5 Go to Step 6
2. Using a DVOM, measure resistance at the speed Sensor vs.
sensor terminals. J 47275 TCM Breakout and Temperature
J 47278 Transmission Breakout may be used.
Replace the turbine speed sensor (refer to
Mechanic’s Tips).
conditions.
sensor operation.
Did the DTC return?


TCM END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
NO ABS ABS INPUT (–) ABS INPUT (+)

Use this configuration if the ABS system Use this configuration if the ABS system
provides a ground (–) signal when active. provides a power (+) signal when active.
OPTIONAL
CUSTOMER- FURNISHED ANTI-LOCK ANTI-LOCK
VEHICLE INTERFACE BRAKE BRAKE
WIRING CONNECTOR WIRE 103 WIRE 103 CONTROLS WIRE 103 CONTROLS
SIGNAL RETURN SIGNAL RETURN SIGNAL RETURN
3
BRAKE BRAKE BRAKE

PRESSURE PRESSURE PRESSURE
21 SWITCH SWITCH SWITCH
TCM N.C. N.C.
WIRE 121 WIRE 121 COM N.O. WIRE 121 COM N.O.
ABS RESPONSE ABS RESPONSE ABS RESPONSE
SWITCHED RELAY RELAY

ALL ITEMS SHOWN, EXCEPT TCM, POWER SHOWN SHOWN
ARE CUSTOMER-FURNISHED DE-ENERGIZED DE-ENERGIZED
NOTE: Refer to Appendix N for more detail.
V09040.00.00
Circuit Description
Vehicles equipped with anti-lock brake system (ABS) have an option to use an physical interface between the ABS
and TCM. This interface allows disengagement of the Torque Converter Clutch when the ABS is activated.
This ABS action is initiated with a discrete input from the ABS system, when the ABS is activated a ground signal
is sent to TCM input wire. This may be a ground signal direct from the ABS controller or a positive signal from the
ABS controller that powers a relay field coil to supply a ground through the relay contacts (some ABS systems
require that the ground signal be switched through a relay).
• The components are powered and ignition voltage is greater than 9V and less than 18v (12V TCM) or greater
• DTCs P0721, and P0722 are not active.

This DTC will set after the TCM detects one or more vehicle acceleration cycles where the TCM ABS brake switch
input is in the ON activated state.
Action Taken when DTC Sets

• The TCM uses the default assumption that the ABS is OFF.


Conditions for Clearing the DTC/ CHECK TRANS Light
Diagnostic Aids
— A bent terminal
— A chafed wire
• The Allison DOC™ For PC–Service Tool J1939 CAN databus viewer may be used in some applications to
view the current status of ABS input. This may be useful in troubleshooting an ABS module concern.
• ABS system interface to the TCM input can be wired one of three different ways, check with the OEM for
proper wiring information concerning ABS applied input before troubleshooting.

Troubleshooting
Process
(Section 5–4)
2 1. Remove ABS input wire (121) from 80-way Go to Step 4 Go to Step 3
connector.
2. Clear DTC and test-drive vehicle.
Did the DTC return?
3 Return vehicle to OEM for troubleshooting of Go to Step 5
wiring leading to ABS controller.
Was the problem found and corrected?
conditions.
3. Check for proper operation of ABS.
Did the DTC return?


DTC P0721 Output Speed Sensor Circuit—Performance
END VIEW OF
80-WAY CONNECTOR
61 80
41 60
21 40
1 20
A
B
TCM
OUTPUT 160
A 60 OUTPUT SPEED HI
SPEED 140
SENSOR B 40 OUTPUT SPEED LO
TCM
V08902.00.00
Circuit Description


• Turbine speed is above 200 rpm.
• For fire truck vocations, pump is not pumping.
• Unrealistic large change in output speed. A failure pending is set if an unrealistic change in transmission output
speed is detected at or above 500 rpm. The failure pending response is to lock in the current range.
• Noisy output speed signal. Noise is determined with two counters. A low counter is incremented when output
speed change is below 500 rpm for 2.5 seconds. A high counter is incremented when output speed change is
the current range.
— If the shift selector is moved to N (Neutral), R (Reverse), or any other forward range, the transmission will
lock in N (Neutral).
— If a latched inhibit is present, the transmission locks to neutral.
Diagnostic Aids
— A bent terminal
— A chafed wire


— Irregular sensor gap (loose sensor, loose tone wheel, or damaged tone wheel.
the sensor removed.
connector.
Test Description

3. This step tests for proper output speed sensor resistance.
4. This step tests for proper resistance at the output speed sensor.
.
DTC P0721 Output Speed Sensor Circuit—Performance

Troubleshooting
Process
(Section 5–4)
4 1. Disconnect the wiring harness from the output 2304–2815 Ohms Go to Step 5 Go to Step 6
speed sensor. at 20°C (68°F)
2. Using a DVOM, measure resistance at the speed
sensor terminals. J 47275 TCM Breakout and Refer to
J 47278 Transmission Breakout may be used. Table 5–10, Speed
Sensor vs.
Temperature


DTC P0721 Output Speed Sensor Circuit—Performance (cont’d)
Replace the output speed sensor (refer to
Mechanic’s Tips).
conditions.
3. Using Allison DOC™, monitor output speed
sensor operation.
Did the DTC return?


DTC P0722 Output Speed Sensor Circuit—No Signal
END VIEW OF
80-WAY CONNECTOR
61 80
41 60
21 40
1 20
A
B
TCM
OUTPUT 160
A 60 OUTPUT SPEED HI
SPEED 140
SENSOR B 40 OUTPUT SPEED LO
TCM
V08902.00.00
Circuit Description


• DTC P0716, P0717, P0721, P0731, P0732, P0733, P0734, P0735, or P0736 is not active.
• When unrealistic large change in output speed is detected, output speed is at or above 600 rpm for more than
1 second.
• When unrealistically low output speed is detected:
— Engine is running
— Shift is not in process
— Range attained is not neutral
— Transmission fluid temperature is above –25°C (–13°F)
— Transmission turbine speed is at or above 1050 rpm
— Manual selector valve is not being moved to a forward range
— For fire truck. vocations, pump is not pumping.

• Unrealistic large change in output speed. A failure pending is set if an unrealistic change in transmission output
speed is detected at or above 600 rpm. A failure is set if neutral range is attained.
• Unrealistic low value in output speed. A failure pending is set if output speed is detected below 61 rpm. A
failure is set when output speed is below 61 rpm and transmission range is 3rd, 4th, or 5th for more than
1 second.

the current range.
— If the shift selector is moved to N (Neutral), R (Reverse), or any other forward range while the diagnostic
response is active, the transmission will lock in N (Neutral).
— If a latched inhibit is present, the transmission locks in neutral.



Diagnostic Aids
— A bent terminal
— A chafed wire
the sensor removed.
connector.
Test Description

3. This step tests for proper output speed sensor resistance at the TCM side of the wiring harness.
4. This step tests for proper output speed sensor resistance.
DTC P0722 Output Speed Sensor Circuit—No Signal

Troubleshooting
Process
(Section 5–4)


DTC P0722 Output Speed Sensor Circuit—No Signal (cont’d)
4 1. Disconnect the wiring harness from the output Refer to Go to Step 5 Go to Step 6
5 NOTE: The vehicle OEM has responsibility for all Refer to Figure 1–8 Go to Step 7
6 NOTE: Do not rotate the speed sensor in the Go to Step 7
Replace the output speed sensor (refer to
Mechanic’s Tips).
conditions.
3. Using Allison DOC™, monitor output speed
sensor operation.
Did the DTC return?


DTC P0726 Engine Speed Sensor Circuit—Performance
END VIEW OF
80-WAY CONNECTOR
61 80
41 60
21 40
1 20
A
B
TCM
ENGINE 159
A 59 ENGINE SPEED HI
SPEED 139
SENSOR B 39 ENGINE SPEED LO
TCM
V08903.00.00
Circuit Description


• DTC P0716, P0717, P0721, or P0727 is not active.
• Engine speed is above 600 rpm for 1 second.

• Unrealistic large change in engine speed. Failure is set if an unrealistic change in transmission engine speed is
detected at or above 600 rpm.
• Noisy input speed signal. Noise is determined with two counters. A low counter is incremented when engine
speed change is below 650 rpm for 2.5 seconds. A high counter is incremented when engine speed change is

• The TCM illuminates the MIL on the second occurrence (OBD II Strategy).
• The TCM defaults engine speed to turbine speed. Turbine speed is used to determine the missing engine speed.

Diagnostic Aids
— A bent terminal
— A chafed wire
the sensor removed.


Test Description
3. This step tests for proper engine speed sensor resistance at the TCM side of the wiring harness.
4. This step tests for proper resistance value at the engine speed sensor.
DTC P0726 Engine Speed Input Circuit—Performance

Troubleshooting
Process
(Section 5–4)
4 1. Disconnect the wiring harness from the engine Refer to Go to Step 5 Go to Step 6
Replace the engine speed sensor (refer to
Mechanic’s Tips).
2. Drive the vehicle under normal operating conditions. Go to Step 1
3. Using Allison DOC™, monitor engine speed
sensor operation.
Did the DTC return?


DTC P0727 Engine Speed Sensor Circuit—No Signal
END VIEW OF
80-WAY CONNECTOR
61 80
41 60
21 40
1 20
A
B
TCM
ENGINE 159
A 59 ENGINE SPEED HI
SPEED 139
SENSOR B 39 ENGINE SPEED LO
TCM
V08903.00.00
Circuit Description
• Unrealistically low engine speed detected.
• Engine is running.
• Transmission turbine speed is at or above 400 rpm.
• Ignition is in the ON position.


• Unrealistic large change in engine speed. Failure pending is set if an unrealistic change in engine speed is
detected at or above 1140 rpm.
• Unrealistic low value in engine speed. Failure is set if engine speed is detected below 61 rpm for 4 seconds.

• The TCM illuminates the MIL on the second occurrence (OBD II Strategy).
• The TCM defaults engine speed to turbine speed. Turbine speed is used to determine missing engine speed.
• TCM inhibits TCC momentarily.
• DTC P0727 is stored in TCM history

Diagnostic Aids
— A bent terminal
— A chafed wire
the sensor removed.
Test Description
3. This step tests for proper engine speed sensor resistance at the TCM side of the wiring harness.
4. This step tests for proper resistance value at the engine speed sensor.

DTC P0727 Engine Speed Input Circuit—No Signal

Troubleshooting
Process
(Section 5–4)
4 1. Disconnect the wiring harness from the engine Refer to Go to Step 5 Go to Step 6
Replace the engine speed sensor (refer to
Mechanic’s Tips).
conditions.
3. Using Allison DOC™, monitor engine speed
sensor operation.
Did the DTC return?


DTC P0729 Incorrect 6th Gear Ratio
REFER TO 6th RANGE HYDRAULIC SCHEMATIC (APPENDIX H)
Circuit Description
The Transmission Control Module (TCM) uses input from the turbine speed and the output speed sensors to
determine the current commanded steady state gear ratio. The TCM then compares the known gear ratio to the
calculated gear ratio for the current range.

• Hydraulic system is pressurized.
• Shift to 6th is complete.
• Output speed is above 200 rpm.
• Engine initialization or shutdown is not in process.
• DTCs P0708, P0716, P0717, P0721, P0722, P0877, P0878 are not active.
DTC P0729 sets during steady state condition when the calculated sixth gear ratio differs from the known sixth
gear ratio for more than 2 seconds. The TCM detects this through the use of a timer that accumulates when the
transmission is in 6th gear and output speed is 100 rpm or more with a gear slip (the different between turbine and
output speed) exceeding 100 rpm for 2 seconds.
• A shift to 5th range is made when the failure occurs.

if the shift selector is moved to R (Reverse), transmission shifts to neutral. If the shift selector is moved to
D (Forward) range and transmission is compromised be overspeeding or direction change, transmission shifts
to neutral.
• TCM freezes shift adapts (DNA).


Diagnostic Aids
• Inspect the speed sensor wiring and connectors for poor electrical connections. Look for the following
conditions:
— A bent terminal
— A chafed wire
equipment or Allison DOC™ For PC–Service Tool for a change.
• Output or turbine tone wheel damage may cause erratic speed sensor input allowing this DTC to set.
• Use Allison DOC™ For PC–Service Tool to record a snapshot of the occurrence, monitor the engine, turbine
and output speed signal on the strip chart. Look for erratic or noisy signals, which may indicate an intermittent
concern at one of the speed sensor circuits.
• Drive the vehicle in 4th range where signals are the same to better determine if signals have a problem.
• You may have to clear the DTC and drive the vehicle in order to experience a fault. Use the data obtained from
failure records to determine transmission range and/or certain vehicle operating variables such as temperature,
run time etc. This data can be useful in reproducing failures mode where DTC was set.
• Incorrect ratio DTCs typically indicate mechanical problems with specific clutches for range indicated.
• An incorrect ratio DTC may indicate a mechanically failed trim solenoid. Check the DTC information for the
specific solenoid.
• Incorrect TCM calibration will cause this DTC to set. Verify that the Calibration Identification Number (CIN)
is compatible with the model of transmission installed in vehicle.
Troubleshooting
Process
(Section 5–4)
Did you perform the procedure and correct fluid Checking
level, if necessary? Procedure (refer to
Appendix R)
3 1. Install Allison DOC™. 9–18V (12V TCM) Go to Step 4 Go to General
2. Start the engine. 18–32V (24V TCM) Troubleshooting
3. Record the DTC Failure Record Data. (Section 7)
4. Using Allison DOC™, measure ignition voltage.
Is voltage within the specified value?


DTC P0729 Incorrect 6th Gear Ratio (cont’d)
4 1. Turn the ignition ON and drive the vehicle under Watch for erratic Go to the Go to Step 5
normal operating conditions. speed sensor Appropriate Speed
2. Using Allison DOC™, monitor turbine, engine, signals Sensor DTC
and output speed sensor readings.
3. Drive the vehicle in 4th range with lockup.
Is speed sensor data erratic or are dropouts in signal
indicated?
5 Go to Go to Step 6
WARNING: To help avoid injury or property Diagnostic Aids
damage caused by sudden and unexpected
vehicle movement, do not start a stationary
stall test until you: Engine power
• Put the transmission in N (Neutral)...and upgrade packages
• Apply the parking brake and service can cause this DTC
brake...and to set.
• Chock the vehicle wheels and take any other
steps necessary to prevent the vehicle from These packages are
moving...and not approved by
Warn personnel to keep clear of the vehicle Allison
and its path. Transmission and
can void the
transmission
CAUTION: Do not perform a clutch test in
fourth or fifth range under stall conditions warranty if clutch
(above 1400 rpm with brakes held), or damage is the
possible clutch damage could occur. determined cause.
1. Using Allison DOC™, select the clutch test mode.

2. With brakes applied, select D (Drive).
3. At idle, select and attain the range indicated by
DTC. Turbine speed should go to zero.
4. Increase engine speed to 1400 rpm. Watch for
turbine speed (turbine speed should remain at zero).
Did turbine speed remain at zero in range indicated?
6 Remove oil pan and inspect fluid for signs of clutch Go to Step 7 Go to Step 8
debris or odor.
Are there signs of a clutch failure?
7 Remove transmission for overhaul or replacement. Go to Step 10
8 Inspect the control valve body for stuck or sticking Go to Step 10 Go to Step 9
trimmer valves.
Were stuck valves found?
9 Replace PCS2. Go to Step 10
conditions.
Did the DTC return?


DTC P0731 Incorrect 1st Gear Ratio
REFER TO 1st RANGE HYDRAULIC SCHEMATIC (APPENDIX H)

Circuit Description
The Transmission Control Module (TCM) uses input from the turbine speed sensor and output speed sensor to
determine gear ratios. The TCM then compares the known gear ratio to the calculated gear ratio for the current range.

• Output speed exceeds 200 rpm.
• 1st range is selected and attained.
• DTC P0716, P0717, P0721, P0722, P0877, or P0878 is not active.

DTC P0731 sets when the calculated 1st range ratio (steady state) differs from the known 1st range ratio.

— The transmission will fail to 2nd or 5th range.
— If the shift selector is moved to N (Neutral), the transmission will shift to N (Neutral).
— If the shift selector is moved to R (Reverse), the transmission will shift to R (Reverse) unless the
transmission is compromised by overspeeding or a direction change; then it will lock in N (Neutral).

Diagnostic Aids
conditions:
— A bent terminal
— A chafed wire
• Incorrect ratio DTCs typically indicate mechanical problems with specific clutches, i.e. C1 or C5 for 1st range.


• An incorrect ratio DTC could indicate a hydraulically failed solenoid. Check the DTC information for the
specific solenoid.
• You may have to drive the vehicle to experience the fault.
• Clutch test mode can be used to detect turbine pull-down. If turbine speed is detected, clutch damage may be
indicated.
• Incorrect TCM calibrations will cause this DTC to set. Verify that the proper TCM calibration is being used
with the correct transmission family. There are different gear ratios for the 1000 and 2000 Product Families
transmissions (refer to Table 5–4, Gear Ratio).
• Be aware, in four-wheel drive applications, DTC P0731 may set due to a transfer case concern. In these
applications, the output speed sensor is normally located in the transfer case and not in the rear transmission
cover.
Test Description
4. This step tests for current 1st range ratio.
5. This step tests speed sensor readings.
6. This step tests for clutch slippage in 1st range.
7. This step checks for evidence of clutch failure.
DTC P0731 Incorrect 1st Gear Ratio

Troubleshooting
Process
(Section 5–4)
Procedure (Appendix R) and correct the fluid level if Transmission Fluid
necessary. Checking
Did you perform the procedure? Procedure
(Appendix R)
3 1. Start the engine. 9–18V (12V TCM) Go to Step 4 Resolve
2. Record the DTC Failure Record data. 18–32V (24V TCM) voltage problem
3. Using Allison DOC™, measure ignition voltage. (Refer to
Is voltage within the specified value? DTC P0562
and P0563)
4 1. Install Allison DOC™. 3.1—close ratio Go to Step 5 Go to
2. Monitor the gear ratio. 3.51—wide ratio Diagnostic Aids
3. Pre-select 1st range.
Is the correct 1st range ratio shown?
5 1. Turn the ignition ON and drive the vehicle under Go to the Go to Step 6
normal operating conditions. appropriate
2. Using Allison DOC™, monitor engine, turbine, speed sensor DTC
and output speed readings.
Is speed sensor data erratic or are signal dropouts
detected?


DTC P0731 Incorrect 1st Gear Ratio (cont’d)
stall test until you:
• Put the transmission in N (Neutral)...and
• Apply the parking brake and service
brake...and
steps necessary to prevent the vehicle from
moving...and
Warn personnel to keep clear of the vehicle
and its path.

fourth or fifth range under stall conditions
(above 1400 rpm with brakes held), or
possible clutch damage could occur.
1. Using Allison DOC™, select clutch test mode.

2. With brakes applied, move the selector lever to
D (Drive).
3. With engine at idle, select and attain the range
indicated by the DTC. Turbine speed should go to
zero.
4. Monitor turbine speed while increasing engine
speed to 1400 rpm.
Did turbine speed remain at zero?
7 Remove the dipstick and inspect the transmission Go to Step 8 Go to Step 9
fluid for clutch debris or burnt odor. If necessary,
drain a small amount of fluid for this inspection.
8 Remove the transmission for overhaul or Go to Step 11
replacement (refer to Mechanic’s Tips).
trimmer valves (refer to Mechanic’s Tips).
Was a valve problem found and repaired?
10 Replace PCS1 (refer to Mechanic’s Tips). Go to Step 11
2. Operate the vehicle in all ranges under normal Go to Step 1
driving conditions.
Did the DTC return?


DTC P0732 Incorrect 2nd Gear Ratio
REFER TO 2nd RANGE HYDRAULIC SCHEMATIC (APPENDIX H)

Circuit Description

• 2nd range is selected and attained.

DTC P0732 sets when the calculated second 2nd ratio (steady state) differs from the known 2nd range ratio.

— The transmission will fail to 3rd range.
transmission is compromised by overspeeding or a direction change; then it will lock in N (Neutral).

Diagnostic Aids
conditions:
— A bent terminal
— A chafed wire


• Incorrect ratio DTCs typically indicate mechanical problems with specific clutches, i.e. C1 and C4 for 2nd
range.
specific solenoid.
• You may have to drive the vehicle to experience the fault. Clutch test mode can be used to check stall speed.
Test Description
5. This step tests for turbine speed not remaining at zero in 2nd range.
DTC P0732 Incorrect 2nd Gear Ratio

Troubleshooting
Process
(Section 5–4)
necessary. Checking
(Appendix R)
and P0563)
4 1. Turn the ignition ON and drive the vehicle under Go to appropriate Go to Step 5
normal operating conditions. speed sensor DTC
2. Using Allison DOC™, monitor engine, turbine,
detected?


DTC P0732 Incorrect 2nd Gear Ratio (cont’d)
brake...and
moving...and
and its path.


D (Drive).
zero.
speed to 1400 rpm.
driving conditions.
Did the DTC return?


DTC P0733 Incorrect 3rd Gear Ratio
REFER TO 3rd RANGE HYDRAULIC SCHEMATIC (APPENDIX H)
Circuit Description

• 3rd range is selected and attained.

DTC P0733 sets when the calculated 3rd range ratio (steady state) differs from the known 3rd range ratio.

— The transmission will fail to 4th range.
— If the shift selector is moved to R (Reverse), the transmission will shift to N (Neutral).
— If the shift selector is returned to a forward range and the transmission is compromised by overspeeding or
a direction change, the transmission will lock in N (Neutral).

Diagnostic Aids
conditions:
— A bent terminal
— A chafed wire


• Incorrect ratio DTCs typically indicate mechanical problems with specific clutches, i.e. C1 and C3 for 3rd
range.
specific solenoid.
• You may have to drive the vehicle to experience the fault. Clutch test mode can be used to check stall speed.
Test Description

5. This step tests for turbine speed not remaining at zero in 3rd range.
DTC P0733 Incorrect 3rd Gear Ratio

Troubleshooting
Process
(Section 5–4)
necessary. Checking
(Appendix R)
and P0563)
detected?


DTC P0733 Incorrect 3rd Gear Ratio (cont’d)
brake...and
moving...and
and its path.


D (Drive).
zero.
speed to 1400 rpm.
driving conditions.
Did the DTC return?



Circuit Description

• 4th range is selected and attained.

DTC P0734 sets when the calculated 4th range ratio (steady state) differs from the known 4th range ratio.

transmission is compromised by a direction change; then the transmission will shift to N (Neutral).

Diagnostic Aids
conditions:
— A bent terminal
— A chafed wire


• Incorrect ratio DTCs typically indicate mechanical problems with specific clutches, i.e. C1 and C2 for 4th
range.
specific solenoid.
indicated.
Test Description
5. This step tests for turbine speed not remaining at zero in 4th range.

Troubleshooting
Process
(Section 5–4)
necessary. Checking
(Appendix R)
and P0563)
detected?


brake...and
moving...and
and its path.


D (Drive).
zero.
speed to 1400 rpm.
driving conditions.
Did the DTC return?



Circuit Description

• 5th range is selected and attained.

DTC P0735 sets when the calculated fifth 5th ratio (steady state) differs from the known 5th range ratio.

transmission is compromised by a direction change; then the transmission will shift to N (Neutral).

Diagnostic Aids
• Inspect the speed sensor wiring and connectors for poor electrical connections. Look for the following conditions:
— A bent terminal
— A chafed wire


• Incorrect ratio DTCs typically indicate mechanical problems with specific clutches, i.e. C2 and C3 for 5th range.
specific solenoid.
indicated.
with The correct transmission family. There are different gear ratios for the 1000 and 2000 Product Families
applications, the output speed sensor is normally located in the transfer case and not on the rear transmission
cover.
Test Description
5. This step tests for turbine speed not remaining at zero in 5th range.

Troubleshooting
Process
(Section 5–4)
necessary. Checking
(Appendix R)
and P0563)
detected?


stall test until you: Engine power
• Put the transmission in N (Neutral)...and upgrade packages
• Apply the parking brake and service can cause this DTC
brake...and to set.
steps necessary to prevent the vehicle from These packages are
moving...and not approved by
Warn personnel to keep clear of the vehicle Allison
and its path. Transmission and
can void the
transmission
CAUTION: Do not perform a clutch test in warranty if clutch
(above 1400 rpm with brakes held), or damage is the
possible clutch damage could occur. determined cause.

D (Drive).
zero.
speed to 1400 rpm.
driving conditions.
Did the DTC return?


DTC P0736 Incorrect Reverse Ratio
REFER TO REVERSE RANGE HYDRAULIC SCHEMATIC (APPENDIX H)

Circuit Description
determine gear ratios. The TCM then compares the known gear ratio to the calculated gear ratio for the current gear.

• Reverse is selected and attained.

DTC P0736 sets when the calculated reverse range ratio (steady state) differs from the known reverse range ratio.

• When DTC P0736 is active, the transmission will lock in N (Neutral).

Diagnostic Aids
• Inspect the speed sensor wiring and connectors for poor electrical connections. Look for the following conditions:
— A bent terminal
— A chafed wire
• Incorrect ratio DTCs typically indicate mechanical problems with specific clutches, i.e. C3 and C5 for reverse
range.


specific solenoid.
indicated.
applications, the output speed sensor is normally located in the transfer case and not in the rear transmission
cover.
Test Description
4. This step tests for current reverse range ratio.
5. This step tests for noise induced from the engine speed sensor.
6. This step tests for turbine speed not remaining at zero in reverse range.
DTC P0736 Incorrect Reverse Ratio

Troubleshooting
Process
(Section 5–4)
necessary. Checking
(Appendix R)
and P0563)
4 Using Allison DOC™, monitor the reverse gear 4.49—close ratio; Go to Step 5 Go to
ratio. 5.09—wide ratio Diagnostic Aids
Is the gear ratio correct for the transmission family
that is installed in the vehicle?
5 1. Turn the ignition ON. Go to appropriate Go to Step 6
2. Start the engine and run at idle. speed sensor DTC
and output speed readings in reverse range with
the vehicle brakes applied.
Is noise indicated on the output speed sensor or
turbine speed sensor data?


DTC P0736 Incorrect Reverse Ratio (cont’d)
brake...and
• Chock the vehicle wheels and take any
other steps necessary to prevent the vehi-
cle from moving...and
and its path.
CAUTION: NEVER perform a full throttle

stall test (brakes held) in reverse range, or
damage to the vehicle driveline or axle may
occur.
1. Apply vehicle brakes and select R (Reverse).
2. With engine at idle and reverse range attained,
turbine speed should go to zero.
while increasing engine speed to 1000 rpm.
8 1. Using Allison DOC™, monitor turbine speed Go to Step 10
while selecting 1st range.
2. If turbine speed is ever greater than zero after 1st
range is attained, there may be a problem with
PCS1 or Pressure Control Valve 1 (PCV1) valve.
3. If shift to 1st range is harsh and delayed, there
may be a problem with PCS2 or Pressure Control
Valve 2 (PCV2).
4. Remove the control valve body and inspect for
stuck or sticking pressure control valves. If valves
are moving freely, replace either PCS1 or PCS2
(refer to Mechanic’s Tips) based on the shift
characteristics described.
9 Remove the transmission for overhaul or replacement Go to Step 10
(refer to Mechanic’s Tips).
driving conditions.
The ratio must fall within the specified range.
Did the DTC return?


DTC P0741 Torque Converter Clutch (TCC) System—Stuck Off
REFER TO HYDRAULIC SCHEMATIC (APPENDIX H)

Circuit Description
The transmission torque converter clutch (TCC) solenoid is a pressure control solenoid used to control the rate of
TCC apply and release. The TCM applies and releases the TCC by varying the amount of electrical current through
a low side driver. The TCM uses data received from the engine speed sensor and the turbine speed sensor to
calculate torque converter slip values. It can detect if the torque converter is stuck off (unlocked) or stuck on
(locked) by comparing TCC slip speed to a preset value in the TCM calibration.

• DTC P0122, P0123, P0716, P0717, P0721, P0722 P0743 (P1860) are not active.
• Engine speed is greater than 200 rpm for five second.
18V and less than 32V (24V TCM).
• Transmission is in a valid forward range.
• Throttle percentage is over 10 percent but less than 90 percent.
• Six or more seconds have elapsed since last range with TCC.
P0741 sets when the TCM detects a slip speed exceeding 80 rpm for 15 or more seconds. Indicating no TCC apply.

• DTC is stored in the TCM history.
• The CHECK TRANS light illuminates on the second occurrence (non-OBDII Strategy)
• The MIL illuminates on the second occurrence (OBD-II Strategy)
• No response
Conditions for Clearing the DTC/CHECK TRANS Light.
Allison DOC For PC–Service Tool can be used to clear the DTC from the TCM history. The TCM automatically
Diagnostic Aids
• This DTC sets when converter slip speed indicates TCC is not applied when the TCC solenoid is commanded
ON for a period of time that is calibration dependent. This may indicate an internal failure of the TCC or a
stuck or sticking TCC valve.
• Residue or contamination may cause shift valves to stick intermittently.
• This concern may indicate a torque converter flow valve that is stuck or sticking.


Test Description
2. This step tests for a slip speed indicating the TCC is not applied, when it should be.
4. This step verifies the repair performed.
DTC P0741 Torque Converter Clutch (TCC) System—Stuck Off

Troubleshooting
Process
(Section 5–4)
2 1. Install Allison DOC™. More than 80 rpm Go to Step 3 Go to
2. Turn ON the ignition, with the engine OFF. Diagnostic Aids
4. Clear the DTC.
5. Drive the vehicle.
6. With Allison DOC™, monitor converter slip
speed indicated when converter lockup is
attained. The TCC solenoid status should indicate
ON.
NOTE: This DTC sets when converter slip speed is
detected above 80 rpm for 15 seconds or more. This
indicates the TCC has not applied.
Is the slip speed value at or above the specified value
when the TCC should be applied?
3 This condition indicates that the TCC is Go to Step 4
mechanically stuck OFF. Check for the following
conditions:
• Worn TCC clutch
• Mechanically faulty TCC solenoid
• Stuck TCC valve
• Clogged or restricted converter relief passage
• Converter flow valve stuck
Did you find and repair a problem?
failure records.
3. Using Allison DOC™, monitor TCC slip speed.
The TCC must engage/disengage when
commanded.
4. Use Allison DOC™, in the test passed section, to
confirm the diagnostic test was run.
Did the DTC return?


DTC P0742 Torque Converter Clutch (TCC) System—Stuck On

Circuit Description
The transmission torque converter clutch (TCC) solenoid is a pressure control solenoid used to control the rate of
TCC apply and release. The TCM applies and releases the TCC by varying the amount of electrical current through
a low side driver. The TCM uses data received from the engine speed sensor and the turbine speed sensor to
calculate torque converter slip values. It can detect if the torque converter is stuck off (unlocked) or stuck on
(locked) by comparing TCC slip speed to a preset value in the TCM calibration.
• DTC P0122, P0123, P0716, P0717, P0721, P0722, P0743 (P1860) are not active.
• Engine speed is greater than 200 rpm for 5 second.
• Transmission is in a valid forward range.
• TCC is off.
• P0742 sets when the conditions listed below are present and the TCM detects converter slip speed between –5
and –40 rpm for over 2 seconds
• Transmission output speed at 100 rpm or higher.
• Engine throttle percentage at 15 percent or higher.
• Engine torque at 130 N·m or higher
• Engine and turbine speed under 5500 rpm.

• Not enabled (non-OBD II Strategy).
• Response is calibration dependent.
• If response is disabled, no action is performed.
• If enabled, reverse operation is disabled when active.

Allison DOC™ for PC–Service Tool may be used to clear the code from the TCM history. The TCM automatically
Diagnostic Aids
• This DTC sets when converter slip speed indicates TCC is staying applied when it should be released for a
period of time that is calibration dependent. This may indicate an internal failure of the TCC or a stuck or
sticking TCC valve.
• This concern may indicate a torque converter flow valve that is stuck or sticking.
Test Description
2. This step tests for a slip speed indicating TCC is locked up when is should be off.
4. This step verifies the repair performed.

DTC P0742 Torque Converter Clutch (TCC) System—Stuck On

Troubleshooting
Process
(Section 5–4)
2 1. Install Allison DOC™. –5 to –40 rpm for Go to Step 3 Go to
2. Turn ON the ignition, with the engine OFF. more than Diagnostic Aids
3. Record the DTC Failure Record data. 2 seconds
4. Clear the DTC. See Conditions for
5. Drive the vehicle. Setting the DTC
6. With Allison DOC™, monitor converter slip
speed indicated when converter lockup is
commanded OFF. The TCC solenoid status
should indicate OFF.
NOTE: This DTC sets when converter slip speed is
detected between –5 and –40 rpm for over
2 seconds. This indicates that TCC did not release
properly and remained in a locked state for over a
calibration dependent time.
Is the slip speed value between the specified values?
3 This condition indicates that the TCC is Go to Step 4
mechanically stuck ON, check for the following
conditions:
• Worn TCC clutch
• Faulty TCC solenoid
• Stuck TCC valve
• Clogged converter relief passage
• Converter flow valve stuck
Did you find and repair a problem?
2. Drive the vehicle under conditions in failure Go to Step 1
records.
3. Using Allison DOC™, monitor TCC slip speed.
The TCC must engage/disengage when
commanded.
4. Confirm with Allison DOC™, in the test passed
section, that the diagnostic test was run.
Did the DTC return?


DTC P0751 Shift Solenoid 1 (SS1) Valve Performance—Stuck Off

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TCM
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24
20-WAY 24-WAY
CONNECTOR CONNECTOR
TCM
117
PS1 A D 4 17
179
PS2 B F 7 79 DIGITAL
PS3 C E 6 57
177
PS4 D K 11 77
E
F NOTE: Switches PS1, PS2, and PS3 are N/O.
PS4 is N/C.
PRESSURE SWITCH
MANIFOLD
PS4 PS3 PS2
PS1
F E D C B A
V08821.00.00
Circuit Description
The Pressure Switch Manifold (PSM) is a multiple-switch assembly made up of three normally open (N/O) and
one normally closed (N/C) pressure switches. The Pressure Switch 1 (PS1) monitors Shift Solenoid Valve 1 (SV1)
positioning and relays it to the TCM. When PS1 is in the open state, SV1 should be in the destroked position.


• Components are powered and the ignition voltage is greater than 9V and less than 18V or greater than 18V or
less than 32V.
• SV1 is commanded to the ON (stroked) position.

DTC P0751 is set when Shift Solenoid 1 (SS1) is commanded ON and Pressure Switch 1 (PS1) status remains OFF
for a period of time that is temperature dependent (5 seconds at a temperature of 0ºC to –40ºC). The intent of this
DTC is to detect a shift valve timeout condition which normally indicates a stuck shift valve in the destroked state,
mechanical solenoid failure or an open circuit condition.

• If the failure occurs while in a forward range a shift to 1st, 3rd, or 5th range is made.

Diagnostic Aids
— A bent terminal
— A chafed wire
• When a P0843 and P0751 are set in combination, the TCM logic re-attempted to command the shift solenoid
on. A circuit or pressure switch concern exists. Refer to P0843 for further instruction.
• When diagnosing for an intermittent short or open, massage the wiring harness while watching the test equipment
for a change. It may be necessary to check for shorting-to-ground at individual wires within a harness to isolate an
intermittent condition (refer to Section 4, Wire Check Procedures and Appendix A, Section B).


data can be useful in reproducing failures mode where DTC was set.
• Multiple inactive pressure switch DTCs may be due to a plugged Control main filter. Be sure that the initial
8000 km (5000 mile) filter change was performed.
• Whenever performing any internal valve body repair be sure that your work area is free of airborne dust and
dirt that might contaminate the valve body assembly. Always store any reusable oil in a clean, covered
container. It is recommended that a funnel which incorporates a screen filter be used to refill or strain the oil
through an appropriate screen.
Test Description
3. This step tests for proper main pressure.
5. This step tests TCM for proper switch status.
6. This step tests for shorts in OEM harness.
7. This step tests for shorts in internal harness.
8. This step tests PSM switch function.

Troubleshooting
Process
(Section 5–4)
Procedure (refer to Appendix R). Transmission Fluid
Appendix R)
3 Perform the Main Pressure Check Procedure (refer Refer to Go to Step 4 Go to General
to Appendix B). Table 5–5, Main Troubleshooting
Is main pressure within the specified values? Pressure Schedule (refer to Section 7)


DTC P0751 Shift Solenoid 1 (SS1) Valve Performance—Stuck Off (cont’d)
4 1. Install Allison DOC™. Go to Step 5 Go to
4. Clear the DTC.
5. With key ON and engine OFF, pressure switch
should be OFF. If pressure switch is ON,
indicates a short-to-ground or stuck pressure
switch.
6. Start vehicle and monitor pressure switch states
(should be ON in neutral).
7. Verify the pressure switch states are correct as
described in sub-steps 5 and 6.
8. Attempt to duplicate same operating conditions
observed in failure records (gear attained,
transmission temperature, etc.).
NOTE: This DTC intent is to detect a shift valve
timeout occurrence, which indicates a shift valve
that is stuck in the destroked state. Under certain
conditions it may also indicate a solenoid
mechanically failed, open in the switch circuit or
defective PSM.
TCM Breakout at the TCM.
NOTE: To perform the following test, the 16-pin
4. At J 47275-1 TCM Overlay, connect pin 17 to a
known good ground.
Does Allison DOC™ indicate PS1 status as ON
when grounded and OFF when circuit is open?
2. Disconnect the 24-way transmission connector.
3. Install J 39700 Breakout Box and J 47278
Transmission Breakout at the vehicle side of the
24-way connector, leave the transmission side
disconnected.
5. At J 47278-1 Transmission Overlay, connect
pin 4 (wire 117) to a known good ground.


7 1. Remove the oil pan (refer to Mechanic’s Tips). Go to Step 8 Go to Step 13
2. Disconnect the internal wiring harness from the
PSM, and provide a ground at pin A.
8 1. Remove the PSM from valve body and leave the Go to Step 9 Go to Step 12
internal harness connected.
2. Provide a ground connection for the PSM to the
valve body or the transmission main case.
3. Using your finger or the eraser end of a pencil
push gently on PS1 membrane.
9 Remove the valve body and inspect for a stuck or Go to Step 11 Go to Step 10
sticking SV1.
Was SV1 stuck or sticking?
10 Remove SS1 and replace. Go to Step 16
11 Clean the sticking valve to restore free movement. If Go to Step 16
this does not restore free movement, replace the valve
or control valve body assembly if necessary (refer to
the 1000 and 2000 Product Families Service Manual).
Was free movement restored or the valve or body
replaced?
Mechanic’s Tips).
external wiring harness repairs. Harness repairs
and dealers are not covered under Allison
failure records.
3. Confirm with Allison DOC™ in the test passed
section that the diagnostic test was run.
Did the DTC return?


DTC P0752 Shift Solenoid 1 (SS1) Valve Performance—Stuck On

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TCM
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24
20-WAY 24-WAY
CONNECTOR CONNECTOR
TCM
117
PS1 A D 4 17
179
PS3 C E 6 57
177
PS4 D K 11 77
E
PS4 is N/C.
PRESSURE SWITCH
MANIFOLD
PS4 PS3 PS2
PS1
F E D C B A
V08821.00.00
Circuit Description
one normally closed (N/C) pressure switches. The Pressure Switch 1 (PS1) monitors Shift Valve 1 (SV1)


less than 32V.
• SV1 is commanded to the OFF (destroked) position.

DTC P0752 is set when Shift Solenoid 1 (SS1) is commanded OFF and PS1 status remains ON for a period of time
that is temperature dependent (2 seconds at a temperature of 0ºC up to 4 seconds at –40ºC). The intent of this DTC
is to detect a shift valve timeout condition which normally indicates a stuck shift valve in the stroked state,
mechanical solenoid failure or a circuit short-to-ground.


Diagnostic Aids
— A bent terminal
— A chafed wire
on. This indicates a circuit or pressure switch concern exists. Refer to P0842 for further instruction.


Test Description

Troubleshooting
Process
(Section 5–4)
level, if necessary? Procedure
(Appendix R)
Is main pressure within the specified values? Pressure Schedule (Section 7)


DTC P0752 Shift Solenoid 1 (SS1) Valve Performance—Stuck On (cont’d)
4. Clear the DTC.
switch.
that is stuck in the stoked state. Under certain
mechanically failed, short-to-ground in switch
circuit or defective PSM.
known good ground.
Does Allison DOC™ indicate pressure switch 1
(PS1) status as ON when grounded and OFF when
circuit is open?
disconnected.
5. At J 47278-1 Transmission Overlay, connect pin
4 (wire 117) to a known good ground.
circuit is open?


circuit is open?
circuit is open?
sticking shift valve 1.
Was shift valve 1 stuck or sticking?
this does not restore free movement, replace the
valve or control valve body assembly if necessary
(refer to the 1000 and 2000 Product Families Service
Manual, SM4006EN).
replaced?
Mechanic’s Tips).
failure records.
Did the DTC return?



CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TCM
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24
20-WAY 24-WAY
CONNECTOR CONNECTOR
TCM
117
PS1 A D 4 17
179
PS3 C E 6 57
177
PS4 D K 11 77
E
PS4 is N/C.
PRESSURE SWITCH
MANIFOLD
PS4 PS3 PS2
PS1
F E D C B A
V08821.00.00
Circuit Description
one normally closed (N/C) pressure switches. The Pressure Switch 2 (PS2) monitors Shift Valve 2 (SV2)


less than 32V.
• Shift SV2 is commanded to the ON (stroked) position.

for a period of time that is temperature dependent (5 seconds at a temperature between 0ºC and –40ºC (32ºF and
–40ºF). The intent of this DTC is to detect a shift valve timeout condition which normally indicates a stuck shift
valve in the destroked state, mechanical solenoid failure or a open circuit condition.


Diagnostic Aids
— A bent terminal
— A chafed wire
• When a P0848 and P0756 are set in combination, the TCM logic re-attempted to command the shift solenoid on.
This indicates a circuit or pressure switch concern exists. Refer to P0848 for further instruction.
for a change. It may be necessary to check for an open condition at individual wires within a harness to isolate an


Test Description

Troubleshooting
Process
(Section 5–4)
(Appendix R)


4. Clear the DTC.
switch.
mechanically failed, open in the switch circuit or
defective PSM.
known good ground.
circuit is open?


disconnected.
circuit is open?
PSM, and provide a ground at pin B.
circuit is open?
3. Using your finger or the eraser end of a pencil push
gently on pressure switch 2 (PS2) membrane.
circuit is open?
Was SS2 stuck or sticking?
Manual).
replaced?
Mechanic’s Tips).


failure records.
Did the DTC return?



CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TCM
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24
20-WAY 24-WAY
CONNECTOR CONNECTOR
TCM
117
PS1 A D 4 17
179
PS3 C E 6 57
177
PS4 D K 11 77
E
PS4 is N/C.
PRESSURE SWITCH
MANIFOLD
PS4 PS3 PS2
PS1
F E D C B A
V08821.00.00
Circuit Description
one normally closed (N/C) pressure switches. The Pressure Switch 2 (PS2) monitors shift solenoid valve 2
positioning and relays it to the TCM. When PS2 is in the open state, shift solenoid valve 2 should be in the
destroked position.
less than 32V.
• Shift Solenoid valve 2 is commanded to the OFF (destroked) position.


DTC P0757 is set when Shift Solenoid 2 (SS2) is commanded OFF and Pressure Switch 2 (PS2) status remains
ON for a period of time that is temperature dependent (2 seconds at a temperatures above 0ºC, up to 7 seconds at
–40ºC). The intent of this DTC is to detect a shift valve timeout condition which normally indicates a stuck shift
valve in the stroked state, mechanical solenoid failure or a circuit short-to-ground.
Diagnostic Aids
— A bent terminal
— A chafed wire
• When a P0847 and P0757 are set in combination, the TCM logic re-attempted to command the shift solenoid on.
This indicates a circuit or pressure switch concern exists. Refer to P0847 for further instruction.


Test Description

Troubleshooting
Process
(Section 5–4)
Procedure (refer to Appendix R). Transmission Fluid
Appendix R)
4. Clear the DTC.
switch.


known good ground.
circuit is open?
disconnected.
circuit is open?
circuit is open?
push gently on pressure switch 2 (PS2)
membrane.
circuit is open?


Manual).
replaced?
Mechanic’s Tips).
failure records.
Did the DTC return?



CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TCM
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24
20-WAY 24-WAY
CONNECTOR CONNECTOR
TCM
117
PS1 A D 4 17
179
PS3 C E 6 57
177
PS4 D K 11 77
E
PS4 is N/C.
PRESSURE SWITCH
MANIFOLD
PS4 PS3 PS2
PS1
F E D C B A
V08821.00.00
Circuit Description
destroked position.


less than 32V.
• Shift Solenoid valve 3 is commanded to the ON (stroked) position.

for a period of time that is temperature dependent (5 seconds at temperatures between 0ºC and –40ºC (32ºF and
–40ºF). The intent of this DTC is to detect a shift valve timeout condition which normally indicates a stuck shift
valve in the destroked state, mechanical solenoid failure or an open circuit condition.

D (Forward) range or reverse and transmission is compromised by overspeeding or direction change,

Diagnostic Aids
— A bent terminal
— A chafed wire
for a change. It may be necessary to check for an open circuit condition at individual wires within a harness to
isolate an intermittent condition (refer to Section 4, Wire Check Procedures and Appendix A, Section B).


Test Description

Troubleshooting
Process
(Section 5–4)
(Appendix R)
3 Perform the Main Pressure Check Procedure Refer to Go to Step 4 Go to General
(Appendix B). Table 5–5, Main Troubleshooting


4. Clear the DTC.
should be OFF. If pressure switch is ON, it
switch.
mechanically failed, open condition in the switch
circuit, or defective PSM.
known good ground.
circuit is open?
disconnected.
circuit is open?


PSM, and provide a ground at pin C.
circuit is open?
membrane.
circuit is open?
valve or control valve body assembly if necessary.
Refer the 1000 and 2000 Product Families Service
Manual.
replaced?
Mechanic’s Tips).


failure records.
Did the DTC return?



CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TCM
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24
20-WAY 24-WAY
CONNECTOR CONNECTOR
TCM
117
PS1 A D 4 17
179
PS3 C E 6 57
177
PS4 D K 11 77
E
PS4 is N/C.
PRESSURE SWITCH
MANIFOLD
PS4 PS3 PS2
PS1
F E D C B A
V08821.00.00
Circuit Description
destroked position.


less than 32V.
• Shift Solenoid valve 3 is commanded to the OFF (destroked) position.

DTC P0762 is set when Shift Solenoid 3 (SS3) is commanded OFF and Pressure Switch 3 (PS3) status remains ON
for a period of time that is temperature dependent. (2 seconds at a temperature of 0ºC up to 15 seconds at –40ºC).
The intent of this DTC is to detect a shift valve timeout condition which normally indicates a stuck shift valve in
the stroked state, mechanical solenoid failure or a circuit short-to-ground.


Diagnostic Aids
— A bent terminal
— A chafed wire


Test Description

Troubleshooting
Process
(Section 5–4)
(Appendix R)


4. Clear the DTC.
indicates a open condition or stuck pressure
switch.
known good ground.
circuit is open?
disconnected.
circuit is open?


circuit is open?
membrane.
circuit is open?
Manual).
replaced?
Mechanic’s Tips).


failure records.
Did the DTC return?


DTC P0776 Pressure Control Solenoid 2 (PCS2)—Stuck Off

Circuit Description
PCS2 is used to control on-coming, off-going, and holding pressure to any one of the five clutches. This solenoid is
referred to as a Pressure Proportional to Current (PPC) solenoid since the output hydraulic pressure supplied by
this solenoid is proportional to the controlled current command.
The Transmission Control Module (TCM) uses information from the turbine and output speed sensors to detect if a
clutch is slipping. The clutch being controlled by PCS2 will vary depending on the shift that was being completed.

• Turbine speed is greater than 60 rpm.
• Output speed is greater than 125 rpm.
• Transmission is at normal operating temperature.
• DTC P0708, P0716, P0717, P0721, P0722, P0875, or P0876 is not active.

DTC P0776 sets when the TCM detects an incorrect oncoming ratio (range-to-range) for an accumulated number
of occurrences.

— If failure occurs while in a forward range, the transmission will shift to the previous range.
— If failure occurs while in N (Neutral) or R (Reverse), the transmission will lock in N (Neutral).
— If the shift selector is moved to N (Neutral), the transmission will shift to N (Neutral) (some cases may
lock in N (Neutral)).
— If the shift selector is moved to R (Reverse), the transmission will shift to R (Reverse) or N (Neutral).
a direction change, the transmission will shift to N (Neutral).


Diagnostic Aids
• This DTC indicates the on-coming clutch being controlled by PCS2 is not applied or applied too slowly. This
could indicate a leak or obstruction in a specific clutch apply circuit. Check Allison DOC™ For PC–Service
Tool Failure Record data for previous or current range information when the DTC was set to determine the
specific shift when the DTC was set. Refer to the Solenoid and Clutch Table (Appendix C) to determine which
clutch circuit is suspect.
• Inspect and confirm that the OEM engine rating does not exceed the transmission model rating. Also inspect for the
presence of an add-on engine power package or module. Whenever the engine horsepower or torque is increased
over the transmission factory rating, a shift flare condition may occur leading to the DTC indicated.
NOTE: Clutch failure due to an OEM engine rating exceeding the Allison transmission rating, or the installation of a
engine power package or module will not be covered under the Allison transmission warranty.
Test Description
2. This step tests the ignition voltage.
4. This step tests for internal hydraulic leakage.
5. This step tests for clutch capacity.

Troubleshooting
Process
(Section 5–4)
necessary. Checking
(Appendix R)
3. Record DTC Failure Record data. (Refer to
4. Use the Failure Record data to determine during DTC P0562
which shift the DTC was set. and P0563)


DTC P0776 Pressure Control Solenoid 2 (PCS2)—Stuck Off (cont’d)
normal operating conditions. Make the shift appropriate speed
determined in Step 3. sensor DTC
2. Using Allison DOC™, monitor turbine, engine,
indicated?
5 1. Connect a 2000 kPa (300 psi) pressure gauge to Go to General Go to Step 6
the main-pressure tap (refer to Mechanic’s Tips). Troubleshooting—
2. Use Allison DOC™, in clutch test mode, to cycle Low Pressure
through all transmission ranges with the engine at (Section 7)
idle and vehicle brakes applied.
3. Record main pressure in each range.
Was the main pressure low in a specific range or in
ranges where the same clutch was applied?
6 Refer to Go to Go to Step 7
WARNING: To help avoid injury or property Table 5–5, Main Diagnostic Aids
damage caused by sudden and unexpected Pressure Schedule
brake...and
moving...and
and its path.

1. Using Allison DOC™, select the clutch test

mode.
2. With engine at idle speed, vehicle brakes applied,
select D (Drive).
3. Using clutch test mode, select and attain first
range. Turbine speed should go to zero.
4. Increase engine speed to 1400 rpm. Did turbine
speed remain at zero?
5. Return to idle and repeat sub-steps 3 and 4 for 2nd
through 5th range.
Did turbine speed remain at zero in all ranges?


replacement.
Is the overhaul or replacement complete?
Is solenoid replacement complete?
2. Use Allison DOC™ to reset adaptive for all Go to Step 1
shifts.
3. Operate the vehicle in all ranges under normal
driving conditions.
Did the DTC return?


DTC P0777 Pressure Control Solenoid 2 (PCS2)—Stuck On
Circuit Description
Pressure Control Solenoid 2 (PCS2) is used to control on-coming, off-going, and holding pressure to any one of
five clutches. This solenoid is referred to as a Pressure Proportional to Current (PPC) solenoid since the output
hydraulic pressure supplied by this solenoid is proportional to the controlled current command.
clutch is in a tie-up condition or if three clutches are applied. The clutch being controlled by PCS2 will vary
depending on the shift.

• One of the following conditions occurs:
— Output speed is greater than 200 rpm.
— Turbine speed is greater than 200 rpm.

DTC P0777 sets when the TCM detects an incorrect off-going ratio, range-to-range, for an accumulated number of
occurrences.

— If the shift selector is moved to R (Reverse), the transmission will shift to R (Reverse) or N (Neutral)
(some cases may lock in N (Neutral)).



Diagnostic Aids
• This DTC indicates the off-going clutch being controlled by PCS2 is not released or is released too slowly.
This could indicate a leak or obstruction in a specific clutch apply circuit. Check Allison DOC™ For PC
Failure Record data for previous or current range information when the DTC was set to determine the specific
shift when the DTC was set. Refer to the Solenoid and Clutch Table (Appendix C) to determine which clutch
circuit is suspect.
• If the condition is intermittent, connect Allison DOC™ For PC and select the speed sensor indicated by the
DTC. If the signal is erratic, investigate and eliminate the following:
NOTE: Clutch failure due to an OEM engine rating exceeding the Allison transmission rating, or the
installation of a engine power package or module will not be covered under the Allison transmission
warranty.
Test Description
4. This step tests for correct speed sensor operation.

Troubleshooting
Process
(Section 5–4)
necessary. Checking
(Appendix R)
4. Use the Failure Record Data to determine during DTC P0562


DTC P0777 Pressure Control Solenoid 2 (PCS2)—Stuck On (cont’d)
indicated?
5 1. Connect a 2000 kPa (300 psi) pressure gauge to Go to General Go to Step 6
the main-pressure tap. Refer to Mechanic’s Tips. Troubleshooting—
6 Refer to Go to Go to Step 7
WARNING: To help avoid injury or property Table 5–5, Main Diagnostic Aids
damage caused by sudden and unexpected Pressure Schedule
brake...and
moving...and
and its path.

1. Using Allison DOC™, select the clutch test
mode.
2. With engine at idle speed (600 rpm), vehicle
brakes applied, select D (Drive).
3. Using clutch test mode, select and attain 1st range.
Turbine speed should go to zero.
through 5th range.


replacement.
trimmer valves. Refer to Mechanic’s Tips.
shifts.
driving conditions.
Did the DTC return?


DTC P0826 Up and Down Shift Switch Circuit
(A40 TCM ONLY) END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
IGN 0
(LnBEC)
STEERING COLUMN
SWITCH ASSEMBLY
10a
TAP UP
1.87K TCM
2.10K
B21
TAP DOWN B20
156
56
2.870K
V08983.00.00
Circuit Description
The Tap Up/Down Shift system allows the driver to manually shift gears by using the Tap Shift switch located on
the automatic transmission shift lever. The selector mounted two position switch is used to direct battery voltage
through a series of resistors with varying resistance values. Depending on the switch position, three different
voltage values are sent to the TCM to determine the range requested. The Tap Shift system is activated when the
shift selector is in the manual (M) position.
NOTE: Tap Up/Down Shift is not used in medium duty diesel application.

• The output speed is greater than 200 rpm.
• Driver Shift Request is commanded.

DTC P0826 sets when the TCM detects an open condition in the Tap Up/Down Shift Switch circuit for more than
6 seconds when Driver Shift Request is commanded.


• The MIL illuminates (OBD II Strategy) during the second consecutive trip in which the Conditions for Setting
the DTC are met.
• The TCM disables Driver Shift Request operations.
Diagnostic Aids
— A bent terminal
— A chafed wire
• An open condition at the ignition fuse may allow this DTC to set.
Test Description
3. This step tests signal voltage to TCM.
4. This step tests supply voltage to Driver Shift Request Switch.
5. This step tests resistance of Driver Shift Request Switch.
DTC P0826 Up and Down Shift Switch Circuit

Troubleshooting
Process
(Section 5–4)
3 1. Turn OFF the ignition. 2.5V Go to Go to Step 4
2. Disconnect the 80-way connector at the TCM. Diagnostic Aids
3. Install J 39700 Breakout Box, J 47275 TCM
Breakout, and J 47275-1 TCM Overlay.
voltage at terminal 56 and a known good ground.
Is the voltage within the range specified?


DTC P0826 Up and Down Shift Switch Circuit (cont’d)
4 1. Turn OFF the ignition. 11.75–12.75V Go to Step 5 Go to Step 6
2. Disconnect terminals 20 and 21 at the Driver
Shift Request Switch.
3. Using the DVOM connect from terminal 21 to a
known good chassis ground.
5 1. Turn OFF the ignition. Off State Go to Step 7 Go to Step 9
2. Using a DVOM connect between wires 20 and 21 6.84K Ohms
at the Driver Shift Request Switch. Tap up
3. Operate the Driver Shift Request switch in the 1.87K Ohms
Tap Up and Tap Down position. Tap down
Is the resistance within the range specified? 3.97K Ohms
6 NOTE: The condition that affects this circuit may Go to Step 11 Go to Step 7
exist in other connecting branches of the circuit.
1. Inspect ignition 0 voltage circuit for an open.
2. Replace fuse if necessary.
Was the fuse open?
7 Test the signal circuit for continuity between the Go to Step 11 Go to Step 10
Allison Transmission Driver Shift Request Switch
and the TCM (inspect for an open condition).
8 Test the ignition 0 voltage circuit of the Allison Go to Step 11 Go to Step 10
Transmission Driver Shift Request Switch for an
open between the fuse block and the A/T Driver
9 Replace the Allison Transmission Driver Shift Go to Step 11
Request Switch.
Did you complete the replacement?
11 In order to verify your repair: Go to Step 1 Go to Step 2
1. Clear the DTC.
failure records.
Did the DTC return?


DTC P0827 Up and Down Shift Switch Circuit—Low

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
IGN 0
(LnBEC)
STEERING COLUMN
SWITCH ASSEMBLY
10a
TAP UP
1.87K TCM
2.10K
B21
TAP DOWN B20
156
56
2.870K
V08983.00.00
Circuit Description
The Tap Up/Down Shift system allows the driver to manually shift gears by using the Tap Shift switch located on


DTC P0827 sets when the TCM detects a short-to-ground condition in the Tap Up/Down Shift Switch circuit for
more than 6 seconds when Driver Shift Request is commanded.


the DTC are met.
Diagnostic Aids
— A bent terminal
— A chafed wire
• A short at the ignition fuse may allow this DTC to set.
Test Description
DTC P0827 Up and Down Shift Switch Circuit—Low
Troubleshooting
Process
(Section 5–4)
voltage at terminal 56 and a known good ground.


DTC P0827 Up and Down Shift Switch Circuit—Low (cont’d)
known good chassis ground
at the Driver Shift Request Switch. Tap up
Tap Up and Tap Down position.
Tap down
Is the resistance within the range specified?
3.97K Ohms
1. Inspect ignition 0 voltage circuit for a continuity-
to-ground.
7 Test the signal circuit for a short-to-ground between Go to Step 11 Go to Step 10
the Allison Transmission Driver Shift Request
Switch and the TCM.
Transmission Driver Shift Request Switch for a
short-to-ground between the fuse block and the
Allison Transmission Driver Shift Request Switch.
Request Switch.
1. Clear the DTC.
failure records.
Did the DTC return?


DTC P0828 Up and Down Shift Switch Circuit—High

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
IGN 0
(LnBEC)
STEERING COLUMN
SWITCH ASSEMBLY
10a
TAP UP
1.87K TCM
2.10K
B21
TAP DOWN B20
156
56
2.870K
V08983.00.00
Circuit Description
The Tap up/Down Shift system allows the driver to manually shift gears by using the Tap Shift switch located on


DTC P0828 sets when the TCM detects a short-to-voltage condition in the Tap Up/Down Shift Switch circuit for
more than 6 seconds when Driver Shift Request is commanded.


the DTC are met.

Diagnostic Aids
— A bent terminal
— A chafed wire
Test Description
DTC P0828 Up and Down Shift Switch Circuit—High
Process
(Section 5–4)
5. Using a DMM, measure voltage at terminal 56
and a known good ground.


DTC P0828 Up and Down Shift Switch Circuit—High (cont’d)
known good chassis ground.
at the Driver Shift Request Switch. Tap up position
Tap Up and Tap Down position.
Tap down
Is the resistance within the range specified?
3.97K Ohms
1. Inspect ignition 0 voltage circuit for an open.
Was the fuse open?
7 Test the signal circuit for a short-to-power between Go to Step 11 Go to Step 10
the Allison Transmission Driver Shift Request
Switch and the TCM.
Transmission Driver Shift Request Switch for a
short-to-power between the fuse block and the
Allison Transmission Driver Shift Request Switch.
Request Switch.
1. Clear the DTC.
failure records.
Did the DTC return?


DTC P0842 Transmission Pressure Switch 1 (PS1) Circuit—Low

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TCM
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24
20-WAY 24-WAY
CONNECTOR CONNECTOR
TCM
117
PS1 A D 4 17
179
PS3 C E 6 57
177
PS4 D K 11 77
E
PS4 is N/C.
PRESSURE SWITCH
MANIFOLD
PS4 PS3 PS2
PS1
F E D C B A
V08821.00.00
Circuit Description
one normally closed (N/C) pressure switches. Pressure switch 1 (PS1) monitors shift valve 1 positioning and relays
it to the TCM.


• Components are powered and the ignition voltage is greater than 5V.
• DTC P0561, P0562, P0563 are not active.
• Shift valve 1 is destroked.
• Transmission temperature is above –25ºC.
• Vehicle shutdown is not in process.

DTC P0842 sets during steady state (all shift valves are commanded to their proper state and a valid range is
attained) operation when shift valve 1 is in the destroked state (commanded OFF) and pressure switch 1 (PS1)
status is detected as stroked (commanded ON). The intent of this DTC is to detect shorts-to-ground in the pressure
switch wiring circuit or the pressure switch. This diagnostic test is designed to compare the commanded shift valve
position to the pressure switch feedback.


Allison DOC™ For PC can be used to clear the DTC from the TCM history. The TCM automatically clears the
Diagnostic Aids
— A bent terminal
— A chafed wire
• When only a P0842 is set look for an intermittent short-to-ground at pressure switch circuit. This DTC is set
when the condition is present more than 3 occurrences during the current drive cycle (refer to Appendix A,
Section B, Finding an Intermittent Fault).


on. A circuit or pressure switch concern is still present or continuous and not intermittent in nature.
• When a P0752 and P0842 are set in combination this may indicate a short-to-ground is present at the pressure
switch circuit or the shift valve is stuck in the stroked state (refer to Section 5–4, Beginning the
Troubleshooting Process).
equipment for a change. It may be necessary to check for shorting-to-ground at individual wires within a
harness to isolate an intermittent condition (refer to Section 4, Wire Check Procedures and Appendix A,
Section B).
Test Description

1 Was Beginning the Troubleshooting Process Go to Step 2 Go to
Troubleshooting
Process
(Section 5–4)
(Appendix R)


DTC P0842 Transmission Pressure Switch 1 (PS1) Circuit—Low (cont’d)
4. Clear the DTC.
5. With key ON and engine OFF, pressure
switch should be OFF. If pressure switch is
ON, indicates a short-to-ground or stuck
pressure switch.
NOTE: This DTC indicates that a short circuit
condition may exist in the OEM harness, the
internal transmission wiring harness, or the PSM.
known good ground.
disconnected.


8 1. Remove the PSM from valve body and leave the Go to Go to Step 9
internal harness connected. Diagnostic Aids
Mechanic’s Tips).
external wiring harness repairs.
Harness repairs performed by Allison Transmission
distributors and dealers are not covered under
Allison Transmission warranty.
failure records.
Did the DTC return?


DTC P0843 Transmission Pressure Switch 1 (PS1) Circuit—High

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TCM
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24
20-WAY 24-WAY
CONNECTOR CONNECTOR
TCM
117
PS1 A D 4 17
179
PS3 C E 6 57
177
PS4 D K 11 77
E
PS4 is N/C.
PRESSURE SWITCH
MANIFOLD
PS4 PS3 PS2
PS1
F E D C B A
V08821.00.00
Circuit Description
it to the TCM.


• Shift valve 1 is stroked.
• Fluid temperature is above –25ºC.
• Shutdown is not in process.

attained) operation when shift valve 1 is in the stroked state (commanded ON) and pressure switch 1 (PS1) status is
detected as destroked (commanded OFF). The intent of this DTC is to detect an open condition in pressure switch
wiring circuit or the pressure switch. This diagnostic test is designed to compare the commanded shift valve

D (Forward) range or R (Reverse) and transmission is compromised by overspeeding or direction change,

Diagnostic Aids
— A bent terminal
— A chafed wire
• When only a DTC P0843 is set look for an intermittent open condition at the pressure switch circuit. This
DTC is set when the condition is present more than 3 occurrences during the current drive cycle (refer
Appendix A, Section B, Finding an Intermittent Fault).


• When a P0843 and P0751 are set in combination this may indicate a continuous open circuit condition is
present at the pressure switch circuit or the shift valve is stuck in the destroked state (refer to Section 5–4,
Beginning the Troubleshooting Process).
equipment for a change (refer to Section 4, Wire Check Procedures).
Test Description

1 Was the Beginning The Troubleshooting Process Go to Step 2 Go to Beginning the
Process
(Section 5–4)
(Appendix R)


DTC P0843 Transmission Pressure Switch 1 (PS1) Circuit—High (cont’d)
4. Clear the DTC.
switch.
7. Verify pressure switch states are correct as
NOTE: This DTC indicates that a open circuit
known good ground.
circuit is open?
disconnected.
circuit is open?


circuit is open?
membrane.
circuit is open?
Mechanic’s Tips).
failure records.
Did the DTC return?



CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TCM
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24
20-WAY 24-WAY
CONNECTOR CONNECTOR
TCM
117
PS1 A D 4 17
179
PS3 C E 6 57
177
PS4 D K 11 77
E
PS4 is N/C.
PRESSURE SWITCH
MANIFOLD
PS4 PS3 PS2
PS1
F E D C B A
V08821.00.00
Circuit Description
it to the TCM.


• Transmission temperature is above –25ºC.


F (Forward) range or R (Reverse) and transmission is compromised by overspeeding or direction change,

Diagnostic Aids
— A bent terminal
— A chafed wire
Section B, Finding an Intermittent Fault.)


Troubleshooting Process)
harness to isolate an intermittent condition (refer to Section 4, Wire Check Procedures, and Appendix A,
Section B, Finding an Intermittent Fault.)
Test Description

Troubleshooting
Process
(Section 5–4)
(Appendix R)


4. Clear the DTC.
should be OFF (if pressure switch is ON, it
switch).
known good ground.
(PS2) status as ON when circuit is open?
disconnected.
circuit is open?


circuit is open?
Mechanic’s Tips).
failure records.
Did the DTC return?



CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TCM
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24
20-WAY 24-WAY
CONNECTOR CONNECTOR
TCM
117
PS1 A D 4 17
179
PS3 C E 6 57
177
PS4 D K 11 77
E
PS4 is N/C.
PRESSURE SWITCH
MANIFOLD
PS4 PS3 PS2
PS1
F E D C B A
V08821.00.00
Circuit Description
one normally closed (N/C) pressure switches. Pressure Switch 2 (PS2) monitors Shift Valve 2 (SV2) positioning
and relays it to the TCM.


• DTC P0561, P0562, and P0563 are not active.
• SV2 is stroked.

attained) operation when SV2 is in the stroked state (commanded ON) and PS2 status is detected as destroked
(commanded OFF). The intent of this DTC is to detect an open condition in pressure switch wiring circuit or the
pressure switch. This diagnostic test is designed to compare the commanded shift valve position to the pressure
switch feedback.


Diagnostic Aids
— A bent terminal
— A chafed wire
DTC is set when the condition is present more than 3 occurrences during the current drive cycle. (See
Appendix A, Section B—Finding an Intermittent Fault.)


Test Description

Troubleshooting
Process
(Section 5–4)
(Appendix R)


4. Clear the DTC.
NOTE: This DTC indicates that an open circuit
known good ground.
when circuit is open?
6 1. Turn the ignition OFF and Reconnect the 80-way Go to Step 7 Go to Step 11
connector to the TCM.
disconnected.


Mechanic’s Tips).
failure records.
Did the DTC return?



CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TCM
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24
20-WAY 24-WAY
CONNECTOR CONNECTOR
TCM
117
PS1 A D 4 17
179
PS3 C E 6 57
177
PS4 D K 11 77
E
PS4 is N/C.
PRESSURE SWITCH
MANIFOLD
PS4 PS3 PS2
PS1
F E D C B A
V08821.00.00
Circuit Description
it to the TCM.


• Transmission temperature is above –25ºC



Diagnostic Aids
— A bent terminal
— A chafed wire
Section B—Finding an Intermittent Fault).


Troubleshooting Process).
harness to isolate an intermittent condition (refer to Section 4, Wire Check Procedures and Appendix A,
Section B).
Test Description

Troubleshooting
Process
(Section 5–4)
2 1. Perform the Allison Transmission Fluid Checking Go to Step 3 Go to Allison
2. Did you perform the procedure and correct fluid Checking
(Appendix R)
3 1. Perform the Main Pressure Check Procedure Refer to Go to Step 4 Go to General
2. Is main pressure within the specified values? Pressure Schedule (Section 7)


4. Clear the DTC.
should be OFF. If pressure switch is ON, it
switch.
known good ground.
6. Does Allison DOC™ indicate pressure switch 3
(PS3) status as ON when grounded and OFF
when circuit is open?
disconnected.


Mechanic’s Tips).
failure records.
Did the DTC return?



CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TCM
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24
20-WAY 24-WAY
CONNECTOR CONNECTOR
TCM
117
PS1 A D 4 17
179
PS3 C E 6 57
177
PS4 D K 11 77
E
PS4 is N/C.
PRESSURE SWITCH
MANIFOLD
PS4 PS3 PS2
PS1
F E D C B A
V08821.00.00
Circuit Description
it to the TCM.


• Shift valve 3 is stroked.

attained) operation when shift valve 3 is in the stroked state (commanded ON) and pressure switch 3 (PS3) status is
detected as destroked (commanded OFF). The intent of this DTC is to detect an open condition in pressure switch
wiring circuit or the pressure switch. This diagnostic test is designed to compare the commanded shift valve


Diagnostic Aids
— A bent terminal
— A chafed wire
DTC is set when the condition is present more than 3 occurrences during the current drive cycle (refer to
Appendix A, Section B, Finding an Intermittent Fault).

Test Description
P0873 Transmission Pressure Switch 3 (PS3) Circuit—High

Troubleshooting
NOTE: Remember to record failure records prior
Process
to clearing DTC.
(Section 5–4)
(Appendix R)


P0873 Transmission Pressure Switch 3 (PS3) Circuit—High (cont’d)
4. Clear the DTC.
should be OFF. (If pressure switch is ON,
switch)
NOTE: This DTC indicates that a open circuit
known good ground.
disconnected.


P0873 Transmission Pressure Switch 3 (PS3) Circuit—High (cont’d)
Mechanic’s Tips).
failure records.
Did the DTC return?


DTC P0877 Transmission Fluid Pressure Switch 4 (PS4) Circuit—Low

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TCM
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24
20-WAY 24-WAY
CONNECTOR CONNECTOR
TCM
117
PS1 A D 4 17
179
PS3 C E 6 57
177
PS4 D K 11 77
E
PS4 is N/C.
PRESSURE SWITCH
MANIFOLD
PS4 PS3 PS2
PS1
F E D C B A
V08821.00.00
Circuit Description
one normally closed (N/C) pressure switches. Fluid pressure is supplied to pressure switch 4 (PS4), holding it open
when the manual selector valve is in any position except reverse. When the manual selector valve is moved to
reverse, pressure to the pressure switch 4 (PS4) is cut off, allowing the switch to close.


• TFT is greater than 0ºC (32ºF).
• Hydraulic system is pressurized.
• DTC P0708 is not active.

DTC P0877 sets when P (Park), N (Neutral), or a forward range is selected and the pressure switch 4 (PS4) state
remains in the mechanically closed/electrically ON position for a period of time that is calibration dependent.

• Calibration Dependent—Either lock to neutral or transmission will shift to 3rd or 5th range.
transmission shifts to neutral. If output speed fault or IMS fault is present when this test fails, then hydraulic
default is implemented.

Diagnostic Aids
— A bent terminal
— A chafed wire
• This DTC could indicate a hydraulic leak path exhausting pressure from the reverse pressure switch (refer to
hydraulic schematic).


• If a P0877, is shown in failure records as being logged first on the failure list followed by a P0762, combined
with P0708, these DTCs may indicate an internal mode switch failure. Inspect the shift linkage carefully for
proper adjustment.
equipment for a change. It may be necessary to check for a short-to-ground condition at individual wires within
a harness to isolate an intermittent condition (refer to Section 4, Wire Check Procedures).
Test Description
5. This step tests the TCM response function.
6. This step tests for a short-to-ground condition in external harness.
7. This step tests for a short-to-ground condition in the internal harness.
8. This step tests for a defective pressure switch.
DTC P0877 Transmission Fluid Pressure Switch 4 (PS4) Circuit—Low

(Section 5–4) performed? Beginning the
Troubleshooting
Process
(Section 5–4)
(Appendix R)


DTC P0877 Transmission Fluid Pressure Switch 4 (PS4) Circuit—Low (cont’d)
4. Clear the DTC.
should be ON.
6. Start vehicle and monitor pressure switch states.
The switch should be OFF in N (Neutral), if the
pressure switch is ON this indicates a short-to-
ground or a pressure switch stuck in the closed
state.
NOTE: This DTC is set when P (Park), N (neutral),
or forward range has been selected and the reverse
pressure switch indicates mechanically closed/
electrically on for a period of time that is
calibration dependent. This DTC may indicate that
a short circuit condition exists in the OEM
harness, internal transmission harness or the
PSM. A defective internal mode switch may also set
this DTC. The intent of this DTC is to detect
discrepancies between range selected at the
internal mode switch and the actual position of the
manual selector valve.
known good ground.
circuit is open?


6 1. Turn the ignition OFF and remove J 47275 TCM Go to Step 7 Go to Step 12
Breakout.
disconnected.
5. At J 47278-1 Transmission Overlay, connect pin
11 (wire 177) to a known good ground.
circuit is open?
7 1. Remove the oil pan (refer to Service Manual or Go to Step 8 Go to Step 11
Mechanic’s Tips).
PSM and ground D.
2. Provide a ground connection to the PSM frame to
the valve body or the transmission main case.
Did Allison DOC™ indicate PS4 status as ON when
grounded and OFF when circuit is open?
10 Inspect for a missing or a damaged seal at PS4 Go to Step 14 Go to
assembly or loose reverse transfer tube. Shift linkage Diagnostic Aids
out of adjustment can allow PS4 to apply pressure
switch, inspect for proper adjustment. Check that the
selector valve is properly staked at the end.
Did you find and repair the following?
Mechanic’s Tips).


conditions.
3. Using Allison DOC™, monitor PS4 operation.
Did the DTC return?


DTC P0878 Transmission Fluid Pressure Switch 4 (PS4) Circuit—High

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
TCM
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24
20-WAY 24-WAY
CONNECTOR CONNECTOR
TCM
117
PS1 A D 4 17
179
PS3 C E 6 57
177
PS4 D K 11 77
E
PS4 is N/C.
PRESSURE SWITCH
MANIFOLD
PS4 PS3 PS2
PS1
F E D C B A
V08821.00.00
Circuit Description
one normally closed (N/C) pressure switches. Fluid pressure is supplied to the reverse pressure switch, holding it
open when the manual selector valve is in any position except reverse. When the manual selector valve is moved to
reverse, pressure to the reverse pressure switch is cut off, allowing the switch to close.


• TFT is greater than 0ºC (32ºF).
• DTC P0706, P0708, P0877 is not active.
• There are two cases where this DTC runs:
— Case 1
Ignition voltage is above 9V for 12V TCM, 18V for 24V TCM.
The PRNDL state and the pressure switch 4 (PS4) state do not agree.
— Case 2
Ignition voltage is under 9V for 12V TCM, 18V for 24V TCM.
All speed sensors are under 50 rpm.
DTC P0878 sets in two cases:
1. Internal Mode Switch PRNDL and PS4 do not agree. When reverse range is selected and the pressure
switch 4 (PS4) is detected in the mechanically open/ electrically OFF state for more than 1 second more
than 40 occurrences.
2. Engine shutdown and PS4 does not agree. When engine shutdown is in process and the pressure switch 4
(PS4) is detected in an improper state, mechanically open/ electrically OFF state, for more than a period
of time that is temperature dependent (5 seconds at 35ºC to 30 seconds at –20ºC).
• Calibration Dependent—Either lock to neutral or transmission will shift to 3rd or 5th range.
transmission shifts to neutral. If output speed fault or IMS fault is present when this test fails, then hydraulic
default is implemented.


Diagnostic Aids
— A bent terminal
— A chafed wire
equipment for a change. It may be necessary to check for a short-to-ground condition at individual wires within
a harness to isolate an intermittent condition (refer to Section 4, Wire Check Procedures).
Test Description
5. This step tests the TCM response function.
6. This step tests for an open condition in external harness.
7. This step tests for an open condition in the internal harness.
8. This step tests for a defective pressure switch.
DTC P0878 Transmission Fluid Pressure Switch 4 (PS4) Circuit—High

Troubleshooting
Process
(Section 5–4)
(Appendix R)


DTC P0878 Transmission Fluid Pressure Switch 4 (PS4) Circuit—High (cont’d)
4 1. Install Allison DOC™. 5 seconds at 35ºC Go to Step 5 Go to
2. Turn ON the ignition, with the engine OFF. to 30 seconds at Diagnostic Aids
3. Record the DTC Failure Record data. –20ºC
4. Clear the DTC.
5. With key ON and engine OFF, pressure switch 4
should be ON. If pressure switch is OFF,
indicates a open in the circuit or pressure switch
stuck open.
(should be OFF in neutral).
NOTE: This DTC is set when reverse range is
selected and PS4 status remains in the
mechanically open/ electrically OFF state for more
than a time that is calibration dependent. This
DTC can also set at engine shutdown when the
PS4 is detected in the mechanically open/
electrically OFF state for a period of time that is
temperature dependent.
2. Disconnect the 80-way connector from the
TCM and install J 39700 Breakout Box and
J 47275 TCM Breakout at the TCM, Turn the
ignition ON.
known good ground.
circuit is open?


6 1. Turn the ignition OFF and remove J 47275 TCM Go to Step 7 Go to Step 12
Breakout.
disconnected.
circuit is open?
7 1. Remove the oil pan (refer to Service Manual or Go to Step 8 Go to Step 11
Mechanic’s Tips).
PSM and ground D.
circuit is open?
2. Provide a ground connection to the PSM frame to
the valve body or the transmission main case.
3. Using your finger or the eraser end of a pencil push
gently on pressure switch 4 (PS4) membrane.
circuit is open?
10 Inspect for a missing or a damaged seal at the Go to Step 14 Go to
pressure switch 4 (PS4) assembly or loose reverse Diagnostic Aids
transfer tube. Shift linkage out of adjustment can
allow pressure switch 4 (PS4) to apply pressure
switch, inspect for proper adjustment. Check that the
selector valve is properly staked at the end.
Did you find and repair the following?
Mechanic’s Tips).


conditions.
3. Using Allison DOC™, monitor pressure switch 4
(PS4) operation.
Did the DTC return?


DTC P0880 TCM Power Input Signal
TCM END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
163 IGNITION
63
POWER
170 BATTERY
70
POWER
IGN 110 BATTERY
SWITCH 10 POWER TCM
10a 169
69 GND
15a
109
9 GND
+ –
12V/24V
BATTERY
V08905.00.00
Circuit Description
The Transmission Control Module (TCM) requires a switched ignition voltage input and a direct battery voltage
input. This switched ignition voltage signal originates from the ignition switch or an ignition relay to supply
voltage to pin 63 in the 80-way connector at the TCM. Battery direct voltage is supplied to pins 10 and 70 at the
80-way connector.

• This test is continuously enabled.

• DTC P0880 sets during the next ignition cycle if battery power is lost before the power down process is
complete and the engine is running.



• The TCM loses adaptive information for the drive cycle.
• The TCM reverts to previous adaptive settings.

Diagnostic Aids
— A bent terminal
— A chafed wire
Test Description
2. This step tests for proper battery voltage.
3. This step tests for vehicle charging system operation.
4. This step tests for proper system voltage.
5. This step tests for proper ignition voltage.
DTC P0880 TCM Power Input Signal

Troubleshooting
Process
(Section 5–4)
2 1. Install Allison DOC™. 10.5V Go to Step 4 Resolve battery
2. Turn the ignition to the RUN position with the problem. Go to
engine OFF. Step 8
3. Record the DTC failure records.
NOTE: If other DTCs are present refer to the
applicable diagnostic tables before continuing.
and record voltage at the battery terminals.
Is voltage greater than the specified value?


DTC P0880 TCM Power Input Signal (cont’d)
3 Start the engine and warm to normal operating Repair charging Go to Step 4
temperature. system
Is the Alternator/Check Engine lamp ON?
4 1. Increase the engine speed to 1000–1500 rpm. 13–15V Go to Step 5 Repair charging
2. Using Allison DOC™, monitor system voltage. system
5 1. Turn the ignition OFF. 0.5V Go to Step 6 Go to Step 7
2. Disconnect 80-way connector from the TCM and
install J 39700 Breakout Box and J 47275 TCM
Breakout.
3. Using a DVOM, measure voltage at 80-way
connector pins 9 and 10 with the ignition OFF.
4. Turn the ignition ON, leaving engine OFF.
5. Using a DVOM, measure voltage between 80-
way connector pins 9 and 63 with ignition ON.
6. Subtract the voltage reading obtained in sub-step
5 from the voltage reading obtained in sub-step 3.
Is the voltage difference greater than the specified
value?
2. Start the engine and warm to normal operating Go to Step 1
temperature.
3. Using Allison DOC™, monitor system voltage.
System voltage should be 9–18V.
Did the DTC return?


DTC P0881 TCM Power Input Signal—Performance
TCM END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
163 IGNITION
63
POWER
170 BATTERY
70
POWER
IGN 110 BATTERY
SWITCH 10 POWER TCM
10a 169
69 GND
15a
109
9 GND
+ –
12V/24V
BATTERY
V08905.00.00
Circuit Description
Transmission Control Module (TCM) requires input battery voltage which originates direct from the vehicle
battery and runs through a 15 amp fuse to TCM pins 10 (wire 110) and 70 (wire 170).

Engine speed is greater than 400 rpm for 0.5 seconds.

P0881 sets when the TCM detects the following:
• Large variations in battery direct voltage.
• When a battery direct voltage variation of 4.0V or over is detected for 15 seconds a fault pending is reported,
after 30 seconds a DTC is set with a failure response (4.0V variation is determined from minimum and
maximum ignition voltage values).


• Hydraulic default is commanded. Shift selector position and hydraulic state of logic valves determine range.
• Main Modulation is disabled.

Diagnostic Aids
• You may have to drive the vehicle in order to experience a fault. Allison DOC™ For PC can be used to record
a snapshot for later review. Battery direct input is a viewable option in Allison DOC™ For PC. Using
Allison DOC™ For PC, monitor for erratic voltage that may indicate a wiring concern.
• This DTC indicates a variation in battery direct voltage. Vehicle accessories imposing a large load on the
battery circuit could also cause the DTC to set. Other possibilities include loose or corroded battery cables, or
an internal TCM failure caused by a burn up circuit trace could allow this DTC to set.
• Vehicle charging system failure may cause this DTC under certain circumstances.
• This DTC may indicate that an internal voltage problem has occurred inside the TCM. The use of a substitute
TCM would be a good way to diagnosis this problem.
• A defective vehicle battery may induce this DTC.
— A bent terminal
— A backed-out pin
— A chafed wire


Test Description
3. This step tests for the proper battery direct input voltage.
4. This step tests for the proper battery direct input from chassis ground.
5. This step tests for open or high resistance at battery direct ground input.
6. This step tests for shorts or open conditions at battery direct input circuit.
DTC P0881 TCM Power Input Signal—Performance

Troubleshooting
Process
(Section 5–4)
4. Clear the DTC.
observed in failure records.
Input voltage is viewable on Allison DOC™.
NOTE: This DTC indicates that a voltage variation
may exist in the battery direct input. This variation
is measured from min. and max. voltage values. If
the voltage variation is present for a pre-
determined amount of time this DTC sets.
3 1. Turn the ignition OFF. 11.5 to 12.5V Go to Step 4 Go to Step 5
2. Disconnect 80-way connector at the TCM.
3. Using J 39700 Breakout Box install J 47275
TCM Breakout inline at the TCM.
4. Use a DMM, measure voltage at TCM Overlay
J 47275-1 pins 9, 10 and 69, 70.
4 1. Use a DMM; in sequence measure voltage at 11.5 to 12.5V Go to Step 5 Go to Step 6
TCM Overlay J 47275-1 pins 10, 70, and a
chassis ground.
Is the voltage reading the same as recorded in
Step 3?


DTC P0881 TCM Power Input Signal—Performance (cont’d)
external wiring, wherefore the OEM should
perform vehicle harness repairs. Harness repair
Inspect battery direct circuits (110, 170) for one of
the following problems:
• Intermittent open or shorting conditions at
circuit (110, 170)
• Loose or corroded connections at battery or pins
10 or 70)
• Defective battery.
Was one of the following conditions discovered and
repaired?
external wiring, wherefore the OEM should
perform vehicle harness repairs. Harness repair
Inspect the TCM direct battery input circuits for
intermittent open or high resistance at ground input
circuits (109, 169).
Was one of the conditions discovered and repaired?
8 In order to verify your repair: Return to Step 1 System OK
1. Clear the DTC.
2. Drive the vehicle under conditions shown in
failure records.
Did the DTC return?


DTC P0882 TCM Power Input Signal—Low
TCM END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
163 IGNITION
63
POWER
170 BATTERY
70
POWER
IGN 110 BATTERY
SWITCH 10 POWER TCM
10a 169
69 GND
15a
109
9 GND
+ –
12V/24V
BATTERY
V08905.00.00
Circuit Description
battery and runs through a 15A fuse to TCM pins 10 (wire 110) and 70 (wire 170).

Engine speed is greater than 400 rpm for 1 second.

P0882 sets when the TCM detects the following condition:
• 12V TCM—Battery direct voltage is detected below 8V at 0ºC for a total of 5 out of 7 seconds. The voltage
threshold is temperature dependent varying from 5V at –60ºC (–75ºF) to 9V at 20ºC (68ºF).
• 24V TCM—Battery direct voltage is detected below 17V at 0ºC for a total of 5 out of 7 seconds. The voltage
threshold is temperature dependent varying from 14V at –60ºC (–75ºF) to 18V at 20ºC (68ºF).


Diagnostic Aids
• A defective vehicle battery may allow this DTC to set. Test the vehicle battery to verify proper voltage and load
capacity.
• A defective vehicle charging system may cause this DTC.
— A bent terminal
— A backed-out pin
— A chafed wire
Test Description
4. This step tests vehicle battery per OEM guidelines.


DTC P0882 TCM Power Input Signal—Low
Troubleshooting
Process
(Section 5–4)
2 1. Install Allison DOC™. Voltage should be Go to Step 4 Go to Step 3
2. Turn ON the ignition, with the engine OFF. above 9V at 20ºC
3. Record the DTC Failure Record data. (68ºF). See
4. Clear the DTC. conditions for
5. Inspect the Battery Input voltage value on Allison setting the DTC.
DOC™.
NOTE: This DTC sets when battery direct voltage
drops below a pre-determined level that is
temperature dependent.
Is the ignition voltage below specified value?
3 1. Start vehicle if possible. Go to Step 4 Go to
2. If the DTC is not active, drive the vehicle; attempt Diagnostic Aids
to duplicate same operating conditions observed
in failure records.
Did the DTC return?
4 Test the vehicle battery per OEM instructions, See OEM for Go to Step 5 Replace vehicle
including a voltage and load test. correct minimum battery and go to
Does test indicate the battery is good? and maximum. Step 6
Battery
specifications.
5 Test the vehicle charging system per the OEM See OEM for Go to Repair charging
recommended testing procedure. correct minimum Diagnostic Aids system and go to
Is the charging system operating properly? and maximum. Step 6
Charging system
specifications.
1. Clear DTC.
2. Drive vehicle under conditions shown in failure
Did the DTC return?


DTC P0883 TCM Power Input Signal—High
TCM END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
163 IGNITION
63
POWER
170 BATTERY
70
POWER
IGN 110 BATTERY
SWITCH 10 POWER TCM
10a 169
69 GND
15a
109
9 GND
+ –
12V/24V
BATTERY
V08905.00.00
Circuit Description
battery and runs through a 15A to TCM pins 10 (wire 110) and 70 (wire 170).

Engine speed is greater than 450 rpm for 1 second.

P0883 sets when the TCM detects the following condition:
• 12V TCM—Battery direct voltage is above 18V for 6 out of 10 seconds.
• 24V TCM—Battery direct voltage is above 32V for 6 out of 10 seconds.


Diagnostic Aids
This DTC normally is set due to vehicle charging system concerns. Verify the concern and contact OEM for further
repair details.
NOTE: Allison does not warranty charging system concerns.
Test Description
2. This step tests for the proper battery direct voltage.
DTC P0883 TCM Power Input Signal—High

Troubleshooting
Process
(Section 5–4)
2 1. Install Allison DOC™. See conditions for Go to Step 4 Go to Step 3
2. Turn ON the ignition, with the engine OFF. setting the DTC.
4. Clear the DTC.
5. Start vehicle engine; inspect the Battery direct
voltage value on Allison DOC™.
NOTE: This DTC sets when battery direct voltage
is detected above 18V for 12V systems and 32V for
24V systems for 6.0 of 10.0 seconds.
Is the ignition voltage above specified value?
3 1. Start vehicle and operate. Go to Step 4 Go to
2. If the DTC is not active, drive the vehicle; attempt Diagnostic Aids
to duplicate voltage concern, monitor battery
voltage with Allison DOC™, watch for spikes
that may indicate a charging system concern.
Did the DTC return?


DTC P0883 TCM Power Input Signal—High (cont’d)
4 Test the vehicle charging system per the OEM See OEM for Go to Repair charging
recommended testing procedure. correct minimum Diagnostic Aids system and go to
Is the charging system operating properly? and maximum Step 5
charging system
specifications.
1. Clear DTC.
2. Drive vehicle under conditions shown in failure
Did the DTC return?


DTC P0960 Pressure Control Solenoid Main Mod (MAIN MOD) Control Circuit—Open

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description
Pressure Control Solenoid (MAIN MOD) is a normally closed (N/C) solenoid used to modulate the transmission
main pressure schedule. The TCM commands the solenoid ON when specific transmission and engine conditions
are met. When MAIN MOD is commanded ON, pressure is routed to the main regulator valve lowering the main
pressure schedule.
The TCM sends control current to MAIN MOD from high side driver 1 (HSD1) via wire 111. HSD1 is
continuously ON unless the TCM detects a fault condition. The TCM regulates the amount of current to MAIN
MOD by switching MAIN MOD’s low side driver ON and OFF. Wire 174 completes the circuit between MAIN
MOD and its low side driver. DTC P0960 indicates that the TCM processor has detected an open condition in
MAIN MOD’s electrical circuit. The open condition may exist in the high side (wire 111) or low side (wire 174).


• TCM initialization is in process or engine speed is greater than 200 rpm and less than 7500 rpm for 5 seconds.

DTC P0960 is set when the TCM detects an open circuit on the MAIN MOD circuit for more than 2 seconds.


Diagnostic Aids
• DTC P0960 indicates an open in the electrical circuit for the MAIN MOD. In addition to MAIN MOD, high
side driver HSD1 also supplies power to PCS1 and TCC. If DTC P0960 is accompanied by DTC P2727 (PCS1
open circuit) and/or DTC P2761 (TCC open circuit), the open is most likely in the high side of the circuit.
— A bent terminal
— A chafed wire


• If the DTC appears to be temperature related, suspect a defective MAIN MOD. It is possible for a solenoid to
be temperature sensitive causing resistance values to fluctuate. This may cause an intermittent DTC to be set.
Test Description
4. This step tests the OEM harness for an excessive voltage drop caused by an open condition in either wire
111 or wire 174 of the OEM chassis harness.
6. This step tests for an open condition in the transmission internal harness.
7. This step tests for the proper the solenoid resistance.
DTC P0960 Pressure Control Solenoid Main Mod (MAIN MOD) Control Circuit—Open
Process
(Section 5–4)
temperature, etc.).
NOTE: This DTC is intended to detect an open
condition in the MAIN MOD electrical circuit.


DTC P0960 Pressure Control Solenoid Main Mod (MAIN MOD) Control Circuit—Open (cont’d)
2. Install J 47275 TCM Breakout between the OEM
and TCM 80-way connectors.
3. Install J 47278 Transmission Breakout between
the OEM and transmission 24-way connectors.
and command the Main Mod solenoid ON.
Main Mod solenoid circuit as follows:
• At overlay J 47275-1, measure voltage
• At transmission connector breakout J 47278,
measure voltage between pin 14 and an
isolated ground.
7. Determine the voltage drop in the low side of the
isolated ground.
the OEM harness.
Did either high-side or low-side voltage drop exceed
0.5VDC?


DTC P0960 Pressure Control Solenoid Main Mod (MAIN MOD) Control Circuit—Open (cont’d)
6 1. Turn the ignition OFF. Refer to Table 5–9, Go to Step 10 Go to Step 7
2. Disconnect the OEM 24-way connector from Calculated
J 47278 Transmission Breakout. Leave the Solenoid
transmission 24-way connector connected to the Resistance vs.
breakout. Temperature
the resistance between pin 14 and pin 19 of the
transmission 24-way connector.
7 1. Remove the transmission oil pan (refer to Service Refer to Table 5–9, Go to Step 8 Go to Step 9
Manual or In-Chassis Maintenance). Calculated
2. Disconnect MAIN MOD from the internal wiring Solenoid
harness. Resistance vs.
3. Using a DVOM, measure MAIN MOD resistance Temperature
at pins A and B.
8 Replace the internal wiring harness (refer to Service Go to Step 11
Manual or In-Chassis Maintenance).
9 Replace MAIN MOD (refer to Service Manual or Go to Step 11
In-Chassis Maintenance).
failure records.
Did the DTC return?


DTC P0962 Pressure Control Solenoid Main Mod (MAIN MOD) Control Circuit—Low

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description
Pressure Control Solenoid 1 (MAIN MOD) is a normally closed (N/C) solenoid used to modulate the transmission
are met. When solenoid MAIN MOD is commanded ON, pressure is routed to the main regulator valve lowering
the main pressure schedule.
The TCM sends control current to solenoid MAIN MOD from high side driver 1 (HSD1) via wire 111. HSD1 is
MOD and its low side driver. DTC P0962 indicates that the TCM processor has detected a short-to-ground
condition in the low side of solenoid MAIN MOD’s electrical circuit.



DTC P0962 is set when the TCM detects a short-to-ground in the MAIN MOD solenoid return circuit for more
than 2 seconds.


Diagnostic Aids
• Code P0962 indicates a short-to-ground in the electrical circuit for the MAIN MOD solenoid.
— A bent terminal
— A chafed wire
• If the DTC appears to be temperature related, suspect a defective Main Mod solenoid. It is possible for a
solenoid to be temperature sensitive causing resistance values to fluctuate. This may cause an intermittent DTC
to be set.


Test Description
4. This step tests for wire-to-wire shorts or a short-to-ground condition in wire 174.
6. This step tests for wire-to-wire shorts or a short-to-ground in the transmission internal harness.
DTC P0962 Pressure Control Solenoid Main Mod (MAIN MOD) Control Circuit—Low
Process
(Section 5–4)
temperature, etc.).
ground condition in the MAIN MOD solenoid
electrical circuit.
1. Turn OFF the ignition.
2. Disconnect the TCM 80-way connectors.
3. Install the OEM-side 80-way connector to the
J 47275 TCM Breakout. Leave the TCM
disconnected.
4. Disconnect the transmission 24-way connector.
harness between the TCM and transmission
connector.
6. At J 47275-1 TCM Overlay, test for wire-to-wire
shorts between pin 74 and all other pins in the 80-
way connector, and shorts-to-ground between pin
74 and chassis ground.
wiring defects found?


DTC P0962 Pressure Control Solenoid Main Mod (MAIN MOD) Control Circuit—Low (cont’d)
2. Install J 47278 Transmission Breakout to the
transmission 24-way connector. Leave the OEM
harness disconnected.
19, and between pins 19 and 24 will read normal
solenoid resistance. The resistance value between
pins 19 and 10, and between pins 19 and 15 will be
twice normal solenoid resistance
found?
2. Inspect the internal harness for wire-to-wire
shorts or shorts-to-ground.
Were any shorts-to-ground found?
9 Replace solenoid MAIN MOD (refer to Service Go to Step 11
Is section 3–6 complete?
failure records.
Did the DTC return?


DTC P0963 Pressure Control Solenoid Main Mod (MAIN MOD) Control Circuit—High

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description
Pressure Control Solenoid 1 (MAIN MOD) is a normally closed (N/C) solenoid used to modulate the transmission
are met. When solenoid MAIN MOD is commanded ON, pressure is routed to the main regulator valve lowering
the main pressure schedule.
The TCM sends control current to solenoid MAIN MOD from high side driver 1 (HSD1) via wire 111. HSD1 is
MOD and its low side driver. DTC P0963 indicates that the TCM processor has detected a short-to-battery
condition in the low side of solenoid MAIN MOD’s electrical circuit.



DTC P0963 is set when the TCM detects a short-to-battery in the MAIN MOD solenoid return circuit for more
than 2 seconds.


Diagnostic Aids
• DTC P0963 indicates a short-to-battery in the electrical circuit for the MAIN MOD solenoid.
— A bent terminal
— A chafed wire
• If the DTC appears to be temperature related, suspect a defective Main Mod solenoid. It is possible for a
solenoid to be temperature sensitive causing resistance values to fluctuate. This may cause an intermittent DTC
to be set.


Test Description

4. This step tests for wire-to-wire shorts in wire 174.
6. This step tests for wire-to-wire shorts in the transmission internal harness.
DTC P0963 Pressure Control Solenoid Main Mod (MAIN MOD) Control Circuit—High
Process
(Section 5–4)
temperature, etc.).
battery condition in the MAIN MOD solenoid
electrical circuit.
disconnected.
connector.


DTC P0963 Pressure Control Solenoid Main Mod (MAIN MOD) Control Circuit—High (cont’d)
19, and between pins 19 and 24 will read normal
solenoid resistance. The resistance value between
pins 19 and 10, and between pins 19 and 15 will be
twice normal solenoid resistance.
shorts.
9 Replace solenoid MAIN MOD (refer to Service Go to Step 11
failure records.
Did the DTC return?


DTC P0964 Pressure Control Solenoid 2 (PCS2) Control Circuit—Open

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description
Pressure Control Solenoid 2 (PCS2) is a Pressure Proportional to Current (PPC) solenoid used to control on-
coming and off-going and holding pressure to any one of five clutches.
The TCM sends control current to PCS2 from high side driver 2 (HSD2) via wire 171. HSD2 is continuously ON
unless the TCM detects a fault condition. The TCM regulates the amount of current to PCS2 by switching PCS2’s
low side driver ON and OFF. Wire 136 completes the circuit between PCS2 and its low side driver. DTC P0964
indicates that the TCM processor has detected an open condition in solenoid PCS2’s electrical circuit. The open
condition may exist in the high side (wire 171) or low side (wire 136).


• Associated high side driver (HSD2) is enabled and no HSD2 DTCs are active.
• Engine crank time is not extended.

DTC P0964 is set when the TCM detects an open circuit on the PCS2 solenoid return circuit for more than
2 seconds.


Diagnostic Aids
• DTC P0964 indicates an open in the electrical circuit for PCS2. In addition to PCS2, HSD2 also supplies
power to solenoids SS1, SS2, SS3. If DTC P0964 is accompanied by an open circuit DTC P0972 for SS1 and/
or open circuit DTC P0975 for SS2 and/or P0978 for SS3 the open is most likely in the high side of the
circuit.
• An intermittent circuit condition can allow this DTC to set. Make sure you check for the following conditions
at the OEM harness first, then at the transmission internal harness.
• Inspect the wiring for poor electrical connections at the TCM connector and the transmission main connector.
Look for the following conditions:
— A bent terminal


brake drum, suspension components, transmission shift linkage etc.
• Inspect internal transmission harness wiring for possible contact areas where chafing may occur leading to an
open circuit condition.
• When diagnosing for an intermittent open condition, massage the wiring harness while watching the test
equipment for a change. It may be necessary to check continuity at individual wires within a harness to isolate
an intermittent open condition.
data can be useful in reproducing the failure mode where DTC was set.
Test Description

Process
(Section 5–4)
temperature, etc.).
condition in the PCS2 solenoid electrical circuit.


DTC P0964 Pressure Control Solenoid 2 (PCS2) Control Circuit—Open (cont’d)
and command the PCS2 solenoid ON.
PCS2 solenoid circuit as follows:
isolated ground.
PCS2 solenoid circuit as follows:
isolated ground.
the OEM harness.
0.5VDC?


7 1. Remove the transmission oil pan. Refer to Table 5–9, Go to Step 8 Go to Step 9
2. Disconnect the PCS2 from the internal wiring Calculated
harness. Solenoid
3. Using a DVOM, measure the PCS2 resistance at Resistance vs.
pins A and B. Temperature
9 Replace PCS1 (refer to Service Manual or In- Go to Step 11
Chassis Maintenance).
failure records.
Did the DTC return?


DTC P0966 Pressure Control Solenoid 2 (PCS2) Control Circuit—Low

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description
indicates that the TCM processor has detected a short-to-ground condition in the low side of solenoid PCS2’s
electrical circuit.


• Associated high side driver (HSD2) is enabled and no HSD2 DTCs are active.

DTC P0966 is set when the TCM detects a short-to-ground on the PCS2 circuit for more than 2 seconds.


Diagnostic Aids
— A bent terminal
• Inspect OEM wiring harness routing, look for possible contact points where chafing could occur leading to a
short to a circuit ground condition. Moving parts on the vehicle could be contacting the harness; this includes
parking brake drum, suspension components, transmission shift linkage etc.
• Inspect internal transmission harness wiring for possible contact areas where chafing may occur leading to a
circuit ground condition.


• When diagnosing for an intermittent circuit ground conditions, massage the wiring harness while watching the
test equipment for a change. It may be necessary to check continuity at individual wires within a harness to
isolate an intermittent circuit ground condition.
Test Description

Troubleshooting
Process
(Section 5–4)
2. Start engine. 18–32V (24V TCM) problem
3. Record DTC failure records.
4. Monitor the ignition voltage.
2. Start vehicle and test drive. Diagnostic Aids
NOTE: This DTC intent is to detect a short-to-
ground at PCS2 return circuit.


DTC P0966 Pressure Control Solenoid 2 (PCS2) Control Circuit—Low (cont’d)
disconnected.
connector.
16 will read normal solenoid resistance. The
resistance value between pins 17 and 1, 2 and 3 will
be the sum of PCS2 and one shift solenoid.
found?
found?


failure records.
Did the DTC return?


DTC P0967 Pressure Control Solenoid 2 (PCS2) Control Circuit—High

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description
low side driver ON and OFF. Wire 136 completes the circuit between PCS2and its low side driver. DTC P0967
indicates that the TCM processor has detected a short-to-battery condition in the low side of PCS2’s electrical
circuit.


• Associated high side driver (HSD2) is enabled and no (HSD2) DTCs are active.

DTC P0967 is set when the TCM detects an short to power on the PCS2 circuit for more than 2 seconds.


Diagnostic Aids
• Code P0967 indicates a short-to-battery in the electrical circuit for the PCS2.
— A bent terminal
— A chafed wire


Test Description

Process
(Section 5–4)
temperature, etc.).
battery condition in the PCS2 electrical circuit.


DTC P0967 Pressure Control Solenoid 2 (PCS2) Control Circuit—High (cont’d)
disconnected.
connector.
resistance value between pins 17 and 1, 2, and 3
will be the sum of PCS2 and one shift solenoid.
shorts.


failure records.
Did the DTC return?


DTC P0972 Shift Solenoid 1 (SS1) Control Circuit—Open

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description
Shift solenoid 1 (SS1) is a normally closed (N/C) solenoid that provides control main pressure to stroke shift
valve 1 (SV1) to attain a particular range needed for the next upshift or downshift. A pressure switch is located at
the end of the shift valve to send valve position status back to the TCM.
The TCM sends control current to SS1 from high side driver 2 (HSD2) via wire 171. HSD2 is continuously ON
unless the TCM detects a fault condition. The TCM regulates the amount of current to SS1 by switching SS1’s low
side driver ON and OFF. Wire 152 completes the circuit between SS1 and its low side driver. DTC P0972 indicates
that the TCM processor has detected an open condition in SS1’s electrical circuit. The open condition may exist in
the high side (wire 171) or low side (wire 152).



DTC P0972 is set when the TCM detects an open circuit on the SS1 Pressure Control Solenoid return circuit for
more than 2 seconds.

if the shift selector is moved to R (Reverse), transmission shifts to neutral or reverse. If the shift selector is
moved to F (Forward) range or R (Reverse) and transmission is compromised be overspeeding or direction
change, transmission shifts to neutral.

Diagnostic Aids
• Code P0972 indicates an open in the electrical circuit for the SS1. In addition to SS1, high side driver HSD2
also supplies power to SS2, PCS2, and SS3. If DTC P0972 is accompanied by DTC P0975 (SS2 open circuit)
and/or DTC P0952 (SS3 open circuit) and/or P0964 (PCS2 open circuit), the open is most likely in the high
side of the circuit.
— A bent terminal


Test Description
7. This step tests for the proper SS1 resistance.

1 Was the Beginning The Troubleshooting Process Go to Step 2 Go to Beginning the
(refer to Section 5–4) performed? Troubleshooting
Process
(Section 5–4)
temperature, etc.).
condition in the SS1 electrical circuit.


DTC P0972 Shift Solenoid 1 (SS1) Control Circuit—Open (cont’d)
and command the SS1 ON.
SS1 circuit as follows:
isolated ground.
measure voltage between pin 1 and an isolated
ground.
the OEM harness.
0.5VDC?


2. Disconnect the 24-way transmission connector, if Calculated
not disconnected in Step 4 above. Solenoid
3. Install Transmission Breakout J 47278 to the Resistance vs.
transmission 24-way connector. Leave the OEM Temperature
the resistance between pin 1 and pin 16.
2. Disconnect SS1 from the internal wiring harness. Solenoid
3. Using a DVOM, measure SS1 resistance at pins A Resistance vs.
and B. Temperature
9 Replace SS1 (refer to Service Manual or In-Chassis Go to Step 11
Maintenance).
failure records.
Did the DTC return?


DTC P0973 Shift Solenoid 1 (SS1) Control Circuit—Low

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description
that the TCM processor has detected a short-to-ground condition in the low side of SS1’s electrical circuit.



DTC P0973 is set when the TCM detects a short-to-ground on the SS1 Pressure Control Solenoid return circuit for

moved to D (Forward) range or R (Reverse) and transmission is compromised be overspeeding or direction

Diagnostic Aids
— A bent terminal


Test Description
6. This step tests for the wire-to-wire shorts or a short-to-ground in the internal transmission harness.

(refer to Section 5–4) Performed? Troubleshooting
Process
(Section 5–4)
temperature, etc.).
ground condition in the SS1 electrical circuit.
disconnected.
connector.


DTC P0973 Shift Solenoid 1 (SS1) Control Circuit—Low (cont’d)
NOTE: The resistance value between pins 1 and 16
will read normal solenoid resistance. The
resistance value between pins 1 and 2, and pins 1
and 3 will be twice normal solenoid resistance. The
resistance between pin 1 and pin 17 will be the sum
of PCS2 and SS1.
found?
found?
Maintenance).
failure records.
Did the DTC return?


DTC P0974 Shift Solenoid 1 (SS1) Control Circuit—High

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description
side driver ON and OFF. Wire 152 completes the circuit between SS1and its low side driver. DTC P0974 indicates
that the TCM processor has detected a short-to-battery condition in the low side of SS1’s electrical circuit.



DTC P0974 is set when the TCM detects a short to power on the SS1 circuit for more than 2 seconds.


Diagnostic Aids
• Code P0974 indicates a short-to-battery in the electrical circuit for the SS1.
— A bent terminal
— A chafed wire


Test Description
2. This step tests for the proper ignition voltage

Process
(Section 5–4)
2. Start the engine. 18–32V (24V TCM) problem.
3. Record the DTC Failure Record data. Go to Step 11
temperature, etc.).
battery condition in the SS1 electrical circuit.


DTC P0974 Shift Solenoid 1 (SS1) Control Circuit—High (cont’d)
disconnected.
connector.
of PCS2 and SS1.
shorts.


Maintenance).
failure records.
Did the DTC return?



CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description





Diagnostic Aids
• Code P0975 indicates an open in the electrical circuit for the SS2. In addition to SS2, high side driver HSD2
also supplies power to SS1, PCS2 and SS3. If DTC P0975 is accompanied by DTC P0972 (SS1 open circuit)
and/or DTC P0978 (SS3 open circuit) and/or P0964 (PCS2 open circuit), the open is most likely in the high
— A bent terminal


brake drum, suspension components, transmission shift linkage, etc.
Test Description

Process
(Section 5–4)
temperature, etc.).


isolated ground.
ground.
the OEM harness.
0.5VDC?


2. Disconnect the 24-way transmission connector, if Calculated
not disconnected in Step 4 above. Solenoid
3. Install Transmission Breakout J 47278 to the Resistance vs.
transmission 24-way connector. Leave the OEM Temperature
the resistance between pin 2 and pin 16.
2. Disconnect the SS2 from the internal wiring Calculated
harness. Solenoid
3. Using a DVOM, measure the SS2 resistance at Resistance vs.
pins A and B. Temperature
9 Replace SS2 (refer to Service Manual or In -Chassis Go to Step 11
Maintenance).
failure records.
Did the DTC return?



CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description





Diagnostic Aids
— A bent terminal


Test Description

Process
(Section 5–4)
temperature, etc.).
ground condition in the SS2 electrical circuit.


disconnected.
connector.
of PCS2 and SS2.
found?
7 1. Remove the Transmission oil pan (refer to Go to Step 8 Go to Step 9
Service Manual or In-Chassis Maintenance).
2. Inspect the internal harness for shorts-to-ground.


Maintenance).
failure records.
Did the DTC return?



CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description



DTC P0977 is set when the TCM detects a short-to-power on the SS2 circuit for more than 2 seconds.


Diagnostic Aids
• DTC P0977 indicates a short-to-battery in the electrical circuit for SS2.
— A bent terminal
— A chafed wire


Test Description

Process
(Section 5–4)
temperature, etc.).


disconnected.
connector.
resistance between pin 2 and 17 will be the sum of
PCS2 and SS2.
shorts.


Maintenance).
failure records.
Did the DTC return?



CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description





Diagnostic Aids
• DTC P0978 indicates an open in the electrical circuit for SS3. In addition to SS3, high side driver HSD2 also
supplies power to SS1, PCS2 and SS2. If DTC P0978 is accompanied by DTC P0972 (SS1 open circuit) and/or
DTC P0975 (SS2 open circuit) and/or P0964 (PCS2 open circuit), the open is most likely in the high side of the
circuit.
— A bent terminal


Test Description
7. This step tests for the proper solenoid resistance.

Process
(Section 5–4)
temperature, etc.).


isolated ground.
ground.
the OEM harness.
0.5VDC?


2. Disconnect SS3 from the internal wiring harness. Solenoid
3. Using a DVOM, measure SS3 resistance. Resistance vs.
Temperature
Maintenance).
failure records.
Did the DTC return?



CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description





Diagnostic Aids
— A bent terminal

Test Description

Process
(Section 5–4)
temperature, etc.).
ground condition in the SS3 lowside electrical
circuit.


disconnected.
connector.
2. Install J 47278 Transmission Breakout to the Calculated
transmission 24-way connector. Leave the OEM Solenoid
harness disconnected. Resistance vs.
3. Using a digital volt/ohmmeter (DVOM), test for Temperature
resistance value between pin 3 and 1, and pins 3
resistance between pin 3 and 17 will be the sum of
PCS2 and SS3.
found?
found?


Manual or In-Chassis Maintenance),
Maintenance).
failure records.
Did the DTC return?



CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description


DTC P0980 is set when the TCM detects a short to power on the SS3 circuit for more than 2 seconds.


Diagnostic Aids
• DTC P0980 indicates a short-to-battery in the electrical circuit for SS3.
— A bent terminal
— A chafed wire


Test Description

Process
(Section 5–4)
temperature, etc.).
4 NOTE: Review Section 4. Wire Check Procedures Go to Step 5 Go to Step 6
disconnected.
connector.


resistance value between pins 3 and 1, and 3 and 2
will be twice normal solenoid resistance. The
resistance between pins 3 and 17 will be the sum of
PCS2 and SS3.
shorts.
Maintenance).
failure records.
Did the DTC return?


DTC P1688 Unmanaged Engine Torque Delivered to TCM Signal
TCM END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
2467* UNMANAGED
22
TORQUE
464* MANAGED
PCM 44 TCM
TORQUE
463* REQUESTED
5
TORQUE
*GM CIRCUIT NUMBER

V09038.00.00
Circuit Description
GM 8.1 gasoline engine is used in some medium duty applications. The 8.1 engine uses a 3-wire system to
communicate engine torque data/requests between the powertrain control module (PCM) and the transmission
control module (TCM).
Unmanaged engine torque is sent from the PCM to the TCM over wire 122 (GM wire 2467).
• Pulse Width Modulation (PWM) driver demand torque option is selected in transmission calibration.
DTC P1688 sets if unmanaged engine torque (gross) signal is under 1.5 percent or over 98.5 percent for more than
a 2 second period.
• DTC 1688 is stored in the TCM history.
• MIL illuminates on the second occurrence (OBD II Strategy).
• TCM defaults to a calculated unmanaged torque (gross) input value using throttle and engine speed.


Diagnostic Aids
Intermittent condition may be the cause of problem. Return vehicle to OEM for further troubleshooting.
P1688 Unmanaged Engine Torque Delivered to TCM Signal
(refer to Section 5–4) Performed? Beginning The
Troubleshooting
Process
(Section 5–4)
2. Start engine. Diagnostic Aids
4. Clear the DTC and drive vehicle.
5. Attempt to duplicate the same operating
NOTE: This DTC indicates that unmanaged
engine torque signal sent from the engine PCM to
the transmission TCM is either under or over a set
percentage value for a set period of time.
3 Inspect routing of wire 122 (GM wire 2467) Go to Step 4 Go to Step 5
between TCM and PCM.
Was chafing or wire damage found?
4 Repair or replace the vehicle wiring harness. Go to Step 6
5 Return vehicle to OEM to troubleshoot for cause of Go to Step 6
low or high torque signal. Below are some possible
causes for this DTC.
• Defective engine PCM.
• Circuit fault at wire 122 (GM wire 2467).
• Improper calibration for engine PCM.
Is repair complete?
failure records.
Did the DTC return?


DTC P1779 Engine Torque Delivered to TCM Signal
TCM END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
2467* UNMANAGED
22
TORQUE
464* MANAGED
PCM 44 TCM
TORQUE
463* REQUESTED
5
TORQUE
*GM CIRCUIT NUMBER

V09038.00.00
Circuit Description
GM 8.1 gasoline engine is used in some medium duty applications. The 8.1 engine uses a 3-wire system to
communicate engine torque data/requests between the powertrain control module (PCM) and the transmission
control module (TCM).
Managed engine torque is sent from the PCM to the TCM over wire 144 (GM wire 464).

• Components are powered and the ignition voltage is greater than 9V and less than 18V
• Pulse Width Modulation (PWM) driver demand torque option is selected in transmission calibration.
• No DTC is active at the time of this test.

DTC P1779 sets if managed engine torque (net) signal (to be determined) is under 1.5 percent, or over 98.5 percent
for over a 2 second period.


• DTC 1779 is stored in the TCM history.
• MIL illuminates on the second occurrence (OBD II Strategy).
• TCM defaults to a calculated managed torque (net) input value using throttle and engine speed.
• TCM defaults to a calculated unmanaged torque (gross) input value using throttle and engine speed.

Diagnostic Aids
Intermittent condition may be the cause of problem. Return vehicle to OEM for further troubleshooting.
DTC P1779 Engine Torque Delivered to TCM Signal

Troubleshooting
Process
(Section 5–4)
2. Start engine. Diagnostic Aids
4. Clear the DTC and drive vehicle.
5. Attempt to duplicate the same operating
NOTE: This DTC indicates that managed engine
torque signal sent from the engine PCM to the
transmission TCM is either under or over a set
percentage value for a set period of time.
3 Inspect routing of wire 144 (GM wire 464) between Go to Step 4 Go to Step 5
TCM and PCM.
Was chafing or wire damage found?
4 Repair or replace the vehicle wiring harness. Go to Step 6


DTC P1779 Engine Torque Delivered to TCM Signal (cont’d)
5 Return vehicle to OEM to troubleshoot for cause of Go to Step 6
low or high torque signal. Below are some possible
causes for this DTC.
• Defective engine PCM.
• Circuit fault at wire 144 (GM wire 464).
• Improper calibration for engine PCM.
Is repair complete?
failure records.
Did the DTC return?


DTC P1891 Throttle Position Sensor (TPS) PWM Signal—Low Input
TCM END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
TCM
PWM 144 ANALOG

THROTTLE 44
INTERFACE
SOURCE
V08906.00.00
Circuit Description
The Transmission Control Module (TCM) can be calibrated to receive throttle information from a Pulse Width
Modulation (PWM) signal.
• The components are powered and ignition voltage is greater than 9V and less than 18V.
• The TCM has autodetected a PWM throttle source.
The TCM detects PWM throttle signal less than 4.9 percent for 5 seconds.
• TCM uses default throttle values.
• TCM inhibits the torque converter clutch (TCC).


Diagnostic Aids
The TCM detects the throttle source automatically during the initial series of engine starts. The TCM may have
auto-detected the wrong throttle source type. Use the Allison DOC™ For PC–Service Tool to reset auto-detect or
select the appropriate throttle source if PWM-type sensor is not being used.
Inspect the wiring for poor electrical connections at the TCM and PWM throttle sensor. Look for the following
conditions:
— A bent terminal
— A chafed wire
Test Description
3. This step tests for operation of the PWM throttle sensor.
4. This step tests for wire-to-wire shorts, shorts-to-ground, or an open on wire 135.
6. This step inspects for damage or corrosion to the TCM and engine control module connectors.
DTC P1891 Throttle Position Sensor (TPS) PWM Signal—Low Input

Troubleshooting
Process
(Section 5–4)
3 1. Reconnect the TCM 80-way connector. Go to Go to Step 4
2. Reconnect the PWM throttle sensor connector. Diagnostic Aids
3. Install Allison DOC™.
4. Turn the ignition ON. Leave the engine OFF.
5. Verify the throttle source is functioning correctly.
Is PWM signal OK?


DTC P1891 Throttle Position Sensor (TPS) PWM Signal—Low Input (cont’d)
4 1. Turn the ignition OFF Go to Step 5 Go to Step 6
2. Disconnect the 80-way connect at the TCM.
3. Connect the J 47275 TCM Breakout to the
80-way OEM harness connector. The TCM
should not be connected to properly perform this
test.
4. Disconnect the PWM throttle sensor connector.
5. Using a digital volt/ohmmeter (DVOM) at TCM
overlay J 47275-1, test for opens, pin-to-pin
shorts, or shorts-to-ground on wire 144.
Were any wiring defects found?
5 NOTE: The vehicle OEM has responsibility for all Go to Step ‘0
replace the vehicle wiring.
6 Inspect the TCM and Engine Control Module Go to Step 7 Go to Step 8
(ECM) connectors and terminals for damage and/or
corrosion.
Did you find a problem?
7 Repair and clean terminals if possible. Go to Step 10
8 NOTE: The vehicle OEM has responsibility for the Go to Step 10
PWM throttle sensor. PWM throttle sensor repairs
and dealers are not covered by Allison warranty.
Coordinate with the vehicle OEM to troubleshoot
and replace the PWM throttle sensor.
Did a new PWM throttle sensor correct the problem?
conditions.
3. Using Allison DOC™, monitor throttle
percentage.
Did the DTC return?


DTC P1892 Throttle Position Sensor (TPS) PWM Signal—High Input
TCM END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
TCM
PWM 144 ANALOG

THROTTLE 44
INTERFACE
SOURCE
V08906.00.00
Circuit Description
The Transmission Control Module (TCM) can be calibrated to receive throttle information from a Pulse Width
Modulation (PWM) signal.

• The components are powered and ignition voltage is greater than 9V and less than 18V.
• The TCM has autodetected a PWM throttle source.

The TCM detects PWM throttle signal greater than or equal to 95.1 percent for 5 seconds.

• TCM uses default throttle values.
• TCM inhibits the torque converter clutch (TCC).


Diagnostic Aids
The TCM detects the throttle source automatically during the initial series of engine starts. The TCM may have
auto-detected the wrong throttle source type. Use the Allison DOC™ For PC–Service Tool to reset auto-detect or
select the appropriate throttle source if PWM-type sensor is not being used.
Inspect the wiring for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal
— A chafed wire
Test Description
3. This step for operation of the PWM throttle sensor.
4. This step tests for wire-to-wire shorts, shorts-to-ground, or an open on wire 135.
6. This step tests for damage or corrosion to the TCM and engine control module connectors.
DTC P1892 Throttle Position Sensor (TPS) PWM Signal—High Input

Troubleshooting
Process
(Section 5–4)
3 1. Reconnect the TCM 80-way connector. Go to Go to Step 4
2. Reconnect the PWM throttle sensor connector. Diagnostic Aids
3. Install Allison DOC™.
4. Turn the ignition ON. Leave the engine OFF.
5. Verify the throttle source is functioning correctly.
Is PWM signal OK?


DTC P1892 Throttle Position Sensor (TPS) PWM Signal—High Input (cont’d)
4 1. Turn the ignition OFF Go to Step 5 Go to Step 6
2. Disconnect the 80-way connect at the TCM.
3. Connect the J 47275 TCM Breakout to the
80-way OEM harness connector. The TCM
should not be connected to properly perform this
test.
4. Disconnect the PWM throttle sensor connector.
5. Using a digital volt/ohmmeter (DVOM) at TCM
overlay J 47275-1, test for opens, pin-to-pin
shorts, or shorts-to-ground on wire 144.
Were any wiring defects found?
5 NOTE: The vehicle OEM has responsibility for all Go to Step ‘0
replace the vehicle wiring.
6 Inspect the TCM and Engine Control Module Go to Step 7 Go to Step 8
(ECM) connectors and terminals for damage and/or
corrosion.
7 Repair and clean terminals if possible. Go to Step 10
8 NOTE: The vehicle OEM has responsibility for the Go to Step 10
PWM throttle sensor. PWM throttle sensor repairs
and dealers are not covered by Allison warranty.
Coordinate with the vehicle OEM to troubleshoot
and replace the PWM throttle sensor.
Did a new PWM throttle sensor correct the problem?
conditions.
3. Using Allison DOC™, monitor throttle
percentage.
Did the DTC return?


DTC P2637 Torque Management Feedback Signal—SEM

Circuit Description
Shift Energy Management (SEM) allows the Transmission Control Module (TCM) to request torque reduction
from the engine controller. By reducing torque, shifts can be made quicker, at a more consistent output torque
which reduces clutches temperatures and increases clutch life.
• Engine speed is greater than 200 rpm but less than 7500 rpm for 5 seconds.
• SEM is enabled in the calibration.
DTC P2637 sets when the TCM detects one of the following conditions for a minimum of four up shifts
(consecutive or non-consecutive) during one drive cycle:
• Engine ECM is not responding to SEM torque reduction signal request from the TCM.
• A non-approved J1939 device is interfering with the SEM torque reduction signal request.

• TCM will not allow 4th to 5th range or 5th to 6th range upshifts.

Diagnostic Aids
• It will be necessary to drive the vehicle with heavy to moderate throttle settings for at least four upshift cycles
in order to set a DTC P2637.
Verify that the proper software is installed then reset the SEM Autoselect parameters with Allison DOC™ for
PC–Service Tool.
• Refer to Watch 330, Section II for overview of SEM/LRTP.
Test Description
2. This step tests for proper ECM SEM torque request response.
3. This step tests to identify the device causing the torque request to be ignored.
4. This step tests for the offending device by removing it from the J1939 network.
5. This steps tests for the presence of proper engine controller software.

DTC P2637 Torque Management Feedback Signal—SEM

Process
(Section 5–4)
2 If DTC P0614 is present, troubleshoot and resolve Go to DTC P0614 Go to Step 4
before going to the next step. and resolve before
Is DTC P0614 present? proceeding to Step 3
2. Turn the ignition ON. indicates with a
3. Refer to the SEM torque reduction status display Correct Response
in Allison DOC™. or Incorrect
Does Allison DOC™ indicate the ECM response to Response
SEM torque reduction as incorrect?
4 Use Allison DOC™ to identify an unapproved SEM Allison DOC™ Go to Step 6 Go to Step 5
torque reduction device. shows the actual
Is the unapproved device one of the following? device at fault
1. Engine
2. Null Address or All/Any (info not valid)?
5 1. If Allison DOC™ is indicating another device Go to Step 7
such as brakes, cruise control, headway
controller, etc., inspect the controller for the
device indicated.
2. If possible eliminate the device by disconnecting
it from the J1939 CAN backbone.
NOTE: It may be possible that the device causing
the interruption is only triggered under certain
circumstances. For example, a brake controller
may only send commands under certain road
conditions. Since these conditions may not be
easily repeatable, replacement with a known good
controller may be the only way to verify the failure.
3. If necessary to confirm the failure, test the system
with a known good controller.
Was the device causing the problem replaced or
repaired?
6 1. Verify that compatible engine controller software Go to Step 7
is being used.
2. If the software is correct, turn the vehicle over to
the engine manufacturer to replace the engine
controller or other engine subsystem.
3. If neither solves the problem, use a lower engine
torque/power rating that does not require SEM.
Was the software updated or engine controller replaced?
1. Install Allison DOC™. diagnosis again.
3. Drive the vehicle under moderate to heavy
throttle setting for at least four up shift cycles.
Refer to Allison DOC™ “Test Passed” section
and confirm the test was run.
Did the DTC return?


DTC P2641 Torque Management Feedback Signal—LRTP
Circuit Description
Lower Range Torque Protection (LRTP) protects the transmission during low vehicle speed conditions. When an
engine torque rating exceeds a predetermined value, LRTP limits engine torque in lower ranges to protect the
transmission from damage during a converter stall condition.

• LRTP is enabled in the calibration.
DTC P2641 sets when the TCM detects one of the following conditions for a minimum of four up shifts
(consecutive or non-consecutive) during one drive cycle:
• Engine ECM is not responding to LRTP torque reduction signal request from the TCM.
• A non-approved J1939 device is interfering with the LRTP torque reduction signal request.

• TCM will restrict operation to only reverse, neutral and 1st or 3rd range.
Diagnostic Aids
• There may be no output broadcast to the speedometer when this code is active.
Verify that the proper software is installed then reset the SEM Autoselect parameters with Allison DOC™ for
PC–Service Tool.
• Refer to Watch 330, Section II for overview of SEM/LRTP.


Test Description
2. This step tests for proper ECM LRTP torque request response.
3. This step tests to identify the device causing the torque request to be ignored.
4. This step tests for the offending device by removing it from the J1939 network.
5. This steps tests for the presence of proper engine controller software.
DTC P2641 Torque Management Feedback Signal—LRTP

Process
(Section 5–4)
2 If P0614 is present, troubleshoot and resolve before Go to DTC P0614 Go to Step 3
going to the next step. and resolve before
Is P0614 present? proceeding to
Step 3
2. Turn the ignition ON. indicates with a
3. Refer to the LRTP torque reduction status display Correct Response
in Allison DOC™. or Incorrect
Does Allison DOC™ indicate the TCM response to Response
LRTP torque reduction as incorrect?
4 Use Allison DOC™ to identify an unapproved Allison DOC™ Go to Step 6 Go to Step 5
LRTP torque reduction device. shows the actual
Is the unapproved device one of the following? device at fault
1. Engine
2. Null Address or All/Any (info not valid)?
5 1. If Allison DOC™ is indicating another device such Go to Step 7
as brakes, cruise control, headway controller etc.,
inspect the controller for the device indicated.
2. If possible eliminate the device by disconnecting
it from the J1939 CAN backbone.
NOTE: It may be possible that the device causing
the interruption is only triggered under certain
circumstances. For example, a headway controller
may only send commands under certain
conditions. Since these conditions may not be
easily repeatable, replacement with a known good
controller may be the only way to verify the failure.
3. If necessary to confirm the failure, test the system
with a known good controller.
Was the device causing the problem replaced or repaired?


DTC P2641 Torque Management Feedback Signal—LRTP (cont’d)
6 1. Verify that compatible engine controller software Go to Step 7
is being used.
2. If the software is correct, turn the vehicle over to
the engine manufacturer to replace or repair the
engine controller or other engine subsystem.
3. If neither solves the problem, use a lower engine
torque/power rating that does not require LRTP.
Was the software updated or engine controller replaced?
1. Install Allison DOC™. diagnosis again.
3. Drive the vehicle, try to duplicate the driving
condition experienced when DTC was set. It may
be necessary to load the vehicle at moderate to
heavy throttle setting. Refer to Allison DOC™
“Test Passed” section and confirm the test was run.
Did the DTC return?



CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description
High Side Driver 2 (HSD2) supplies battery voltage to the PCS2, SS1, SS2, SS3 solenoids via wire 171. HSD2 is
continuously ON during normal operation except during brief circuit tests. The TCM regulates control current to
the solenoids by switching the appropriate low-side driver ON and OFF. DTC P2670 indicates the TCM has
detected that all solenoids connected to the HSD2 are inactive with a supply voltage in the HSD2 circuit of 6V or
less. DTC P2670 indicates a short-to-ground has occurred in the high-side wiring attached to HSD2 (wire 171).



DTC P2670 is set when the TCM detects all the solenoids connected to the HSD2 are inactive and the high side
voltage is less then 6V. These conditions indicate a short-to-ground has occurred at the high side wire 171.

• If the failure occurs while in a forward range a shift to first, third, or fifth range is made.
• While diagnostic response is active, if shift selector is moved to neutral, transmission will shift to neutral; if the
shift selector is moved to reverse, transmission shifts to reverse. If the shift selector is moved to forward range
or reverse and transmission is compromised be overspeeding or direction change, transmission shifts to neutral.
• The CHECK TRANS light illuminates.
The Allison DOC™ For PC–Service Tool can be used to clear the code from the TCM history. The TCM
Diagnostic Aids
• The High Side Drivers (HSD1 and HSD2) will reset opening the high side circuit whenever a short-to-ground
is detected.
— A bent terminal
— A chafed wire
• Inspect OEM wiring harness routing, look for possible contact points where chaffing could occur leading to an
• When diagnosing for an intermittent short, massage the wiring harness while watching the test equipment for a
change.


Test Description
4. This step tests for wire-to-wire shorts or shorts-to-ground in the wire 171 of the OEM chassis harness.
Process
(Section 5–4)
temperature, etc.).
ground condition in the HSD2 electrical circuit.
4 1. Turn ignition OFF. Go to Step 5 Go to Step 6
2. Disconnect the 80-way connector at the TCM.
3. Install TCM Breakout J 47275 to the OEM
80-way connector. Leave the TCM 80-way
connector disconnected.
4. Disconnect the OEM 24-way connector from the
transmission.
connector.
80-way connector.
found?


DTC P2670 Actuator Supply Voltage 2 (HSD2)—Low (cont’d)
Transmission Breakout J 47278. Connect the
transmission 24-way connector to the Breakout
Box J 39700.
pins in the 24-way connector.
pins 1, 2, 3, and 17 should read normal solenoid
resistance.
found?
7 1. Remove the transmission oil pan. Go to Step 9
2. Repair or replace the internal wiring harness
(refer to the 1000 and 2000 Product Families
Service Manual, SM4006EN or In-Chassis
Maintenance, GN4008EN).
failure records.
Did the DTC return?



CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description
High Side Driver 2 (HSD2) supplies battery voltage to the PCS2, SS1, SS2, and SS3 solenoids via wire 171. HSD2
is continuously ON during normal operation except during brief circuit tests. The TCM regulates control current to
the solenoids by switching the appropriate low-side driver ON and OFF. DTC P2671 indicates the TCM has
detected greater than or equal to 6V in the HSD2 circuit when HSD2 is OFF during TCM initialization. DTC
P2671 could be caused by short-to-battery or an open condition in the high side wiring attached to HSD2
(wire 171).



DTC P2671 is set when the TCM detects a high voltage condition (greater than or equal to 6V) in three solenoids in
the HSD2 circuit.


Diagnostic Aids
— A bent terminal
— A chafed wire


Test Description
4. This step tests the OEM harness for an excessive voltage drop caused by an open condition in wire 171 of
the OEM chassis harness.
5. This step tests for a wire-to-wire short in wire 171 of the OEM chassis harness.

Process
(Section 5–4)
temperature, etc.).
battery condition in the HSD2 electrical circuit.


DTC P2671 Actuator Supply Voltage 2 (HSD2)—High (batt) (cont’d)
2. Install TCM Breakout J 47275 between the OEM
and TCM 80-way connector.
3. Install Transmission Breakout J 47278 between
the OEM and transmission 24-way connector.
and command PCS2 ON.
PCS1 circuit as follows:
• At TCM Overlay J 47275-1, measure voltage
• At Transmission Overlay J 47278-1 measure
voltage between pin 16 and ground. It will be
necessary to use J 39700 Breakout Box at
Transmission Breakout.
the OEM harness.
Did the high-side voltage drop exceed 0.5V DC?
2. Disconnect the TCM Breakout J 47275 from the
TCM. Leave the OEM 80-way connector
connected.
Transmission Breakout J 47278.
connector.


DTC P2671 Actuator Supply Voltage 2 (HSD2)—High (batt) (cont’d)
2. If not performed in Step 5 above, disconnect the
OEM 24-way connector from Transmission
Breakout J 47278. Leave the transmission 24-way
connector connected to the Breakout Box.
pins 1, 2, 3, and 17 should read normal solenoid
resistance.
8 1. Remove the oil pan. Go to Step 10
2. Repair or replace the internal wiring harness.
failure records.
Did the DTC return?



Circuit Description
Pressure Control Solenoid 1 (PCS1) is used to control on-coming, off-going, and holding pressure in any one of
clutch is slipping. The clutch being controlled by PCS1 will vary depending on the shift that is being completed.

• Turbine speed is greater than 60 rpm.
• Output speed is greater than 125 rpm.
• Transmission is at normal operating temperature.

DTC P2723 sets when the TCM detects an incorrect oncoming ratio (range-to-range) for an accumulated number
of occurrences.

— If the shift selector is moved to N (Neutral), the transmission will shift to N (Neutral) (some cases may
lock in N (Neutral)).



Diagnostic Aids
• This DTC indicates the on-coming clutch being controlled by PCS1 is not applied or applied too slowly. This
could indicate a leak or obstruction in a specific clutch apply circuit. Check Allison DOC™ For PC Failure
Record data for previous or current range information when the DTC was set to determine the specific shift
when the DTC was set. Refer to the Solenoid and Clutch Table (Appendix C) to determine which clutch circuit
is suspect.
• If the condition is intermittent, connect Allison DOC™ For PC and select the speed sensor indicated by the
— Irregular sensor gap (loose sensor, loose tone wheel, or damaged tone wheel)
warranty.
Test Description
4. This step tests for erratic speed sensor readings or signal dropout.
Troubleshooting
Process
(Section 5–4)
2 Perform the Allison Transmission Fluid Checking — Go to Step 3 Go to Allison
necessary. Checking
(Appendix R)


4 1. Turn the ignition ON and drive the vehicle under — Go to the Go to Step 5
indicated?
5 1. Connect a 2000 kPa (300 psi) pressure gauge to — Go to General Go to Step 6
6 Refer to Table 5–5, Go to Go to Step 7
CAUTION: Do not perform a clutch test on Main Pressure Diagnostic Aids
fourth and fifth range under stall conditions Schedule

select D (Drive).
through 5th range.
7 Remove the dipstick and inspect the transmission — Go to Step 8 Go to Step 9
8 Remove the transmission for overhaul or — Go to Step 11 —
replacement.
9 Inspect the control valve body for stuck or sticking — Go to Step 11 Go to Step 10
10 Replace PCS3. — Go to Step 11 —
shifts.
driving conditions.
Did the DTC return?



Circuit Description
Pressure Control Solenoid 1 (PCS1) is used to control on-coming, off-going, and holding pressure in any one of
clutch is in a tie-up condition or 3 clutches are applied. The clutch being controlled by PCS1 will vary depending
on the shift.

• One of the following conditions occur:
— Output speed is greater than 200 rpm.
— Turbine speed is greater than 200 rpm.

DTC P2724 sets when the TCM detects an incorrect offgoing ratio (range-to-range) for an accumulated number of
occurrences.

— If the shift selector is moved to N (Neutral), the transmission will shift to R (Reverse) or N (Neutral) (some
cases may lock in N (Neutral)).



Diagnostic Aids
• This DTC indicates the off-going clutch being controlled by PCS1 is not releasing or is slow to release. This
could indicate a leak or obstruction in a specific clutch apply circuit. Check Allison DOC™ For PC Failure
Record data for previous or current range information when the DTC was set to determine the specific shift
when the DTC was set. Refer to the Solenoid and Clutch Table (Appendix C) to determine which clutch circuit
is suspect.
• If the condition is intermittent, connect Allison DOC™ For PCC and select the speed sensor indicated by the
warranty.
Test Description
4. This step tests for erratic speed sensor readings or signal dropout.

Troubleshooting
Process
(Section 5–4)
2 Perform the Allison Transmission Fluid Checking — Go to Step 3 Go to Allison
necessary. Checking
(Appendix R)


4 1. Turn the ignition ON and drive the vehicle under — Go to the Go to Step 5
indicated?
5 1. Connect a 2000 kPa (300 psi) pressure gauge to — Go to General Go to Step 6
6 Refer to Table 5–5, Go to Go to Step 7
CAUTION: Do not perform a clutch test on Main Pressure Diagnostic Aids
fourth and fifth range under stall conditions Schedule

select D (Drive).
through 5th range.
7 Remove the dipstick and inspect the transmission — Go to Step 8 Go to Step 9
8 Remove the transmission for overhaul or — Go to Step 11 —
replacement.
9 Inspect the control valve body for stuck or sticking — Go to Step 11 Go to Step 10
10 Replace PCS3. — Go to Step 11 —
shifts.
driving conditions.
Did the DTC return?



CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description
indicates that the TCM processor has detected an open condition in PCS1’s electrical circuit. The open condition
may exist in the high side (wire 111) or low side (wire 155).



DTC P2727 is set when the TCM detects an open circuit on the PCS1 circuit for more than 2 seconds.


Diagnostic Aids
• DTC P2727 indicates an open in the electrical circuit for PCS1. In addition to PCS1, high side driver HSD1
also supplies power to the Main Mod and TCC solenoids. If DTC P2727 is accompanied by P0960 (Main Mod
open circuit) and/or P2761 (TCC open circuit), the open is most likely in the high side of the circuit.
— A bent terminal


Test Description

Process
(Section 5–4)
temperature, etc.).
condition in the PCS1 electrical circuit.


and command the Main Mod solenoid ON.
isolated ground.
isolated ground.
the OEM harness.
0.5VDC?


breakout. Temperature.
2. Disconnect the PCS1 from the internal wiring Calculated
harness. Solenoid
3. Using a DVOM, measure the Main Mod solenoid Resistance vs.
resistance at pins A and B. Temperature
failure records.
Did the DTC return?



CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description
indicates that the TCM processor has detected a short-to-ground condition in the low side of PCS1’s electrical
circuit.



DTC P2729 is set when the TCM detects a short-to-ground on the PCS1 return circuit for more than 2 seconds.


Diagnostic Aids
— A bent terminal
short to a circuit ground condition. Moving parts on the vehicle could be contacting the harness; this includes
parking brake drum, suspension components, transmission shift linkage, etc.
circuit ground condition.


Test Description

Process
(Section 5–4)
temperature, etc.).
ground condition in the PCS1 electrical circuit.


disconnected.
connector.
6 1. Turn the ignition OFF. Pin 24 is a Trans Go to Step 8 Go to Step 9
2. Install J 47278 Transmission Breakout to the ID wire
resistance value between pins 15 and 10, and
between pins 15 and 19 will be twice normal
solenoid resistance.
found?
2. Inspect the internal harness for shorts-to-ground.


9 Replace PCS1 (refer to Service Manual or Go to Step 11
failure records.
Did the DTC return?



CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description
Pressure Control Solenoid (PCS1) is a Pressure Proportional to Current (PPC) solenoid used to control on-coming
and off-going and holding pressure to any one of five clutches.
The TCM sends control current to PCS1from high side driver 1 (HSD1) via wire 111. HSD1 is continuously ON
indicates that the TCM processor has detected a short-to-battery condition in the low side of PCS1’s electrical
circuit.



DTC P2730 is set when the TCM detects a short-to-power on the PCS1 return circuit for more than 2 seconds.


Diagnostic Aids
— A bent terminal
circuit short to power condition. Inspect for a harness that may be rubbing up against a battery power source
cable or alternator battery feed cable.
shorting to power circuit condition.


• When diagnosing for an intermittent shorting condition, massage the wiring harness while watching the test
an intermittent shorting to power condition.
Test Description

Process
(Section 5–4)
temperature, etc.).
battery condition in the PCS1 electrical circuit.


disconnected.
connector.
6 1. Turn the ignition OFF. Pin 24 is a Go to Step 8 Go to Step 9
2. Install J 47278 Transmission Breakout to the TransID wire
resistance value between pins 15 and 10, and
between pins 15 and 19 will be twice normal
solenoid resistance.
shorts.


failure records.
Did the DTC return?


DTC P2761 TCC PCS Control Circuit Open

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description
TCC Pressure Control Solenoid is a Pressure Proportional to Current (PPC) solenoid used to control the torque
converter clutch apply and release.
The TCM sends control current to solenoid TCC from high side driver 1 (HSD1) via wire 111. HSD1 is
continuously ON unless the TCM detects a fault condition. The TCM regulates the amount of current to TCC by
switching TCC’s low side driver ON and OFF. Wire 178 completes the circuit between TCC and its low side driver.
DTC P2761 indicates that the TCM processor has detected an open condition in solenoid TCC’s electrical circuit.
The open condition may exist in the high side (wire 111) or low side (wire 178).


• DTC P0122, P0123, P0716, P0717, P0721, P0722 are not active.
• TCC is commanded on.

DTC P2761 is set when the TCM detects an open circuit on the TCC Pressure Control Solenoid return circuit for

• Reverse operation is disabled.

Diagnostic Aids
• Code P2761 indicates an open in the electrical circuit for the TCC solenoid. In addition to TCC, high side
driver HSD1 also supplies power to solenoids PCS1 and Main Mod. If DTC P2761 is accompanied by DTC
P0960 (Main Mod open circuit) and/or DTC P2727 (PCS1 open circuit), the open is most likely in the high
• When this DTC is set there can be a noticeable reduction of engine performance.
— A bent terminal


Test Description
DTC P2761 TCC PCS Control Circuit Open

Process
(Section 5–4)
temperature, etc.).
condition in the TCC solenoid electrical circuit.


DTC P2761 TCC PCS Control Circuit Open (cont’d)
and command the TCC solenoid ON.
TCC solenoid circuit as follows:
isolated ground.
TCC solenoid circuit as follows:
isolated ground.
the OEM harness.
0.5VDC?


DTC P2761 TCC PCS Control Circuit Open (cont’d)
Manual or In-Chassis Maintenance) Calculated
2. Disconnect solenoid TCC from the internal Solenoid
wiring harness. Resistance vs.
3. Using a DVOM, measure solenoid TCC Temperature
resistance at pins A and B.
9 Replace solenoid TCC (refer to Service Manual or Go to Step 11
failure records.
Did the DTC return?


DTC P2763 TCC PCS Control Circuit High

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description
TCC Pressure Control Solenoid is a Pressure Proportional to Current (PPC) solenoid used to control the torque
The TCM sends control current to the TCC from high side driver 1 (HSD1) via wire 111. HSD1 is continuously
ON unless the TCM detects a fault condition. The TCM regulates the amount of current to TCC by switching
TCC’s low side driver ON and OFF. Wire 178 completes the circuit between TCC and its low side driver. DTC
P2763 indicates that the TCM processor has detected a short-to-battery condition in the low side of TCC’s
electrical circuit.



DTC P2763 is set when the TCM detects a short-to-battery in the TCC return circuit for more than 6 seconds.


Diagnostic Aids
• DTC P2763 indicates a short-to-battery in the electrical circuit for the TCC.
— A bent terminal
— A chafed wire


Test Description
DTC P2763 TCC PCS Control Circuit High

Process
(Section 5–4)
temperature, etc.).
battery condition in the TCC electrical circuit.


DTC P2763 TCC PCS Control Circuit High (cont’d)
disconnected.
connector.
14, and 10 and 24 will read normal solenoid
resistance. The resistance value between pins 10
and pins 15 and 19 will be twice normal solenoid
resistance.
shorts.


DTC P2763 TCC PCS Control Circuit High (cont’d)
9 Replace TCC (refer to Service Manual or In-Chassis Go to Step 11
Maintenance).
failure records.
Did the DTC return?


DTC P2764 TCC PCS Control Circuit Low

CONNECTOR CONNECTOR
S K 5 1
41 60
W D 11 6
13 12
21 40
19 14
T A
L E 24 20 1 20
20-WAY 24-WAY
BULKHEAD BULKHEAD
CONNECTOR CONNECTOR
K S 1 5
D W 6 11
12 13
A T 14 19
E L 20 24

TCM
TRANSMISSION
176 ANALOG
24 76 INTERFACE
111 (HSD1)
L 14 11
PCS1 155
M 15 55
MAIN MOD 174
S 19 74
TCC 178 L
J 10 78
171 (HSD2)
N 16 71 V BATT
PCS2 136
P 17 36
SS1 152
A 1 52
SS2 133
B 2 33 L
SS3 151
C 3 51
V08976.01.00
Circuit Description
TCC Pressure Control Solenoid is a Pressure Proportional to Current (PCC) solenoid used to control the torque
The TCM sends control current to solenoid TCC from high side driver 1 (HSD1) via wire 111. HSD1 is
continuously ON unless the TCM detects a fault condition. The TCM regulates the amount of current to TCC by
switching TCC’s low side driver ON and OFF. Wire 178 completes the circuit between TCC and its low side driver.
DTC P2764 indicates that the TCM processor has detected a short-to-ground condition in the low side of solenoid
TCC’s electrical circuit.



DTC P2764 is set when the TCM detects a short-to-ground in the TCC solenoid return circuit for more than 6 seconds.

forward range or reverse and transmission is compromised be overspeeding or direction change, transmission
shifts to neutral.
• The TCM freezes shift adapts (DNA)

The Allison DOC™ For PC–Service Tool can be used to clear the DTC from the TCM history. The TCM
Diagnostic Aids
• DTC P2764 indicates a short-to-ground in the electrical circuit for the TCC solenoid.
— A bent terminal
— A chafed wire


Test Description
DTC P2764 TCC PCS Control Circuit Low

1 Was the Beginning the Troubleshooting Process Go to Step 2 Go to Beginning
(refer to Section 5–4) Performed? the
Troubleshooting
Process
temperature, etc.).
ground condition in the TCC solenoid electrical
circuit.


DTC P2764 TCC PCS Control Circuit Low (cont’d)
disconnected.
connector.
pins in the 24-way connector, and shorts-to-ground
between pin 10 and chassis ground.
14, and 10 and 24 will read normal solenoid
resistance. The resistance value between pin 10
and pins 15 and 19 will be twice normal solenoid
resistance.
found?
found?


DTC P2764 TCC PCS Control Circuit Low (cont’d)
9 Replace solenoid TCC (refer to Service Manual or Go to Step 12
failure records.
Did the DTC return?


DTC P2771 4-Wheel Drive Lo Switch Circuit
TCM END VIEW OF

80-WAY CONNECTOR
41 80
41 60
21 40
1 20
SEE OEM TCM

FOR SPECIFIC
SWITCH
CONNECTION
1694*
42
GROUND RETURN
4WD TRANSFER
CASE SWITCH
*GM CIRCUIT NUMBER

V09064.00.00
Circuit Description
The 4WD low signal circuit is used to notify the transmission control module (TCM) that the vehicle is in 4WD
low range. The TCM uses this input to provide earlier upshifts in low range and to prevent overspeed conditions.

• DTCs P0721 and P0722 (output speed sensor circuits) are not active.
• Output speed is above 60 rpm.
• Transmission fluid temperature is between 20ºC (68ºF) and 130ºC (266ºF).
• The shift is complete and N (Neutral) range is not selected.

P2771 sets when one of the following conditions occurs:
• This DTC sets on the 200th occurrence of the transfer case switch indicating high range while the calculated
range is low for 5 seconds or more.


• This DTC sets on the 200th occurrence of the transfer case switch indicating low range while the calculated
range is high for 5 seconds or more.
• DTC P2771 will be stored in the TCM memory.
clears the DTC from the TCM history if the vehicle completes 40 warm-up cycles without a fault.
Diagnostic Aids
• Inspect the wiring for poor electrical connections at the TCM. Inspect for the following conditions:
— A bent terminal
— A chafed wire
• You may have to drive the vehicle in order to experience a condition.
• Inspect for any transmission DTCs that may have set again.
Test Description
2. This step tests the status of the 4WD Low switch.
3. This step tests for a 4WD switch failure to ground.
4. This step tests for a short in the wiring harness.
9. This step tests for a 4WD switch failure to an open state.
10. This step tests for an open in the wiring harness.


DTC P2771 4-Wheel Drive Lo Switch Circuit
(Remember to record failure records prior Troubleshooting
to clearing DTC) Process
(Section 5–4)
Important: Before clearing the DTC, use Allison
DOC™ in order to record the Freeze Frame and
Failure Records for reference. The Clear Info
function will erase the data.
3. Record the DTC Freeze Frame and Failure
Records.
4. Clear the DTC.
5. Using Allison DOC™, monitor 4WD Low status
and select 4HI followed by 4LO with the transfer
case selector.
Does Allison DOC™ indicate 4WD low status as
OFF when 4HI is selected, and ON when 4LO is
selected?
3 Select 4HI followed by 4LO using the transfer case Go to Step 4 Go to Step 9
selector.
ON for both selector positions?
4 Remove connector at the transfer case selector. Go to Step 5 Go to Step 7
ON?
5 Inspect 4WD Low Signal Circuit for a short-to- Go to Step 6 Go to Step 15
ground.
Did you find a condition?
6 Inspect and repair the short-to-ground in 4WD Low Go to Step 16
Signal Circuit (refer to OEM repair procedures).
7 Inspect the transfer case switch for proper operation Go to Step 8 Go to Step 15
or a short-to-ground (refer to OEM repair
procedures).
8 Replace the transfer case switch (refer to OEM Go to Step 16
repair procedures).
9 Select 4HI followed by 4LO using the transfer case Go to Step 10 Go to Step 15
selector.
Does Allison DOC™ indicate 4WD Low status as
OFF for both selector positions?


DTC P2771 4-Wheel Drive Lo Switch Circuit (cont’d)
10 1. Remove the connector at the transfer case switch. Go to Step 11 Go to Step 13
2. Ground 4WD Low Signal Circuit to a known
ground.
OFF?
11 Inspect the short-to-ground in Brake Switch Signal Go to Step 12 Go to Step 15
Circuit (refer to OEM repair procedures).
12 Repair the open condition 4WD Low Signal Circuit Go to Step 16
(refer to OEM repair procedures).
13 Inspect the transfer case switch for an open Go to Step 14 Go to Step 15
condition.
Did you find an open condition?
14 Replace the transfer case switch (refer to OEM Go to Step 16
repair procedures).
16 Perform the following procedure in order to verify System OK Go to Step 1
the repair:
1. Clear the DTC.
conditions. Monitor the 4WD Low status with
Allison DOC™. The 4WD Low status must
indicate OFF when 4WDHI is selected, and ON
when 4WDLO is selected.
Did the DTC return?


DTC U0010 CAN 1 Bus Reset Counter Overrun
TERMINATION
RESISTOR 107
7 INTERNAL TERMINATION RESISTOR
128 POWER
CAN 1 28 CAN 1 HIGH SIDE
J1939 D
108 E
8 CAN 1 LOW SIDE C
F A B
G J
H GROUND
SHIELD
149
49 SHIELD WIRE
148
48 CAN 1 BYPASS HIGH SIDE
168 J1939-13
68 CAN 1 BYPASS LOW SIDE CONNECTOR
OPTION 1 OPTION 2 OPTION 3

TERMINATION RESISTOR (TCM PASS-THRU) INTERNAL TCM RESISTOR
TCM 107
TCM TCM
128 128 MODULE 128
108 108 OR DDL 108
MODULE
OR DDL MODULE
149 OR DDL
S
148
149 168 MODULE
S MODULE OR DDL 149 MODULE
SHEILD OR DDL S
OR DDL
(J1939-11) (J1939-11) (J1939-11)
V08980.00.00
Circuit Description
The Controller Area Network (CAN) defined by SAE J1939 allows the integration of various vehicle components
into an overall vehicle system by providing a standard way of exchanging information between the various
modules used in a vehicle. Use of a J1939 network, or data link, for on-vehicle communication reduces the amount
of wiring in a vehicle, and allows the many different components and subsystems access to a wider range of
information. Allison utilizes the J1939 communication link for vehicle operation controls, power train interaction,
and conveying vehicle management information.


DTC U0010 is set when the TCM detects no communication on the Controller Area Network (CAN) backbone
harness for 3 seconds or more. This indicates that the CAN communication has reset due to a short-to-ground or
power on wires 108 or 128.


• DTC U0010 is stored in the TCM history.
• TCM defaults to last used adaptive shift values and engine throttle percentage is calculated from torque
converter slip speed.
• TCM inhibits shift adapts (DNA).

Diagnostic Aids
• If an active U0010 is present, Allison DOC™ For PC communication will not be possible.
• If only intermittent communication is possible at the 9-pin vehicle diagnostic connector, install J 47276 “T”
Breakout and TCM Reflashing Harness at the TCM 80-way connector (do not reconnect vehicle harness
80-way harness).
— Connect J 42455 load box at J 47276 “T” Breakout and TCM Reflashing Harness 37-pin AMP connector.
— Supply 12V at J 42455 load box to power up the TCM.
— Connect Allison DOC™ For PC interface device at J 47276 “T” Breakout and TCM Reflashing Harness
9-pin connector.
This setup allows communication directly to TCM. If no communication is available replace the TCM with a
known good module. Test again (refer to Section 5 for complete “T” harness hook-up information).
• Install J 47276 “T” Breakout and TCM Reflashing Harness at the TCM 80-way connector. Do not reconnect
vehicle harness 80-way harness.
1. Connect J 42455 load box at J 47276 “T” Breakout and TCM Reflashing Harness 37-pin AMP connector.
2. Supply 12V at J 42455 load box to power up the TCM.
3. Connect Allison DOC™ For PC–Service tool interface device at J 42455 load box.
4. This configuration should allow communication directly with the TCM, if no communication is available
replace the TCM with a known good module. Test again. Refer to Section 5 for complete “T” harness
hook-up information.
• Systematically disconnecting modules on the CAN data bus until communication is established with
Allison DOC™ For PC–Service tool may be useful in determining that an individual module is causing a short
on the CAN data bus.
— A short between wires 108 and 128 within the CAN harness could allow this DTC to set.
— A short between wires 128 and 149 within the CAN harness could allow this DTC to set.
— A short to a vehicle ground and wire 128 could allow this DTC to set.
— A short to vehicle power and wires 108 or 128 could allow this DTC to set.
• For proper data communications it is necessary to have two 120 Ohms resistors installed in parallel at the
J 1939 CAN backbone harness ends, this can be done externally or internally at the control module or TCM,
depending on the OEM’s configuration. The only way to determine the proper CAN configuration is to refer to
specific vehicle wiring schematics from OEM.


• The CAN backbone harness can be configured in one of three different ways:
1. Traditional Stub Interface, in this set-up the terminating resistors are located externally at the end stubs of
the CAN backbone harness.
2. Pass Through Interface, in this set-up the OEM can eliminate the TCM stub connection. This setup allows
the CAN wiring to enter the TCM on one set of pins and continues out through a second set of pins, elim-
inating the TCM stub connector. Two terminating resistors are still located externally on the end stubs.
3. Backbone termination, this set-up allows the elimination of one of the two external termination resistors.
By the addition of a jumper wire between the TCM terminals 107 and 128 an internal TCM 120 Ohm
resistor is wired in parallel between the CAN high and low wires.
Temporary Backbone
If available, to determine who “owns” the problem, and after receiving the proper authorization from the OEM.
Connecting a temporary backbone between the engine and the transmission can be used to identify the source of
the concern. This procedure is not covered under Allison warranty and must be authorized and covered by the
vehicle or engine OEM.
— A bent terminal
— A chafed wire
• When diagnosing for an intermittent short-to-ground or power, massage the wiring harness while watching the
test equipment for a change. It may be necessary to check for shorts at individual wires within a harness to
isolate an intermittent condition. Refer to Section 4, Wire Check Procedures.
• You may have to drive the vehicle on rough roads to determine if the problem occurs with vibration or under
specific driving conditions, left or right hand turns, etc.
• Use the data obtained from failure records to determine transmission range and/or certain vehicle operating
variables such as temperature, run time etc. This data can be useful in reproducing failures mode where DTC
was set.
• If this DTC is present in new vehicle, harsh shifting may occur due to adaptive (DNA) function inhibit.
Test Description
3. This step inspects the CAN backbone harness for shorts-to-ground or power.
5. This step checks TCM function.


Troubleshooting
Process
(Section 5–4)
2. Turn ignition On with the engine Off. Diagnostic Aids
Is Allison DOC™ communication possible at the
diagnostic connector?
3 Inspect wires 128 (Positive), 108 (Negative), 149 Go to Step 4 Go to Step 5
(Shield) at engine and transmission connectors for a
possible shorting condition or terminal damage.
NOTE: No Allison DOC™ communication is
possible when this DTC is active.
This DTC indicates that a CAN bus hardware error
has occurred. This may indicate a short to power or
ground has occurred at the CAN bus wiring harness.
Was a wiring problem found?
5 Substitute TCM with a known good unit. Check for Go to Step 6
proper communication. If this repairs the condition,
reinstall the “defective” TCM to verify the TCM
failure. Then install a new TCM.
1. Establish TCM communication with diagnosis again.
Allison DOC™, clear DTC. Go to Step 1
2. Check Allison DOC™ test passed section to
make sure the diagnostic test was run.
Did the DTC return?


DTC U0073 CAN 2 GMLAN Bus Reset Counter Overrun
GROUND
TERMINATION
RESISTOR 126
4 6
CAN 2 106
6 CAN 2 HIGH SIDE
J1939 127
J2284 27 CAN 2 LOW SIDE 14 16
POWER
SHIELD
167
67 SHIELD WIRE
166 J1962
147 CONNECTOR
47 CAN 2 BYPASS LOW SIDE

TCM 126
TCM TCM
106 106 MODULE 106
127 127 OR DDL 127
MODULE
OR DDL MODULE
167 OR DDL
S
166
147 147 MODULE
SHIELD OR DDL S
OR DDL
(J1939-11) (J1939-11) (J1939-11)
V08981.02.00
Circuit Description
SAE J2284 or CAN 2 is an option that allows the integration of high speed (500K baud) communication and is
currently only for GM LAN applications. If any of the CAN circuits are shorted-to-battery voltage, ground, or
between them, no communication is possible on the CAN serial data bus, and a DTC U0073 is set.
For medium duty applications J2284 CAN 2 communication can be used to perform TCM recalibration via PCCS
Load Station.


DTC U0073 is set when the TCM detects no communication on the Controller Area Network (CAN) backbone
harness for 3 seconds or more. This indicates that the CAN communication has reset due to a short-to-ground or
power on CAN 2 high or low wires.


• The TCM defaults to the last-used adaptive shift values and engine throttle percentage is calculated from
torque converter slip speed.
• The TCM inhibits shift adapts (DNA).

Diagnostic Aids
When an U0073 is active no communication will be possible at the OBDII vehicle diagnostic connector.
Install J 47276 “T” Breakout and TCM Reflashing Harness only at the TCM 80-way connector.
• Connect J 42455 load box at J 47276 “T” Breakout and TCM Reflashing Harness 37-pin AMP connector.
• Supply 12V at J 42455 load box to power up the TCM.
• Connect Allison DOC™ For PC–Service Tool interface device at the OBDII connector supplied on the J 47276
“T” Breakout and TCM Reflashing Harness.
• This setup allows communication directly to TCM, if no communication is available replace the TCM with a
known good module. Test again. Refer to Section 5 for complete “T” harness hook-up information.
• By systematically disconnecting modules on the CAN data bus until communication is established with the
Allison DOC™ For PC–Service Tool, may be useful in determining that an individual module is causing a
short on the CAN data bus.
• A short between wires 106 and 127 within the CAN harness could allow this DTC to set.
• A short between wires 127 and 167 within the CAN harness could allow this DTC to set.
• A short to a vehicle ground and wire 106 or 127 could allow this DTC to set.
• A short to vehicle power and wires 106 or 127 could allow this DTC to set.
J 1939 CAN backbone harness ends, this can be done externally or internally at the control module or TCM
If only intermittent communication is possible at the 9-pin vehicle diagnostic connector, install J 47276 “T”
Breakout and TCM Reflashing Harness at the TCM 80-way connector (do not reconnect vehicle harness 80-way
harness).
• Connect J 42455 load box at J 47276 “T” Breakout and TCM Reflashing Harness 37-pin AMP connector.
• Supply 12V at J 42455 load box to power up the TCM.
• Connect Allison DOC™ For PC–Service Tool interface device at J 47276 “T” Breakout and TCM Reflashing
Harness 9-pin connector.


The CAN2 backbone harness can be configured in one of three different ways:
With the addition of a jumper wire between the TCM terminals 106 and 126, an internal TCM 120 Ohm
Refer to Appendix R, J1939 for detailed CAN backbone option drawings.
Temporary Backbone
the concern.
NOTE: This procedure is not covered under Allison warranty and must be authorized and covered by the
— A bent terminal
— A chafed wire
• When diagnosing for an intermittent short-to-ground or power, massage the wiring harness while watching the
test equipment for a change. It may be necessary to check for shorts at individual wires within a harness to
isolate an intermittent condition. Refer to Section 4, Wire Check Procedures.
variables such as temperature, run time, etc. This data can be useful in reproducing failures mode where DTC
was set.


Test Description
3. This step inspects the CAN 2 backbone harness for shorts-to-ground or power.
5. This step checks TCM function.

Troubleshooting
Process
(Section 5–4)
2. Turn the ignition ON with the engine OFF. Diagnostic Aids
Is Allison DOC™ communication possible at the
diagnostic connector?
3 1. Inspect wires 106 (positive), 127 (negative), 167 Go to Step 4 Go to Step 5
(shield) at engine and transmission connectors for
a possible shorting condition or terminal damage.
NOTE: No Allison DOC™ communication is
possible when this DTC is active.
2. This DTC indicates that a CAN bus hardware
error has occurred. This may indicate a short-to-
power or ground has occurred at the CAN 2 bus
wiring harness.
4 Repair the vehicle wiring harness. Go to Step 7 Go to Step 4
5 Substitute TCM with a known good unit. Check for Go to Step 6 —
failure and then install a new TCM.
1. Establish TCM communication with diagnosis again.
Allison DOC™, clear DTC. Go to Step 1
2. Check Allison DOC™ test passed section, to
make sure diagnostic test was run.
Did the DTC return?


DTC U0100 Lost Communication With ECM/PCM (CAN 2)
GROUND
TERMINATION
RESISTOR 126
4 6
CAN 2 106
6 CAN 2 HIGH SIDE
J1939 127
J2284 27 CAN 2 LOW SIDE 14 16
POWER
SHIELD
167
67 SHIELD WIRE
166 J1962
147 CONNECTOR
47 CAN 2 BYPASS LOW SIDE

TCM 126
TCM TCM
106 106 MODULE 106
127 127 OR DDL 127
MODULE
OR DDL MODULE
167 OR DDL
S
166
147 147 MODULE
SHIELD OR DDL S
OR DDL
(J1939-11) (J1939-11) (J1939-11)
V08981.02.00
Circuit Description
SAE J2284 or CAN 2 is an option that allows the integration of high speed (500K baud) communication and is
currently only for GM LAN applications. For medium duty applications J2284 CAN2 communication can be used
to perform TCM recalibration via PCCS Load Station.


DTC U0100 is set when the TCM detects that no engine torque or throttle messages are being received on the
Controller Area Network (CAN 2) backbone harness for 3 seconds or more.



Diagnostic Aids
• A missing terminating resistor may cause this DTC to set; this often, will only allow limited
Allison DOC™ For PC–Service Tool communication with the TCM.
• If only intermittent communication is possible at the 9-pin vehicle diagnostic connector, install J 47276 “T”
Breakout and TCM Reflashing Harness at the TCM 80-way connector (do not reconnect vehicle harness
80-way harness).
— Connect Allison DOC™ For PC–Service Tool interface device at J 47276 “T” Breakout and TCM
Reflashing Harness 9-pin connector.
• When Allison DOC™ For PC–Service Tool communication with the TCM can be established at the vehicle
OBDII diagnostic connector and the U0100 is active, generally it points to an open connection at high or low
wires at the ECM/PCM or terminal in the wrong location at the engine ECM connector.
CAN 2 backbone harness ends, this can be done externally or internally at the control module or TCM
• The CAN backbone harness can be configured in one of three different ways:
By the addition of a jumper wire between the TCM terminals 6 and 26 an internal TCM 120 Ohm resistor
is wired in parallel between the CAN high and low wires.


Temporary Backbone
the concern.
• The Data bus viewer option in Allison DOC™ For PC–Service Tool can be used to view different modules that
may be located between the ninepin diagnostic connector and the engine ECM/PCM. By comparing which
modules are still communicating on the data link often times an open condition can be tracked to a specific
portion of the CAN2 data link (refer to Appendix SAE J1939 Message and Parameter Received Overview to
determine proper message and parameter received).
— A bent terminal
— A chafed wire
• When diagnosing for an intermittent open, massage the wiring harness while watching the test equipment for a
change. It may be necessary to check for opens at individual wires within a harness to isolate an intermittent
condition. Refer to Section 4, Wire Check Procedures.
was set.


Test Description
2. This step tests for throttle communication over the CAN data link.
3. This step inspects the CAN backbone harness for open conditions or engine ECM/PCM concern.
4. This step tests the CAN backbone harness for the proper resistance value.

Troubleshooting
Process
(Section 5–4)
2 1. With Allison DOC™ connected, start the engine. Go to Go to Step 3
2. Select the CAN viewer option first then click the Diagnostic Aids
data monitor screen, move the CAN viewer down
so both screens are viewable on Allison DOC™.
3. On the CAN viewer click on message EEC2 and
expand to view accelerator pedal position.
4. Depress the throttle petal watching both screens
for a valid throttle percentage.
DTC U0100 indicates that the TCM is not receiving
engine throttle or torque information (if enabled in
calibration). This may indicate an open condition
has occurred at the CAN bus wiring harness between
the engine and TCM.
NOTE: If no engine communication exists the data
monitor screen value will be defaulted to a
maximum of 64.5 percent at full throttle.
Does the CAN viewer throttle message correspond
with the data monitor reading?
3 1. Inspect wires 106 (Positive), 127 (Negative), 167 Go to Step 6 Go to Step 4
(Shield) between the 9-pin diagnostic connector
and the engine ECM/PCM.
2. Inspect for the following conditions:
• Connector stubs not fully locked together at
modules.
• Terminals not fully locked in place in
connector back shell.
• chafing of insulation
• Terminal damage
• Signs of corrosion
4 Using a DMM measure resistance between pins 6 60 Ohms Go to Step 7 Go to Step 5
and 14 at the vehicle OBDII (J1962) diagnostic
connector.
Did the resistance match resistance match specified
value?


DTC U0100 Lost Communication With ECM/PCM (CAN 2) (cont’d)
5 Return the vehicle to the OEM for repair. Go to Step 9
NOTE: A resistance reading other than 60 Ohms
indicates that a terminating resistor is missing or a
resistor with an improper value is installed. For
proper communication there should be two
120 Ohm resistors wired in parallel in the CAN 2
backbone.


TERMINATION
RESISTOR 107
128 POWER
CAN 1 28 CAN 1 HIGH SIDE
J1939 D
108 E
8 CAN 1 LOW SIDE C
F A B
G J
H GROUND
SHIELD
149
49 SHIELD WIRE
148
168 J1939-13
68 CAN 1 BYPASS LOW SIDE CONNECTOR

TCM 107
TCM TCM
128 128 MODULE 128
108 108 OR DDL 108
MODULE
OR DDL MODULE
149 OR DDL
S
148
149 168 MODULE
SHEILD OR DDL S
OR DDL
(J1939-11) (J1939-11) (J1939-11)
V08980.00.00
Circuit Description
The Controller Area Network (CAN) defined by SAE J1939 allows the integration of various vehicle components
into an overall vehicle system by providing a standard way of exchanging information between the various
modules used in a vehicle. Use of a J1939 network, or data link, for on-vehicle communication reduces the amount
of wiring in a vehicle, and allows the many different components and subsystems access to a wider range of
information. Allison utilizes the J1939 communication link for vehicle operation controls, power train interaction,
and conveying vehicle management information
There are two versions of J1939 currently in use on1000 and 2000 Product Families transmissions, version
J1939-11, the most widely used, which incorporates a shield wire and J1939-15, which uses a two-wire connection
without shielding.
For proper J1939 communication to occur there must be two terminating resistors included in the CAN backbone
at the ends of the network, each of these resistors are 120 Ohms and placed in parallel between the high and low
CAN wires. OEM’s have two options available for CAN wiring: (1) Two externally mounted 120 Ohm resistors.
(2) One internal 120 Ohm resistor contained inside the TCM, to use this option a jump wire must be added between
TCM pins 107 and 128 the other resistor can be either inside another module or externally mounted.



DTC U0115 is set when the TCM detects that no engine torque or throttle messages are being received on the
Controller Area Network (CAN) backbone harness for 3 seconds or more.


Diagnostic Aids
• A missing terminating resistor may cause this DTC to set; this often, will only allow limited
Allison DOC™ For PC–Service Tool communication with the TCM.
• If only intermittent communication is possible at the 9-pin vehicle diagnostic connector, install J 47276
“T” Breakout and TCM Reflashing Harness at the TCM 80-way connector (do not reconnect vehicle harness
80-way harness).
• When Allison DOC™ For PC–Service Tool communication with the TCM can be established at the nine pin
vehicle diagnostic connector and the U0115 is active, generally it points to an open connection at wires 108,
128, or 148 at the ECM/PCM or terminal in the wrong location at the engine ECM connector.
• Engine ECM/PCM parameters improperly set can cause this DTC to set.
• If DTC U0115 has recently become active shortly AFTER an engine update and the rest of the troubleshooting
procedures for U0115 has been performed then see “Resetting of TCM Parameters to Support Engine Update”
Section 3–7.
• Vehicles that use SEM/LRTP may set a DTC U0115 when engine performance complaints are present, this
may include injector concerns that could allow an engine default to a “fail safe” mode. Some engine
manufacturers may interrupt engine torque messaging, which will allow a DTC U0115 to set. Inspect the


engine side for possible engine DTCs that may indicate this concern is present and correct before performing
further troubleshooting on a DTC U0115.
J 1939 CAN backbone harness ends, this can be done externally or internally at the control module or TCM
The CAN backbone harness can be configured in one of three different ways:
By the addition of a jumper wire between the TCM terminals 107 and 128 an internal TCM 120 Ohm
Temporary Backbone
the concern.
• The Data bus viewer option in Allison DOC™ For PC–Service Tool can be used to view different modules that
may be located between the ninepin diagnostic connector and the engine ECM/PCM. By comparing which
modules are still communicating on the data link often times an open condition can be tracked to a specific
portion of the CAN data link (refer to Appendix SAE J1939 Message and Parameter Received Overview to
determine proper message and parameter received).
— A bent terminal
— A chafed wire
• When diagnosing for an intermittent open, massage the wiring harness while watching the test equipment for a
change. It may be necessary to check for opens at individual wires within a harness to isolate an intermittent
condition (refer to Section 4, Wire Check Procedures).
was set.


• Intermittent cycling of the TCC could indicate a J1939 wiring problem exists. It is possible to have an open
condition at the CAN backbone harness allowing TCC to cycle without an U0115 setting. For an U0115 to set,
an open condition needs to be present for 3 seconds.
Test Description
2. This step tests for throttle communication over the CAN data link.
3. This step inspects the CAN backbone harness for open conditions or engine ECM/PCM concern.
4. This step tests the CAN backbone harness for the proper resistance value.

Troubleshooting
Process
(Section 5–4)
2 1. With Allison DOC™ connected, start the engine. Go to Go to Step 3
2. Select the CAN viewer option first then click the Diagnostic Aids
data monitor screen, move the CAN viewer down
so both screens are viewable on Allison DOC™.
3. On the CAN viewer click on message EEC2 and
expand to view accelerator pedal position.
4. Depress the throttle petal watching both screens
for a valid throttle percentage.
DTC U0115 indicates that the TCM is not receiving
engine throttle or torque information. This may
indicate an open condition has occurred at the CAN
bus wiring harness between the engine and TCM.
NOTE: If no engine communication exists the data
monitor screen value will be defaulted to a
maximum of 64.5 percent at full throttle.
Does the CAN viewer throttle message correspond
with the data monitor reading?
3 1. Inspect wires 128 (Positive), 108 (Negative), 149 Go to Step 6 Go to Step 4
(Shield) between the nine pin diagnostic
connector and the engine ECM/PCM.
2. Inspect for the following conditions:
• Connector stubs not fully locked together at
modules
• Terminals not fully locked in place in
connector back shell
• Chafing of insulation
• Terminal damage
• Signs of corrosion


DTC U0115 Lost Communication With ECM/PCM (CAN 1) (cont’d)
4 Using a DMM measure resistance between pins C 60 Ohms Go to Step 7 Go to Step 5
and D at the vehicle 9-pin diagnostic connector.
Did the resistance match the specified value?
5 Return the vehicle to the OEM for repair. Go to Step 9
NOTE: A resistance reading other than 60 Ohm
indicates that a terminating resistor is missing or a
resistor with an improper value is installed. For
proper communication there should be two 120 Ohm
resistors wired in parallel in the J1939 CAN.
7 Return the vehicle to OEM for inspection of the Go to Step 9
following:
1. Confirm that the engine ECM is properly set to
broadcast J1939 messages.
2. Improper pin location at the engine ECM.
3. Defective engine ECM.
8 Replace the TCM with a known good module. Go to Step 9
Check for proper vehicle operation, if this repairs
the condition; reinstall the original TCM to verify
DTC returns. Install a new TCM if concern is
eliminated.
9 In order to verify your repair: Go to Step 8 System OK
1. Establish communication with Allison DOC™,
clear DTC.
2. Check Allison DOC™ test passed section to
make sure the diagnostic test was run.
Did the DTC return?


DTC U1016 Class 2 Powertrain Controller State of Health Failure
TCM END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
ABS
TCM
YELLOW 2470* ANALOG
PCM 46
INTERFACE
IPC TBC
*GM CIRCUIT NUMBER

V09023.00.00
Circuit Description
Applications that employ J1850 class 2 serial communication use wire 46 to send operational information and
commands among the various control modules. Included modules would be Powertrain Control Module (PCM),
Antilock Brake System Controller (ABS), and Truck Body Controller (TBC), and Instrument Panel Controller
(IPC). Each controller sends out a state of health (SOH) message about once every second. The TCM uses these
SOH messages to monitor the condition of the devices on the class 2 serial link.

Components are powered and the ignition voltage is greater than 9V and less than 18V or greater than 18V or less
than 32V.

DTC is set when the TCM has not received a state of the health message from the device expected to communicate
at start up, for a period over 2 seconds.


• TCM freezes shift adapts.

Diagnostic Aids
• An intermittent open between a module and the connector mode may cause this DTC to set.
• A poor connection at a module or the connector node may cause the DTC to set.
• An intermittent open in a connector node may cause this DTC to set.
• An open voltage or ground circuit to a module may cause the DTC to set.
• An internal module malfunction may cause this DTC to set.
80-way harness).


DTC U1016 Class 2 Powertrain Controller State of Health Failure
Troubleshooting
Process
(Section 5–4)
2 Test the following circuits of the module for an open Go to Step 6 Go to Step 3
or a short-to-ground:
1. The battery positive (fuses) and ground
connections at the module.
2. The ignition positive (fuses) and ground
connections.
NOTE: The DTC set indicates the module for
which the state health message was not detected by
the TCM for a period of time exceeding 2 seconds.
This may indicate an open wire leading to module,
or a defective module.
3 Inspect for opens at the connector and the wire Go to Step 4 Go to Step 5
connecting the Module to the TCM (wire 146).
4 Repair the module class 2 wiring harness Go to Step 6
connection.
5 Refer to troubleshooting procedures specific to the Go to Step 6
Controller Module indicated.
Replace if defective, is replacement complete?
2. Confirm with Allison DOC™ in the test passed Go to Step 1
Did the DTC return?


DTC U1041 Class 2 Anti-lock Brake Controller (ABS) State of Health
TCM END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
ABS
TCM
YELLOW 2470* ANALOG
PCM 46
INTERFACE
IPC TBC
*GM CIRCUIT NUMBER

V09023.00.00
Circuit Description
Antilock Brake System Controller (ABS), Truck Body Controller (TBC), and Instrument Panel Controller (IPC).
Each controller sends out a state of health (SOH) message about once every second. The TCM uses these SOH
messages to monitor the condition of the devices on the class 2 serial link.

than 32V.




Diagnostic Aids
80-way harness).
DTC U1041 Class 2 Anti-lock Brake Controller (ABS) State of Health

Troubleshooting
Process
(Section 5–4)
connections.


DTC U1041 Class 2 Anti-lock Brake Controller (ABS) State of Health (cont’d)
connection.
Did the DTC return?


DTC U1064 Class 2 Truck Body Controller (TBC) State of Health
TCM END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
ABS
TCM
YELLOW 2470* ANALOG
PCM 46
INTERFACE
IPC TBC
*GM CIRCUIT NUMBER

V09023.00.00
Circuit Description

than 32V.

at start-up, for a period over 2 seconds.



Diagnostic Aids
80-way harness).
DTC U1064 Class 2 Truck Body Controller (TBC) State of Health

Troubleshooting
Process
(Section 5–4)
connections.


DTC U1064 Class 2 Truck Body Controller (TBC) State of Health (cont’d)
connection.
Did the DTC return?


DTC U1096 Class 2 Instrument Panel Controller (IPC) State of Health
TCM END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
ABS
TCM
YELLOW 2470* ANALOG
PCM 46
INTERFACE
IPC TBC
*GM CIRCUIT NUMBER

V09023.00.00
Circuit Description

than 32V.




Diagnostic Aids
80-way harness).
DTC U1096 Class 2 Instrument Panel Controller (IPC) State of Health

Troubleshooting
Process
(Section 5–4)
connections.


DTC U1096 Class 2 Instrument Panel Controller (IPC) State of Health (cont’d)
connection.
Did the DTC return?


DTC U1300 Serial Data Communication Link Low (Class 2)
TCM END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
ABS
TCM
YELLOW 2470* ANALOG
PCM 46
INTERFACE
IPC TBC
*GM CIRCUIT NUMBER

V09023.00.00
Circuit Description
Applications that employ J1850 class 2 serial communication use wire 146 (pin 46) to send operational information
and commands among the various control modules.

than 32V.

DTC U1300 is set when low voltage is detected on the class 2 data circuit for more than a period of 3 seconds. This
would normally indicate a short-to-ground at wire 146.

• TCM uses default values for missing/erroneous information.


• Allison DOC™ For PC–Service Tool can be used to clear the DTC from the TCM history.
without failure.
• The TCM self clears this DTC when software detects a failure recovery has occurred.
Diagnostic Aids
• If communication can be established with Allison DOC™ For PC–Service Tool at the OBDII connector, then
the U1300 should be shown in failure records only. This may indicate that an intermittent short-to-ground was
present at one time (refer to Appendix A, Identification of Potential Circuit Problems).
• It is not possible to communicate with J1850 with this DTC active.
• Using the J 47276 “T” Breakout and TCM Reflashing Harness to communicate with the TCM will allow a
technician to determine if the U1300 is still active.
• U1300 in failure records may be present along with an U1016-U1096 that is active. This would indicate that
the malfunction occurred when the ignition was on.
• This DTC indicates that voltage is low at wire 146, normally this is an indication that a short-to-ground exists
at wire 146. Inspect wire 146 for this condition.
• Inspect wire 146 for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal
— A chafed wire
• When this DTC is active an engine no-start condition may exist. Class 2 messages will not be sent to enable the
fuel pump and starter.
80-way harness).


DTC U1300 Serial Data Communication Link Low (Class 2)
Troubleshooting
Process
(Section 5–4)
2. Turn ON the ignition with the engine OFF. Diagnostic Aids
3. Verify data is being communicated to the TCM
via J1850 using Allison DOC™.
NOTE: U1300 is set when low voltage is detected
on the J1850 serial communication link by the
TCM for a period of time exceeding 3 seconds.
This may indicate a short-to-ground exists at
wire 146.
Is engine data communicated to Allison DOC™?
3 Inspect wire 146 for a possible short-to-ground. Go to Step 4 Go to Step 5
5 1. Substitute TCM with a known good unit. Go to Step 6
2. Check for proper communication. If this repairs
the condition, reinstall the “defective” TCM to
verify the TCM failure. Then install a new TCM.
1. Connect Allison DOC™. diagnosis again.
Did the DTC return?


DTC U1301 Serial Data Communication Link High (Class 2)
TCM END VIEW OF

80-WAY CONNECTOR
61 80
41 60
21 40
1 20
ABS
TCM
YELLOW 2470* ANALOG
PCM 46
INTERFACE
IPC TBC
*GM CIRCUIT NUMBER

V09023.00.00
Circuit Description
Applications that employ J1850 class 2 serial communication use wire 146 (pin 46) to send operational information
and commands among the various control modules.

than 32V.

DTC U1301 is set when high voltage is detected on the class 2 data circuit for more than a period of 3 seconds.
(This would normally indicate a short-to-power at wire 146.)

• TCM uses default values for missing/erroneous information.


• Allison DOC™ For PC–Service Tool can be used to clear the DTC from the TCM history.
without failure.
• The TCM self clears this DTC when software detects a failure recovery has occurred.
Diagnostic Aids
If communication can be established with Allison DOC™ For PC–Service Tool at the OBDII connector, then the
U1301 should be shown in failure records only. This may indicate that an intermittent short-to-power was present
at one time (refer to Appendix A, Identification of Potential Circuit Problems).
• It is not possible to communicate with J1850 with this DTC active.

• Using the J 47276 “T” Breakout and TCM Reflashing Harness to communicate with the TCM will allow a
technician to determine if the U1301 is still active.
• U1301 in failure records may be present along with an U1016–U1064 that is active. This would indicate that
the malfunction occurred when the ignition was on.
• This DTC indicates that voltage is high at wire 146, normally this is an indication that a short-to-power exists
at wire 146. Inspect wire 146 for this condition.
• Inspect wire 146 for poor electrical connections at the TCM. Look for the following conditions:
— A bent terminal
— A chafed wire
• When this DTC is active an engine no-start condition may exist. Class 2 messages will not be sent to enable the
fuel pump and starter.
80-way harness).


DTC U1301 Serial Data Communication Link High (Class 2)
Troubleshooting
Process
(Section 5–4)
2. Turn ON the ignition with the engine OFF. Diagnostic Aids
3. Verify data is being communicated to the TCM
via J1850 using Allison DOC™.
NOTE: U1301 is set when high voltage is detected
on the J1850 serial communication link by the TCM
for a period of time exceeding 3 seconds. This may
indicate a short-to-power exists at wire 146.
Is engine data communicated to Allison DOC™?
3 Inspect wire 146 for a possible short-to-power. Go to Step 4 Go to Step 5
5 Substitute TCM with a known good unit. Check for Go to Step 6
failure. Then install a new TCM.
1. Connect Allison DOC™ diagnosis again.
Did the DTC return?

NOTES

SECTION 6—INPUT AND OUTPUT FUNCTIONS
6–1. SPECIAL INPUT AND OUTPUT FUNCTIONS

Each transmission control system provides additional functional control of transmission and/or vehicle operations
tailored to the expected duty of the vehicle. Specific vocational requirements can be satisfied using input and output
functions. Although these features may be used independently to control the function of the TCM, they can be
combined to provide more comprehensive vehicle control functions. An example of the combined use of input and
output functions is the combination of control signals which automatically commands the transmission to neutral
when a PTO is operated.
NOTE: Wiring diagrams for input and output functions are shown in Appendix N.
A. Input Functions
Input functions are control signals that send vehicle data to the TCM to designate the operating state of
other vehicle systems. “Ground input” control wires activate the programmed function when the input
wire is switched to an isolated circuit ground. “Power input” control wires activate the programmed
function when the input wire is switched to 12V or 24V power, or a signal can be sent via the J1939
communication link. Typical input functions are:
• Secondary Shift Schedule
• PTO Enable
• Auxiliary Function Range Inhibit
• Engine Brake Enable and Preselect Request
• Automatic Neutral—Single Input
• Reverse Enable
• Anti-lock Brake Response
• Service Brake Status
• Kickdown
• Refuse Packer Step Switch
• Overdrive Disable
• 3rd Lockup Pump Mode
• Transfer Case Low
• Grade Braking Enable
• Crank Input
B. Output Functions
Output function signals send data from the TCM for use in controlling the operation of non-
transmission components. As determined by programmed logic or attainment of preselected
conditions, the TCM activates the appropriate output control wire (the circuit goes from OPEN to
GROUND). This energizes a customer-supplied relay or switch to complete the external vehicle
circuit. A J1939 message can be used as an alternative to actuate certain output functions.
The output functions may be turned on and off based on the state of the input function signals and the
operating state of the transmission. Typical output functions are:
• Engine Brake Enable
• Sump/Retarder Temperature Indicator
• Range Indicator
• Output Speed Indicator A
• Output Speed Indicator B
• PTO Enable
• Lockup Indicator
• Trailering Mode Indicator
• Overdrive Disable Indicator

INPUT AND OUTPUT FUNCTIONS
Table 6–1. I/O Packages and Wire Numbers

1000 and 2000 Product Families Transmissions
(Vocation Package Number)
Emergency Vehicle Series/
Emergency Vehicle Series/

European Refuse Packer
Pupil Transport Series
Rugged Duty Series/

Motorhome Series
European Trucks
European Buses
Specialty Series
Highway Series/
Bus Series/
(350)
(351)
(352)
(353)
(357)
(360)
Normally
Activated?
Input Functions
A Secondary Shift Schedule Yes 142 142 142 142 142 142
C PTO Enable Yes 143 143 143 143
E Aux. Function Range Inhibit (Std) No 101 101 101 101
H Eng. Brake Enable and Preselect Request (Std) Yes 102 102 102
I Eng. Brake Enable and Preselect Request (Std) No 102 102 102
L Automatic Neutral—Single Input No 123 123 123 123 123
V Reverse Enable No 143
Y Anti-lock Brake Response Yes 121 121 121 121 121 121
AA Service Brake Status (Not used) Yes 162 162 162 162 162 162
AH Kickdown Yes 122 122 122 122
AM Refuse Packer Step Switch Yes 123
AR Overdrive Disable Yes 161 161 161 161 161 161
BQ 3rd Lockup Pump Mode No 122/123
BR Transfer Case Low Yes
BS Grade Braking Enable Yes
BT Crank Input
Output Functions
A Engine Brake Enable Yes 102 102 102
B Sump/Retarder Temperature Indicator Yes 164 164 164 164 164 164
C Range Indicator Yes 123 123 123 123 123
D Output Speed Indicator A Yes 105 105 105 105 105 105
E Output Speed Indicator B Yes
G PTO Enable Yes 143 143 143 143
K Lockup Indicator Yes
N Trailering Mode Indicator Yes
X Overdrive Disable Indicator Yes

SECTION 7—GENERAL TROUBLESHOOTING OF PERFORMANCE

COMPLAINTS
7–1. GENERAL TROUBLESHOOTING OF PERFORMANCE COMPLAINTS
IMPORTANT:
Make the following general checks before beginning specific troubleshooting, removing the transmission, or
removing attached components.
• Are there active DTCs?
• Is the shift selector lever in N (Neutral), P (Park), or PB (Park Brake Apply) to allow starting the
engine?
• Is the battery properly connected and charged?
• Is isolated battery properly connected (if used)?
• Is the fluid level correct?
• Is voltage to the TCM correct?
• Is the engine properly tuned?
• Is fuel flow to the engine correct?
• Are wheel chocks in place?
• Is air flow to the cooler and radiator unrestricted?
• Is the driveline properly connected?
• Are there signs of fluid leakage under the vehicle? What is the origination point?
• Are hydraulic connections correctly made and not leaking?
• Is vehicle acceleration from a stop changed?
• Are electrical connections correctly made?
• Are there any other obvious vehicle or transmission problems?
After making these general checks use the various sections of this manual to isolate the listed problems. The
following charts address specific vehicle complaints. Some complaints involve DTCs, so all troubleshooting
checks should involve checking the system for DTCs.
Copyright © 2006 General Motors Corp. 7–1

GENERAL TROUBLESHOOTING OF PERFORMANCE COMPLAINTS

Troubleshooting Performance Complaints
Problem Possible Cause Suggested Remedy

VEHICLE WILL NOT START— Lever shift selector not in Select N (Neutral) and restart
ENGINE WILL NOT CRANK N (Neutral) or P (Park) or
PB (Park Brake Apply)*
Dead battery Recharge battery
Disconnected battery* Reconnect battery
Faulty starter circuit Repair vehicle starter circuit
Faulty Internal Mode Switch (IMS)* Replace IMS (refer to Mechanic’s
Tips)
Misadjusted switch linkage* Adjust linkage properly
(refer to Mechanic’s Tips)
Faulty wiring in vehicle neutral start Repair wiring or relay
circuit or relay (OEM-supplied)*
Connectors not properly seated on Properly install connector
IMS*
CHECK TRANS LIGHT WILL TCM has logged a DTC Install Allison DOC™ to determine
NOT GO OUT AT START-UP if DTC is present
A. Vehicle Drives Normally Faulty CHECK TRANS light, Replace relay or repair circuit
relay, or circuit
B. Vehicle Does Not Drive Incorrect or no calibration in TCM Calibrate TCM via PCCS
Normally
Vehicle cannot establish Repair J1939 backbone (upshifts
communication with TCM may be affected due to throttle-
percent default)
Faulty wiring harness Repair wiring harness (refer to
Section 4 and Appendix E)
Faulty TCM Replace the TCM
* Refer to Range Inhibit Sections 2–2 and 2–4.


Troubleshooting Performance Complaints (cont’d)

CHECK TRANS LIGHT Intermittent power to TCM* Check input power to the TCM and
FLASHES INTERMITTENTLY correct if necessary
Faulty vehicle wiring Repair vehicle wiring
Loose wiring to CHECK TRANS Repair wiring
light
Faulty or incorrect ground wire Repair ground circuit
attachment
Intermittent opening in Circuit 129 Repair Circuit 129
NO CHECK TRANS LIGHT AT Faulty light bulb or socket Replace light bulb or socket
IGNITION
Incorrect wiring to and from Repair wiring
CHECK TRANS light bulb (refer to Appendix E)
Faulty vehicle wiring including Repair vehicle wiring
J1939 Backbone Harness, some
vehicles use J1939 to illuminate the
CHECK TRANS
Circuit 129 open Repair Circuit 129
Faulty TCM Replace TCM



TRANSMISSION WILL NOT Engine rpm too high (engine fast Reduce engine rpm. It may be
SHIFT TO FORWARD OR idle enabled)* necessary to reselect N (Neutral)
REVERSE—STAYS IN also, and then D (Drive) or
NEUTRAL R (Reverse)
Low fluid level* Add fluid to correct level
(refer to Mechanic’s Tips for
proper dipstick calibration)
Faulty throttle sensor or circuit* See throttle sensor section for
installation and operation
information (Appendix F)
Faulty throttle signal from engine Correct engine throttle signal
Faulty or misadjusted shift selector* Repair or adjust shift selector
Faulty speed sensor or circuit* Repair circuit or replace speed
sensor(s) (refer to speed sensor
DTCs and Appendix E)
Mechanical failure to C5 clutch Repair transmission
Mechanical failure in transmission Repair transmission
torque converter, shafts, or
planetaries
Low main pressure* See Low Pressure Section (inspect
for inhibit indicating condition)
Faulty wiring in TCM Input/Output Correct circuit wiring (check input
function circuits* function status with Allison DOC™)
Auxiliary function range inhibit Correct circuit wiring (check input
active* function status with Allison DOC™)
Misadjusted shift linkage* Adjust linkage properly
Faulty reverse pressure switch and/ Repair circuit or replace PSM
or circuit



TRANSMISSION WILL NOT Faulty auto-neutral for PTO circuit Repair quick-to-neutral circuit
STAY IN FORWARD OR (input function)* (check input function status with
REVERSE Allison DOC™)
Low fluid level* Add fluid to correct level
Incorrect sump filter installed Install proper sump filter for oil pan
— shallow sump filter in deep used
sump pan
— pressure switch codes may
be set
Low main pressure* See Low Pressure Section
Faulty solenoid—leaking* Replace solenoid
Plugged control main filter Replace filter
TRANSMISSION WILL NOT Low engine power Correct engine problem
MAKE A SPECIFIC SHIFT (refer to engine Service Manual)
Extreme fluid temperature Inspect cooling system and fluid
level
Faulty temperature sensor or circuit Check for temperature reading
which may inhibits shifts
Incorrect calibration Install proper calibration
Faulty or misadjusted shift selector* Repair or adjust shift selector



TRANSMISSION DOES Engine idle speed too high (neutral Adjust engine idle speed
NOT SHIFT PROPERLY— to range shift)* (refer to vehicle Service Manual)
ROUGH SHIFTS, SHIFTS
Faulty throttle sensor or circuit* See throttle sensor section for
OCCURRING AT TOO LOW
installation and operation
OR TOO HIGH SPEED
information (Appendix F)
Excessive clutch running clearance* Rebuild transmission and adjust
clearances
Incorrect TCM calibration Install correct calibration
Instrument panel tachometer Repair or replace tachometer
incorrect
Incorrectly calibrated electronic Calibrate electronic speedometer
speedometer
Degraded fluid Change transmission fluid and filter
Loose speed sensor Tighten speed sensor retainer bolt
Incorrect fluid level* Correct fluid level
Intermittent wiring problems* Check wiring harnesses and
connectors (refer to Appendix E)
Loose or damaged output tone wheel Inspect for damage. Replace tone
wheel
Sticking valves in control valve Overhaul control valve assembly
assembly*
Leaking pressure control solenoids* Repair or replace pressure control
solenoids (refer to Service Manual)



ABNORMAL TRANSMISSION
ACTIVITIES OR RESPONSES
Engine idle speed too high* Adjust engine idle speed
A. Excessive Creep in First and
Reverse Gears (refer to vehicle Service Manual)
B. Vehicle Moves Forward in C1 clutch failed or not released* Rebuild C1 clutch assembly (refer to
Neutral
transmission Service Manual)
C. Vehicle Moves Backward in
Neutral C3 clutch failed or not released* Rebuild C3 clutch assembly (refer to
EXCESSIVE FLARE— TPS Adjustment:
ENGINE OVERSPEED ON FULL-
—Overstroke — Adjust TPS linkage for proper
THROTTLE UPSHIFTS
stroke (refer to Appendix F)
—Loose — Tighten loose bolts or
connections
Sticking valves in control valve Rebuild control valve assembly
assembly*
Leaking trim solenoids* Repair or replace pressure control
solenoids (refer to Service Manual)
MAIN MOD solenoid mechanical Repair or replace pressure control

failure solenoids (refer to Service Manual)
Erratic speed sensor signal See speed sensor DTCs
Leaking piston seals or slipping Overhaul transmission (refer to
clutch plates in range involved* transmission Service Manual)



SHUDDER WHEN SHIFTING Low main pressure* See Low Pressure Section
INTO FORWARD OR REVERSE
RANGE Faulty trim solenoid* Replace solenoid (refer to Service
Manual or Mechanic’s Tips)
Sticky trim valve* Rebuild control valve assembly
(refer to Service Manual or
Mechanic’s Tips)
C1 or C3 clutch failure* Repair transmission (refer to Service
Manual)
ABNORMAL STALL SPEEDS
(Stall In First Range—Fifth Range)
Not in gear Select D (Drive)
A. High Stall Speeds
B. Low Stall Speeds Low fluid level, aerated fluid* Add fluid to correct level
Faulty torque converter Replace torque converter
Incorrect torque converter Replace torque converter (refer to
Clutch pressure low* See Low Pressure Section and
Appendix B
C1 or C5 clutch slipping* Rebuild C1 or C5 clutch assembly
Note: Use the Allison DOC™ to (refer to transmission Service
check turbine speed. Manual)
Engine too powerful Confirm proper engine match
Engine not performing efficiently Repair engine (refer to engine
(may be due to plugged or restricted Service Manual or vehicle Service
injectors, high altitude conditions, Manual)
dirty air filters, out of time, throttle
linkage, electronic engine controls
problem)
Stall speeds 66 percent of normal Replace converter assembly (refer to
implies freewheeling stator transmission Service Manual)
Engine smoke controls Compare lugback vs. static stall
speed
Incorrect torque converter Install correct torque converter (refer
to transmission Service Manual)



OVERHEATING IN ALL RANGES Aerated fluid—incorrect fluid level* Correct fluid level, check for
defective pump (refer to Mechanic’s
Tips and transmission Service
Manual)
Air flow to cooler obstructed Remove air flow obstruction
Engine overheat Correct overheat situation (refer to
vehicle Service Manual)
Inaccurate temperature gauge or Replace gauge and/or sending unit
sending unit
Inaccurate sump temperature sensor Replace Pressure Switch Manifold
(PSM) or internal harness (refer to
Inadequate cooler sizing See vehicle OEM for specifications
Excessive cooler circuit pressure Check for plugged cooler, lines too
drop small, collapsed hose, too many
elbows in circuit
Transmission cooler lines reversed Connect cooler lines properly (oil
and water should flow in opposite
directions)
Fluid cooler lines restricted Remove restrictions, clean or replace
lines (refer to Vehicle Service
Manual)
Torque converter (wrong converter, Replace or repair converter assembly
no lockup, stuck stator, or slipping (refer to transmission Service
stator) Manual)
Note: Stuck stator will not allow cool
down in neutral.
Cooler flow loss due to internal Overhaul transmission (refer to

transmission leakage transmission Service Manual)
INTERMITTENT NOISE— Low fluid level* Add fluid to correct level
BUZZING (refer to Mechanic’s Tips for
Air leak in oil suction screen Replace suction filter
canister* (refer to Mechanic’s Tips)



INTERMITTENT NOISE— Clogged filter* Replace filter
BUZZING (cont’d) (refer to Mechanic’s Tips)
sump pan
be set
Aerated fluid causes noisy pump* Correct fluid level
Low main pressure causes main See transmission Service Manual
regulator valve to oscillate*
LEAKING FLUID— Dipstick loose Tighten cap, replace if necessary
FILL TUBE AND/OR BREATHER
Dipstick not properly vented Provide proper ventilation per Sales
Tech Data
Breather stopped up—clogged Clean or replace breather (refer to
Fluid contaminated with foreign Drain and replace fluid. Locate and
liquid fix source of additional fluid (refer to
Dipstick or fill tube seal worn Replace seals or dipstick
Incorrect dipstick marking Calibrate dipstick



LEAKING FLUID— Faulty or missing seal at output Install new lip-type seal in rear of
TRANSMISSON OUTPUT flange transmission housing
Machine lead on output flange seal Replace flange
surface
Rear cover porosity Repair or replace cover
Flange worn at seal surface Replace flange
Insufficient seal around seal OD Replace seal
Damaged, missing, or loose output Replace and/or torque output flange
flange bolt bolts
LEAKING FLUID— Leaking front seal Replace front seal
TRANSMISSION INPUT (refer to Mechanic’s Tips)
Leaking manifold seal Replace manifold seal
Leaking front support bolt seals Replace bolt seals
Leaking converter Check converter seals, cracked
converter pump tangs, converter
cover, or converter housing porosity;
replace parts as required (refer to
Front pump casting porosity Replace pump casting
Leaking spin-on filter Replace filter
Leaking main pressure plug Replace or torque main pressure
plug
Worn pump bushing Rebuild and repair pump



DIRTY FLUID Failure to change fluid and filters Change fluid and install new filters
Excessive heat Check cooling system for
restrictions and proper capacity
Substandard fluid Use recommended fluid
Clutch/transmission failure* Overhaul transmission (refer to
RANGE CLUTCH TROUBLESHOOTING SECTION
EXCESSIVE SLIPPAGE AND Incorrect TCM calibration Install correct calibration
CLUTCH CHATTER
Throttle Position Sensor (TPS) out Adjust or replace TPS (refer to
of adjustment or failed* Appendix F)
Incorrect speed sensor readings* See speed sensor DTCs
TCC clutch not applied Inspect lockup clutch system wiring,
pressure, and controls; repair as
necessary (refer to transmission
Service Manual and Appendix B)
A. Ranges 1, 2, 3, 4 Only C1 clutch slipping, leaks at rotating Inspect C1 clutch plates,
clutch seals, leaks at piston seals, C1 piston seals, and rotating seals;
clutch plates worn* replace/rebuild as necessary (refer to
transmission Service Manual and
Appendix B)
B. Ranges 4, 5 Only C2 clutch slipping, leaks at rotating Inspect C2 clutch plates,
clutch seals, leaks at piston seals, C2 piston seals, and rotating seals;
clutch plates worn* replace/rebuild as necessary (refer to
transmission Service Manual and
Appendix B)



C. Ranges 3, 5, R Only C3 clutch slipping, leaks at piston Inspect C3 clutch plates and piston
seals, C3 clutch plates worn* seals; replace/rebuild as necessary
(refer to transmission Service
Manual and Appendix B)
D. Range 2 Only C4 clutch slipping, leaks at piston Inspect C4 clutch plates and piston
E. Ranges 1, R Only C5 clutch slipping, leaks at piston Inspect C5 clutch plates and piston
LOW PRESSURE SECTION
A. Low or No Main Pressure Incorrect fluid level* Correct fluid level
in All Ranges (refer to Mechanic’s Tips for
Clogged or faulty oil filter element* Replace oil filter
Plugged or faulty suction filter* Clean or replace oil suction filter
element and refill the transmission
Sticking main pressure regulator Overhaul front support assembly
valve* (refer to transmission Service Manual)
sump pan
be set
Stuck or sticking lube regulator Overhaul front pump assembly
valve (refer to Service Manual)
Leaking solenoids in control valve Repair or replace solenoids
assembly* (refer to Mechanic’s Tips)
MAIN MOD solenoid failure Replace MAIN MOD solenoid. See
transmission Service Manual.
Weak, broken, or missing main Check spring and replace if
pressure regulator valve spring* necessary (refer to transmission
Service Manual)



A. Low or No Main Pressure Control valve body leakage* Replace or rebuild control valve
in All Ranges (cont’d) (loose control valve body bolts) assembly. Care should be taken
when removing and labeling shift
springs (refer to transmission
Service Manual)
Faulty or incorrect fluid pressure Repair or replace gauge
gauge*
Worn or damaged oil pump* Replace or rebuild oil pump (refer to
Leak in suction circuit* Check suction circuit for leaking
seal, gasket, or mating surface
B. Low Main Pressure in Specific See transmission Service Manual
Ranges, Normal Pressure in
Other Ranges

APPENDICES—INDEX
APPENDICES
Appendix A DIAGNOSING INTERMITTENT DTCS
Appendix B MAIN PRESSURE CHECK PROCEDURE
Appendix C SOLENOID AND CLUTCH TABLE
Appendix D WIRE/CONNECTOR TABLES
Appendix E CONNECTOR REPAIR INFORMATION
Appendix F TPS ADJUSTMENT
Appendix G WELDING ON VEHICLE/VEHICLE INTERFACE MODULE
Appendix H HYDRAULIC SCHEMATICS
Appendix J WIRING SCHEMATICS
Appendix K RESISTANCE VS. TEMPERATURE
Appendix L ELECTRONIC INTERFERENCE
Appendix M ALLISON DOC™ FOR PC–SERVICE TOOL
Appendix N INPUT AND OUTPUT FUNCTIONS
Appendix P J1939 HARDWARE AND TCM CONNECTIONS
Appendix R FLUID CHECK PROCEDURE

APPENDICES
NOTES

APPENDIX A—DIAGNOSING INTERMITTENT DTCS
Intermittent Diagnostic Trouble Codes (DTC) are a result of faults that are detected, logged, and then disappear,
only to recur later. If, when troubleshooting, a DTC is cleared in anticipation of it recurring and it does not, check
the items in the following list for the fault’s source.
A. Circuit Inspection
Intermittent power/ground problems—can cause voltage problems during TCM diagnostic checks
which can set various DTCs depending upon where the TCM was in the diagnostic process.
• Damaged terminals.
• Dirty or corroded terminals.
• Terminals not fully seated in the connector. Check indicated wires by uncoupling connector and
gently pulling on the wire at the rear of the connector and checking for excessive terminal
movement.
• Connectors not fully mated. Check for missing or damaged locktabs.
• Screws or other sharp pointed objects pushed into or through one of the harnesses.
• Harnesses which have rubbed through and may be allowing intermittent electrical contact
between two wires or between wires and vehicle frame members.
• Broken wires within the braiding and insulation.
B. Finding an Intermittent Fault Condition
To find a fault, like one of those listed, examine all connectors and the external wiring harnesses.
Harness routing may make it difficult to see or feel the complete harness. However, it is important to
thoroughly check each harness for chafed or damaged areas. Road vibrations and bumps can damage
a poorly installed harness by moving it against sharp edges and cause some of the faults. If a visual
inspection does not identify a cause, move and wiggle the harness by hand until the fault is
duplicated.
The next most probable cause of an intermittent DTC is an electronic part exposed to excessive
vibration, heat, or moisture. Examples of this are:
• Exposed harness wires subjected to moisture.
• A defective connector seal allows moisture to enter the connector or part.
• An electronic part (TCM, solenoid, or throttle sensor) affected by vibration, heat, or moisture
may cause abnormal electrical conditions within the part.
When troubleshooting Item 3, eliminate all other possible causes before replacing any parts.
Another cause of intermittent DTCs is good parts in an abnormal environment. The abnormal
environment will usually include excessive heat, moisture, or voltage. For example, a TCM that
receives excessive voltage will generate a diagnostic code as it senses high voltage in a circuit. The
DTC may not be repeated consistently because different circuits may have this condition on each
check. The last step in finding an intermittent DTC is to observe if the DTC is set during sudden
changes in the operating environment.
Troubleshooting an intermittent DTC requires looking for common conditions that are present
whenever the DTC is diagnosed. Use the failure record information from the scan tool to identify the
conditions when the DTC was set.
Copyright© 2006 General Motors Corp. A–1

APPENDIX A—DIAGNOSING INTERMITTENT DTCS

GENERAL DESCRIPTION
C. Recurring Conditions
A recurring condition might be:
• Rain
• Outside temperature above or below a certain temperature
• Only on right-hand or left-hand turns
• When the vehicle hits a bump, etc.
If such a condition can be related to the DTC, it is easier to find the cause. If the time between DTC
occurrences is very short, troubleshooting is easier than if it is several weeks or more between DTC
occurrences.
• Repair parts for the internal wiring harness 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
through the vehicle OEM and the OEM is responsible for warranty on these parts.
A–2 Copyright© 2006 General Motors Corp.

APPENDIX B—MAIN PRESSURE CHECK PROCEDURE
B–1. MAIN PRESSURE CHECK PROCEDURE

Checking main pressures helps to determine if a transmission malfunction is due to a mechanical or an electrical
problem. Properly making these pressure checks requires transmission and vehicle (or test stand) preparation,
recording of data, and comparing recorded data against specifications provided.
MAIN PRESSURE TAP
BOTTOM VIEW
V05742
Figure B–1. Main Pressure Check Point
Observe safety precautions during hydraulic pressure check procedures. All

personnel must stand clear of the vehicle. Take precautions against movement of the
WARNING! vehicle. Be sure that gauges (vacuum, pressure, and tachometer) have extended lines
so that they can be read from inside the vehicle.
All transmission fluid level and pressure checks must be made at normal operating temperatures 71–93°C
(160–200°F) sump; 82–104°C (180–220°F) converter-out. Check transmission fluid level.
1. Connect a 0–2070 kPa (0–300 psi) oil pressure gauge at the main pressure tap (refer to Figure B–1). Use
Allison DOC™ to check engine rpm. See Table B–1 for main pressure levels.
2. Disconnect the driveshaft.
3. With brakes applied, check main pressure with the engine running at 2100 rpm and 600 rpm.
4. Continue the procedure for all ranges.
Copyright© 2006 General Motors Corp. B–1

APPENDIX B—MAIN PRESSURE CHECK PROCEDURE
Table B–1. Main Pressure Test Conditions

Forward (Converter) 700–1280 kPa (101–186 psi) 1515–1795 kPa (220–260 psi)
Forward (Torque Converter Clutch Applied) — 1000–1170 kPa (145–170 psi)
Reverse 700–1280 kPa (101–186 psi) 1515–1795 kPa (220–260 psi)
Neutral/Park 800–1655 kPa (130–240 psi) 1515–1795 kPa (220–260 psi)
Table B–2. Modulated Main Pressure Schedule

Forward/Reverse Converter with MAIN MOD Active 590–720 kPa (85–105 psi) 634–758 kPa (92–110 psi)
Forward Converter with MAIN MOD Inactive 700–1380 kPa (101–200 psi) 1515–1795 kPa (220–260 psi)
Forward Lockup with MAIN MOD Active* — 510–627 kPa (74–91 psi)
Forward Lockup with MAIN MOD Inactive* — 1000–1170 kPa (145–170 psi)
Neutral/Park with MAIN MOD Active 590–720 kPa (85–105 psi) —
Neutral/Park with MAIN MOD Inactive 800–1655 kPa (130–240 psi) 1515–1795 kPa (220–260 psi)
* Medium duty gasoline engines only.
B–2 Copyright© 2006 General Motors Corp.

APPENDIX C—SOLENOID AND CLUTCH TABLE
C–1. SOLENOID AND CLUTCH TABLE
Normal operation of the transmission requires application of two clutches to attain a forward or reverse range. A
unique combination of solenoid and shift valve actuation produces clutch application in a given range. Table C–1
lists the transmission range shifts, the clutches that are applied in each range, and the electrical state (ON/OFF) of
each solenoid for each range.
Table C–1. Solenoid and Clutch Table

Steady State Upshifts Clutch to Main PCS1 PCS2 SS1 SS2 SS3 TCC MAIN MOD
R — OFF; C3 ON; C5 ON ON ON OFF OFF/ON
Steady State Applied Applied Solenoid Status
with Throttle is Calibration
Dependent on
Engine, Turbine,
Output, and
other factors
*R R — OFF; C5 ON; C3 OFF ON ON OFF ON
Steady State at Applied Applied
Closed Throt-
tle
R–N — ON; C3 ON; C5 OFF ON ON OFF —
Exhausting Applied
N–R — OFF; C3 ON; C5 ON ON ON OFF —
Trimming on Applied
N OFF; C5 OFF; — ON ON ON OFF ON at closed
Applied Exhausted throttle
N–1 — OFF; C5 ON; C1 ON ON ON OFF —
Applied Trimming on
1–N — OFF; C5 OFF; — ON ON ON OFF —
Applied Exhausted
1 C1 OFF; C5 OFF; C4 OFF ON OFF OFF ON at closed
Applied Exhausted throttle
1–2 C1 ON; C5 ON; C4 OFF ON OFF OFF —
2–1 C1 OFF; C5 OFF; C4 OFF ON OFF OFF —
2 C1 ON; C3 ON; C4 OFF OFF OFF ON; Vocation
Exhausted Applied dependent Dependent
on output
speed
2–3 C1 OFF; C3 OFF; C4 OFF OFF OFF ON —
3–2 C1 ON; C3 ON; C4 OFF OFF OFF ON —
3 C1 OFF; C3 OFF; C2 ON OFF OFF ON Vocation
Applied Exhausted Dependent
3–4 C1 ON; C3 ON; C2 ON OFF OFF ON —
4–3 C1 OFF; C3 OFF; C2 ON OFF OFF ON —
Copyright© 2006 General Motors Corp. C–1

APPENDIX C—SOLENOID AND CLUTCH TABLE
Table C–1. Solenoid and Clutch Table (cont’d)

Steady State Upshifts Clutch to Main PCS1 PCS2 SS1 SS2 SS3 TCC MAIN MOD
4 C2 ON; C3 ON; C1 ON OFF ON ON Vocation
Exhausted Applied Dependent
4–5 C2 OFF; C3 OFF; C1 ON OFF ON ON —
5–4 C2 ON; C3 OFF; C1 ON OFF ON ON —
5 C2 OFF; OFF; C4 OFF OFF ON ON Vocation
C3 Applied Exhausted Dependent
5–6 C2 ON; C3 ON; OFF OFF ON OB —
6–5 C2 OFF; OFF; OFF OFF ON ON —
Trimming on Trimming
off
6 C2 ON; ON; OFF OFF ON ON Vocation
C4 Applied C4 Applied Dependent
* The following throttle dependent conditions occur in reverse range:
At closed throttle (Idle) SS1 is OFF, PCS1 controls C5 clutch, PCS2 controls C3 clutch.
Above 20 percent throttle, SS1 is ON, PCS1 controls C3, PCS1 controls C5 (valves are calibration dependent).
Under 10 percent throttle, TCM reverts back to the close throttle (Idle) schedule (valves are calibration dependent).
C–2 Copyright© 2006 General Motors Corp.

APPENDIX D—WIRE/CONNECTOR TABLES

The connector information in this appendix is provided for the convenience of the servicing technician. The
connector illustration and pin identifications for connection to Allison Transmission components will be accurate.
Allison Transmission components are the TCM, speed sensors, and transmission connectors. Other kinds of
connectors for optional or customer-furnished components are provided based on typical past practice for an
Allison-designed system.
Contact your vehicle manufacturer for information on connectors not found in this appendix.
Copyright© 2006 General Motors Corp. D–1

END VIEW OF END VIEW OF

80 61 61 80
60 41 41 60
40 21 21 40
20 1 1 20
V09236.00.00
Figure D–1. AFL Automotive 80-Way TCM Connector
AFL AUTOMOTIVE 80-WAY TCM CONNECTOR

Recommended
Terminal No. Wire Colors Wire No. Description Termination Point(s)
1 Blue 101 GPI 6 Vehicle System
2 Yellow 102 GPI 2 Vehicle System
3 Yellow 103 Signal Ground Vehicle System
4 Yellow 104 GPO 2 Vehicle System
5 Orange 105 GPO 4 Vehicle System
6 Yellow 106 CAN 2 High (+) J1939 A or H
7 Yellow 107 Internal Terminating Resistor CAN 1 (TCM) Vehicle System
8 Green 108 CAN 1 Low (–) J1939 B or L
9 Gray 109 Battery Ground Vehicle System
10 Pink 110 Battery Power Vehicle System
11 Orange 111 High Side Driver 1 (HSD1) Feed Trans Connector
(24-way—14)
(20-way—L)
12 No Color 112 Signal Reference 5V TPS Pin C
13 No Color 113 GPO 8 Vehicle System
14 Gray 114 IMS Switch C Trans Connector
(24-way—20)
(20-way—T)
15 Not used with 1000 and 2000 Product Families
17 Blue 117 Pressure Switch 1 (PS1) Trans Connector
(24-way—4)
(20-way—D)
18 No Color 118 Replicated Toss GM L-18 PCM
20 Blue 120 Turbine Speed Sensor—Low NT-B
21 Green 121 GPI 8 Vehicle System
23 Green 123 GPI 1 Vehicle System
24 White 124 Range Inhibit Vehicle System
25 Tan 125 Vehicle Speed Signal Input for
Vehicle Speedometer
D–2 Copyright© 2006 General Motors Corp.


AFL AUTOMOTIVE 80-WAY TCM CONNECTOR (cont’d)
Recommended
26 Yellow 126 Internal Terminating Resistor CAN 2 (TCM) Vehicle System
27 Yellow 127 CAN 2 Low (–) J1939 B or L
29 Green 129 CHECK TRANS Vehicle System
33 Yellow 133 Shift Solenoid 2 (SS2) Trans Connector
(24-way—2)
(20-way—B)
34 White 134 IMS Switch P Trans Connector
(24-way—23)
(20-way—W)
36 Orange 136 Pressure Control Solenoid 2 (PCS2) Trans Connector
(24-way—17)
(20-way—P)
38 Orange 138 IMS Switch Neutral Start Input to TCM/ECM Trans Connector
(24-way—18)
(20-way—R)
In GM Applications may
run direct to ECM/PCM
39 Orange 139 Engine Speed Sensor—Low NE-B
40 Green 140 Output Speed Sensor—Low NO-B
41 Tan 141 Positive TCM Output for Neutral Start Relay To OEM supplied starter
relay
42 White 142 GPI 5 Vehicle System
43 Blue 143 GPI 3 Vehicle System
44 Blue 144 PWM Input and TPS Vehicle System
45 Orange 145 GPO 3 Vehicle System
46 N/A 146 J1850/ISO9141 Vehicle System
47 Green 147 CAN 2 Low J1939 B or L
48 Yellow 148 CAN 1 High J1939 A or H
49 N/A 149 CAN 1 Shield J1939 C or S
50 Pink 150 GPO 7 Vehicle System
51 White 151 Shift Solenoid 3 (SS3) Trans Connector
(24-way—3)
(20-way—C)
52 Green 152 Shift Solenoid 1 (SS1) Trans Connector
(24-way—1)
(20-way—A)
53 Yellow 153 IMS Switch B Trans Connector
(24-way—21)
(20-way—U)
54 Tan 154 Sump Temp Sensor Trans Connector
(24-way—8)
(20-way—G)


AFL AUTOMOTIVE 80-WAY TCM CONNECTOR (cont’d)
Recommended
55 White 155 Pressure Control Solenoid 1 (PCS1) Trans Connector
(24-way—15)
(20-way—M)
57 White 157 Pressure Switch (PS3) Trans Connector
(24-way—6)
(20-way—E)
58 Green 158 TCM Internal Transmission Ground Return Trans Connector
(24-way—9)
(20-way—H)
59 Tan 159 Engine Speed Sensor—High NE-A
60 Yellow 160 Output Speed Sensor—High NO-A
61 Orange 161 GPI 7 Vehicle System
63 Yellow 163 Ignition Power Vehicle System
64 Blue 164 GPO 6 Vehicle System
65 Tan 165 Reverse Warning Vehicle System
67 N/A 167 CAN 2 Shield J1939 C or S
68 Green 168 CAN 1 Low (–) J1939 B or L
69 Gray 169 Battery Ground Vehicle System
70 Pink 170 Battery Power Vehicle System
71 Yellow 171 High Side Driver 2 (HSD2) Feed Trans Connector
(24-way—16)
(20-way—N)
73 Blue 173 IMS Switch A Trans Connector
(24-way—22)
(20-way—V)
74 Blue 174 Main Mod Trans Connector
(24-way—19)
(20-way—S)
76 Tan 176 Trans ID Trans Connector
(24-way—24)
(20-way)
77 Green 177 Pressure Switch (PS4) Trans Connector
(24-way-24)
(20-way-)
78 White 178 TCC Solenoid Trans Connector
(24-way—10)
(20-way—J)
79 Pink 179 Pressure Switch (PS2) Trans Connector
(24-way—7)
(20-way—F)
80 Orange 180 Turbine Speed Sensor—High NT-A

TRANSMISSION HARNESS TRANSMISSION BULKHEAD

CONNECTOR CONNECTOR
5 1 1 5
11 6 6 11
13 12 12 13
19 14 14 19
24 20 20 24
V09238.00.00
Figure D–2. AFL Automotive Main Transmission Connector (24-Way)
AFL AUTOMOTIVE MAIN TRANSMISSION CONNECTOR

Terminal No.* Color Wire No. Description Termination Point(s)*
1 152 SS1 (ON/OFF) Lowside 52
4 117 PS1 17
5 — —
6 157 PS3 57
7 179 PS2 79
8 154 Sump Temperature Input 54
9 158 Analog Ground 58
10 178 TCC Solenoid Low 78
11 177 PS4 77
12 — 15
13 — 31
14 111 High Side Driver 1 (HSD1) 11
15 155 PCS1 Low Variable Bleed Solenoid (VBS) 55
16 171 High Side Driver 2 (HSD2) 71
17 136 PCS2 Low Variable Bleed Solenoid (VBS) 36
18 138 IMS—Neutral Start 38
19 174 Main Mod Lowside 74
20 114 IMS—C 14
21 153 IMS—B 53
22 173 IMS—A 73
23 134 IMS—P 34
24 176 TRANSID 76
* Terminal number and termination points shown only apply when an Allison Transmission recommended harness configuration
and bulkhead connector are used.

S K K S
R D R
W D
W
COLOR CODE GREEN
HARNESS DEVICE
T A A T
L E E L
NOTE: Letters I, O, and Q not used V03369.01.00
Figure D–3. Delphi-Packard Main Transmission Connector (20-way)
DELPHI-PACKARD MAIN TRANSMISSION CONNECTOR

Terminal No.* Color Wire No. Description Termination Point(s)*
A Green 152 SS1 Low (ON/OFF) 52
B Yellow 133 SS2 Low (ON/OFF) 33
C White 151 SS3 Low (ON/OFF) 51
D Blue 117 PSM PS1 17
E White 157 PSM PS3 57
F Pink 179 PSM PS2 79
G Tan 154 Sump Temperature Input 54
H Green 158 Analog Ground 58
J White 178 TCC Solenoid Low 78
K Green 177 PSM PS4 77
L Orange 111 HSD1 11
M White 155 PCS1 Low Variable Bleed Solenoid (VBS) 55
N Yellow 171 HSD2 71
P Orange 136 PCS2 Low Variable Bleed Solenoid (VBS) 36
R Orange 138 IMS—Neutral Start 38
S Blue 174 Lowside, Main Mod Solenoid 74
T Gray 114 IMS—C 14
U Yellow 153 IMS—B 53
V Blue 173 IMS—A 73
W White 134 IMS—P 34
* Terminal number and termination points shown only apply when an Allison Transmission recommended harness configuration
and bulkhead connector are used.

PIN A PIN B
B A
RECEPTACLE PLUG V05738.01.00
Figure D–4. Speed Sensor Connector
ENGINE SPEED SENSOR CONNECTOR

Terminal No. Color Wire No. Description Termination Point(s)
A Tan 159 Engine Speed Sensor Hi 59
B Orange 139 Engine Speed Sensor Lo 39
TURBINE SPEED SENSOR CONNECTOR

A Orange 180 Turbine Speed Sensor Hi 80
B Blue 120 Turbine Speed Sensor Lo 20
OUTPUT SPEED SENSOR CONNECTOR

A Yellow 160 Output Speed Sensor Hi 60
B Green 140 Output Speed Sensor Lo 40

A C
PIN C PIN B PIN A

B
PLUG
RECEPTACLE
V05739
Figure D–5. TPS Connector
THROTTLE POSITION SENSOR CONNECTOR

A Green 158 Analog Ground 58
B Blue 144 TPS Signal 44
C Pink 112 TPS Hi 12

A or H B or L
B or L C or S A or H C or S
MALE CONNECTOR FEMALE CONNECTOR
V06532
Figure D–6. J1939 Interface Connector
J1939 INTERFACE CONNECTOR

J1939 Connector TCM Connector
Terminal No. Color Wire No. Description Terminal No.
A or H Yellow 128 or 148 J1939 Controller, High 28 or 48
B or L Green 108 or 169 J1939 Controller, Low 8 or 68
C or S Uninsulated 144 J1939 Shield/Ground 44

1
V03370
Figure D–7. GMC Connector for OBD-II Diagnostic Adapter
OBD-II Diagnostic Connector

Terminal No. Wire Description Terminal No.
1
2 146 DLC Class 2 Serial Data TCM–46
3
4 N/A Ground
5 N/A Ground
6 106 CAN High (+) TCM–6
7
8
9
10
11
12
13
14 127 CAN Low (–) TCM–27
15
16 N/A Ignition Sense (+)

D
E
C
F A B
J
G
H
9-PIN
V06481
Figure D–8. Deutsch Diagnostic Tool Connector
SAE STD 9-PIN DIAGNOSTIC (J1939 DIAGNOSTIC LINK) CONNECTOR

A Determined By OEM Battery Ground (–) Vehicle System
B Determined By OEM Ignition Power (+) Vehicle System
B (Optional) Determined By OEM Battery Power (+) Vehicle System
C Yellow J1939 High J1939 Backbone A
D Green J1939 Low J1939 Backbone B
E Uninsulated J1939 Shield/Ground J1939 Backbone C
F
G

SS1
AB MAIN
TRANSMISSION
GRAY CONNECTOR
MAIN
MOD
AB
LOCKARM
PSM
GRAY ABCDE F
PCS1 2 1
LOCKARM
IMS
INTERNAL PCS2 2 1
MODE
SWITCH SS3
ABCDE F AB
LOCKARM SS2
GRAY
TCC AB
2 1
GRAY
V08974.00.00
Figure D–9. Transmission Internal Harness (20-Way)
Transmission Internal Harness Connectors (20-Way)—GM Truck

Connector Name Connector Pin No. Main Connector Pin No. Circuit Number TCM Pin No.
Solenoid PCS1 B M 1525 55
A L 150 11
Solenoid PCS2 A N 250 71
B P 1526 36
Solenoid SS1 A N 250 71
B A 1527 52
B B 1528 33
B C 1529 51
Solenoid TCC A L 150 11
B J 1531 78
Main Mod A L 150 11
B S 1532 74
Pressure Switch Manifold A D 1224 17
B F 1225 79
C E 1226 57
D K 1530 77
E G 1227 54
F H 407 58
Internal Mode Switch A R 1995 38
B W 776 34
C V 771 73
D U 772 53
E T 773 14
F H 407 58

SS1
AB MAIN
TRANSMISSION
GRAY CONNECTOR
MAIN
MOD
AB
LOCKARM
PSM
GRAY ABCDE F
PCS1 2 1
IMS LOCKARM
INTERNAL PCS2
MODE 2 1
SWITCH SS3
ABCDE F AB
LOCKARM SS2
GRAY
TCC AB
2 1
GRAY
V08975.00.00
Figure D–10. Transmission Internal Harness (24-way)
Transmission Internal Harness Connectors (24-way)—Medium Duty

Connector Name Connector Pin No. Main Connector Pin No. Wire Number TCM Pin No.
Solenoid PCS1 B 15 155 55
A 14 111 11
Solenoid PCS2 A 16 171 71
B 17 136 36
Solenoid SS1 A 16 171 71
B 1 152 52
B 2 133 33
B 3 151 51
Solenoid TCC A 14 111 11
B 10 178 78
Main Mod Solenoid A 14 111 11
B 19 174 74
Pressure Switch Manifold A 4 117 17
B 7 179 79
C 6 157 57
D 11 177 77
E 8 154 54
F 9 158 58
Internal Mode Switch A 18 138 38
B 23 134 34
C 22 173 73
D 21 153 53
E 20 114 14
F 9 158 58
TRANSID 24 176 76

NOTES

APPENDIX E—CONNECTOR REPAIR INFORMATION
Contents Page
List of Special Tools Required To Service 1000 and 2000 Product Families Wiring Harnesses . E–2
E–1. AFL Automotive 80F Bolt-Assist Connectors (TCM Connector) . . . . . . . . . . . . . . . . . . . . . . . . . E–7
E–2. AFL Automotive 80F Cam-Assist Connectors (TCM Connectors) . . . . . . . . . . . . . . . . . . . . . . . . E–13
E–3. AFL Automotive 24F Transmission Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–17
E–4. Delphi-Packard Micro Pack 100W Connector (Main Transmission Connector) . . . . . . . . . . . . . . E–21
E–5. Delphi-Packard GT 150 Series Connectors—Push-to-Seat (Speed Sensors). . . . . . . . . . . . . . . . . E–25
E–6. Internal Wiring Harness (24-Way) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–27
E–7. Delphi-Packard WeatherPack Connectors (TPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–29
E–8. Deutsch IPD/ECD (J1939 Diagnostic 9-Way Connector Link Connector) . . . . . . . . . . . . . . . . . . E–33
E–9. Deutsch DT Series Connectors (3-Way J1939 Connector) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–37
E–10. Repair of a Broken Wire with In-Line Butt Splice. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–38
List of 1000 and 2000 Product Families Connector Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–40
NOTE: Allison Transmission is providing for service of wiring harnesses and wiring harness components as
follows:
• Repair parts for the internal wiring harness 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 through the
vehicle OEM and the OEM is responsible for warranty on these parts.
Copyright© 2006 General Motors Corp. E–1

List Of Special Tools Required To Service 1000 and 2000 Product Families Wiring Harnesses
Tool Number Tool Type Paragraph Reference

15359996 Crimper E–5C
23046604 Splice, Sealed (14–16 AWG) E–10B
23046605 Splice, Sealed (18–22 AWG) E–10B
J 25070 Heat Gun E–10B
J 34182 Crimper 1 E–8C, E–9C
J 34513 Removal 1 Tool E–8A
J 35606 Crimper (Alternate) E–7D
J 35615 Wire Stripper 1 E–5C, E–10B
J 35689-A Removal Tool E–5A
J 38125-10 Removal Tool E–7B
J 38125-6 Crimper E–5C, E–7C
J 38125-7 Crimper E–5C
J 38125-8 Crimper E–10B
J 38125-12A Crimper E–1D, E–2C, E–3B, E–5B
J 47139 Crimper E–1E, E–3C
J 38582-3 Removal Tool E–8A
J 38852 Crimper (Alternate) E–7D
J 39227 Removal Tool E–1D, E–7D, E–3B
J 41194 Extractor/Inserter E–8B
J 42215 Crimper E–4C
E–2 Copyright© 2006 General Motors Corp.

NOTES

TOOL, REMOVAL
J 38125-12A
SPACER RETAINER, BOLT

or
SEAL, INTERFACIAL
J 39227
CONNECTOR BODY, F
SEAL, GROMMET
RETENTION TAB (4)
RETAINER, GROMMET
LOCKING
FINGER (4) RETENTION FEATURE (4)
COVER, WIRE DRESS

SEE VIEW A
SLOT (2)
TYPICAL WIRE
COVER,
DIRECTION OF WIRE DRESS
WIRE REMOVAL
SEALS (2)
VIEW A
WIRE BOLT
STOP
BLADE VIEW B
push
SOCKET
OUT TERMINAL
CORE
MOLEX CRIMPER
LOCK TERMINAL HERE CRIMP
WINGS
WIRE
VIEW C
V09216.00.00b
Figure E–1A. AFL 80F Bolt-Assist TCM Connector

TOOL, REMOVAL
SPACER J 38125-12A
RETAINER, BOLT
or
SEAL, INTERFACIAL
J 39227
CONNECTOR, BODY
SEAL, GROMMET
RETENTION TABS (4)
LOCKING RETAINER, GROMMET

FINGER (4) COVER, BOTTOM
SEE VIEW A RETENTION FEATURE
SLOT (2) RETENTION FEATURES (4)

TYPICAL WIRE COVER,
WIRE DRESS
DIRECTION OF
WIRE REMOVAL
VIEW A SEALS (2)
WIRE BOLT
STOP
BLADE VIEW B
push
SOCKET
TERMINAL
OUT
CORE
MOLEX CRIMPER
WINGS
WIRE
VIEW C
V09217.00.00b
Figure E–1B. AFL 80F Bolt-Assist, Dir ‘A’ 90 Degree TCM Connector

TOOL, REMOVAL
J 38125-12A
SPACER
RETAINER, BOLT or
SEAL, INTERFACIAL
J 39227
BODY, CONNECTOR
SEAL, GROMMET
RETENTION TAB (4)
RETAINER, GROMMET
LOCKING
FINGER (4)
RETENTION FEATURE (4)
SEE VIEW A
SLOT (2) DIRECTION OF
WIRE REMOVAL COVER,
WIRE DRESS
TYPICAL WIRE
SEALS (2)
COVER,
VIEW A BOTTOM
WIRE BOLT
STOP
BLADE VIEW B
push
SOCKET
TERMINAL
OUT
CORE
MOLEX CRIMPER
WINGS
WIRE
VIEW C
V09219.00.00b
Figure E–1C. AFL 80F Bolt Assist, Dir ‘B’ 90 Degree TCM Connector

E–1. AFL AUTOMOTIVE 80F BOLT ASSIST CONNECTORS (TCM CONNECTOR)

A. TCM Connector, Assembly 80F Bolt Assist (refer to Figure E1–A)
Required Tools
Crimping Tool J 47139
Removal Tool J 38125-12A or J 39227
Use
TCM Connector
Description Manufacturers P/N St. Clair P/N
Component Kit N/A 300276
Connector, Assembly R-61991-001 300243
Spacer E-4540 300284
Seal, Interfacial E-4539 300285
Bolt Kit 80W 300234
Bolt E-4543-001
Seals E-4544
Retainer Bolt E-4545
Grommet
Grommet, Retainer E-4542 300244
Wire Cover Kit 80W Bolt N/A 300235
Cover A, Wire Dress E-4550 300245
Cover B, Wire Dress E-4551 300246
Terminal 33001-1004 300247
B. TCM Connector, Assembly 80F Bolt Assist, Dir ‘A’ 90 Deg Wire Dress (refer to Figure E–1B)
Required Tools
Use
TCM Connector
Spacer E-4540 300284
Bolt Kit 80W 300234
Bolt E-4543-001
Seals E-4544
Grommet
Wire Cover Kit 80W Bolt (Dir ‘A’ 90 Deg Wire Dress) N/A 300237
Backshell-80F Dir ‘A’ (25mm) E-6206-002
Cover, Wire Dress E-4555
Terminal 33001-1004 300247

C. Connector, Assembly 80F Bolt Assist, Dir ‘B’ 90 Deg Wire Dress (refer to Figure E–1C)
Required Tools
Use
TCM Connector
Spacer E-4540 300284
Connector Body, 80F Bolt
Bolt Kit 80W N/A 300234
Bolt E-4543-001
Seals E-4544
Grommet
Wire Cover Kit 80W (Dir ‘B’ 90 Deg Wire Dress) N/A 300236
Backshell-80 F Dir ‘B’ (25mm) E-6206-001
Terminal 33001-1004 300247
Read disassembly process/procedure thoroughly before beginning disassembly.
D. Terminal Removal
1. Loosen bolt that retains 80-way connector to the transmission control module TCM.
2. Separate the 80-way connector from the TCM.
3. Use a small-bladed screwdriver to gently unlatch the retention features on convolute capture (part of
wire dress cover) on 80-way female. Slide the wire dress cover away from the 80-way connector body.
4. Separate each half of wire dress cover and set aside for later use.
5. Insert a small blade screwdriver through the slot in the connector body (being careful not to
damage the blue interfacial seal) and apply upward pressure on the red spacer until the spacer lifts
to the pre-stage location (approximately 1/8 inch). Carefully continue to evenly lift the red spacer
out of the connector body until the four lock arms release. Remove the red spacer and set aside for
later use. (The spacer must be replaced if any of the four lock arms is broken during removal.)
6. Insert metal blade of J 38125-12A or J 39227 removal tool into front of connector body at desired
terminal/wire lead cavity location (See Figures E–1A through E–1C).
7. Apply pressure to the terminal locking finger (part of connector body) with removal tool.
8. Remove the selected terminal by lifting the locking finger and pulling the wire and terminal
rearward out of the connector.
NOTE: Care should be taken not to damage or break the terminal locking finger during removal. If the
locking finger is damaged or broken, proper terminal retention will be lost after reassembly.
9. Take note of what wire (number) goes to what terminal cavity in connector body for reassembly.

E. Terminal Crimping
1. Carefully strip the insulation from the wire to leave 4.70–5.60 mm (0.185–0.220 inch) of bare wire
exposed.
2. Raise the wire stop blades. Place the terminal into the appropriate wire size opening of the J 47139
Molex crimping tool, and squeeze the handle enough to keep the terminal in place.
3. Insert the bare end of the wire into the terminal, with the wire held against the wire stop blade. Use
the crimper to maintain a light and constant pressure on the wire. Hold the wire and terminal in
place until the terminal is fully crimped.
4. Squeeze the crimper handle until the ratchet releases.
5. Lift the wire stop blades.
6. Remove the crimped terminal.
NOTE: If cavities do not have a terminal/wire lead or grommet cover pin (or if grommet cover pin is damaged)
install cavity plug #12034413 into corresponding cavity in grommet seal in connector body.
7. Repeat as necessary.
8. Snap grommet cover into place.
9. Complete terminal installation of the 80-way connector as follows:
a. When all terminals have been inserted, install the red spacer into the connector body. Push until
fully seated and flush with the connector body.
NOTE: If spacer does not seat flush with the connector body, make sure all terminals are fully seated.
b. Reconnect the 80-way connector to the TCM and tighten connector bolt to specified torque
value (N·m) shown on the wire dress cover (DO NOT OVER-TORQUE).
c. Install both halves of wire dress cover over convolute harness cover. Engage the clips to lock the
two wire dress halves together.
d. Push the wire dress cover onto the 80-way connector body until it snaps in place.

NOTES

TOOL, REMOVAL
J 38125-12A
SPACER
or
SEAL, INTERFACIAL
J 39227
BODY, CONNECTOR
TYPICAL WIRE
GROMMET
RETENTION TAB (4)
LOCKING RETAINER, GROMMET

FINGER (4) COVER, BOTTOM
SEE VIEW A RETENTION FEATURE (2)
SLOT (2) RETENTION
FEATURE (4)
DIRECTION OF
WIRE REMOVAL
HANDLE,
CAM LOCK 80-WAY
VIEW A
CPA SECONDARY
LEVER LOCK
COVER,
WIRE DRESS
WIRE
STOP
BLADE VIEW B
push
SOCKET
OUT TERMINAL
CORE
MOLEX CRIMPER
WINGS
WIRE
VIEW C
V09220.00.00
Figure E–2A. AFL 80F Cam-Assist, Dir ‘A’ Connector (TCM Connector)

TOOL, REMOVAL
SPACER J 38125-12A
SEAL, INTERFACIAL or
BODY, CONNECTOR J 39227
HANDLE, CAM LOCK 80 - WAY
GROMMET
RETENTION TAB (4)

LOCKING
RETAINER, GROMMET
FINGER (4)
SEE VIEW A
SLOT (2) RETENTION FEATURE (4)
DIRECTION OF
WIRE REMOVAL COVER,
WIRE DRESS
TYPICAL WIRE
VIEW A COVER, CPA

BOTTOM
WIRE
STOP SECONDARY
BLADE VIEW B LEVER LOCK
push
SOCKET
TERMINAL
OUT
CORE
MOLEX CRIMPER
LOCK TERMINAL HERE
CRIMP
WINGS
WIRE
VIEW C
V09218.00.00
Figure E–2B. AFL 80F Cam-Assist, Dir ‘B’ Connector (TCM Connector)

E–2. AFL AUTOMOTIVE 80F CAM-ASSIST CONNECTORS (TCM CONNECTOR)

A. Connector, Assembly 80F Cam-Assist, ‘A’ Dir (refer to Figure E–2A)
Required Tools
Use
TCM Connector
Component Kit (serviced with 90 degree bolt-assist)N/A 300290
Connector, Assembly R-62004-002 N/A
Spacer 80F E-4540 300284
Connector Body, 80F Cam
Cam, Left
Cam, Right
Handle, Cam
Grommet, Wire Seal
Grommet, Retainer E-4542
Wire Cover Kit 80W Cam ‘A’ Dir N/A 300239
Backshell and CPA E-4588
Terminal 33001-1004 300247
B. Connector, Assembly 80F Cam-Assist, ‘B’ Dir (refer to Figure E–2B)
Required Tools
Use
TCM Connector
Component Kit (serviced with 90 degree bolt-assist) N/A 300291
Connector, Assembly R-62004-001 N/A
Spacer E-4540 300284
Connector Body
Cam, Left
Cam, Right
Handle, Cam
Grommet
Grommet, Retainer E-4542
Wire Cover Kit 80W Cam ‘A’ Dir N/A 300238
Cover, Bottom E-4555
Terminal 33001-1004 300247

C. Connector Removal
1. Disengage the CPA by pushing it away from the locked handle.
2. Depress the two square pads on the secondary lever lock to unlatch the handle.
3. Push the cam lever handle to the unlocked position.
4. Separate the connector from the TCM.
NOTE: Do not attempt to move CAM lever after it is disengaged from the TCM, doing so can break the internal
latching mechanism. Lever is designed to move only when connected to the TCM.
out of the connector body until the four lock arms release. Remove the red spacer and set aside for
later use. (The spacer must be replaced if any of the four lock arms is broken during removal.)
terminal/wire lead cavity location (refer to Figures E–2A and E–2B).
D. Terminal Crimping
1. Lift the wire stop blades in the up position.
2. Insert the terminal fully into the correct die profile and the locator slot until the terminal is fully
seated and stops.
3. Bring down the wire stop blades. Make sure the wire stop blades are fully seated on the terminal
behind the conductor grip section.
4. Strip the wire to a strip length of 4.70–5.60 mm.
5. Slide the pre-stripped wire into the terminal; make sure to aim the wire brush towards the tip point
on the wire stop blade. Align the wire so that it is parallel and sitting into the terminal. Maintain a
light and constant pressure on the wire that is seated in the terminal at all times.
6. (Do not release the wire.) Be sure to hold the wire and terminal in place until the terminal is fully
crimped.
7. Close the tool until the ratchet releases.
8. Lift the wire stop blades up.
9. Carefully remove the crimped terminal.

D. Terminal Crimping (cont’d)

10. Insert the new terminal through the grommet at the back of the connector body. Push on the wire
until the terminal is completely in the cavity. The locking finger in the connector body should
engage the terminal, which should stay in place when the wire is lightly pulled.
11. Install wire dress cover on connector body.

12. Install convolute over wire leads while placing convolute into wire dress cover grooves and snap
convolute capture into place.
Procedure for proper mating of the 80-way cam lever connector to the TCM
1. Bring the connector to the TCM “squared-up” (not at an angle).

2. Squarely press the connector onto the TCM until the cam handle moves of its own accord
(about 3/4 inch travel). This is known as a “prestage.”
3. Gently move the cam handle to the locked position.
4. Engage the connector position assurance slide.

TOOL, REMOVAL
J 38125-12A
or
SPACER, 24F
SEAL, INTERFACIAL J 39227
CONNECTOR BODY, 24F
TYPICAL WIRE
RING, CAM
GROMMET
RETAINER, GROMMET
COVER, BOTTOM
1 5
6 11
14 19
20 24
VIEW A SEE VIEW A
COVER, WIRE DRESS

WIRE
STOP
BLADE
push
SOCKET
TERMINAL
OUT
CORE
LOCK TERMINAL HERE

CRIMP
WINGS
WIRE
V09222.00.00
Figure E–3. AFL 24F Transmission Connector

E–3. AFL AUTOMOTIVE 24F TRANSMISSION CONNECTOR

A. Connector/Terminal Repair (refer to Figure E–3)
Required Tools
Use
1000/2000 Main Transmission Connector (Med Duty)
Kit, Complete Assembly N/A 300277
Connector Assembly R-62001-001 300248
Grommet Retainer E-4582 300249
Cover, Wire Dress E-4586 300250
Cover, Bottom E-4570 300251
Terminal, Receptacle 33001-1004 300247
Plug, Cavity Seal 12034413 300008
Spacer, Lock (service replacement) E-4580 300286
Seal, Interfacial (service replacement) E-4581 300287
Read disassembly process/procedure thoroughly before beginning disassembly.
B. Terminal Removal
1. Remove 24-way connectors by twisting lock ring counter-clockwise and pull apart.
2. Remove convolute capture and wire dress cover from connector body on 24-way female and set
aside for later use.
3. Remove grommet cover by prying with a screwdriver at the retention points.
4. Remove lock ring by rotating connector body to align connector keyway. Slide ring over connector
body and wire harness.
out of the connector body. Remove the red spacer and set aside for later use. (The spacer must be
replaced if any of the lock arms is broken during removal).
terminal/wire lead cavity location (refer to Figure E–3).

C. Terminal Crimping
1. Insert a small blade screwdriver between connector body and grommet cover. Pry cover up to
remove from connector body.
2. Carefully strip insulation to leave 5.0 mm +/- 0.5 mm (0.2 +/- 0.02 inch) of bare wire showing.
3. Place the core crimp portion of the terminal to be crimped in the J 47139 Molex crimping tool and
squeeze the handle enough to keep the terminal from dropping.
4. Position the wire core in terminal and squeeze crimper tool to complete the core crimp. Be sure to
orient the terminal so that it is properly aligned with the terminal cavity in the connector. The
terminal should be positioned so that the indentation on the side of the terminal socket is aligned
with the locking finger in the connector body.
5. Position insulation crimp portion of the terminal in the J 47139 Molex crimping tool. Squeeze the
handle to complete the insulation crimp.
6. Insert the new terminal through the grommet at the back of the connector body. Push on the wire
until the terminal is completely in the cavity. The locking finger in the connector body should
engage the terminal, which should stay in place when the wire is lightly pulled.
7. Repeat as necessary.
8. Install lock ring by rotating connector body to align connector keyway. Slide ring over connector
body.
9. Snap grommet cover into place.
10. Complete terminal installation of the 24-way connector as follows:
11. When all terminals have been inserted, install the red spacer into the connector body. Push until
fully seated and flush with the connector body.
NOTE: If spacer does not seat flush with the connector body, make sure all terminals are fully seated.
12. Install wire dress cover on connector body with wire routed through exit opening of wire dress
cover.
13. Install convolute over wire leads while placing convolute into wire dress cover grooves and snap
convolute capture into place.

NOTES

J 39227
REMOVAL
TOOL
MATING CONNECTOR
WITH FEMALE (SOCKET)
TERMINALS
SECONDARY LOCK
VIEW A
LOCKING
WIRE
FINGERS
WIRE SEAL
VIEW A
CAVITY PLUG
CONDUIT CLIP
SOCKET
TERMINAL
Lock terminal here

PIN TERMINAL
WIRE
J 42215 CRIMPING TOOL

V05743.01.00
Figure E–4. Delphi-Packard Micro Pack 100W Connector (Main Transmission Connector)

E–4. DELPHI-PACKARD MICRO PACK 100W CONNECTOR (MAIN TRANSMISSION

CONNECTOR)
A. Connector/Terminal Repairs (refer to Figure E–4)
Required Tools
Removal Tool J 39227
Use
Main Transmission Connector
Connector, 20F MIC/P 100W Gray 12160280
Lock, Secondary 20F Green 12160494
Terminal, Socket 100W 12084912
Cavity Plug, 100W 12129557
Conduit Clip, 13 mm Black 12176394
Wire Seal 12177159
B. Terminal Removal—Main Transmission Connectors (refer to Figure E–4)
1. Use a small bladed screw driver to gently release the locktabs at the split line of the conduit clamp.
2. Remove conduit clamp.
3. Use a small-bladed screw driver to gently release the locktab remove the lock assembly.
4. Remove a selected terminal by pushing forward on the wire or by lifting the locking finger and
pulling the wire and terminal rearward out of the connector.
1. Carefully strip 5.0 mm ±0.5 mm (0.20 ±0.02 inch) of insulation from the end of the wire.
2. Insert the new terminal to be crimped in the J 42215 crimping tool. There is a spring-loaded
terminal positioner at the front of the tool to hold the terminal in place. Squeeze the crimper
handles for a few clicks to start the crimping process but leave room to insert the wire end.
3. Insert the bare wire end into the terminal. Squeeze the crimper handles to complete the crimping
process and until the crimper handles open when released to remove the terminal/wire from the tool.
4. Complete terminal installation for Main Transmission Connector as follows: (refer to Figure E–1B)
a. Insert the wire seal in the back of the connector.
b. Push the terminal/wire assembly through the proper hole in the back of the wire seal. Push the
wire in until the terminal clicks into position. Gently pull rearward on the wire to be sure that
the terminal is fully seated. Install cavity plugs as needed.
c. Install the lock assist or secondary lock into the connector body.
d. Close the conduit clip around the conduit and lock the clip into the rear of the connector body.
5. Complete terminal installation of the connectors as follows: (refer to Figures E–1A through E–2B)
a. Align the locking posts on the connector with the seal and push the locking posts through the seal
into the mating holes in the strain relief (if the connector was removed from the strain relief).
b. Push the terminal/wire assembly through the proper hole in the back of the seal. Push the wire
in until the terminal clicks into position.
NOTE: All terminals must be properly positioned to install the retainer in Step (5c).
c. Install the retainer on the connector body to lock the terminals in position. Pull gently on the
wire to be sure that the terminal is fully seated. Install cavity plugs as needed.
d. Position the conduit inside the strain relief and snap the strain relief halves together.

NOTES

TOOL, REMOVAL CPA LOCK
J 38125-12A CONNECTOR BODY
REAR LOCKING TANG

CONVOLUTE CAPTURE/TPA
INSERT
WIRE
WIRE SEAL BOTTOM LOCKING TANG

FRONT LOCKING TANG
CONVOLUTE
TYPICAL WIRE
VIEW A
Butt wire against terminal holder 1535996
Use wire gauge 18-16 slot
WIRE SIDE
18-16
22-20
TERMINAL
HOLDER
-16
0.8-1.0
-20
0.5
18
225-
0.3
CORE
WIRE SEAL
TERMINAL
CORE CRIMP
Push lock to insert
terminal end
INSULATION CRIMP
VIEW C V09249.00.00
Figure E–5A. Delphi-Packard GT 150 Series Connectors—Push-to-Seat (Speed Sensors)

CONNECTOR BODY
CONNECTOR SEAL
LIFT UP LATCH
TO RELEASE
TERMINAL
“MUSHROOM” INDEXED PRIMARY

LOCK REINFORCEMENT (PLR)
VIEW A
VIEW B
LOCK TAB
PRY HERE PRY HERE
REMOVE
REMOVE
INSTALL
LOCK STOP 1
LOCK STOP 2
LOCK STOPS 1 AND 2
VIEW C
CABLE SEAL
CORE
CABLE
FEMALE
TERMINAL
CORE CRIMP
INSULATION CRIMP
VIEW D
V09252.01.00
Figure E–5B. Delphi-Packard GT 150 Series Connectors—Push-to-Seat (Speed Sensors)

E–5. DELPHI-PACKARD GT 150 SERIES CONNECTORS—PUSH-TO-SEAT (SPEED

SENSORS)
A. Connector /Terminal Repairs (refer to Figures E–5A and E–5B)
Required Tools
Recommended Crimping Tool Delphi 15359996
Alternate Insulation Crimp Anvil “1” J 38125-6
Alternate Wire Crimp Anvil “E” J 38125-7
Recommended Removal Tool J 38125-12A
Alternate Removal Tool J 35689-A
Automatic Wire Stripper J 35615
Use
Engine/Output/Turbine Speed Sensor
Connector Assembly 13520101 300260
Terminal 15326267
CPA Lock (Tan) 15496486 300261
Seal Assembly (Yellow) 15305351
Convoluted Capture/TPA 15358890 300263
B. Terminal Removal
1. Pull the CPA Lock (tan) straight back until it unlocks before removing the connector from the
speed sensor.
2. The CPA Lock must be removed before opening the convoluted capture assembly. Using removal
tool depress the lock tab that holds Convolute Capture Assembly to the convoluted tubing, open
convolute capture so the convoluted tube is free. Using the removal tool lift the locks at the top and
bottom of Convolute Capture Assembly and remove it from the connector body.
3. Insert a small screwdriver between the interfacial seal and the Primary Lock Reinforcement (PLR)
(refer to Figure E–5B), gently pry up to remove the PLR. Insert the end of removal tool
J 38125-12A under the terminal locking tab and lift to unlock the terminal. Pull on the wire from
behind to remove wire and terminal.
1. Before stripping the wire slide the Wire Seal (yellow) onto the wire insulation.
2. Carefully strip approximately 6.0 mm of insulation from the end of the wire. Automatic wire
stripper J 35615 may be used for this operation.
(Recommended Crimping Tool Procedure)
a. Install the terminal assembly indexing it properly in the 15359996 crimping tool.
b. Squeeze the crimping tool enough to retain the terminal. Position the wire core into the termi-
nal; slide the wire seal up to the outside tabs that will retain the wire seal.
c. With the wire core positioned and the wire seal both in the proper location crimp the wire to the
terminal assembly.

C. Terminal Crimping (cont’d)

(Alternate Crimping Tool Procedure)
a. Place the terminal onto the crimping tool J 38125-7, use Anvil E to crimp the wire to the terminal.
b. Slide the wire seal (yellow) onto the wire insulation until it is positioned between the crimping
tabs. Place the terminal onto the crimping tool J 38125-6 at Anvil 1, crimp the tabs onto the wire
seal.
c. Inspect both crimps, making sure the complete wire core was crimped properly, and also note
that the tabs that surround the wire seal are properly crimped.
D. Terminal Installation
1. Insert the terminal into the connector body; push the wire and terminal into the connector body
until the terminal locks in place.
2. Reinstall the PLR at the front of the connector body. Install the Convolute Capture Assembly over
the wires and snap it into the connector body.
3. Reinstall the CPA Lock to the pre-staged location.

E–6. INTERNAL WIRING HARNESS
SS1
AB MAIN
TRANSMISSION
GRAY CONNECTOR
MAIN
MOD
AB
LOCKARM
PSM
GRAY ABCDE F
PCS1 2 1
IMS LOCKARM
INTERNAL PCS2
MODE 2 1
SWITCH SS3
ABCDE F AB
LOCKARM SS2
GRAY
TCC AB
2 1
GRAY
V08975.00.00
Figure E–6A. Internal Wiring Harness; 24-Way (Medium Duty)

Service with internal wiring harness assembly P/N 29543334 (refer to Figure E–6A).
SS1
AB MAIN
TRANSMISSION
GRAY CONNECTOR
MAIN
MOD
AB
LOCKARM
PSM
GRAY ABCDE F
PCS1 2 1
LOCKARM
IMS
INTERNAL PCS2 2 1
MODE
SWITCH SS3
ABCDE F AB
LOCKARM SS2
GRAY
TCC AB
2 1
GRAY
V08974.00.00
Figure E–6B. Internal Wiring Harness; 20-Way (GM Pickup Only)

Service with internal wiring harness assembly P/N 29543336 (refer to Figure E–6B).

WIRE SEAL
CONNECTOR
TERMINAL SECONDARY LOCK
THROTTLE SENSOR
CONNECTOR
J 38125-10
REMOVER TOOL
VIEW A VIEW B
WIRE SEAL
CORE CRIMP
INSULATED WIRE
STRIPPED WIRE
VIEW C
WIRE SEAL
CORE CRIMP
TERMINAL
INSULATION AND SEAL CRIMP
VIEW D
5
3
1
J 38125-6
3
1
4
2
4
2
VIEW E
V01689.01.00
Figure E–7A. Delphi-Packard WeatherPack Connectors (TPS)

E–7. DELPHI-PACKARD WEATHERPACK CONNECTORS (TPS)

A. Connector/Terminal Repairs (refer to Figure E-7A)
Required Tools
Crimping Tool J 38125-6
Wire Crimp Anvil “2”
Insulation Crimp Anvil “5”
Alternate Crimping Tool J 35606 or J 38852
Removal Tool J 38125-10
Use
Throttle Position Sensor (TPS)
Description Manufacturers P/N
Connector 12015793
Terminal 12089040
Wire Seal 12089444
B. Terminal Removal
1. Unlatch and open the secondary lock on the connector (refer to Figure E–7A, View A).
2. From the front of the connector, insert removal tool J 38125-10 over the terminal. Push the tool over
the terminal and pull the terminal out the back of the connector (refer to Figure E–7A, View B).
3. If a terminal is to be replaced, cut the terminal between the core and the insulation crimp to
minimize wire loss.
NOTE: Two special tools are available for this operation—tool J 38125-6 (Paragraph C) and tool J 35606 or
J 38852 (Paragraph D).
C. Terminal Crimping Using Crimping Tool J 38125-6
1. Place the wire seal onto the wire before stripping the wire (refer to Figure E–7A, View C).
2. Strip 6.0 ±0.25 mm (0.24 ±0.01 inch) of insulation from the end of the wire.
3. Place the terminal onto crimping tool J 38125-6 (refer to Figure E–7A, View E), anvil “2.”
4. Slightly close the crimping tool to hold the terminal steady.
5. Insert the wire so that the stripped portion of the wire is in the core crimp area and the insulated
portion of the wire is in the insulation crimping area (refer to Figure E–7A, View C).
6. Crimp the stripped section of the wire.
7. Remove the terminal from the crimping tool.
8. Push the wire seal onto the terminal (refer to Figure E–7A, View D). The second crimp will wrap
around the wire seal. This will seal the insulated area of the wire.
9. Use a pair of needle nose pliers, if necessary, to squeeze the terminal wings together to fit in
anvil “5.”
10. Crimp the wire seal in anvil “5.”
11. Tug on the terminal to be sure the crimp is tight.
12. Insert the terminal into the connector. The terminal will click into place and should not pull out.

13. Secure the secondary lock. Both sides of the connector must be latched.
D. Terminal Crimping Using Alternate Crimper Pliers J 35606 or J 38852

1. Place the wire seal onto the wire before stripping the wire (refer to Figure E–7A, View C).
2. Strip 6.0 ±0.25 mm (0.24 ±0.01 inch) of insulation from the end of the wire.
3. Insert terminal into crimping tool J 35606 (refer to Figure E–7B, View A), opening marked 18–20.
4. Position the terminal so the crimp wings are pointing up from the bottom jaw of the crimper and
are properly positioned.
5. Slightly close the crimping tool to hold the terminal steady.
6. Slide the wire seal to the edge of the insulation and insert the wire and seal into the terminal (refer
to Figure E–7B, View B).
7. Position the wire and seal and squeeze the crimping tool until it opens when released.
9. Insert the terminal into the connector. The terminal will click into place and should not pull out.
10. Secure the secondary lock. Both sides of the connector must be latched.
Figure E–7B. Terminal Crimping With Tool J 35606

NOTES

9-PIN RECEPTACLE
PIN REMOVER
J 34513
WIRES
VIEW C
CONNECTOR
RECEPTACLE
REMOVER
J 34513
REMOVER
J 38582-3 VIEW A
J 34182 CRIMPER
TERMINAL EXTRACTOR / INSERTER
J 41194 TO ROTA
SE
TE
I
RA
INSPECTION HOLE SEL

NO.
PIN TERMINAL TERMINAL WIRE SIZE

INSPECTION HOLE INDICATOR
SOCKET TERMINAL
LOCKING RING
CAVITY PLUG DEPTH ADJUSTMENT SCREW
VIEW B
V05748
Figure E–8. Deutsch IPD/ECD Connectors (9-Way DDR)

E–8. DEUTSCH IPD/ECD CONNECTORS (J1939 DIAGNOSTIC LINK 9-WAY DDR)

A. Connector/Terminal Repairs (refer to Figure E–8)
Required Tools
Extractor/Inserter Tool J 41194 (18 GA ECD Bulkhead)
Removal Tool Set J 34513
Removal Tool (DDR Connector) J 38582-3 (12–14 GA)
Use
J1939 Diag Link (9-Way DDR)
9-Way Receptacle HD10-9-1939P 300267
NOTE: If difficulty is encountered in removing or installing the plug backshell, insert the plug into the
receptacle, do not lock it into place, and loosen the backshell.
B. Terminal Removal (refer to Figure E–8, View A)
NOTE: When using removal/inserter tool J 41194, take care not to break the tip of the tool. Lay the wire in
the widest part of the wire slot and work toward the tool tip.
1. Loosen and slide the backshell along the convolute conduit.

2. Remove the convolute conduit from the base of the backshell follower. Peel enough conduit from
the harness to allow working access.
3. Slide the backshell follower clear of the connector housing.
4. Remove as much tape wrap as necessary to allow working access.
5. Fully insert the proper removal/extractor tool into the back of the connector until it releases the
terminal.
6. Pull the terminal, wire, and tool out the back of the connector.
7. If replacing a terminal, cut the wire through the middle of the terminal crimp to minimize wire
loss.
C. Terminal Crimping (refer to Figure E–8, View B)

1. Strip approximately 6–8 mm (0.236–0.315 inch) of insulation from the end of the wire.
2. Set the crimping tool wire size to number 12. To set the wire size, remove the retainer pin. Lift
and rotate the indicator until the number 12 is aligned with the SEL NO. arrow. Reinstall the
retainer pin.
3. Insert the contact end of the terminal into crimping tool J 34182. To adjust the crimping tool depth,
loosen the locking ring until the depth adjusting screw is free. Turn the adjusting screw until the
top of the terminal is just above flush with the top of the crimping hole (the crimp jaws will contact
the middle of the terminal barrel). Tighten the locking ring to retain the adjustment.
4. Fully insert the wire into the terminal so that the stripped portion of the wire is in the crimp area.
A small section (0.5–1.0 mm (0.02–0.04 inch)) of wire will be visible above the terminal barrel.

C. Terminal Crimping (refer to Figure E–8, View B) (cont’d)

5. Squeeze the crimping tool handle until it releases. The terminal is now crimped onto the wire.
6. Remove the terminal and wire from the crimping tool.
8. Install a 25 mm (one inch) long piece of heat shrink tubing over the wire insulation just behind the
terminal. Apply heat to shrink and lock the tubing to the insulation.
D. Terminal Insertion (all connectors except ECD bulkhead)

1. Insert the terminal and attached wire through the proper hole in the grommet.
2. Push on the terminal and wire until the terminal clicks into position. Pull gently on the wire to be
sure that the terminal is fully seated.

NOTES

WEDGELOCK
CONNECTOR SEAL
CONNECTOR
Shrink tubing goes here
STANDARD SOCKET
TERMINAL
Extended terminal for

uninsulated shield wire
J 34182 CRIMPER
TO ROT
ISE A
RA
TE
SEL
NO.
WIRE SIZE INDICATOR

TERMINAL
LOCKING RING
DEPTH ADJUSTMENT SCREW
V03424
Figure E–9. Deutsch DT Series Connector (3-Way J1939 Interface)

E–9. DEUTSCH DT SERIES CONNECTORS (3-WAY J1939 INTERFACE)

A. Connector/Terminal Repair (refer to Figure E–9)
Required Tools
Use
J1939 Interface
Description Manufacturers P/N
Connector, Plug, 3-Way DT06-3S-E008
Wedgelock, Plug W3S-1939
Contact, Socket (Standard) 3662-204-1690
Contact, Socket (Extended) 0462-221-1631
Cable, J1939 Databus 23-000-13
B. Terminal Removal (refer to Figure E–9)

1. Use a small-bladed screwdriver to remove the wedgelock that holds the terminals in place.
2. Use a sharp knife to carefully remove the shrink tubing from the rear of the connector plug.
3. Use a small screwdriver to release the locking lever for all of the terminals. Pull the wire and
terminal out the rear of the connector.
4. Slide a new piece of shrink tubing over the removed terminals and onto the cable.
5. If replacing a terminal, cut the wire through the middle of the terminal crimp to minimize wire loss.
C. Terminal Crimping (refer to Figure E–9)
1. Strip approximately 6–8 mm (0.24–0.31 inch) of insulation from the end of the wire. (There is no
insulation on the shield wire.)
2. Set the crimping tool wire size to number 18. To set the wire size, remove the retainer pin. Lift and
rotate the indicator until the number 18 is aligned with the SEL NO. arrow. Reinstall the retainer pin.
3. Insert the contact end of the terminal down into crimping tool J 34182. To adjust the crimping tool
depth, loosen the locking ring until the depth adjusting screw is free. Turn the adjusting screw until
the wire end of the terminal is just above flush with the top of the crimping hole. The depth
adjustment screw will need to be backed out a large amount to accept the extended shield terminal.
The crimp jaws will now contact the middle of the terminal barrel. Tighten the locking ring to
retain the adjustment.
4. Fully insert the wire into the terminal so that the stripped portion of the wire is in the crimp area.
A small section (0.5–1.0 mm (0.02–0.04 inch)) of wire will be visible above the terminal barrel.
5. Squeeze the crimping tool handle until it releases. The terminal is now crimped onto the wire.
6. Remove the terminal and wire from the crimping tool.
D. Terminal Insertion
1. Insert the terminal and attached wire into the back of the connector.
2. Push on the terminal and wire until the terminal clicks into position. Check the front of the
connector to see that the terminal is at the same height as other terminals. Pull gently on the wire to
be sure that the terminal is fully seated.
3. Insert the wedge lock to hold the terminals in place. Slide the sealing plug back into place at the
rear of the connector.
4. Slide the shrink tubing over the raised area at the rear of the connector. Use a heat gun to shrink the
tubing into position over the connector and cable.

E–10. REPAIR OF A BROKEN WIRE WITH IN-LINE BUTT SPLICE

A. Connector Check Before Repair
NOTE: Before repairing or replacing wiring harness, sensor, solenoid, switch, or TCM as indicated for a
diagnosed problem, follow the procedure below.
1. Disconnect the connector or connectors associated with the problem and inspect for:
• Bent terminals
• Broken terminals
• Dirty terminals
• Pushed back terminals
• Missing terminals
• Condition of mating tabs
• Condition of mating terminals
Make sure that terminals are secure in the connector. Clean, straighten, or replace parts as required.
2. Reconnect all previous unmated connectors. Make sure connectors are fully inserted or twisted
until they lock in place. Connectors with locking tabs make an audible click when the lock is
engaged.
3. If the trouble recurs after starting the vehicle, follow the repair procedures for the trouble code or
complaint.
4. If the trouble does not recur, or if the appropriate repairs and/or replacements have been made, the
problem should be corrected.
B. Special Tools
• Heat Gun, J 25070 or equivalent
• Crimping Tool for Pre-insulated Crimp J 38125-8 (refer to Figure E–10)
NOTE: Use crimping anvils “F” and “G.”
• Wire Strippers, J 35615

• Splices P/N 23046604 14–16 AWG
• Splices P/N 23046605 18–22 AWG
NOTE: Each splice must be properly crimped and then heated to shrink the covering to protect and insulate
the splice. Insulation-piercing splice clips should not be used.

J 38125-8
F
G
V01694.00.01
Figure E–10. Crimper J 38125-8
C. Straight Lead Repair Procedure

1. Locate the damaged wire.
2. Remove 8.0 mm (0.3 inch) of insulation from the end of each segment of the damaged wire.
3. Insert the stripped end of one wire into the crimp barrel of the splice, and crimp.
4. Insert the stripped end of the other wire into the other end of the crimp barrel, and crimp.
5. Pull on the connection to be sure of crimping integrity.
6. Heat the splice with a heat gun until the covering shrinks and adhesive flows from under the
covering.
7. The splice is now sealed and insulated. Electrical tape is not necessary and should not be used.

CONNECTOR MFG P/N ST. CLAIR P/N PART NAME MANUFACTURER CONFIG MATING P/N MFG P/N MATING PART
E–40
SPACER, 80F
SEAL, INTERFACIAL
CONNECTOR BODY, 80F BOLT
TCM R-61991-001 300243 BOLT
80-WAY SEAL, BOLT
BOLT-ASSIST AFL AUTOMOTIVE
RETAINER, BOLT
STRAIGHT 1-PC/TCM TCM HEADER
GROMMET, WIRE SEAL
(ST. CLAIR E-4542 300244 GROMMET, RETAINER
P/N 300276) E-4550 300245 COVER A, WIRE DRESS
E-4551 300246 COVER, B WIRE DRESS
33001-1004 300247 TERMINAL MOLEX
12034413 300008 PLUG, CAVITY SEAL DELPHI
SPACER, 80F
SEAL, INTERFACIAL
R-61991-001 300243 BOLT
TCM
80-WAY SEAL, BOLT
AFL AUTOMOTIVE
BOLT-ASSIST RETAINER, BOLT
1-PC/TCM TCM HEADER
DIR “A” GROMMET, WIRE SEAL
90 DEGREE E-4542 300244 GROMMET, RETAINER
WIRE DRESS
E-6206-002 COVER, WIRE DRESS, DIR A
E-4555 COVER, BOTTOM
12034413 PLUG, CAVITY SEAL DELPHI
SPACER, 80F
SEAL, INTERFACIAL

R-61991-001 300243 BOLT
TCM
80-WAY SEAL, BOLT
AFL AUTOMOTIVE
CONNECTOR REPAIR INFORMATION
BOLT-ASSIST RETAINER, BOLT

1-PC/TCM TCM HEADER
DIR “B” GROMMET, WIRE SEAL
90 DEGREE E-4542 300244 GROMMET, RETAINER
WIRE DRESS
E-6206-001 COVER, WIRE DRESS, DIR B
12034413 PLUG, CAVITY SEAL DELPHI
SPACER, 80F
SEAL, INTERFACIAL
CONNECTOR 80F CAM
CAM, LEFT
R-62004-001 CAM, RIGHT
BOLT
TCM HANDLE, CAM
80-WAY
RETAINER, BOLT AFL AUTOMOTIVE 1-PC/TCM TCM HEADER
CAM-ASSIST
DIR “A” GROMMET, WIRE SEAL
E-4542 300244 GROMMET, RETAINER
COVER, WIRE DRESS
E-4555
CPA
TERMINAL
PLUG, CAVITY SEAL
SPACER, 80F
SEAL, INTERFACIAL
CONNECTOR 80F CAM
CAM, LEFT
R-61991-002 CAM, RIGHT
BOLT
TCM HANDLE, CAM
80-WAY
RETAINER, BOLT AFL AUTOMOTIVE 1-PC/TCM TCM HEADER
CAM-ASSIST
DIR “B” GROMMET, WIRE SEAL
E-4542 300244 GROMMET, RETAINER

COVER, WIRE DRESS
E-4555
CPA
TERMINAL
PLUG, CAVITY SEAL

SPACER, 24F
SEAL, INTERFACIAL
R-62001-001 300248 CONNECTOR BODY, 24F R-62002-001 R-62002-001
TRANS, 24F CAM RING AFL AUTOMOTIVE
TWIST-LOCK GROMMET,WIRE SEAL 1-PC/ CONNECTOR ASSY,
E-4582 300249 GROMMET RETAINER TRANS 24M, PASS-THRU
(ST. CLAIR
P/N 300277) E-4586 300250 COVER, WIRE DRESS
12034413 300008 PLUG, CAVITY
E-4570 300251 COVER, BOTTOM AFL AUTOMOTIVE
E–41
E–42
CONNECTOR 20M,
12160280 CONNECTOR 20F 100W GRAY 12160782
INTERNAL HARNESS
12177159 CABLE SEAL, 20F ORANGE 15317365 LOCK ASSIST 20M
MICRO PACK 12160494 LOCK, SECONDARY 20F GREEN 1-PC/
100W, 20-WAY DELPHI
TRANS TERMINAL, SOCKET
CONNECTOR 12084912 TERMINAL, SOCKET FEMALE 12160551
MALE
12129557 CAVITY PLUG
12176394 CONDUIT CLIP, 13 MM BLACK
13520101 300260 CONNECTOR ASSEMBLY
GT 150
CONNECTOR 15326267 TERMINAL
15496486 300261 CPA LOCK DELPHI
(ST. CLAIR 15305351 SEAL ASSEMBLY
P/N 300227)
15358890 300263 CONVOLUTED CAPTURE/TPA
12015793 CONNECTOR
WEATHERPACK 1-PC/
12089040 TERMINAL DELPHI TPS HEADER
CONNECTOR (TPS) COMP
12089444 WIRE SEAL
HD10-9-1939P 300267 CONNECTOR, REC., 9-WAY
J1939
DIAGNOSTIC LINK 0460-202-1631 CONTACT, PIN
9-WAY DDR 0460-247-1631 CONTACT, PIN EXTENDED 1-PC/ DIAGNOSTIC TOOL/
DEUTSCH IPD
114017 300000 SEALING PLUG COMP STD J1939
(ST. CLAIR HD18 300269 STRAIN RELIEF
P/N 300217)
HDC16-6 300268 CAP, CONNECTOR
0462-201-1631 CONTACT, SOCKET #16 29511369 0460-202-1631 CONTACT, PIN #16
DEUTSCH IPD CONTACT, PIN
0462-221-1631 CONTACT, EXTENDED SOCKET 0460-247-1631
J1939 INTERFACE EXTENDED
23-000-13 CABLE, J1939 DATA BUS
1-PC/TCM
(ST. CLAIR CONNECTOR, REC.,

P/N 300282) DT06-3S-P032 300272 CONNECTOR, PLUG, 3-WAY DT04-3P-EE01
3-WAY
DEUTSCH IPD
WEDGELOCK,
W3S-1939-P012 300271 WEDGELOCK, PLUG (GREEN) W3P
RECEPTACLE
APPENDIX F—THROTTLE POSITION SENSOR ADJUSTMENT
F–1. TPS ADJUSTMENT

A. Description of Operation
1. To properly communicate throttle position to the TCM, the throttle position sensor must convert
mechanical movement to an electrical form the TCM can understand. To accomplish this, contacts
move across a resistive strip inside the sensor which translates position into voltage (refer to
Figure F–1).
THROTTLE POSITION LINKAGE
CONTACTS
RESISTIVE STRIP
V00656.01
Figure F–1. Throttle Position-to-Voltage Conversion
2. Each position gives a different voltage. The TCM then converts this voltage into throttle percent.
Each millimeter of travel converts to approximately 0.110 volts. Figure F–2 diagrams the voltage
and throttle movement relationship.
Adjust so total stroke is within

0 Volt
8.9 mm – 35.7 mm band 5 Volts
0.98 volts – 3.921 volts
0.550 Volts 4.750 Volts
ERROR ERROR
ZONE 0.979 Volts 3.927 Volts ZONE
APPROX.
19 mm (0.75 in.) STROKE
CLOSED WIDE OPEN

THROTTLE THROTTLE
FULLY FULLY
RETRACTED 8.9 mm 35.7 mm EXTENDED
(AT REST) (0.35 in.) Total Stroke (1.4 in.)
CT–WOT
2.5 mm 40.6 mm
(0.1 in.) 15.2 mm–22.9 mm (1.6 in.)
0 mm
(0.63 in.–0.9 in.) 45.7 mm
1.667–2.549 Volts (1.8 in.)
V05746.00.01
Figure F–2. Throttle Position Determination Diagram
Copyright© 2006 General Motors Corp. F–1

3. Throttle percent is proportional to the amount of travel of the throttle position sensor. Therefore
a small amount of travel corresponds to a low throttle percentage, and a large amount of travel cor-
responds to a high throttle percentage (refer to Table F–1).
4. The throttle position sensor is self-calibrating within its normal range of operation. Each time the
vehicle is started and the TCM is initialized, the idle position that is stored for closed throttle is in-
creased from its previous lowest reading. Also, the wide open throttle position is reduced from its
previous highest reading. Once the new position is read from the TPS, the idle and wide open
throttle set points are continuously readjusted to the lowest and highest points, respectively. This
compensates for fuel control system wear or previous mechanical adjustment. One area of particu-
lar concern is when the throttle sensor extends into the error zone. This indicates a TPS misadjust-
ment to the TCM, and 100 percent throttle is assumed until readjustment is performed. Simply
clearing the DTC will not resolve the situation; use the Scan Tool to reset the TPS calibrations af-
ter a TPS adjustment.
B. Throttle Position Sensor (TPS) Adjustment

When properly installed by the equipment manufacturer (refer to Figure F–3), the TPS should
not require adjustment. Confirm that the throttle sensor is installed to manufacturer
specifications before adjusting the throttle position sensor. The idle position should be
approximately 8.9 mm or 0.98 volts or higher, and the full throttle position should be
approximately 35.7 mm or 3.921 volts or lower. The TPS is self-calibrating, meaning there is no
optimum closed throttle or wide open position. As long as the travel is within the 8.5–35.7 mm
range the TPS is set properly. A total stroke of 15.2–22.9 mm must be maintained. Watch the
movement of the throttle sensor as the controls move it through the full stroke. Make certain
the idle and full throttle positions are not in the error zones (refer to Figure F–2). The error
zones occur when the idle position is less than 2.5 mm, or when the full throttle position is more
than 40.6 mm. When idle or wide open throttle positions are in the error zones, the TCM will
log a code. When a TPS code is logged the TCM assumes a default throttle setting which will
negatively affect shift quality.
NOTE: Use J 39700 Breakout Box and J 47275 TCM Breakout Harness Adapter for measuring voltages.
F–2 Copyright© 2006 General Motors Corp.


Table F–1. Throttle Position Travel vs. Voltage
mm Volts mm Volts
0 0 24 2.634
1 0.110 25 2.744
2 0.220 26 2.854
3 0.329 27 2.964
4 0.439 28 3.073
5 0.549 29 3.183
6 0.659 30 3.293
7 0.768 31 3.403
8 0.878 32 3.512
9 0.988 33 3.622
10 1.098 34 3.732
11 1.207 35 3.842
12 1.317 36 3.951
13 1.427 37 4.061
14 1.537 38 4.171
15 1.646 39 4.281
16 1.756 40 4.390
17 1.866 41 4.500
18 1.976 42 4.610
19 2.085 43 4.720
20 2.195 44 4.829
21 2.305 45 4.939
22 2.415 46 5.049
23 2.524
Copyright© 2006 General Motors Corp. F–3

MOUNTING PROVISION: BENDING LOAD

Use M6 x 1.00 or 1⁄4-20 in. series bolts APPLIED
3 places
Torque M6 x 1.00 bolt to 10–13 N•m (84–120 lb in.)
Torque 1⁄4-20 in. series bolts to 13–14 N•m (108–132 lb in.) UNACCEPTABLE INSTALLATION
Mount to a solid frame member. Flatness of
chassis mounting surface must not exceed 10.0° MAX INSTALLED
0.8 mm (0.03 in.). OPERATING ANGLE
IN ALL DIRECTIONS
LOADING IN
TENSION ONLY
ACCEPTABLE INSTALLATION
Attachment must provide freedom
of motion to allow cable loading in
tension only (no bending loads).
WIRING HARNESS
55.0 mm (2.17 in.)
MIN REQUIRED Fuel control must not move
the throttle sensor beyond R 152.0 mm (6.00 in.) MIN
FOR CONNECTION
the closed throttle position ALLOWANCE RADIUS
REMOVAL
at any time.
FULLY EXTENDED
FORCE REQUIRED FULLY
26.7 N (6.0 LB) MAX RETRACTED
MOUNTING (NOTE: Mounting length

47.5 mm (1.87 in.) CLOSED THROTTLE LENGTH + 50.8 mm (2 inches) equals
95.2 mm (3.75 in.) cable length)
FULL THROTTLE
118.1 mm (4.65 in.)
OPERATING BAND 15.2 – 22.9 mm
118.1 mm (0.6 – 0.9 in.)
(4.65 in.) The location of the
95.2 mm clamping bracket relative
(3.75 in.) to the fuel lever at closed
throttle must be maintained
within this range.
Attach to engine or governor

30.2 mm (1.19 in.) 93.45 mm (3.679 in.)housing using clamp and shims as
87.15 mm (3.431 in.)required. Clamp must positively
lock in cable groove.
Fuel lever attachment linkage or bracket must HITCH PIN CLIP
allow fuel lever to return to closed throttle position
ENGINE FUEL LEVER
when sensor rod is maintained at full throttle position.
Attach the throttle sensor directly to the engine fuel
lever with no breakover or yield linkages between the
engine fuel lever shaft and the attachment point of the
throttle sensor. CLOSED THROTTLE 183.1 mm (7.21 in.) MAX
FULL THROTTLE
SAME AS WITHOUT 160.2 mm (6.31 in.) MIN
SLIP LINK
FULLY EXTENDED
38.1 mm (1.50 in.)
HITCH PIN CLIP

FULLY RETRACTED
OPTIONAL THROTTLE SENSOR ASSEMBLY WITH SLIP LINK V00430.05
Figure F–3. Throttle Position Sensor Adjustment
F–4 Copyright© 2006 General Motors Corp.

APPENDIX G—WELDING ON VEHICLE/VEHICLE INTERFACE
G–1. WELDING ON VEHICLE

When frame or other welding is required on the vehicle, take the following precautions to protect the electronic
control components:
1. Disconnect the wiring harness connectors at the transmission control module (TCM).
2. Disconnect the positive and negative battery connections, and any electronic control ground wires con-
nected to the frame or chassis.
3. Cover electronic control components and wiring to protect them from hot sparks, etc.
4. Do not connect welding cables to electronic control components.
Do not jump start a vehicle with arc welding equipment. Arc welding equipment’s
WARNING! dangerously high currents and voltages cannot be reduced to safe levels.
Copyright© 2006 General Motors Corp. G–1

APPENDIX G—WELDING ON VEHICLE/VEHICLE INTERFACE
NOTES
G–2 Copyright© 2006 General Motors Corp.

APPENDIX H—HYDRAULIC SCHEMATICS

P
Figure Description Page No.

H–1 1000 and 2000 Product Families Hydraulic Schematic—Neutral/Park H-3/H-4
H–2 1000 and 2000 Product Families Hydraulic Schematic—Reverse H-5/H-6
1000 and 2000 Product Families Hydraulic Schematic—Default Reverse
H–3 H-7/H-8
(“Limp Home”)
1000 and 2000 Product Families Hydraulic Schematic—Default Forward
H–4 H-9/H-10
(Third Range “Limp Home”)
H–5 1000 and 2000 Product Families Hydraulic Schematic—First Range H-11/H-12
H–6 1000 and 2000 Product Families Hydraulic Schematic—Second Range H-13/H-14
H–7 1000 and 2000 Product Families Hydraulic Schematic—Third Range H-15/H-16
H–8 1000 and 2000 Product Families Hydraulic Schematic—Fourth Range H-17/H-18
H–9 1000 and 2000 Product Families Hydraulic Schematic—Fifth Range H-19/H-20
1000 and 2000 Product Families Hydraulic Schematic—Sixth Range (not currently
H–10 H-21/H-22
used in medium duty applications)
Copyright © 2006 General Motors Corp. H–1

NOTES
H–2 Copyright © 2006 General Motors Corp.

ALLISON 4th GENERATION HYDRAULIC SCHEMATIC — NEUTRAL/PARK

1000 AND 2000 PRODUCT FAMILIES
Main Mod Solenoid Lowers Main Pressure

And Increases Cooler Flow
PCS1 Accumulator PCS2 Accumulator When Energized (Typically at
Solenoid Solenoid Low Throttle, Low Speed)
(Shown Energized)
TCC PCS2
Solenoid N/C Solenoid N/O
Filter SS1 SS2 SS3 Main Mod
Solenoid Solenoid Solenoid Solenoid
N/C
N/C N/C N/C N/C
CONTROL MAIN
CONTROL MAIN
EBF PCS2
PRESSURE
CONV – IN
MAIN
PCS1 Selector D N R
PRESSURE Valve
C1
MAIN
PRESSURE CONV – OUT C1
TAP Clutch
Valve
MAIN
TCC SIGNAL
IDLE COOLING MAIN

MAIN TO OVERAGE VALVE C2
LEAKAGE
EXHAUST Control
Main
Filter
Control
Main Control PS1
Main Valve Main Relief
Regulator Valve
Valve C3
MAIN MODULATED PRESSURE C4
PS3 C5
OVERAGE TCC SV1
PS2
Converter CONV – OUT TO COOLER
Relief
Valve OVERAGE SV2 SV3
Charging
Pump Exhaust
CONV – IN Backfill
Valve
SUMP
LUBE TCC SIGNAL
Converter
Flow PS4
Cooler Valve
Lube MAIN PRESSURE EXHAUST BACKFILL (EBF)
Regulator CONTROL MAIN PRESSURE SUCTION
Valve CONVERTER–IN/OVERAGE PCS1 SIGNAL
CONVERTER–OUT REVERSE SIGNAL
Main Filter TORQUE CONVERTER CLUTCH (TCC) C5
LUBRICATION/COOLER PCS1 PRESSURE
V06914.05.00
EXHAUST
Figure H–1. 1000 and 2000 Product Families Hydraulic Schematic—Neutral/Park
Copyright © 2006 General Motors Corp. H–3/H–4

ALLISON 4th GENERATION HYDRAULIC SCHEMATIC — REVERSE

PCS1 Accumulator PCS2 Accumulator SS1 May Energize When Energized (Typically at
Solenoid Solenoid Under Certain Conditions Low Throttle, Low Speed)
(Application Dependent)
TCC PCS2
N/C
N/C N/C N/C N/C

CONTROL MAIN
CONTROL MAIN
EBF PCS2
PRESSURE
CONV – IN
MAIN
PCS1 Selector D N R
PRESSURE Valve
MAIN
PRESSURE CONV – OUT
TAP C1
MAIN
C1
TCC SIGNAL Clutch
Valve
IDLE COOLING MAIN
LEAKAGE
EXHAUST Control
Main
Filter
Control
Main Control PS1
Regulator Valve
Valve C3
PS3 C5
OVERAGE TCC SV1 PS2
Relief
Charging
Pump Exhaust
LUBE Valve
SUMP
TCC SIGNAL
Converter
Flow PS4
Cooler Valve
Lube MAIN PRESSURE SUCTION
Regulator CONTROL MAIN PRESSURE PCS1 SIGNAL
Valve
CONVERTER–IN/OVERAGE PCS2 SIGNAL
CONVERTER–OUT C3
LUBRICATION/COOLER PCS1 PRESSURE
EXHAUST PCS2 PRESSURE
EXHAUST BACKFILL (EBF) V06874.05.00
Figure H–2. 1000 and 2000 Product Families Hydraulic Schematic—Reverse

ALLISON 4th GENERATION HYDRAULIC SCHEMATIC —HYDRAULIC DEFAULT REVERSE (”LIMP HOME”)

PCS1 Accumulator PCS2 Accumulator And Increases Cooler Flow
Solenoid Solenoid When Energized (Typically at
Low Throttle, Low Speed)
TCC PCS2
N/C
N/C N/C N/C N/C
CONTROL MAIN
CONTROL MAIN
EBF PCS2
PRESSURE
CONV – IN
MAIN
PCS1
PRESSURE Selector D N R
Valve
MAIN
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN C2
EXHAUST Control
Main
Filter
Control
Main PS1
Valve Control
Main Main Relief
Regulator Valve
C3
Valve
PS3 C5
OVERAGE TCC SV1 PS2
Relief
Charging SUMP
Pump Exhaust
LUBE Valve
TCC SIGNAL
Converter
Flow PS4
Cooler Valve
MAIN PRESSURE SUCTION
Lube CONTROL MAIN PRESSURE PCS1 SIGNAL
Regulator
Valve CONVERTER–IN/OVERAGE C3
CONVERTER–OUT C5
Main Filter TORQUE CONVERTER CLUTCH (TCC) PCS1 PRESSURE
LUBRICATION/COOLER
EXHAUST
Figure H–3. 1000 and 2000 Product Families Hydraulic Schematic—Hydraulic Default Reverse (“Limp Home”)

ALLISON 4th GENERATION HYDRAULIC SCHEMATIC — HYDRAULIC DEFAULT FORWARD (THIRD RANGE “LIMP HOME”)

PCS1 Accumulator PCS2 Accumulator And Increases Cooler Flow
Solenoid Solenoid When Energized (Typically at
Low Throttle, Low Speed)
TCC PCS2
Solenoid N/C Solenoid N/O SS1 SS2 SS3
Filter Solenoid Solenoid Solenoid Main Mod
Solenoid
N/C
N/C N/C N/C N/C

CONTROL MAIN
CONTROL MAIN
EBF PCS2
PRESSURE
CONV – IN
MAIN
PCS1 Selector D N R
PRESSURE Valve
MAIN
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN C2
EXHAUST Control
Main
Filter
Control
Main Control PS1
Regulator Valve
Valve C3
PS3 C5
OVERAGE TCC SV1 PS2
Relief
Charging
Pump Exhaust
LUBE Valve
SUMP
TCC SIGNAL
Converter
Flow
Cooler Valve PS4

LUBRICATION/COOLER C3
EXHAUST PCS1 PRESSURE V07738.05.00
Figure H–4. 1000 and 2000 Product Families Hydraulic Schematic—Hydraulic Default Forward (Thid Range “Limp Home”)

ALLISON 4th GENERATION HYDRAULIC SCHEMATIC — FIRST RANGE


TCC PCS2
N/C
N/C N/C N/C N/C

CONTROL MAIN
CONTROL MAIN
EBF PCS2
PRESSURE
CONV – IN
MAIN
PCS1 Selector D N R
PRESSURE Valve
MAIN
TAP C1
MAIN C1
Clutch
TCC SIGNAL Valve
IDLE COOLING MAIN
LEAKAGE
EXHAUST Control
Main
Filter
Control
Main Control PS1
Regulator Valve
Valve C3
PS3 C5
OVERAGE TCC SV1 PS2
Relief
Charging
Pump Exhaust
Valve
SUMP
TCC SIGNAL
LUBE Converter
Flow
Valve PS4
Lube Cooler MAIN PRESSURE EXHAUST BACKFILL (EBF)

Figure H–5. 1000 and 2000 Product Families Hydraulic Schematic—First Range

ALLISON 4th GENERATION HYDRAULIC SCHEMATIC — SECOND RANGE

TCC PCS2
N/C
N/C N/C N/C N/C

CONTROL MAIN
CONTROL MAIN
EBF PCS2
PRESSURE
CONV – IN
MAIN
PCS1 Selector D N R
PRESSURE Valve
MAIN
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN C2
EXHAUST Control
Main
Filter
Control
Main Control PS1
Regulator Valve
Valve C3
PS3 C5
OVERAGE TCC SV1
PS2
Relief
Charging
Pump Exhaust
LUBE Valve
SUMP
TCC SIGNAL
Converter
Cooler Flow PS4
Valve
Valve
CONVERTER–IN/OVERAGE PCS2 SIGNAL
Main Filter
TORQUE CONVERTER CLUTCH (TCC) C1
Figure H–6. 1000 and 2000 Product Families Hydraulic Schematic—Second Range

ALLISON 4th GENERATION HYDRAULIC SCHEMATIC — THIRD RANGE


TCC PCS2
N/C
N/C N/C N/C N/C
CONTROL MAIN
CONTROL MAIN
EBF PCS2
PRESSURE
MAIN
PCS1 Selector D N R
PRESSURE Valve
MAIN
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN C2
EXHAUST Control
Main
Filter
Control
Main Control PS1
Regulator Valve
Valve C3
PS3 C5
OVERAGE TCC SV1 PS2
Relief
Charging
Pump Exhaust
LUBE Valve
SUMP
TCC SIGNAL
Converter PS4
Cooler Flow
Valve MAIN PRESSURE EXHAUST BACKFILL (EBF)
Lube CONTROL MAIN PRESSURE SUCTION
Regulator
V06917.05.00
Figure H–7. 1000 and 2000 Product Families Hydraulic Schematic—Third Range

ALLISON 4th GENERATION HYDRAULIC SCHEMATIC — FOURTH RANGE


TCC PCS2
N/C
N/C N/C N/C N/C

CONTROL MAIN
CONTROL MAIN
EBF PCS2
PRESSURE
CONV – IN
MAIN
PCS1 Selector D N R
PRESSURE Valve
MAIN
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN C2
EXHAUST Control
Main
Filter
Control
Main Control PS1
Regulator Valve
Valve C3
PS3 C5
OVERAGE TCC
SV1 PS2
Relief
Charging
Pump Exhaust
LUBE Valve
SUMP
TCC SIGNAL
Converter
Flow
Cooler Valve PS4
MAIN PRESSURE EXHAUST BACKFILL (EBF)
Lube
Figure H–8. 1000 and 2000 Product Families Hydraulic Schematic—Fourth Range

ALLISON 4TH GENERATION HYDRAULIC SCHEMATIC — FIFTH RANGE


TCC PCS2
N/C
N/C N/C N/C N/C
CONTROL MAIN
CONTROL MAIN
EBF PCS2
PRESSURE
CONV – IN
MAIN
PCS1 Selector D N R
PRESSURE Valve
MAIN
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN
Control C2
EXHAUST
Main
Filter
Control
Main Control PS1
Regulator Valve
Valve C3
PS3 C5
OVERAGE TCC SV1 PS2
Relief
Charging
Pump Exhaust
LUBE Valve
SUMP
TCC SIGNAL
Converter
Flow
Cooler Valve PS4

Figure H–9. 1000 and 2000 Product Families Hydraulic Schematic—Fifth Range

ALLISON 4th GENERATION HYDRAULIC SCHEMATIC — SIXTH RANGE


TCC PCS2
N/C
N/C N/C N/C N/C

CONTROL MAIN
CONTROL MAIN
EBF PCS2
PRESSURE
CONV – IN
MAIN
PCS1 Selector D N R
PRESSURE Valve
MAIN
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN
Control C2
EXHAUST
Main
Filter
Control
Main Control PS1
Regulator Valve
Valve C3
C5
OVERAGE TCC SV1 PS2 PS3
Relief
Charging
Pump Exhaust
LUBE Valve
SUMP
TCC SIGNAL
Converter
Cooler Flow PS4
Valve
V09240.00.00
EXHAUST BACKFILL (EBF)
Figure H–10. 1000 and 2000 Product Families Hydraulic Schematic—Sixth Range

APPENDIX J—WIRING SCHEMATICS
VIEW A
ALLISON OPTION 1 (TCM ON NORMAL MODE)

SWITCHED A40, A41, A43, TCM
RECOMMENDATIONS RECOMMENDATIONS
POWER TCM CAN 1
COLOR WIRE NO. COLOR WIRE NO. TERMINATION TERMINATION
OR
CHECK TRANS GREEN 129 107 YELLOW (TERM) RESISTOR CAN 2 RESISTOR
29 7
REVERSE WARNING TAN 165 128 YELLOW (CAN+)
65 28
CAN 2.0B (CAN-)
OUTPUT 4 ORANGE 105 J1939 108 GREEN SEVERAL INTERFACES (MEDIUM DUTY EXCEPT GM 560)
5 CAN 1 8
DATA ARE POSSIBLE FOR
RANGE INHIBIT INDICATOR WHITE 124 CAN 1 149 (SHIELD) CAN 1 DATALINK MODULE Y MODULE X
24 LINK 49
SHIELD SEE VIEW A OR OR
OUTPUT 6 BLUE 164 148 YELLOW (CAN+) DIAGNOSTIC TOOL DIAGNOSTIC TOOL
64 48
CONNECTOR CONNECTOR
OUTPUT 7 PINK 150 168 GREEN (CAN-)
50 68
OUTPUT 3 ORANGE 145 L 126 YELLOW (TERM)
45 26 OPTION 2 (TCM PASS-THRU)
OUTPUT 2 YELLOW 104 106 YELLOW (CAN+)
4 6 TCM CAN 1
TERMINATION TERMINATION
146 ISO 9141 CAN 2.0B (CAN-) RESISTOR OR RESISTOR
127 GREEN SEVERAL INTERFACES (GM 560, PICKUP,
46 DATA CAN 2 J2284 27 CAN 2
DIAGNOSTIC LINK DATA ARE POSSIBLE FOR WORKHORSE CHASSIS)
CAN 2 167 (SHIELD) CAN 2 DATALINK
TOOL/ENGINE CLASS II LINK 67
SHIELD SEE VIEW A
INTERFACE SAE J1850 166 YELLOW (CAN+)
ISO 9141 (A 40 TCM ONLY) 66
147 GREEN (CAN-)
47 MODULE Y MODULE X
A40 ONLY OR OR
TAN 125 158 GREEN DIAGNOSTIC TOOL
IGN 25 NZC 58 9 H DIAGNOSTIC TOOL
SPEEDOMETER V5A TPS CONNECTOR CONNECTOR
TAN 141 A 112
41 V BAT SENSOR SUPPLY 12
NEUTRAL START FOR TPS INTERFACE
144 BLUE
44 SEE BELOW
OPTION 3
INTERFACE
PWM
ANALOG
PWM THROTTLE MODULE X
INPUT 154 TAN SUMP TEMP OR
GRAY 169 54 8 G
69 DIAGNOSTIC TOOL
176 TAN TRANSID CONNECTOR
GRAY 109 POWER 76 24
9 SUPPLY
10A OR 15A TERMINATION
PINK 170 111 ORANGE HSD 1 RESISTOR
70 11 14 L
HIGH SIDE 155 WHITE PCS1
PINK 110
IGNITION 10 DRIVERS 55 15 M
HSD1
YELLOW 163 174 BLUE MAIN MOD
63 74 19 S
INPUT 3 BLUE 143 L 178 WHITE TCC
10A 43 78 10 J MODULE Y
OR HSD2 171 YELLOW HSD 2
INPUT 2 YELLOW 102 OR
15A 2 V BAT 71 16 N
DIAGNOSTIC TOOL
12V OR 136 ORANGE PCS2 CONNECTOR TERMINATION
24V INPUT 1 GREEN 123 36 17 P
23 RESISTOR
INPUT 9 YELLOW 162 152 GREEN SS1
62 52 1 A TCM CAN 1
133 YELLOW SS2 OR CAN 2
INPUT 5 WHITE 142 L 33 2 B
42
INPUT 6 BLUE 101 151 WHITE SS3
1 51 3 C
OPTION 3 DETAIL OPTION 3 DETAIL
DIGITAL INTERFACE
INPUT 7 ORANGE 161 117 BLUE PS1
61 17 4 D
ABS GREEN 121 179 PINK PS2 J1939 (CAN 1) J1939 (CAN 2)
21 79 7 F
INPUT 4 YELLOW 122 157 WHITE PS3 REQUIRES REQUIRES
22 57 6 E
JUMPER JUMPER
YELLOW 103 177 GREEN PS4
SHEILD
SHEILD
3 PWM
CAN +
CAN +
CAN +
CAN +
CAN –
CAN –
77 11 K
CAN
CAN
D INPUT
138 ORANGE NS
38 18 R
ORANGE 139 134 WHITE P
39 34 23 W
OR
OR
67
66
26
49
48
28
27
47
68
6
7
8
TAN 159 173 BLUE A
59 73 22 V
GREEN 140
INTERFACE
40 153 YELLOW B
53 21 U
SPEED
YELLOW 160 114 GRAY C

60 14 20 T
TERMINATION TERMINATION
BLUE 120 A40 ONLY RESISTOR RESISTOR
20 5 INTERNAL MODE
SWITCH (IMS)
ORANGE 180
80 12
13
35
37
56
75
13
15
16
18
19
30
31
24 WAY
20 WAY
MAIN CONNECTOR
(20-WAY TRANSMISSION
CONNECTOR USED
ON PICKUP TRUCKS)
TAP UP/TAP DOWN (A40 TCM)
TRANSMISSION CONTROL REP TOSS A40 TCM
180 NT HIGH
MODULE (TCM) A TURBINE
120 NT LOW
B SPEED
TPS
160 NO HIGH
A OUTPUT
140 NO LOW 158
B SPEED A
159 NE HIGH
A ENGINE 144
139 NE LOW B
SPEED
B
112
C
= OPTIONAL CONNECTION TWISTED PAIRS
V09237.00.00
Figure J–1. 1000 and 2000 Product Families Wiring Schematic
Copyright © 2006 General Motors Corp. J–1/J–2

APPENDIX K—RESISTANCE VS. TEMPERATURE
1000 AND 2000 PRODUCT FAMILIES SOLENOID RESISTANCE

MAXIMUM / NOMINAL / MINIMUM
42
37
SOLENOID RESISTANCE: Ohms
SS1, SS2, SS3, and Main Mod Solenoids

32 MAX
NOM
27 MIN
22
17
12
PCS1, PCS2 and TCC Solenoids
7
2
-60 -40 -20 0 40 80 120 140 160
-76 -40 -4 32 104 176 248 284 320
V09230.00.00
Figure K–1. Solenoid Resistance vs. Temperature Graph
Table K–1. Solenoid Resistance vs. Temperature
Sump PCS1, PCS2, TCC Main Mod, SS1, SS2, SS3

Temperature Solenoid Resistance (Ω) Solenoid Resistance (Ω)
(°C) (°F) Maximum Nominal Minimum Maximum Nominal Minimum
-65 -85 3.23 3.36 3.50 13.98 14.65 15.32
-40 -40 3.71 3.86 4.01 16.05 16.81 17.58
-30 -22 3.90 4.06 4.22 16.87 17.68 18.48
-20 -4 4.09 4.26 4.42 17.70 18.54 19.38
-10 14 4.28 4.45 4.63 18.52 19.41 20.29
0 32 4.47 4.65 4.84 19.35 20.27 21.19
10 50 4.66 4.85 5.04 20.17 21.14 22.10
20 68 4.85 5.05 5.25 21.00 22.00 23.00
30 86 5.04 5.25 5.46 21.83 22.86 23.90
40 104 5.23 5.45 5.66 22.65 23.73 24.81
50 122 5.42 5.65 5.87 23.48 24.59 25.71
Copyright© 2006 General Motors Corp. K–1

Table K–1. Solenoid Resistance vs. Temperature(cont’d)
Sump PCS1, PCS2, TCC Main Mod, SS1, SS2, SS3

Temperature Solenoid Resistance (Ω) Solenoid Resistance (Ω)
(°C) (°F) Maximum Nominal Minimum Maximum Nominal Minimum
60 140 5.61 5.84 6.08 24.30 25.46 26.62
70 158 5.80 6.04 6.28 25.13 26.32 27.52
80 176 5.99 6.24 6.49 25.95 27.19 28.42
90 194 6.18 6.44 6.69 26.78 28.05 29.33
100 212 6.37 6.64 6.90 27.60 28.92 30.23
110 230 6.57 6.84 7.11 28.43 29.78 31.14
120 248 6.76 7.03 7.31 29.25 30.65 32.04
130 266 6.95 7.23 7.52 30.08 31.51 32.94
140 284 7.14 7.43 7.73 30.90 32.38 33.85
150 302 7.33 7.63 7.93 31.73 33.24 34.75
160 320 7.52 7.83 8.14 32.55 34.10 35.65
165 329 7.61 7.93 8.24 32.97 34.54 36.11
K–2 Copyright© 2006 General Motors Corp.

RESISTANCE – TEMPERATURE
CHARACTERISTIC CHART
1000000
100000
Sensor Resistance (Ohms)
Trans Fluid Temp
10000
1000
Nominal Resistance
100
10
1
-45 -30 -15 0 15 30 45 60 75 90 105 120 135 150
Temperature (C)
-49 -22 5 32 59 86 113 140 167 194 221 248 275 302
Temperature (F)
V05749
Figure K–2. Transmission Fluid Temperature Sensor Resistance vs. Sump Temperature Graph
NOTE: Look carefully at the graph. The scale for the resistance (on the left side) is not constant (linear). It is
logarithmic which means it can display a great range of values within a small space. Each section of
the graph is ten units, but the units vary from 1 to 100 000 Ohms.
Table K–2. Transmission Fluid Temperature Sensor Resistance vs. Temperature

Temperature Temperature Minimum Resistance Nominal Resistance Maximum Resistance
(°C) (°F) (Ω) (Ω) (Ω)
–45 –49 128 565 141 951 155 338
–40 –40 95 826 100 735 105 644
–35 –31 68 952 72 315 75 679
–30 –22 50 153 52 480 54 807
–25 –13 36 854 38 478 40 103
–20 –4 27 345 28 488 29 631
–15 5 20 476 21 286 22 097
–10 14 15 467 16 045 16 624
–5 23 11 781 12 197 12 612
0 32 9045 9345 9646

Table K–2. Transmission Fluid Temperature Sensor Resistance vs. Temperature (cont’d)
(°C) (°F) (Ω) (Ω) (Ω)
5 41 6998 7219 7441
10 50 5458 5623 5787
15 59 4291 4413 4536
20 68 3398 3490 3582
25 77 2710 2779 2849
30 86 2173 2228 2282
35 95 1754 1797 1840
40 104 1424 1459 1493
45 113 1163 1191 1218
50 122 955.0 977.1 999.2
55 131 788.6 806.5 824.5
60 140 654.7 669.3 683.9
65 149 546.3 558.3 570.2
70 158 458.1 467.9 477.8
75 167 385.9 394.1 402.2
80 176 326.6 333.3 340.1
85 185 277.5 283.2 288.9
90 194 236.5 241.6 246.7
95 203 202.4 206.9 211.5
100 212 173.8 177.9 182.0
105 221 149.8 153.6 157.3
110 230 129.7 133.0 136.4
115 239 112.6 115.6 118.7
120 248 98.17 100.88 103.6
125 257 85.87 88.29 90.71
130 266 75.35 77.52 79.69
135 275 66.34 68.27 70.21
140 284 58.58 60.31 62.04
145 293 51.88 53.42 54.97
150 302 46.08 47.46 48.84
155 311 41.04 42.27 43.50
160 320 36.65 37.74 38.84

1000 AND 2000 PRODUCT FAMILIES TRANSMISSION

SPEED SENSOR RESISTANCE VALUES
4500
4000
3500
OHMS
3000
2500
Max Ohms
2000 Nominal Ohms
Min Ohms
1500
–25 0 25 50 75 100 125 150
TEMPERATURE (°C)
–13 32 77 122 167 212 257 302

TEMPERATURE (°F)
V06096.00.01
Figure K–3. Speed Sensor Resistance vs. Temperature Graph
Table K–3. Speed Sensor Resistance vs. Temperature

(°C) (°F) (Ω) (Ω) (Ω)
–25 –13 1929 2143 2358
0 32 2157 2397 2637
25 77 2340 2600 2860
50 122 2614 2904 3195
75 167 2842 3158 3474
100 212 3071 3412 3753
125 257 3299 3666 4032
150 302 3483 3870 4257

NOTES

APPENDIX L—ELECTRONIC INTERFERENCE

L–1. ELECTROMAGNETIC INTERFERENCE (EMI)/RADIO FREQUENCY
INTERFERENCE (RFI)
All electrical and electronic systems generate electromagnetic fields that can interfere with other electronic
systems. Allison Transmission electronic transmission controls comply with Federal Communications Commission
(FCC) regulations and other guidelines concerning emitted radio frequency interference for transportation
electronics. The position of Allison Transmission is that manufacturers and installers of Electromagnetic
Interference (EMI)/Radio Frequency Interference (RFI) emitting equipment are responsible for adhering to FCC
regulations and other guidelines concerning emitted radio frequency interference for transportation electronics.
Some radio-telephone or two-way communication radios (land-mobile radio), or the manner in which they are
installed, can adversely affect vehicle operation or be affected by other vehicle components. Expenses incurred to
protect vehicle-related systems from EMI/RFI emissions by radio-telephone or two-way communications radios
(land-mobile radio) or to integrate such devices into vehicles are not the responsibility of Allison Transmission.
L–2. GENERAL GUIDELPINES FOR RADIO EQUIPMENT INSTALLATION
The following general guidelines for installing radio-telephone or two-way communications radios (land-mobile
radio) in a vehicle supplement, but DO NOT replace, detailed instructions provided by the radio equipment
manufacturer. Detailed installation instructions are the sole responsibility of the radio equipment manufacturer.
Experience has shown that most EMI/RFI problems can be prevented or eliminated by following the guidelines. If
EMI/RFI problems persist after following the guidelines and after making sure the installation conforms to the
guidelines, contact the vehicle and radio equipment manufacturers for additional installation or equipment
operation instructions.
A. Transmitter Installation
1. Locate remote radio transmitters as far away from other electronic devices and as near to the side
of the vehicle body as possible.
2. Mount transceivers (transmitter and receiver in one box) under the dash so as not to interfere with
vehicle controls or passenger movement.
B. Antenna Installation
Each vehicle and body style reacts differently to radio frequency energy. When dealing with an
unfamiliar vehicle, test various antenna locations by using a magnetic mount antenna and checking
for adverse effects. Antenna location is a major factor in EMI/RFI problems.
C. Antenna Cable Routing
1. Use high quality, 95 percent shield coverage, coaxial (coax) cable. Route the coax well away from
any electronic components.
2. Route antenna cables as far away from vehicle wiring as possible to reduce the likelihood of the
vehicle wiring acting as an antenna for interference.
Copyright© 2006 General Motors Corp. L–1

APPENDIX L—ELECTRONIC INTERFERENCE

D. Radio Wiring and Connector Location
1. Connect transmitter power leads directly to the battery.
2. For transceivers (transmitter and receiver in one box) with ignition control, place a 12V power
contactor at the vehicle battery. Drive the contactor coil, through an appropriate in-line fuse, from
an ignition circuit not powered during engine cranking.
3. Any negative lead from a handset or control unit must return to battery negative.
4. Connect the positive lead from a handset or control unit directly to battery.
5. Fuse handset or control unit positive and negative leads separately from the transceiver negative
and positive leads. Use correctly rated fuses.
E. Power and Ground Wire Routing

Route radio power and ground wires as far away as possible from electronic control modules.
F. Troubleshooting
The following are common causes of EMI/RFI problems:
• Power leads connected to points other than the battery

• Improper antenna location
• Poor shielding or connections to antenna cable
• Transmitter or transceiver wiring too close to vehicle electronics
L–3. EXTERNALLY-GENERATED SPEED SENSOR SIGNALS
A. Checking for Externally-Generated Speed Sensor Signals

Use the following procedures to determine if speed sensor signals generated by a source external to
the transmission or wiring harness are present:

2. Keep the engine OFF.
3. If the TCM is ON, connect Allison DOC™ For PC.
NOTE: If false speed signals were present at the previous shutdown, the TCM might still be “ON” even though
the ignition is “OFF”. Allison DOC™ For PC is powered by ignition power so the ignition must be
“ON” to use Allison DOC™ For PC to read the speed signals.
4. Read the speed sensor signals.
5. If a speed sensor signal is other than one (1), then there is a short to another circuit that is carrying
an AC or PWM signal.
6. Check resistance of the sensor.
7. Check for shorts to other circuits within the harness or transmission connector.
8. Check to be sure there is no conductive material inside the connector.
9. Check to be sure the speed sensor circuit wires are a twisted pair.
10. Check for a properly grounded drain wire.
11. Check for the presence of a strong external AC signal.
12. Repair or replace parts as required.
L–2 Copyright© 2006 General Motors Corp.
APPENDIX M—ALLISON DOC™ FOR PC–SERVICE TOOL

NOTE: Refer to the Allison DOC™ For PC–Service Tool V5.0.0 (or later) User Guide, GN3433EN, for
complete information.
Copyright© 2006 General Motors Corp. M–1

APPENDIX M—ALLISON DOC™ FOR PC–SERVICE TOOL
NOTES
NOTES
M–2 Copyright© 2006 General Motors Corp.

APPENDIX N—INPUT AND OUTPUT FUNCTIONS
INPUT FUNCTION A. SECONDARY SHIFT SCHEDULE (ENABLED BY WIRE 142)
WIRE 142 OPEN: PRIMARY

42 (USUALLY “PERFORMANCE”)
SECONDARY SHIFT SCHEDULE
DASH
SWITCH CLOSED: SECONDARY
WIRE 103 (USUALLY “ECONOMY”)
3
TCM SIGNAL RETURN
OPTIONAL
CUSTOMER-FURNISHED
VEHICLE INTERFACE * NOTE:
WIRING CONNECTOR The selection of primary / secondary is
determined, at all times, by the position of
the dash switch.
ALL ITEMS SHOWN, EXCEPT TCM,

ARE CUSTOMER-FURNISHED
V09041.00.00
This schematic shows the intended use of the specified controls feature which has
been validated in the configuration shown. Any miswiring or use of this feature
which differs from that shown could result in damage to equipment or property,
WARNING!
personal injury, or loss of life. ALLISON TRANSMISSION IS NOT LIABLE
FOR THE CONSEQUENCES ASSOCIATED WITH MISWIRING OR
UNINTENDED USE OF THESE FEATURES.
Description
This function is enabled when a switch is closed to complete the circuit between input wire 142 and wire 103,
Signal Return. When the function is enabled, the TCM will command the transmission to shift according to the
secondary shift schedule. Operation in primary shift schedule resumes when the function is disabled. Unless
specified differently, shift schedules are typically:
• Primary Mode—Performance
• Secondary Mode—Economy
Primary and secondary modes may also be programmed with other differences such as the availability forward
ranges (e.g. 1–5 vs. 1–6), or loaded vs. unloaded vehicle configuration.
Uses
• Facilitates operator selection of dual shift schedules
• Can be used for performance/economy, loaded/empty, or other shift schedule combinations.
Copyright© 2006 General Motors Corp. N–1


Customer Modifiable Constants
None
Vocations
Various
Function Response to TCM Power Interruption (power-off, followed by power restored)

• Power-off—No change
• Power restored—No change
N–2 Copyright© 2006 General Motors Corp.


INPUT FUNCTION C. PTO ENABLE (ENABLED BY WIRE 143)
SWITCHED
POWER
PTO
SWITCH PTO
DASH
LIGHT
WIRE 143
43
PTO ENABLE INPUT
50 PTO
TCM OPTIONAL VIM PRESSURE
OPTIONAL SWITCH
CUSTOMER-FURNISHED N.C.
WIRE 150 * PTO
VEHICLE INTERFACE
WIRING CONNECTOR(S) PTO ENABLE COM N.O.
OUTPUT *
SWITCHED
POWER
ALL ITEMS SHOWN, EXCEPT TCM, RELAY SHOWN DE-ENERGIZED

* SEE VIM INSTALLATION DRAWING
FOR INTERFACE REQUIREMENTS
V09060.00.00
This schematic shows the intended use of the specified controls feature which
has been validated in the configuration shown. Any miswiring or use of this
feature which differs from that shown could result in damage to equipment or
WARNING!
property, personal injury, or loss of life. ALLISON TRANSMISSION IS NOT
LIABLE FOR THE CONSEQUENCES ASSOCIATED WITH MISWIRING
OR UNINTENDED USE OF THESE FEATURES.
Description
This function is enabled when wire 143 is switched to send power to the TCM. Enabling the function alerts the
TCM that PTO operation has been requested by the operator. When the function is enabled and all of the following
conditions exist, the TCM activates the output function by switching wire 150 to ground. Required operating
conditions for enabling this function are:
• Throttle position is low

• Engine speed is within Customer Modifiable Constant limits
• Output speed is within Customer Modifiable Constant limits
When turbine speed for lockup engagement (a Customer Modifiable Constant) is reached during PTO operation
with the transmission in neutral or park, the TCM commands engagement of the transmission lockup clutch, thus
providing direct drive from the engine to the PTO drive range. The lockup clutch will automatically disengage at an
engine/turbine speed which is 100 rpm lower than the engagement speed.


Uses
• Permits operator to control engagement and disengagement of the PTO with a switch
• Provides inhibits for PTO engagement based on engine speed or transmission output speed
• Provides for automatic disengagement of PTO based on engine speed or transmission output speed
If the PTO is used to drive high inertia equipment (e.g. alternator, blower, chain-
driven mechanical devices), the “Maximum engine speed for PTO engagement”
should be set as closely as possible to the engine idle speed. Engagement of the
WARNING! PTO at high speed, whether by activation of this function or automatic re-
engagement of the function following a disengagement due to overspeed, may
cause damage to the PTO system.
Table N–1. Customer Modifiable Constants

Customer Modifiable Constants Standard Value Allowable Range Units
Maximum engine speed for PTO engagement 900 500–2000 rpm
Maximum engine speed for PTO operation 4000 375–5000 rpm
Maximum output speed for PTO engagement 250 60–6000 rpm
Maximum output speed for PTO operation 300 70–6000 rpm
Turbine speed for engaging lockup in neutral or park 1100 1100–5000 rpm
Vocations
Refuse vehicles, utility vehicles, emergency vehicles

• Power-off—Output (wire 150) is disabled
• Power restored—Output (wire 150) re-enabled if required operating conditions continue to be satisfied


INPUT FUNCTION E. AUXILIARY FUNCTION RANGE INHIBIT, STANDARD
(ENABLED BY WIRE 101)
SWITCH IS OPENED BRAKE

WIRE 101 WHEN AUXILIARY PRESSURE
AUX. FUNCTION EQUIPMENT SWITCH
RANGE INHIBIT IS OPERATING
(STANDARD)
WIRE 101
1
TCM - OR -
WIRE 103
SIGNAL RETURN WIRE 103
3
NORMALLY-OPEN
OPTIONAL SWITCH IS CLOSED
CUSTOMER-FURNISHED WHEN BRAKES
VEHICLE INTERFACE ARE APPLIED
WIRING CONNECTOR

V09042.00.00
WARNING!
Description
This function is enabled when a switch is closed to complete the circuit between input wire 101 and wire 103,
Signal Return. When an interfaced auxiliary vehicle function is activated, as denoted by the state of the enable
switch, the TCM commands an inhibit on all neutral-to-range transmission shifts. The inhibit remains in effect until
the auxiliary vehicle function is disabled (wire 101 switched from wire 103 to open) or the output speed exceeds a
preset value. This function can also be enabled using the J1939 Service Brake Status message if specified in the
calibration.
If this function is enabled in the shift calibration, the function MUST be integrated
CAUTION: into the vehicle wiring. If the function is available in the shift calibration but will
not be used in the vehicle, it MUST be disabled in the calibrating.


NOTE: Most functions are enabled when the control circuit is closed (switched from open-to-power or open-
to-ground). This function is based on inverted logic; it is enabled when the circuit is open and
subsequently disabled when the control circuit is switched closed. Design and installation of the
control circuit for this function requires special attention in order that circuit actuation creates the
desired result in vehicle operation.
Uses
• Prevents inadvertent range selection when auxiliary equipment is operating
• Prevent engagement of the transmission unless brake pedal is depressed
None


GUIDELINES FOR SELECTING INPUT FUNCTION H, ENGINE BRAKE ENABLE AND
PRESELECT REQUEST
NOTE: All vehicle installations which utilize an exhaust- or compression-type engine brake must include a
means to enable this auxiliary braking system.
The preferred method to enable the brake is via an SAE J1939 vehicle communications interface. For detailed
information regarding this topic, refer to Datalink Communications Tech Data. If a J1939 interface is not used for
control of the engine brake, one of the following hard-wire methods MUST be used for that purpose.
Performance of an engine brake is optimized when engine speed remains high during the brake operation cycle.
Brake performance is also maximized by early downshifting of the transmission into lower ranges as permitted by
the operating conditions. And, although the potential for transmission overheating exists during an engine braking
cycle, this risk is minimized by permitting brake operation only when the transmission lockup clutch is engaged.
The purpose of the Engine Brake Enable and Preselect function is to initiate the Preselect Downshift shift schedule
for the transmission concurrently with the request for applying the engine brake. Simultaneously, the controls
verify that other operating conditions, namely lockup clutch engagement and throttle position, are conducive to
satisfactory engine brake operation. Due to the variety of vehicle interfaces which are possible, the following is
offered as a guide to selecting the appropriate implementation of this function for your vehicle.


INPUT FUNCTION H1. ENGINE BRAKE ENABLE AND PRESELECT REQUEST INPUT,
PLUS ENGINE BRAKE ENABLE OUTPUT—EXHAUST BRAKE
(ENABLED BY INPUT WIRE 102, OUTPUT WIRE 104)
*** This switch is part of the engine brake system

ENGINE BRAKE and provides an indication when the engine is
DASH SWITCH at closed throttle. This switch, or an equivalent
SWITCHED control feature, is required for all installations.
POWER
ENGINE
WIRE 102 OPTIONAL VIM THROTTLE
ENGINE BRAKE SWITCH ***
AND PRESELECT N.C. *
REQUEST
2
COM N.O.
*
SWITCHED ENGINE BRAKE DASH
TCM WIRE 104 ON LIGHT
ENGINE BRAKE POWER BRAKE **
ENABLE
OUTPUT RELAY SHOWN
4 DE-ENERGIZED
** The engine brake must
OPTIONAL provide a low engine
CUSTOMER-FURNISHED * SEE VIM INSTALLATION speed shutoff feature,
VEHICLE INTERFACE DRAWING FOR set to disable the brake NOTE: If the engine
WIRING CONNECTOR INTERFACE REQUIREMENTS at a speed slightly brake is an inductive load,
higher than idle rpm. it must be suppressed.
ALL ITEMS SHOWN, EXCEPT TCM, Diode-suppression is
ARE CUSTOMER-FURNISHED recommended.
V09043.00.00
WARNING!
Description
This variation of function H is enabled when wire 102 is switched to send power to the TCM. When the throttle is
closed, the transmission lockup clutch is engaged and this function is enabled, the TCM activates the output
function by switching wire 104 from ground to open. One of two user-specified preselect shift schedules (standard
or low) will go into effect.
• Standard—Downshifts will occur at the same rpm as would occur by manually preselecting a lower range.
• Low—Downshifts will occur at approximately half way between normal closed throttle downshifts and the
preselect shift points described above.
Allison DOC™ can be used to set or modify (1) the preselect forward drive range that is activated when the input is
turned on, and (2) whether standard vs. low shift schedule is preselected when the function is activated. With either
preselect shift schedule, the TCM commands downshifts at higher engine speeds than with the standard shift
schedule, resulting in improved engine braking performance.


NOTE: Normally, an output function is activated when its control circuit (switched input is enabled and the
TCM determines that specific operating conditions are met. The output associated with this function is
based on inverted logic; it is activated by the control circuit (switch input) but deactivated by the TCM
when specific conditions exist. Design and installation of the control circuit for this function therefore
requires special attention in order that circuit actuation creates the desired result in vehicle operation.
Uses
• Provides increased braking from exhaust brakes by signalling the TCM to preselect a lower forward drive
range whenever the brake is active
• Prevents engagement of engine brake if throttle is applied
• Prevents engagement of engine brake if transmission lockup clutch is disengaged

Preselected forward drive range 3 2–5 range
Vocations
Various



INPUT FUNCTION H2. ENGINE BRAKE ENABLE AND PRESELECT REQUEST INPUT,
PLUS ENGINE BRAKE ENABLE OUTPUT—ECM-CONTROLLED
EXHAUST BRAKE (ENABLED BY INPUT WIRE 102, OUTPUT
WIRE 104)
SEE ENGINE SCHEMATIC

FOR PIN LOCATIONS
SWITCHED N.C. RELAY SHOWN
DE-ENERGIZED
POWER
COM N.O. ECM EXHAUST BRAKE
HIGH SIDE DRIVER.
ENGINE BRAKE MAXIMUM CURRENT PER
DASH SWITCH ENGINE MANUFACTURER
WIRE 102 OPTIONAL VIM

ENGINE BRAKE
N.C. *
AND PRESELECT
TCM 2 REQUEST ENGINE
* COM N.O.
SWITCHED BRAKE
BRAKE SOLENOID**
WIRE 104 POWER ON
ENGINE BRAKE ** NOTE: If the engine
ENABLE OUTPUT RELAY SHOWN DASH
4 DE-ENERGIZED brake solenoid is an
LIGHT inductive load, it must
OPTIONAL (OPTIONAL) be suppressed.
CUSTOMER-FURNISHED ARE CUSTOMER-FURNISHED Diode-suppression is
VEHICLE INTERFACE recommended.
WIRING CONNECTOR
* SEE VIM INSTALLATION DRAWING
FOR INTERFACE REQUIREMENTS
V09044.00.00
WARNING!
Description
This variation of function H is enabled when wire 102 is switched to send power to the TCM. When the throttle is
function by switching wire 104 from ground to open. One of two user-specified preselect shift schedules (standard
or low) will go into effect.
Allison DOC™ can be used to set or modify (1) the preselect forward drive range that is activated when the input is
turned on, and (2) whether standard vs. low shift schedule is preselected when the function is activated. With either
preselect shift schedule, the TCM commands downshifts at higher engine speeds than with the standard shift
schedule, resulting in improved engine braking performance.


NOTE: Normally, an output function is activated when its control circuit (switched input is enabled and the
TCM determines that specific operating conditions are met. The output associated with this function is
based on inverted logic; it is activated by the control circuit (switch input) but deactivated by the TCM
when specific conditions exist. Design and installation of the control circuit for this function therefore
requires special attention in order that circuit actuation creates the desired result in vehicle operation.
Uses
• Provides increased braking from exhaust brakes by signalling the TCM to preselect a lower forward drive
range whenever the brake is active
• Prevents engagement of engine brake if throttle is applied
• Prevents engagement of engine brake if transmission lockup clutch is disengaged

Vocations
Various



INPUT FUNCTION I1. EUROPEAN ENGINE BRAKE ENABLE AND PRESELECT
REQUEST INPUT, PLUS ENGINE BRAKE ENABLE OUTPUT—
EXHAUST BRAKE (INPUT WIRE 102, OUTPUT WIRE 104)
ENGINE BRAKE
DASH SWITCH *** This switch is part of the engine brake
system and provides an indication when
SWITCHED the engine is at closed throttle. This
POWER RELAY SHOWN switch, or an equivalent control feature,
DE-ENERGIZED is recommended for all installations.
WIRE 102 OPTIONAL VIM
ENGINE BRAKE ENGINE
AND PRESELECT THROTTLE
N.C. SWITCH ***
REQUEST *
2
COM N.O.
*
TCM WIRE 104 SWITCHED
POWER
BRAKE DASH
ENGINE BRAKE ON LIGHT
ENABLE
OUTPUT * SEE VIM INSTALLATION
4
DRAWING FOR INTERFACE ENGINE
REQUIREMENTS BRAKE **
OPTIONAL
CUSTOMER-FURNISHED
VEHICLE INTERFACE ALL ITEMS SHOWN,, EXCEPT TCM, ** NOTE: If the engine
WIRING CONNECTOR ARE CUSTOMER-FURNISHED brake solenoid is an
inductive load, it must
be suppressed.
Diode-suppression is
recommended.
V09045.00.00
Description
This variation of function I is enabled when wire 102 is switched to send power to the TCM. When the throttle is
function by switching wire 104 to ground. One of two user-specified preselect shift schedules (standard or low)
will go into effect:
An approved Allison DOC™—Service Tool can be used to set or modify (1) the preselect forward drive range that
is activated when the input is turned on, and (2) whether standard vs. low shift schedule is preselected when the
function is activated. With either preselect shift schedule, the TCM commands downshifts at higher engine speeds
than with the standard shift schedule, resulting in improved engine braking performance.
Uses
• Provides increased braking from exhaust brakes, by signalling the TCM to preselect a lower forward drive
range whenever the brake is active.
• Prevents engagement of engine brake if throttle is applied.
• Prevents engagement of engine brake if transmission lockup clutch is disengaged.


Vocations
Various
• Power off—Brake off
• Power restored—Brake on if conditions continue to be satisfied.


INPUT FUNCTION L. AUTOMATIC NEUTRAL—SINGLE INPUT (ENABLED BY INPUT
WIRE 123)
SWITCHED POWER
WIRE 123
AUTOMATIC NEUTRAL FOR PTO DASH PTO
23 LIGHT
WIRE 145
RANGE INDICATOR
(NEUTRAL) DASH SWITCH
TCM 45
OPTIONAL OPTIONAL VIM
PTO
CUSTOMER-FURNISHED N.C. PRESSURE
VEHICLE INTERFACE * SWITCH
WIRING CONNECTOR(S) COM N.O. PTO
*
SWITCHED
POWER
ALL ITEMS SHOWN, EXCEPT TCM, RELAY SHOWN DE-ENERGIZED
* SEE VIM INSTALLATION DRAWING FOR INTERFACE REQUIREMENTS
V09046.00.00
Description
This function is enabled when wire 123 is switched to send power to the TCM. When the function is enabled and
both output speed and throttle position are near zero, the transmission will be commanded to neutral regardless of
shift selector position. While in this mode, the shift selector display will flash the selected drive range. To resume
operation in the selected drive range, the input must be disabled and the drive range must be re-selected on the shift
selector. The neutral start relay does not change states while the function is activated—only when Neutral has been
re-selected on the shift selector. See Section C: Vehicle Electrical System Interface of this manual for more
information on the neutral start signal.
Uses
• Commands the transmission to neutral when PTO is operated, regardless of drive range requested on the shift
selector.
• Requires re-selecting drive range to shift out of neutral. Shown with range indicator output.
• This function must NOT be used with Neutral Indicator for PTO output function (output “S”).


Maximum output speed for function activation 60 60–500 rpm
Range indicator Neutral Neutral range
Vocations
Various (With usage of PTO)

• Power off—No change


INPUT FUNCTION V. REVERSE ENABLE (ENABLED BY INPUT WIRE 143)
SWITCHED
POWER MOMENTARY
SWITCH
WIRE 143
REVERSE ENABLE
TCM 43
OPTIONAL
CUSTOMER-FURNISHED
VEHICLE INTERFACE
WIRING CONNECTOR

V09047.00.00
WARNING!
If this function is enabled in the shift calibration, the function MUST be

integrated into the vehicle wiring. If the function is available in the shift
WARNING!
calibration but will not be used in the vehicle, it MUST be disabled in the
calibration.
Description
This function is enabled when wire 143 is switched to send power to the TCM. When the function is enabled, the
TCM will recognize the request for neutral-to-reverse or from drive-to-reverse shifts and, if all other operating
conditions are acceptable, will command the requested shift. If the function is not enabled, all shifts into reverse are
inhibited.
The function is typically activated by a separate momentary instrument panel-mounted switch which must be
pressed simultaneously with the Reverse shift selector button to achieve reverse operation of the transmission and
vehicle.


Uses
Prevention of inadvertent shifts into reverse.

None
Vocations
European transit buses and tour buses

• Power off—Reverse not selectable
• Power restored—Reverse selectable


GUIDELINES FOR IMPLEMENTING INPUT FUNCTION Y, ABS RESPONSE
Operator control of the vehicle is enhanced if the transmission lockup clutch is not applied during severe braking of
the vehicle. The purpose of Input Function Y, ABS Response, is to provide a means to quickly disengage these two
transmission features (if applied) when a hard vehicle braking condition is detected. The implementation of this
function is recommended for all vehicle installations. Due to the wide variety of vehicle interfaces which are
possible, the following is offered as a guide to selecting the appropriate implementation of this function for your
vehicle.
Table N–6. Implementing Input Function Y, ABS Response
Vehicle Interface Controls Configuration Function ID Wire Assignment
NO ABS on Vehicle. ABS Response is enabled by high
pressure in the vehicle brake system, and is used only to
Without ABS Controls Y2 121
disable the transmission lockup clutch during severe
vehicle braking.
ABS Response is enabled by a signal from the ABS
With ABS Controls (No
system when the system is activated. This input signal is
interface with service Y1 121
used by the transmission controls to disable the
brakes)
transmission lockup clutch when ABS is active.
ABS Response is enabled independently by a signal from
the ABS system when the system is activated, or by high
With ABS Controls
pressure in the vehicle brake system. This input signal is
(Interfaced with service Y2 121
used by the transmission controls to disable the
brakes)
transmission lockup clutch when ABS is active or during
severe vehicle braking which does not activate ABS.
This version of the function is recommended if the
vehicle utilizes a J1939 communication link. ABS
Response is enabled independently by an “ABS Active”
With ABS Controls signal from the SAE J1939 communication link when
J1939 (Interfaced with the system is activated, or by high pressure in the vehicle Y3 121
service brakes) brake system. This input signal is used by the
transmission controls to disable the transmission lockup
clutch when ABS is active or during severe vehicle
braking which does not activate ABS.


INPUT FUNCTION Y1. ANTI-LOCK BRAKE RESPONSE, NO DIRECT INPUT FROM
BRAKE SYSTEM (ENABLED BY INPUT WIRE 121)
ABS INPUT (–) ABS INPUT (–) ABS INPUT (+)

Use this configuration if the ABS system Use this configuration if the ABS system Use this configuration if the ABS system
provides a ground (–) signal when active. provides a ground (–) signal when active, provides a power (+) signal when active.
and the system requires the input signal
ANTI-LOCK be switched by a relay.
BRAKE
CONTROLS
ANTI-LOCK ANTI-LOCK
BRAKE BRAKE
WIRE 121 WIRE 103 CONTROLS WIRE 103 CONTROLS
ABS SIGNAL RETURN SIGNAL RETURN
TCM RESPONSE
21
WIRE 121 WIRE 121
N.C. N.C.
OPTIONAL ABS RESPONSE ABS RESPONSE
CUSTOMER- FURNISHED COM COM
VEHICLE INTERFACE N.O. N.O.
WIRING CONNECTOR SWITCHED
POWER
ALL ITEMS SHOWN, RELAY RELAY
EXCEPT TCM, SHOWN SHOWN
V09071.00.00
WARNING!
Description
This function provides the means to disengage the transmission lockup clutch during vehicle braking conditions
which activate the vehicle’s ABS system. The control configuration for this function is dependent upon the
configuration of the ABS system control and output signal. One of the variations of this function (either Y1, Y2, or
Y3) MUST be used if the vehicle is equipped with ABS.
This version (Y1) of the function relies upon the ABS system to provide an activation signal to the transmission
controls when ABS is active. The function is enabled when the TCM senses a ground on wire 121. Wire 121 will
enable the function directly if connected to an ABS system controller which switches to ground when ABS is
active. For installations in which the ABS system controller provides a power output when ABS is active, this
output must be used to control a relay which switches wire 121 to the transmission control system Signal Return,
wire 103.
Uses
• Signals the TCM when ABS function is active, so that lockup clutch will be disabled.
• This function is required for all vehicles which are equipped with ABS.


None
Vocations
Various. This function (Y) is required for all vehicles which are equipped with ABS.



INPUT FUNCTION Y2. ANTI-LOCK BRAKE RESPONSE, WITH INPUT FROM BRAKE
PRESSURE SWITCH (ENABLED BY INPUT WIRE 121)
NO ABS ABS INPUT (–) ABS INPUT (+)

Use this configuration if the ABS system Use this configuration if the ABS system
provides a ground (–) signal when active. provides a power (+) signal when active.
OPTIONAL
CUSTOMER- FURNISHED ANTI-LOCK ANTI-LOCK
VEHICLE INTERFACE BRAKE BRAKE
WIRING CONNECTOR WIRE 103 WIRE 103 CONTROLS WIRE 103 CONTROLS
SIGNAL RETURN SIGNAL RETURN SIGNAL RETURN
3
BRAKE BRAKE BRAKE

PRESSURE PRESSURE PRESSURE
21 SWITCH SWITCH SWITCH
TCM N.C. N.C.
WIRE 121 WIRE 121 COM N.O. WIRE 121 COM N.O.
ABS RESPONSE ABS RESPONSE ABS RESPONSE
SWITCHED RELAY RELAY

ALL ITEMS SHOWN, EXCEPT TCM, POWER SHOWN SHOWN
NOTE: Refer to Appendix N for more detail.
V09072.00.00
NOTE: • Brake pressure switch is closed when brakes are applied.

• Typical switch closes at 205–240 kPa (30–35 psi).
• Switch pressure setting to be established by customer evaluation.
WARNING!
Description
This function provides the means to disengage the transmission lockup clutch during severe vehicle braking
conditions. One of the variations of this function (either Y1, Y2, or Y3) MUST be used if the vehicle is equipped
with ABS. The “No ABS” configuration noted below is recommended for all non-ABS vehicles.
This version (Y2) of the function is enabled when application of the vehicle brakes is detected and a brake pressure
switch completes the circuit between input wire 121 and wire 103, Signal Return. For vehicles equipped with ABS,
this brake pressure input may be used as a parallel input to the ABS controls, thus enabling the function during
severe braking conditions which do not initiate an ABS occurrence. Depending upon characteristics of the pressure
switch and system design, the potential exists for this configuration to enable the function prior to broadcast of an
“ABS-active” signal from the ABS controller. Three different installation schemes are illustrated below,
representing the requirements for a vehicle without ABS, an ABS system controller which switches to ground
when ABS is active, and an ABS system controller which provides a power output when ABS is active.


Uses
• Signals the TCM when ABS function is activated, so that lockup clutch will be disabled.
• Signals the TCM during hard vehicle braking, even if ABS is not activated, so that lockup clutch will be
disabled.

None
Vocations



INPUT FUNCTION Y3. ANTI-LOCK BRAKE RESPONSE VIA J1939 COMMUNICATION
LINK (ENABLED BY WIRE 121)
ABS ACTIVATION VIA ABS ACTIVATION VIA J1939 LINK AND

J1939 LINK BRAKE PRESSURE SWITCH
SAE J1939 SAE J1939

VEHICLE COMMUNICATION VEHICLE COMMUNICATION
INTERFACE INTERFACE
See appropriate See appropriate
“Installation Schematic” “Installation Schematic”
installation drawing for installation drawing for
wire and pin numbers. wire and pin numbers.
TCM OPTIONAL TCM
CUSTOMER- FURNISHED
VEHICLE INTERFACE
WIRING CONNECTOR WIRE 103 SIGNAL RETURN
3
WIRE 121
ABS RESPONSE
21
ALL ITEMS SHOWN, OPTIONAL ALL ITEMS SHOWN,

EXCEPT TCM, CUSTOMER- FURNISHED EXCEPT TCM,
VEHICLE INTERFACE
ARE CUSTOMER-FURNISHED WIRING CONNECTOR ARE CUSTOMER-FURNISHED
V09073.00.00
WARNING!
Description
This function provides the means to disengage the transmission lockup clutch during severe vehicle braking
conditions and/or conditions which activate the vehicle’s ABS system. One of the variations of this function (either
Y1, Y2, or Y3) MUST be used if the vehicle is equipped with ABS. This version of the function (Y3) is
recommended for vehicles utilizing an SAE J1939 vehicle communication link to indicate ABS status. Two
possible installation designs are illustrated below.
This version (Y3) of the function is enabled by an indication on the J1939 communication link that the ABS system
is active. The response of some vehicle configurations may be enhanced by the additional input signal from the
brake system which indicates that a severe braking condition has occurred. This input, which occurs when a brake
pressure switch closes the circuit between input wire 121 and wire 103, Signal Return, will enable the function in
the event of severe braking which does not initiate an ABS occurrence. Depending upon characteristics of the
pressure switch and system design, the potential exists for this configuration to enable the function prior to the
broadcast of an “ABS-active” signal on the J1939 communication link.


Uses
• Signals the TCM when ABS function is activated, so that lockup clutch will be disabled.
• Signals the TCM during hard vehicle braking, even if ABS is not activated, so that lockup clutch will be
disabled.

None
Vocations



INPUT FUNCTION AA. SERVICE BRAKE STATUS (ENABLED BY INPUT WIRE 162)
SERVICE BRAKE
SWITCH
WIRE 162 SERVICE N.O.
BRAKE STATUS
62
COM N.C.
WIRE 103
SIGNAL RETURN
3
MAY BE MECHANICAL SWITCH.
OPTIONAL IF VEHICLE IS EQUIPPED WITH
CUSTOMER-FURNISHED AIR BRAKES, THIS SWITCH
TCM VEHICLE INTERFACE SHOULD CLOSE AT 2–5 PSI.
WIRING CONNECTOR
ALL ITEMS SHOWN,

EXCEPT TCM, ARE
CUSTOMER-FURNISHED
V09075.00.00
Description
This function is enabled when a switch is closed to complete the circuit between wire 162 and wire 103, Signal
Return. The enabled function indicates whether the current vehicle braking effect is being generated by the vehicle
brakes, so that certain shift control characteristics can be adapted accordingly by the TCM.
Uses
• Indicates to the TCM whether vehicle braking is being provided by vehicle brakes, so that the transmission
controls can be adapted accordingly.

None
Vocations
Various



INPUT FUNCTION AH. KICKDOWN (ENABLED BY INPUT WIRE 122)
CLOSED THROTTLE
ALL ITEMS SHOWN,
EXCEPT TCM, ARE FULL THROTTLE ENGINE
CUSTOMER-FURNISHED ECONOMY OPERATING
SHIFT POINTS RANGE
FULL THROTTLE
THROTTLE KICKDOWN PEDAL MOVEMENT BEYOND
PEDAL SHIFT POINTS THIS POINT MUST NOT
CHANGE ENGINE FUEL
OPTIONAL MOMENTARY SETTING OR TRANSMISSION
CUSTOMER SWITCH THROTTLE POSITION
FURNISHED
TCM VEHICLE NOTE:
INTERFACE “Full throttle economy shift points”
WIRING position on the pedal should coincide
CONNECTOR with “full fuel” setting of the engine
controls and/or full stroke of the Allison
WIRE 122 KICKDOWN throttle position sensor (if used). Thus,
22 pedal movement beyond “full throttle
WIRE 103 SIGNAL RETURN economy shift points” must not change
3 fuel setting of the engine or the throttle
position signal to the transmission
controls system.
V09054.00.00
WARNING!
Description
This function is enabled when a switch is closed to complete the circuit between wire 122 and Signal Return, wire
103. The enabled function permits the operator to choose between two different sets of shift points when operating
at full-throttle in an Economy shift schedule. The throttle pedal must be equipped with a momentary normally-
open switch which provides a detent feel that full-throttle is achieved. Throttle operation up to the detent utilizes
Economy shift points. When the operator “steps through” the pedal detent, the Kickdown function is enabled and
the control of shifts is converted to Performance shift points.
Uses
• Provides both economy and performance shift points at full throttle.
• Operator changes from economy to performance by stepping through a detent at the throttle pedal.


None
Vocations
Various

• Power off—No shifts
• Power restored—Resume Performance shift schedule


INPUT FUNCTION AM. REFUSE PACKER STEP SWITCH (ENABLED BY INPUT
WIRE 123)
MOMENTARY
SWITCH
SWITCHED
POWER Function is enabled when
switch is depressed.
WIRE 123
REFUSE PACKER
STEP SWITCH Function is disabled when
23 switch is released.
SWITCH OPENS
TCM OPTIONAL WITH PRESENCE
CUSTOMER-FURNISHED OF PERSONNEL
VEHICLE INTERFACE ON STEP
WIRING CONNECTOR
NOTE: If enabled with the transmission above 1st range, the TCM
commands shifts according to the Preselect Downshift Shift Schedule.
If enabled with the transmission in Reverse, the TCM commands

the transmission to shift to Neutral.
ALL ITEMS SHOWN, EXCEPT TCM, ARE CUSTOMER-FURNISHED
V09055.00.00
WARNING!
Description
This function is enabled when a normally-closed momentary switch is opened to interrupt power input to the TCM
on wire 123. When this option is enabled, the transmission is limited to operation in only first range and neutral.
Operator requests to upshifts beyond first range or to shift into Reverse are ignored by the TCM. If the function is
enabled with Reverse selected on the shift selector, the transmission will shift to neutral. If the function is enabled
in a forward drive range higher than first, the TCM will invoke preselect downshifts until first range is attained.
The function is disabled when the momentary switch is released, changing the state of wire 123 to powered.
Functional control complies with European legislation for refuse vehicle operation.
Uses
• Used primarily in European refuse vehicles.
• Limit operation of transmission to first range and inhibit reverse with presence of personnel on rear of the vehicle.


None
Vocations
Refuse



INPUT FUNCTION AR. OVERDRIVE DISABLE (ENABLED BY INPUT WIRE 161)
CLOSED: OVERDRIVE (5th)

IS DISABLED
SWITCHED POWER DASH OPEN: NORMAL

SWITCH OPERATION
OVERDRIVE DISABLE
WIRE 161
61
SIGNAL RETURN WIRE 103

TCM 3
OPTIONAL
CUSTOMER-FURNISHED
VEHICLE INTERFACE
WIRING CONNECTOR
ARE CUSTOMER FURNISHED.
V09059.00.00
WARNING!
Description
This function is enabled when a dash switch is closed to complete the circuit between wire 161 and Signal Return,
wire 103. When the function is enabled, the transmission is prevented from operating in fifth (overdrive) range. The
disable function is initiated electronically in the TCM, eliminating any required movement of the shift cable.
Uses
Provides the capability, through the enabling of this function, to hold the transmission in fourth range. When used
in conjunction with a shift selector with 5–3–2–1 selector positions, enabling this function creates the provision for
hold capability in all forward ranges. This feature has no effect when used with 4-speed configurations.

None
Vocations
No vocational restrictions.

• Power off—No shifts


INPUT FUNCTION BQ1. 3RD LOCKUP PUMP MODE, OPERATOR AND PUMP ACTI-
VATED (ENABLED BY INPUT WIRES 122 AND 123, OUTPUT
WIRE 145)
SYSTEM OPERATION
PARK BRAKE OPERATOR ACTION - System Response
MOMENTARY DASH SWITCH
WIRE 122 PRESSURE TO ENGAGE:
TRANSMISSION SWITCH SWITCHED
PUMP MODE BRAKE POWER
SWITCH IS OPEN: ROAD 1. SELECT NEUTRAL:
INPUT SWITCH CLOSED CLOSED: PUMP Transmission shifts to Neutral.
WHEN BRAKES
ARE ON POSITIVE PUMP SWITCH
CLOSED
IS
ENGAGEMENT WHEN 2. APPLY PARK BRAKE: None
AIR (PPE) SWITCH PUMP IS
ENGAGED 3. SELECT PUMP WITH DASH SWITCH:
Turns on “Pump Mode Requested” light.
22 Turns on input signal to TCM (wire 122)
SPLIT- which requests “pump” mode.
SHAFT RELAY SHOWN
PUMP MODE PTO When split-shaft shifts, wire 123 is
45 REQUESTED DE-ENERGIZED activated and the “Pump Engaged” light
OPTIONAL is turned on.
23 OK TO VIM
TCM WIRE 145 PUMP N.C. 4. SELECT DRIVE: Transmission shifts to
RANGE PUMP * 3rd lockup. “OK To Pump” light is turned on.
INDICATOR ENGAGED
3 COM N.O.
(3rd) *
WIRE 123 TO DISENGAGE:
OPTIONAL PUMP ENABLE SWITCHED
CUSTOMER- POWER 1. SELECT NEUTRAL: Transmission shifts
FURNISHED WIRE 103 to Neutral if output shaft speed is less than
VEHICLE SIGNAL RETURN 1000 rpm.
INTERFACE
WIRING * SEE VIM INSTALLATION DRAWING FOR INTERFACE REQUIREMENTS 2. SELECT ROAD MODE: PTO disengages.
CONNECTOR If output shaft rotation continues, press the
ALL ITEMS SHOWN, EXCEPT TCM, ARE CUSTOMER-FURNISHED “Momentary Trans. Brake” switch before
selecting Road Mode. This will cause the
transmission output shaft to stop if the
transmission is in Neutral and output shaft
speed is less than 175 rpm.
V09058.00.00
WARNING!

WARNING!
calibration.
Description
This function is enabled when wire 122 is switched to send power to the TCM, and a switch is closed to complete
the circuit between wire 123 and Signal Return, wire 103. When this function is enabled and a specific set of
conditions exist (listed below), the TCM will command the transmission to operate in 3rd-range-lockup. The
switch on wire 122 reflects the selection of pump mode by the operator. It typically is also interlocked with the park


brake to assure the brake has been engaged before pump mode can be requested. The separate switch on wire 123
denotes the completion of the split-shaft PTO shift (PTO is physically fully engaged). A second set of contacts on
this same switch is used to control illumination of the “OK To Pump” lamp. Required operating conditions for
enabling the function are:
• Vehicle park brake is activated
• “Pump mode” is selected
• Auxiliary equipment is fully engaged
• D (Drive) is selected on the shift selector
Uses
Coordinates special transmission operation (fourth range lockup) with operator request for split shaft PTO
operation (PTO mode switch), plus indication of pump engagement (PPE switch).

None
Vocations
Fire truck pumper, sewer cleaner

• Power off—Lockup clutch off. Transmission remains in 3rd range.
• Power restored—Lockup clutch on. Transmission remains in 3rd range.


INPUT FUNCTION BQ2. 3RD LOCKUP PUMP MODE, OPERATOR ONLY ACTIVATED
(ENABLED BY INPUT WIRES 122 AND 123, OUTPUT WIRE 145)
SYSTEM OPERATION
OPERATOR ACTION - System Response
TO ENGAGE:
DASH SWITCH 1. SELECT NEUTRAL: Transmission
WIRE 123 PARK BRAKE OPEN: ROAD shifts to Neutral.
PUMP ENABLE PRESSURE SWITCH CLOSED: PUMP SWITCHED
23 POWER
WIRE 103 2. APPLY PARK BRAKE: None
SIGNAL RETURN
3 3. SELECT PUMP: Turns on
AIR
WIRE 122 POSITIVE PUMP “Pump Mode Requested” light.
PUMP MODE ENGAGEMENT Turns on both input signals to TCM
INPUT SWITCH IS (PPE) SWITCH (wires 122 and 123) which activates
22 SPLIT- SWITCH IS “pump” mode. When split-shaft shifts,
CLOSED
TCM WHEN BRAKES SHAFT CLOSED “Pump Engaged” light is turned on.
MOMENTARY ARE APPLIED PTO WHEN PUMP
TRANSMISSION IS ENGAGED 4. SELECT DRIVE: Transmission shifts to
BRAKE SWITCH RELAY SHOWN 3rd lockup. “OK To Pump” light is
PUMP
DE-ENERGIZED turned on.
45 OK TO
PUMP MODE ENGAGED PUMP OPTIONAL
OPTIONAL REQUESTED N.C. VIM TO DISENGAGE:
CUSTOMER- *
FURNISHED COM N.O. 1. SELECT NEUTRAL: Transmission shifts
WIRE 145 RANGE INDICATOR = 3RD * SWITCHED to Neutral if output shaft speed is less
VEHICLE
INTERFACE POWER than 1000 rpm.
WIRING ALL ITEMS SHOWN, EXCEPT TCM,
CONNECTOR ARE CUSTOMER-FURNISHED 2. SELECT ROAD MODE: PTO disengages.
If output shaft rotation continues, press
* SEE VIM INSTALLATION DRAWING the “Momentary Trans. Brake” switch
FOR INTERFACE REQUIREMENTS before selecting Road Mode. This will
cause the transmission output shaft to
stop if the transmission is in Neutral
and output shaft speed is less than
175 rpm.
V09061.00.00
WARNING!

WARNING!
calibration.


Description
This function is enabled when wire 122 is switched to send power to the TCM, and a switch is closed to complete
the circuit between input wire 123 and wire 103, Signal Return. When this function is enabled and a specific set of
conditions exist (listed below), the TCM will command the transmission to operate in 3rd-range-lockup. Both input
wires are switched by the selection of pump mode by the operator and are typically also interlocked with the park
brake to assure the brake has been engaged before pump mode can be requested. A separate switch which detects
physical completion of the split-shaft PTO shift (PTO is physically fully engaged) is used to control illumination of
the “OK To Pump” lamp.
Required operating conditions for enabling the function are:
• Vehicle park brake is activated
• “Pump mode” is selected
• D (Drive) is selected on the shift selector
Uses
Coordinates special transmission operation (3rd-range-lockup) with operator request for split shaft PTO operation
(PTO mode switch)

None
Vocations
Fire truck pumper, sewer cleaner

• Power off—Lockup clutch off. Transmission remains in 3rd range.
• Power restored—Lockup clutch on. Transmission remains in 3rd range.


OUTPUT FUNCTION B. SUMP TEMPERATURE INDICATOR (ACTIVATION WIRE 164)
WIRE 164
TRANSMISSION SUMP
TEMPERATURE TRANSMISSION
64 TEMP
SWITCHED
POWER
OPTIONAL
CUSTOMER-FURNISHED
VEHICLE INTERFACE
WIRING CONNECTOR
TCM
IF CURRENT IN LAMP CIRCUIT EXCEEDS 0.5 AMP,

GROUND LAMP THROUGH A RELAY
ALL ITEMS SHOWN,
N.C. EXCEPT TCM, ARE
TRANSMISSION
TEMP CUSTOMER-FURNISHED
COM N.O.
SWITCHED
POWER
RELAY SHOWN DE-ENERGIZED
WIRE 164
V09056.00.00
WARNING!
Description
This output function is activated by the TCM switching wire 164 from open to ground, which occurs when
instantaneous transmission sump temperature reaches 127˚C (260˚F). Upshifts beyond 4th range are inhibited if
the temperature exceeds 128˚C (262˚F). The TCM automatically disengages the transmission lockup clutch if the
temperature exceeds 160˚C (320˚F).
The function remains active until the sump temperature drops below 99˚C (210˚F). At this temperature the TCM
deactivates the indicator by switching wire 164 from ground to open.
A DTC will be registered in memory each time the function is activated.
NOTE: A J1939 message is available as an alternative means to actuate this indicator.
Refer to the Allison Transmission Datalink Communications Manual for details.


Uses
Turn on dash indicator or alarm when transmission sump temperature has exceeded specified limit. Use of the
function, either by wire 164 or by J1939 interface, is recommended for all transmission installations.

None
Vocations
Various

• Power off—Indicator (wire 164) de-activated
• Power restored—Indicator (wire 164) re-activated if conditions warrant


OUTPUT FUNCTION D. OUTPUT SPEED INDICATOR A (ACTIVATION WIRE 105)
SWITCHED POWER OPTIONAL * SEE VIM INSTALLATION

VIM DRAWING FOR
INTERFACE REQUIREMENTS
N.C.
WIRE 105 *
OUTPUT SPEED COM N.O.
INDICATOR A *
5
TRANSMISSION
OPTIONAL OR VEHICLE
RELAY SHOWN OVERSPEED
TCM CUSTOMER-FURNISHED INDICATOR
VEHICLE INTERFACE DE-ENERGIZED
WIRING CONNECTOR
NOTE:
If the overspeed indicator is
an inductive load, it must be
suppressed. Diode-suppression
is recommended.
V09057.00.00
WARNING!
Description
This output function is activated by the TCM switching wire 105 from open to ground, which occurs when the
TCM detects that a preset output speed has been exceeded in either the forward or reverse direction. The speed
setting at which activation occurs is adjustable with diagnostic tools.
Uses
To signal that the transmission output shaft has exceeded a specified value. Examples:
• An overspeed condition is present.
• A predetermined low speed (greater than 1 mph) has been exceeded.


Output rpm at which indicator is activated 70 70–5000 rpm
Output rpm at which indicator is deactivated 60 60–5000 rpm
The speed for activation must be higher than for deactivation.
Vocations
Various

• Power off—Indicator (wire 105) deactivated
• Power restored—Indicator (wire 105) re-activated if conditions warrant

APPENDIX P—J1939 HARDWARE AND TCM CONNECTIONS
P–1. TCM J1939 INTERFACE

Allison 4th Generation TCMs can be interfaced to a vehicle’s J1939 network in one of three ways:
• Traditional Stub
• Pass–Through
• Backbone Termination
The following sections detail each interface option, and their respective requirements.
P–2. TRADITIONAL STUB
WIRE 128
28 28 J1939 HIGH
WIRE 108
8 8 J1939 LOW
WIRE 149
TCM 49 49 J1939 SHIELD
OPTIONAL
CUSTOMER- FURNISHED
VEHICLE INTERFACE
WIRING CONNECTOR(S)
V09150.00.00
Figure P–1. Stub Interface
This option duplicates the TCM J1939 interfaces available on Allison products prior to the introduction of
Allison 4th Generation Controls.
If an installation utilizes this TCM J1939 interface option, the following are required:
• Wires 108 and 128 are a “twisted pair,” and must have a twist rate of 16±4 per 300 mm.
• Pins 7, 48, and 68 cannot be connected when this interface option is used; these pins are associated with other
J1939 interface options.
• The TCM cannot be connected at either end of the backbone; the backbone must terminate with termination
resistor(s) and/or other controllers equipped with an internal termination resistor configuration.
P–3. PASS–THROUGH
J1939 SHIELD
OPTIONAL
J1939 HIGH
J1939 LOW
CUSTOMER- FURNISHED
VEHICLE INTERFACE
WIRING CONNECTOR(S)
WIRE 128
28 A1
WIRE 108
8 B1
WIRE 149
TCM 49 C
WIRE 168
68 B2
WIRE 148
48 A2
V09151.00.00
Figure P–2. Pass-Through Interface
Copyright© 2006 General Motors Corp. P–1

APPENDIX P—J1939 HARDWARE AND CONNECTIONS

This option allows a vehicle OEM to eliminate the stub-to-backbone splice required by the traditional stub
connection. Here, the J1939 backbone enters the TCM on one set of pins and continues out through a second set of
pins. The extremely short “stub” now actually resides inside the TCM.
• Wires 108/128 and 148/168 are “twisted pairs,” and must have a twist rate of 16±4 per 300 mm.
• Internal termination resistor pin 7 cannot be connected when this interface option is used.
• The J1939 shield drain wire (where applicable) must be connected such that the shield remains continuous
throughout the backbone.
• The TCM cannot be connected at either end of the backbone; the backbone must terminate with termination
resistor(s) and/or other controllers equipped with an internal termination resistor configuration.
P–4. BACKBONE TERMINATION
WIRE 107
7 D
WIRE 128
28 A J1939 HIGH
WIRE 108
TCM 8 B J1939 LOW
WIRE 149
49 C J1939 SHIELD
OPTIONAL
CUSTOMER- FURNISHED
VEHICLE INTERFACE
WIRING CONNECTOR(S) V09152.00.00
Figure P–3. Backbone Termination
This option allows the elimination of one of the two external termination resistors required in every J1939 network.
Here, a jumper wire is used to connect an internal termination resistor across CAN high and low.
• Wires 108 and 128 are a “twisted pair,” and must have a twist rate of 16±4 per 300 mm.
• Pass-through pins 48 and 69 cannot be connected when this interface option is used.
• Jumper wire 107 must be 120 Ohm impedance wire identical to that used throughout the rest of the vehicle’s
J1939 network.
• Jumper wire 107 should be kept as short as possible.
• TCM must be clearly labelled as utilizing the internal termination resistor. Otherwise, technicians may be
mislead to believe a vehicle is missing a termination resistor, when in fact it is located where not visible to the
naked eye.
While exact labelling is left to the vehicle OEM’s discretion, phrasing such as “Internal Termination Resistor
In Use” is acceptable.
• The label must be connected at one of the two ends of the J1939 backbone.
P–2 Copyright© 2006 General Motors Corp.


P–5. J1939 NETWORK OVERVIEW
A = CAN High
B = CAN Low TCM and selector internal termination resistors CANNOT be used with component “stub” installations.
C = Shield TCM “pass through” connections CANNOT be used with TCM “stub” installations.
Stubs must be spaced
10 cm apart. Allison 4th Generation TCM
BACKBONE – the cable
Two 120 Ohm TERMINATION 49 J1939 SHIELD
between the two termination
RESISTERS required; one at 8 J1939 LOW
resistors. It must be 120 Ohm
each end of the backbone. CAN 1
impedance cable and 40 m. 28 J1939 HIGH
They always use blue wedge
As shown, the backbone can X 7 INTERNAL TR
locks. Parts shown have the
pass through bulkhead
resistor built in the casing. Note: Wire twist is
connectors.
not shown for clarity.
DT04-3P-EP10 DT06-3S-PP01
(Receptacle type) Bulkhead receptacles (Plug type)
body DT04-3P-LE08
Blue Wedge Lock W3S-1939 SHIELD drain connects Blue Wedge Lock W3P-1939
PLUG connectors are Pins 0460-202-1631
Pins 0462-201-1631 directly to battery ground
typically used on the Housing DT04-3P-EE01
Housing DTo6-3S-E008
backbone side. terminal, and breaks out D
of the backbone as close C
RECEPTACLE E In-Cab Diagnostic
to its' center as possible. F A B Bulkhead Housing
STUB tees off of the connectors are
backbone, and includes typically used on nodes. J HD10-9-1939P
the length of wiring on the OEMs may wire stubs G H
node. Total stub length Green Wedge Lock W3P directly to nodes; use of A = Ground E = J1939 Shield
must be 1 meter or less. Pins 0460-202-1631 3-pin connectors is not B = +12 Volt (Unswitched) F = J1587 + (Blue)
Housing DT04-3P-EE01 required. However, they C = J1939 High (Yellow) G = J1587 - (White)
simplify troubleshooting D = J1939 Low (Green) H & J = For OEM use
and repair.
NODE – an INSTRUMENT
electronic controller ENGINE ABS
attached at the end PANEL
of a stub.
CONTROLLER CONTROLLER
CONTROLLER
V09147.00.00
Figure P–4. TCM and Selector Stub Interfaces
Copyright© 2006 General Motors Corp. P–3

A = CAN High
B = CAN Low The TCM internal termination resistor CANNOT be used with TCM 'pass through' installations.
C = Shield In J1939-11 installations, the shield drain wire must be spliced such that the shield remains continuous.
This SHIELD DRAIN WIRE MUST
The TCM INTERNAL TERMINATION RESISTOR CANNOT be be spliced such that the shield remains continuous throughout the backbone.
utilized when the TCM is installed in a 'pass-through' configuration.
Note: Wire twist is not shown for clarity.
X7
28
49
49
48
8
Allison 4th Generation TCM

INTERNAL TR
J1939 HIGH
J1939 LOW
J1939 SHIELD
LOW PASS-THRU
HIGH PASS-THRU
D
E C J1939-13 9-Pin
F A B Diagnostic
J
G H Connector
ENGINE ABS
CAN 1
CONTROLLER CONTROLLER
V09148.00.00
Figure P–5. Pass Through Interface
Components must be clearly labeled indicating “internal termination resistor” use.

A = CAN High TCM “pass-through” connections CANNOT be used if the TCM internal termination resistor is utilized.
B = CAN Low Only 120 Ohm impedance wire may be used for the jumper wire.
C = Shield Jumper wire length should be kept to a minimum.
120 ohm TERMINATION
RESISTER required. Allison 4th Generation TCM
Parts shown has the
resistor built in the casing. X 48 HIGH PASS-THRU
X 49 LOW PASS-THRU
Note: Wire twist is not shown for clarity. 49 J1939 SHIELD
8 J1939 LOW
CAN 1
28 J1939 HIGH
DT04-3P-EP10 7 INTERNAL TR
(Receptacle type)
Blue Wedge Lock W3S-1939

Pins 0462-201-1631 The TCM INTERNAL TERMINATION
Housing DT06-3S-E008 RESISTOR is connected by placing
a jumper wire between pins 7 and 28.
D
E C J1939-13 9-Pin
ENGINE F B
A Diagnostic
CONTROLLER J V09149.00.00
G H Connector
Figure P–6. Backbone Termination Interfaces
P–4 Copyright© 2006 General Motors Corp.

APPENDIX R—FLUID CHECK PROCEDURE
For vehicles containing 1000 Product Family and 2000 Product Family (2400
models), each time you park the vehicle or leave the operator’s station with the engine
running, do the following.
• Bring the vehicle to a complete stop using the service brake.
• Make sure that the engine is at low idle rpm.
• Put the transmission in P (Park).
WARNING! • Engage the P (Park) range by slowly releasing the service brake.
• Apply the emergency brake and/or parking brake, if present, and make sure it
is properly engaged.
• If the operator’s station will be unoccupied with the engine running, chock the
wheels and take any other steps necessary to keep the vehicle from moving.
If this procedure is not followed, the vehicle can move suddenly and you or others
could be injured.
For vehicles containing 2000 Product Family transmissions without auto-apply

parking brakes, each time you park the vehicle or leave the operator’s station with the
engine running, do the following.
• Put the transmission in N (Neutral).
WARNING!
• Apply the emergency brake and/or parking brake and make sure they are
properly engaged.
could be injured.
For vehicles containing 2000 Product Family transmissions with auto-apply parking
brakes, each time you park the vehicle or leave the operator’s station with the engine
running, do the following.
• Put the transmission in PB (Auto-Apply Parking Brake). Make sure that the
WARNING! parking brake is properly engaged.
• Apply the emergency brake, if present, and make sure it is properly engaged.
could be injured.
Copyright© 2006 General Motors Corp. R–1


NOTE: For accurate fluid level checks, be sure that the fill tube and dipstick meet Allison Transmission
specifications.
When checking a short and medium dipstick calibration (refer to Figure R–1):
• Remove the oil pan.
• Take measurements from the oil pan splitline.
When checking a long dipstick calibration (refer to Figure R–2):
• Be sure the dipstick contacts the oil pan surface.
• Take measurements from the end of the dipstick.
SHORT FILL TUBE MEDIUM FILL TUBE

AND DIPSTICK AND DIPSTICK
(RIGHT SIDE ONLY)
FILL TUBE SEAL
4.20–5.20 mm 4.20–5.20 mm
(0.17–0.20 in) FILL TUBE SEAL (0.17–0.20 in)
30.00 mm 30.00 mm
(1.18 in) (1.18 in)
72.60 mm 57.70–59.30 mm 72.60 mm 107.10–108.70 mm
(2.86 in) 10.00 mm (2.27–2.33 in) (2.86 in) 10.00 mm (4.22–4.28 in)
HOT RUN HOT RUN
(0.39 in) (0.39 in)
10.00 mm OIL PAN 10.00 mm
(0.39 in) SPLIT LINE (0.39 in)
(REF. ONLY)
COLD RUN COLD RUN 30.00 mm

30.00 mm
(1.18 in) (1.18 in)
SHALLOW PAN SHALLOW PAN

STANDARD PAN STANDARD PAN
SHALLOW AND STANDARD PAN SHALLOW AND STANDARD PAN

LEFT SIDE RIGHT SIDE
V05804.01.00
Figure R–1. Short and Medium Fill Tube And Dipstick Requirements
R–2 Copyright© 2006 General Motors Corp.

LONG FILL TUBE LONG FILL TUBE

AND DIPSTICK AND DIPSTICK
FILL TUBE SEAL
4.20–5.20 mm
4.20–5.20 mm (0.17–0.20 in)
(0.17–0.20 in) FILL TUBE SEAL
30.00 mm 30.00 mm
(1.18 in) (1.18 in)
72.60 mm 131.20–132.80 mm 72.60 mm 131.2–132.8 mm
(2.86 in) 10.00 mm (5.17–5.23 in) (2.86 in) 10.00 mm (5.17–5.23 in)
(0.39 in) HOT RUN (0.39 in) HOT RUN
OIL PAN
10.00 mm SPLIT LINE 10.00 mm
(0.39 in) (REF. ONLY) (0.39 in)
COLD RUN COLD RUN

30.00 mm 30.00 mm
88.50 mm (1.18 in) 101.90 mm (1.18 in)
(3.48 in) (4.01 in)
DIPSTICK CONTACTS DIPSTICK CONTACTS

OIL PAN OIL PAN
SHALLOW PAN STANDARD PAN

(DIPSTICK CONTACT) (DIPSTICK CONTACT)
BOTH SIDES BOTH SIDES V05803.01.00
Figure R–2. Long Fill Tube And Dipstick Requirements
A. Manual Fluid Check Procedure

Clean all dirt from around the end of the fluid fill tube before removing the dipstick. Do not allow dirt
or foreign matter to enter the transmission. Dirt or foreign matter in the hydraulic system may cause
undue wear of transmission parts, make valves stick, and clog passages. Check the fluid level using
the following procedure and report any abnormal fluid levels to your maintenance persons.
B. Cold Check Procedure

The purpose of the cold check is to determine if the transmission has enough fluid to be operated
safely until a hot check can be made.
The fluid level rises as fluid temperature increases. DO NOT fill above the “COLD
CAUTION: CHECK” band if the transmission fluid is below normal operating temperatures.
• Park vehicles containing 1000 Product Family and 2000 Product Family (2400 models) as follows:
— Bring the vehicle to a complete stop on a level surface using the service brake.
— Make sure that the engine is at low idle rpm.
— Put the transmission in P (Park).
— Engage the P (Park) range by slowly releasing the service brake.
— Apply the emergency brake and/or parking brake, if present, and make sure it is properly engaged.

• Park vehicles containing 2000 Product Family transmissions with auto-apply parking brakes as
follows:
— Put the transmission in PB (Auto-Apply Parking Brake). Make sure that the parking brake is
properly engaged.
— Apply the emergency brake, if present, and make sure it is properly engaged.
• Park vehicles containing 2000 Product Family transmissions without auto-apply parking brakes as
follows:
— Put the transmission in N (Neutral).
— Apply the emergency brake and/or parking brake and make sure they are properly engaged.
• Chock the wheels and take any other steps necessary to keep the vehicle from moving.
• Run the engine for at least one minute. Apply the service brakes and shift to D (Drive), then to
N (Neutral), and then shift to R (Reverse) to fill the hydraulic system. Finally, shift to P (Park)
or PB (Auto-Apply Parking Brake), if available, or N (Neutral) and allow the engine to idle
(500–800 rpm). Slowly release the service brakes.
• With the engine running, remove the dipstick from the tube and wipe the dipstick clean.
• Insert the dipstick into the tube and remove. Check the fluid level reading. Repeat the check
procedure to verify the reading.
• If the fluid level is within the “COLD CHECK” band, the transmission may be operated until the
fluid is hot enough to perform a “HOT RUN” check. If the fluid level is not within the “COLD
CHECK” band, add or drain as necessary to bring it to the middle of the “COLD CHECK” band.
• Perform a hot check at the first opportunity after the normal operating sump temperature of
71ºC–93ºC (160ºF–200ºF) is reached.
C. Hot Check Procedure
The fluid must be hot for an accurate check. The fluid level rises as temperature
CAUTION: increases.
• Operate the transmission in D (Drive) range until normal operating temperature is reached:
— sump temperature 71ºC–93ºC (160ºF–200ºF)
— converter-out temperature 82ºC–104ºC (180ºF–220ºF)
— If a transmission temperature gauge is not present, check fluid level when the engine water
temperature gauge has stabilized and the transmission has been operated under load for at least
one hour.
• Park vehicles containing 1000 Product Family and 2000 Product Family (2400 models) as follows:
— Put the transmission in P (Park).
— Engage the P (Park) range by slowly releasing the service brake.
— Apply the emergency brake and/or parking brake, if present, and make sure it is properly
engaged.
R–4 Copyright© 2006 General Motors Corp.

• Park vehicles containing 2000 Product Family transmissions with auto-apply parking brakes as
follows:
— Put the transmission in PB (Auto-Apply Parking Brake). Make sure that the parking brake is
properly engaged.
— Apply the emergency brake, if present, and make sure it is properly engaged.
• Park vehicles containing 2000 Product Family transmissions without auto-apply parking brakes as
follows:
— Put the transmission in N (Neutral).
— Apply the emergency brake and/or parking brake and make sure they are properly engaged.
• Chock the wheels and take any other steps necessary to keep the vehicle from moving.
• With the engine running, remove the dipstick from the tube and wipe the dipstick clean.
• Insert the dipstick into the tube and remove. Check fluid level reading. Repeat the check procedure
to verify the reading.
NOTE: Safe operating level is within the “HOT RUN” band on the dipstick. See Figures R–1 and R–2. The
width of the “HOT RUN” band represents approximately 1.0 liter (1.06 quart) of fluid at normal
operating sump temperature.
• If the fluid level is not within the “HOT RUN” band, add or drain as necessary to bring the fluid
level to within the “HOT RUN” band.
D. Consistency of Readings
Always check the fluid level at least twice using the procedure described above. Consistency
(repeatable readings) is important to maintaining proper fluid level. If inconsistent readings persist,
check the transmission breather to be sure it is clean and unclogged. If readings are still inconsistent,
contact your nearest Allison distributor or dealer.

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1000 AND1000 AND 2000

2000 PRODUCT PRODUCT

Copyright© 2005 General Motors Corp.

1000 and 2000 Product Families

Allison Transmission, General Motors Corporation

Printed in USA Copyright © 2006 General Motors Corporation

FOREWORD — How to Use This Manual

This manual includes:

ii Copyright© 2006 General Motors Corp.

IMPORTANT SAFETY NOTICE

WARNINGS, CAUTIONS, AND NOTES

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

Copyright© 2006 General Motors Corp. iii

TRADEMARKS USED IN THIS MANUAL

The following trademarks are the property of the companies indicated:

1000 and 2000 Product Families Service Literature

iv Copyright© 2006 General Motors Corp.

SECTION 1. GENERAL DESCRIPTION

SECTION 2. DEFINITIONS AND ABBREVIATIONS

SECTION 3. BASIC KNOWLEDGE

Copyright© 2006 General Motors Corp. v

SECTION 4. WIRE CHECK PROCEDURES

SECTION 5. DIAGNOSTIC TROUBLE CODES (DTC)

SECTION 6. INPUT AND OUTPUT FUNCTIONS

SECTION 7. GENERAL TROUBLESHOOTING OF PERFORMANCE COMPLAINTS . . . . . . . . . . 7–1

vi Copyright© 2006 General Motors Corp.

SECTION 1—GENERAL DESCRIPTION

PRESSURE SWITCH MANIFOLD

SPEED SENSORS SOLENOIDS

Figure 1–1. Transmission Control Module Block Diagram

Figure 1–2 shows the electronic control components.

Copyright© 2006 General Motors Corp. 1–1

24-WAY MAIN 20-WAY

Figure 1–2. Electronic Control Components

1–2 Copyright© 2006 General Motors Corp.

Figure 1–3. Transmission Control Module (TCM)

1–3. SHIFT SELECTOR

A. Shift Selector Range Positions

Copyright© 2006 General Motors Corp. 1–3

Figure 1–4. Typical Lever-Type Shift Selector

B. Manual Selector Valve

1–4 Copyright© 2006 General Motors Corp.

Figure 1–5. Internal Mode Sensor (IMS)

1–4. THROTTLE POSITION SENSOR (TPS)

Figure 1–6. Throttle Position Sensor (TPS)

Copyright© 2006 General Motors Corp. 1–5

Figure 1–7. Typical Speed Sensor

A. Input (Engine) Speed Sensor

B. Turbine Speed Sensor

1–6 Copyright© 2006 General Motors Corp.

ENGINE SPEED TURBINE SPEED

Figure 1–8. Speed Sensor Connector Orientation

1–6. CONTROL VALVE ASSEMBLY

Copyright© 2006 General Motors Corp. 1–7

Figure 1–9. Control Valve Assembly

1–7. WIRING HARNESS

A. External Wiring Harness

1–8 Copyright© 2006 General Motors Corp.

24-WAY MAIN 20-WAY