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coniecton Pek sensor PUSHBUTTON ay gf p Connector as morn roston Gy mae A Bae ygorte pean sercon te, INUT (ENGIN TRANsuIsSION Se Seas GoiNESTOR MA VALVE connteror NOTE: lusration is not fo seal. Actual hamose oniigiraion may difer fom te Mustain, 12 Figure 1-2. CEC2 Components Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL GENERAL DESCRIPTION ELECTRONIC CONTROL UNIT (ECU) The ECU (Figure 1-3) contains the microcomputer which is the brain of the control system, The ECU receives and processes information defining: + Shift selector position + Sump temperature + Turbine speed + Throttle position + Input speed + Transmission output speed The ECU uses the information to: + Control transmission solenoids and valves. + Supply system status, + Provide diagnostic information. Each ECU has a date code stamped on the label which is attached (o the outer case of the ECU. This is the date when the ECU passed final test, This date is commonly used (o denote the change configuration level of the ECU. Itis normal for the ECU date displayed electronically to be a few days prior to the date shown on the label. NOTE: ECU wing hamess connector tars 20 ids layed ad coer coded maa sur a ho popar cornet i atached tothe cone ECU socket. The clr athe connect tana hod math tha clo of nme sia loses Agpand Parag C-1h Figure 1-3. Electronic Control Unit (ECU) 1-3. SHIFT SELECTOR Pushbutton and lever shift selectors for CEC2 are remote mounted from the ECU and connected to the ECU by a wiring harness. Both of these shift selectors have a single digit LED display and a mode indicator LED. During normal transmission operation, illumination of the LED indicator shows that a secondary or special operating condition has been selected by pressing the MODE button. During diagnostic display mode, illumination of the LED indicator shows that the displayed diagnostic code is active. Display brightness is regulated by the same vehicle potentiometer that controls dash light display brightness. More information on both types of shift selectors is continued below. A. Pushbutton Shift Selector (Figure 1-4) The full-function pushbutton shift selector has a MODE button and diagnostic display capability through the single digit LED display. The full-function pushbutton shift selector has the following six (6) pushbuttons. + R Reverse) + Drive) + MODE + Neutral) +L @own) and T (Up) arrows MODE 1D PUSHBUTTON USHBUTTOI MODE INDICATOR (LED) Figure 14, Typical Full-Function Pushbutton Shift Selector Copyright © 2005 General Motors Corp. 13 COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL GENERAL DESCRIPTION Manual forward range downshifts and upshifts are made by pressing the J (Down) and (Up) arrow buttons after selecting D (Drive). The N (Neutral) button has a raised lip to aid in finding it by touch, The MODE button is, pressed to select a secondary or special gperating condition, such as ECONOMY shift schedule, Diagnostic Information is obtained by pressing the (Up) and (Down) arrow buttons atthe same time B, Lever Shift Selector (Figure 1-5) ‘The lever shift selector can have as many as six forward range positions, as well as two R (Reverse) positions (RI and R2) and N (Neutral). There is a hold override button which must be pressed and held in order to move between certain selector positions. The hold override button must be pressed when shifting between R, N, and D. The hold override button is released when the desired selector position is reached. The selector lever can be moved freely between D and the numbered forward, ranges without pressing the hold override button, The lever selector can be chosen with the lever on the left side or on the right side and with the R (Reverse) position toward the front or toward the rear of the selector. Diagnostic information is obtained from the single digit LED display by pressing the DISPLAY MODE button. HOLD OVERRIDE BUTTON: ODE npicaTon —— +f (ey wove wmon — MODE ID: Aral baa, ose a) L DISPLAY MODE! SIK-SPEED, LEFT-HAND DASNOSTE BUTTON sy speeD, RIGHT-HAND LEVER SELECTOR LEVER SELECTOR WITH REVERSE TO REAR WITH REVERSE TO FRONT vesee Figure 1-5. Typical Lever Shift Selector 1-4. THROTTLE POSITION SENSOR (Figure 1-6) ‘The Throttle Position Sensor (TPS) can be mounted to the engine, chassis, or transmission, The TPS contains a pull, actuation cable and a potentiometer. One end of the cable is attached to the engine fuel lever and the other, inside a protective housing, to the TPS potentiometer. Output voltage from the TPS is directed to the ECU through the external hamess. The voltage signal indicates the throttle position and, in combination with other input data, determines shift timing. THROTTLE SENSOR Figure 1-6, Throttle Position Sensor 4 Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL GENERAL DESCRIPTION 1-5. SPEED SENSORS (Figure 1-7) Three speed sensors—input speed, turbine speed, and output speed—provide information to the ECU. The input speed signal is generated by the gear tecth on the top PTO gear. The turbine speed signal is generated by serrations con the pitot can attached to the splitter low drum. The output speed signal is generated by a toothed member attached to the output shaft. The speed ratios between the various speed sensors allow the ECU to determine if the transmission isin the selected range. Hydraulic problems are detected by comparing the speed sensor information for the cusrent range to that range’s speed sensor information stored in the ECU memory. FORMER (BEFORE JANUARY, 2006) (EXTERNAL) (ERTERNAL) (ecTERNAL) CURRENT (JANUARY, 2006) B pur Tuasine (extERNALy (EXTERNAL) (exTERNAL) Figure 1-7. Speed Sensors 16, ELECTRO-HYDRAULIC VALVE COMPONENTS (Figure J-8) ‘The CEC2 electro-hydraulic valve bodies contain various solenoids to control the absence or presence of solenoid pressure. Solenoid pressure, of lack of pressure, positions shift valves which apply or release transmission clutches to produce the range commanded by the ECU inputs. The ECU is connected to the solenoids by a wiring hamess ‘with sealed multi-pin twist-lock connectors at the control valve bodies, WAIN VALVE aooy 1 a LOCKUP VALVE BODY 3 ra ost eomecron- \ Loewe comecron_aut woos '3810, 6610 MODELS ~ ~~ SOLENOID AND SUMP {SOLENOID J) ‘TEMPERATURE SENSOR) 5/6/8/9000 SERIES OFF-HIGHWAY TRANSMISSION MAN CONNECTOR- ALL MODELS (SOLENOIDS 6} PLATE AND COVER CONNECTOR - ‘3610, 9610, 985, 9810 MODELS (SOLENOIDS H, |, AND J} Figure 1-8, CEC2 Control Module Copyright © 2005 General Motors Corp, Ls COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL GENERAL DESCRIPTION ‘The sump temperature sensor in the lockup body sends information to the ECU. When oil temperature is below -25°F (32°C). all shifts are blocked. When oil temperature is between ~25°F * (-32°C) and 20°F* (-7°C), transmission shifting is limited to neutral, to limited forward ranges*, and reverse, Above 250°F* (121°C), the Hot light comes on (if equipped), and a trouble code is stored in memory. Refer to chart in Section 5, Code 24 for sump temperature sensor (thermistor) characteristics. Some applications (emergency vehicles, for example) are often exempt from shift inhibit during temperature extremes, but the CHECK TRANS light may still come on and codes may be logged in the ECU memory. 1-7. WIRING HARNESSES A. External Wiring Harness (Figure 1-9) CEC? uses three external wiring hamesses to provide a connection between: + ECU ‘+ Transmission (including input, turbine, and output speed sensors) + Throttle position sensor + Vehicle interface module (VIM) + Shift selectors + Diagnostic tool connector + Vehicle interface. The transmission harness may include a bulkhead fitting to separate cab and chassis components. NOTE: Allison Transmission provides service of wiring harnesses and wiring harness components as follows: + Repair parts for internal wiring harness and wiring harness components attached to the shift selector will be available through the Allison Transmission Parts Distribution Center (PDC). Use the PIN from your appropriate parts catalog or from Appendix C in this manual. Allison Transmission (AT) is responsible for warranty on these parts. + Repair parts for external harnesses and external harness components must be obtained from St. Clair Technologies Inc. (SCT). SCTI provides parts to any Allison customer or OEM and is responsible for warranty on these parts. SCTI recognizes AT, manufacturers, and SCTI part numbers, SCTI provides a technical HELPLINE at 519-627-1673 (Wallaceburg). SCTI will have parts catalogs available. The SCT1 addresses and phone numbers for parts outlets are: St. Clair Technologies, Inc St. Clair Technologies, Inc. 920 Old Glass Road Calle Damanti S/N Col Wallaceburg, Ontario NSA 4L8 Guadalupe - Guaymas Phone: 519-627-1673 Sonora, Mexico 85440 Fax: $19-627-4227 Phone: 011-526-2222-43834. Fax: O11-526-2222-43553 + St Clair Technologies, Inc. stocks a CEC2 external harness repair kit, P/N 29532362, as a source for some external harness repair parts. SCTI is the source for external harness repair parts. This isa programmed value subject to change. 16 Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL GENERAL DESCRIPTION VEHICLE (V) HARNESS X vy CONNECTOR v TRANSMISSION (T) ——“ighaiy® HARNESS - CONNECTOR {BLUE} SELECTOR (S) HARNESS 41909 ccoiwecron {OPTIONAL} conwecton (BLACK PRO-LINK® " Siege ves a contecron DiAGHOSTIC TOOL ‘CONNECTOR cOMMESTOR ‘oPmowath ur iaghosic Took vu seus 587) CONNECTORS contictoh {oPmonat) 7 Boost, ‘coNNETOR * SHIET ‘Tew. seNsoR VS seLecToR LocKUe \= CONNECTOR ‘CONNECTOR ALLISON poc™ FoR PE SERVICE TOOL ourput seep sevson ‘omecvon THROTTLE FosmTON ‘on ra covmecton SeEED SEson nour exon ‘CONNECTOR Sheep Sengon TRANSMISSION ‘couneston mtn conECTOR ft Yi i) KE = NOTE: station oto sale. Actual hammers [Seige ferrin Wusvaton Figure 1-9. CEC2 External Witing Harnesses Copyright © 2005 General Motors Corp, 1 COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL GENERAL DESCRIPTION B, Internal Wiring Harnesses (Figure 1-10) ‘The internal wiring hamesses provide connection between the external harness, solenoids, and the temperature sensor. LockuP BODY ‘ALL MODELS HARNESS MAIN BODY SOLENOIDS AND COVER ALL MODELS INTERNAL HARNESS INTERNAL. HARNESS TRIM BOOST, PLATE AND COVER FIRST OR LOW—LOW PLATE AND COVER 9610, 810 MODEL .JSOLENOID CONNECTOR: TRIM BOOST TRIMMER COVER 5810, 6610 MODEL ssn 18 Figure 1-10. CEG2 Internal Wiring Harnesses Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL GENERAL DESCRIPTION 1-8. VEHICLE INTERFACE MODULE (Figure 1-1!) The vehicle interface module (VIM) provides relays, fuses, and connection points to interface with the vehicle electrical system. VIMs are available for both 12V and 24V electrical systems. The VIM for 12V systems uses all 12V relays. The VIM for 24V systems has all 24V relays. Refer to the parts catalog for the transmission assembly number that you are servicing for detailed parts information. Refer to Pages B-19 and B-20 for VIM wire number and terminal information, Further information is available in Appendix E Some OEMs may provide their own equivalent for the VIM which performs the same functions as the VIM shown in Figure 1-11. Figure 1-11. Vehicle Interface Module (VIM) 1-9. AUTODETECT FEATURE ‘Autodetect is active on the first 10° engine starts, Autodetect takes place within the first 5-25" seconds of each engine start monitored, For CEC2, autodetect searches for the presence of a throttle information source, Autodetect, searches for a TPS (analog) source or a data link source via J1939 or 1587. © This is a programmed value subject to change, Copyright © 2005 General Motors Corp. 19 COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL GENERAL DESCRIPTION NOTES Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL SEcTION 2—DEFINITIONS AND ABBREVIATIONS 2-1, CHECK TRANS LIGHT When the ECU detects an abnormal condition, the CHECK TRANS light (usually located on the vehicle instrument panel) illuminates and action is automatically taken to protect operator, vehicle, and transmission. A diagnostic code will nearly always be registered when the CHECK TRANS light is on; however, not all diagnostic codes will turn on the CHECK TRANS light. Codes related to the CHECK TRANS light are detailed in the code chart (refer to Section 5), Illumination of the CHECK TRANS light indicates that a condition was detected that requires service attention Operation of the transmission may or may not be restricted. Depending upon the cause for the CHECK TRANS light illumination, the ECU may or may not respond to shift selector requests. The transmission may be locked in a range. The range selected will flash on the shift selector display. Both upshifts and downshifts may be restricted when the CHECK TRANS light is illuminated. Seek service assistance as soon as possible. Each time the engine is started, the CHECK TRANS light illuminates briefly and then goes off. This momentary lighting indicates the light circuit is working properly. If the light does not come on during engine start, request service immediately. 2-2, DIAGNOSTIC DATA READER (Figure 2-1) Allison DOC™ For PC-Service Tool is the Allison Transmission preferred diagnostic tool. The Pro-Link® 9000 diagnostic tool can be used for limited support only. Addition information is available in Appendix J of this manual. PRO-LINK® 9000 DIAGNOSTIC TOOL ALLISON Doc™ FOR PC — SERVICE TOOL Figure 2-1. Current Diagnostic Data Readers Copyright © 2005 General Motors Corp. a COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL DEFINITIONS AND ABBREVIATIONS 2-3. ABBREVIATIONS AIN Amp AT CAN CECIICEC2 cop cT DDU DNS boc DVOM ECU Pl GPO 31587 31939 LED NVL OEM Ohm Pccs PCMCIA PROM PSs PTO SCI 22 Assembly Number Unit of electrical current Allison Transmission Controller Area Network—A network for all SAE J1939 communications in a vehicle (engine, transmission, etc.) ‘Commercial Electronic Controls 1 or 2—Designation for electronic controls used in off-highway and some older on-highway transmissions ‘Computer Operating Properly—Hardware protection which causes the ECU to reset if software gets lost Closed Throttle Digital Display Unit—Optional means of obtaining diagnostic information. DO NOT SHIFI—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 Diagnostic Optimized Connector Digital volt/ohmmeter Electronic Control Unit (also commonly referred to as the computer”) General Purpose Input—Input signal to the ECU to request a special operating mode or condition General Purpose Output—Output signal from the ECU to control vehicle components (such as PTOs, backup lights, etc.) or allow a special operating mode or condition Engine/transmission serial data communications link High-speed vehicle serial data communications link Light-Emitting Diode—Electronic device used for illumination Neutral Very Low—The ECU has sensed turbine speed below 150 rpm when output speed is below 100 rpm and engine speed is above 400 rpm when N (Neutral) was selected Original Equipment Manufacturer—Maker of vehicle or equipment Unit of electrical resistance PROM Calibration Configuration System Personal Computer Memory Card International Association—Memory device for use with Pro-Link® containing Allison Transmission programming and diagnostics Programmable Read Only Memory Primary Shift Selector—Main shif{ selector in a two-selector control system, Power Takeott Serial Communication Interface—Used to transmit data and messages between the diagnostic tool and the ECU and other systems such as electronically-conttolled engines Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL DEFINITIONS AND ABBREVIATIONS 2-3. ABBREVIATIONS (cont'd) SOL OFF SPL sss TPS vIw Volt voM wor All SOLenoids OFF Serial Peripheral Interface—The means of communication between the microprocessor and the interface circuits Secondary Shift Selector—Alternate shift selector in a two-selector control system Throttle Position Sensor—Potentiometer for signaling the position of the engine fuel control lever Version—Abbreviation used in describing ECU software levels Volti.e., 24V Volts Direct Current (DC) Vehicle Interface Module—A watertight box containing relays and fuses—interfaces the transmission electronic control system with components on the vehicle Vehicle Interface Wiring—Interfaces ECU programmed input and output functions with, the vehicle wiring Unit of electrical force Volvohmmeter Wide Open Throttle Infinity —Condition of a circuit with higher resistance than can be measured, effectively an open circuit Copyright © 2005 General Motors Corp. 23 COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL 24 DEFINITIONS AND ABBREVIATIONS NOTES Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL Section 3—BASIC KNOWLEDGE 3-1. BASIC KNOWLEDGE REQUIRED To service CEC2, the technician must understand basic electrical concepts. Technicians need to know how to use a vol¥ohmmeter (VOM) to make resistance and continuity checks, Most troubleshooting checks consist of checking resistance, continuity, and checking for shorts between wires and to ground. The technician should be able to use jumper wires and breakout hamesses and connectors. Technicians unsure of making the required checks should ask questions of experienced personnel or find instruction. The technician should also have the mechanical aptitude required to connect pressure gauges or transducers to identified pressure ports used in the troubleshooting process. Pressure tap locations and pressure values are shown in the Service Manual for the transmission being checked, Input power, ground, neutral start circuitry, etc, can cause problems with electronic controls or vehicle functioning and may not generate a diagnostic code. A working knowledge of CEC? vehicle installation is necessary in troubleshooting installation-related problems. Reliable transmission operation and performance depend upon a correctly installed transmission, Refer to Section 43, Shift Inhibits, or Section 4-2, General Troubleshooting of Performance Complaints, for information concerning performance complaints (non-code) troubleshooting, A complete wiring schematic is shown in Appendix G. Refer to CEC2 Controls and Off-Highway Tech Data on the Allison Transmission extranet through an Allison distributor, dealer, ot OEM. NOTE: Allison Transmission provides service of wiring harnesses and wiring harness components as follows: + Repair parts for the internal wiring harness and wiring harness components attached to the shift selector will be available through the Allison Transmission Parts Distribution Center (PDC). Use the PIN from your appropriate parts catalog or from Appendix C in this manual. Allison ‘Transmission (AT) is responsible for warranty on these parts + Repair parts for the external harnesses and external harness components must be obtained from St. Clair Technologies Inc. (SCTI). SCTI provides parts to any Allison customer or OEM and is responsible for warranty on these parts, SCTI recognizes AT, manufacturers, and SCTI part numbers. SCTI provides a technical HELPLINE at 519-627-1673 (Wallaceburg). SCTI will have arts catalogs available. The SCT1 addresses and phone numbers for parts outlets are: St. Clair Technologies, Inc. St. Clair Technologies, Inc. 920 Old Glass Road Calle Damanti S/N Col Wallaceburg, Ontario N8A 4L8 Guadalupe—Guaymas Phone: 519-627-1673 Sonora, Mexico 85440 Fax: 519-627-4227 Phone: O11-526-2222-43834 Fax: 011-526-2222-43553 + St. Clair Technologies, Inc. stocks an external harness repair kit as a source for some external harness repair parts. SCT1 is the source for external harness repair parts. Copyright © 2005 General Motors Corp. 34 COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL BASIC KNOWLEDGE 3-2. USING THE TROUBLESHOOTING MANUAL Use this manual as an aid to troubleshooting CEC2. 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, 3.3. SYSTEM OVERVIEW CEC? functions are controlled by the ECU. The ECU reads the following components to determine when to command a shift + Shift selector range selection + Output speed + Throttle position. When a shift occurs, the ECU monitors: + Turbine speed + Output speed ‘+ Throttle position during the shift ‘When the ECU detects an electrical fault, it logs a diagnostic code indicating the faulty circuit and may alter the transmission operation to prevent or reduce damage. When the ECU detects a non-electrical problem while trying to make a shift, the ECU may try that shift a second or third time before setting a diagnostic code, Once that shift has been retried, and a fault is still detected, the ECU sets a diagnostic code and holds the transmission in a lock-to-range mode of operation, 3.4, IMPORTANT INFORMATION IN THE TROUBLESHOOTING PROCESS, Before beginning the troubleshooting process, read and understand the following + CEC2 wire identification presents the wire number followed by the ECU terminal source (i.c., 157-30). If there is letter suffix following the wire number, there is a splice between the ECU source and wire destination (i¢., LIGA-T19), ‘+ Shut off the engine and ignition before any hamess connectors are disconnected or connected. + Remember to do the following when checking for shorts and opens: — Shorts: Minimize movement of wiring hamesses when looking for shorts, Shorts involve wire-to- wire or wire-to-ground contacts and moving the hamesses may eliminate the problem, — Opens: Wiggle connectors, hamesses, and splices when looking for opens. This simulates vehicle ‘movements Which occur during actual operation, ‘+ When disconnecting a harness connector, be sure that pulling force is applied to the connector itself and. not the wires extending from the connector. + Resistance checks involving the wiring between the ECU connectors and other components adds about one Ohm of resistance to the component resistance shown, ‘+ Inspect all connector terminals for damage. Terminals may have been bent or lost the necessary tension. ‘to maintain firm contact, ality, non- + Clean diy terminals or connectors with isopropyl alcohol and a cotton swab, or a good g (oFlash, residue, non-lubricating, cleaning solvent stich as LPS® Electro Contact Cleaner or LPS' Electro Contact Cleaner. Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL BASIC KNOWLEDGE The cleaning solvent must not be chlorine based, contain petroleum distillates, or conduct, electricity, The cleaning solvent should evaporate quickly to prevent the possibility of condensation within the connectors. Always blow or shake any excess cleaner from the SO 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. Qua: Care should be taken when welding on a vehicle equipped with electronic controls. Refer to Appendix E, Paragraph 1-1 Diagnostic codes displayed after system power is turned on with a hamess connector disconnected, can be ignored and cleared from memory. Refer to Section 5, Diagnostic Codes, for the code clearing procedure. 3.5. TESTING FOR OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND, (Use Digital Volt/Ohmmeter J 34520-A and Jumper Wire Set J 39197) NOTE: 1 2, Please refer to Paragraph 4-1 to begin the troubleshooting process. ‘Make sure all connectors are tightly connected and re-test the circuit, Disconnect and inspect all connectors ‘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. Ifthe problem recurs, proceed with Step (4). CAUTION: 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 cleaner from the connector before assembling it to its mating connector or hardwate. Cleaner trapped in the connector can affect the connector seal. Refer to SIL 17-1R-94 for detailed information on the recommended cleaners. Review the CEC2 wire numbering system described in Paragraph 3-4, If all connectors are clean and connected correctly, determine which wires in the chassis hamess are indicated by the diagnostic code. For example, Code 45 12, indicates a failure in the F solenoid circuit—wires 102-T1 and 120-T4. a. Test continuity of wires 102-T1 and 120-14 by performing the following (refer to Figure 3-1): (2) Disconnect the blue “T” connector from the ECU and disconnect the hamess from the transmission main connector. At one end of the hamess, using jumper wire kit J 39197 and connector probes in J 39775-CP, connect wire 102-T1 and 120-T4 to each other, being careful not to distort the terminals. Jumpering the wires together creates a circuit between wires 102-TI and 120-74 Copyright © 2005 General Motors Corp. 33 COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL BASIC KNOWLEDGE ‘TRANSMISSION CONNECTOR. WIRING HARNESS: ecu “1 CONNECTOR co OHMS Creu has comnulty, Jumper Chet does not have continuity due from 102 or 20 o another me {oa broken wie (open cc. produces a complete cre. VOM VOM reading Is very igh reading i ear zre Obs, (itinte One oF Lovet, oye Figure 3-1. Open Circuit (2) On the opposite end of the hamess, test the continuity of the jumpered pair. No continuity in a Jumpered pair circuit (infinite resistance reading) indicates an open in the wire being tested. Locate and repair the damaged portion of the wire. b. If the continuity test is good (0-2 Ohms resistance), remove the jumpers. Test the hamess for shorts between wires and shorts-to-ground by performing the following (refer to Figure 3-2) (1) Atthe ECU end of the harness, touch one VOM probe to one wite 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 VOM shows zero to low resistance, or the meter's continuity beeper sounds, there is a short between the two points being probed—wire-to-wire or wire-to-ground. Isolate and repair the short. 34 Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL BASIC KNOWLEDGE WIRING HARNESS ecu 7 CONNECTOR Wires shorted together shonedto ‘round on mrt rome nt Ground tometa ‘tame ra 0 OHMS Two wires have frayed and are shorted together Contiuty beeper of VOM wil 0 OHMS Harness hasbeen chafed and one ot more Wires are sortie ground. VOM contnuy -s0und,orreaing will goo ze Ohms ‘oF eadng wil got ero ‘when those two wires ate probed wih probing between this wire ‘he VOM. fand chassis ground oss Figure 3-2. Shorts Between Wires or to Ground 3-6, TESTING AT TRANSMISSION CONNECTOR AND THE INTERNAL HARNESS FOR OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND 1, Disconnect the extemal wiring hamess from the transmission, 2, Inspect the connectors. Any terminals which are corroded or dirty must be thoroughly cleaned, ‘The cleaning solvent must not be chlorine based, contain petroleum distillates, or conduct electricity. The cleaning solvent should evaporate quickly to prevent the possibility of condensation within the connectors. Always blow or shake any excess cleaner from the connector before assembling it to its mating connector or hardware. Cleaner trapped in the connector can affect the connector seal. Refer to SII. 17-TR-94 for detailed information on the recommended cleaners. CAUTION: 3, Ifthe connectors are clean and connected correctly, determine which wires in the harness to test Use the diagnostic code system schematic to locate the wire terminals. For this example, Code 45 12 indicates a failure in the F solenoid circuit—wires 102-T1 and 120-T4 (refer to Figure 3-3 and 3-4). NOTE: Resistance of all solenoids (except J on 5610, 6610 models only) should be 12-24 Ohms. Solenoid J resistance on the 5610, 6610 should be 10-13 Ohms. At the transmission main valve body connector, test for the resistance of the F solenoid circuit Resistance of the solenoid circuit should be 12-24 Ohms. No continuity in the circuit (infinite resistance) indicates an open in the internal harness, the feedthrough connector, or the solenoid Copyright © 2005 General Motors Corp, 35 COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL BASIC KNOWLEDGE coil. Locate and repair the open in the internal harness or replace the internal harness, replace the feedthrough connector, or replace the solenoid. MAIN VALVE a0DY ‘CONNECTOR & a SY S \= VOLTIOHM-METER- — en INFINITE (o>) OHMS: 12-24 OHMS Circuit does not have continulty due to a AT NORMAL OPERATING ‘broken wire (open circuit). VOM reading is TEMPERATURE* very high (infinite ohms or OL~-overlimit). Eero Ml lets dr eacsesonse * Refer to Appendix G ol or bad connection. ‘vosnt 20 Figure 3-3. Testing for Continuity b. If the resistance testis good, test the hamess for shorts between wires and to ground by performing the following (cefer to Figure 3-4): (1) Atthe transmission connector, touch one probe of the VOM to one wire of the circuit being tested and touch the other probe to each terminal in the connector and to chassis ground and the transmission main housing. Do this for both wires in the circuit being tested. (2) Ifthe VOM shows zero to low resistance, or the continuity beeper sounds, there is a short between the two points being probed, wire-to-wire or wire-to-ground. An indication of a short may be caused by a splice to the wire being tested. Consult the wiring diagram in Appendix G for splice locations. If the short is not a splice, then isolate and repair the sort. Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL BASIC KNOWLEDGE MAM VALVE BODY CONNECTOR ae wes toucn cachet "am ra 0 OHMS 0 OHMS: See Soman ane, Snare riences era, Figure 3-4, Shorts Between Wires or to Ground NOTE: When conducting circuit tests that include the external harness, add one (1) Ohm to the values shown. Copyright © 2005 General Motors Corp, ui COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL BASIC KNOWLEDGE NOTES Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL SecTION 4—TROUBLESHOOTING—NO CODES PRESENT 4-1, BEGINNING THE TROUBLESHOOTING PROCESS 1. Begin troubleshooting by determining the transmission fluid level and ECU input voltage. Remember that some problems may be temperature related. Do troubleshooting at the temperature level where the problem occurs. Determine diagnostic codes by using: + Shift selector display (refer to Paragraph 5-2 for code reading) + Allison DOC™ For PC-Service Tool (Allison Transmission preferred diagnostic tool) + Pro. Link® 9000 diagnostic tool (limited support only) 2. When a problem exists but a diagnostic code is not indicated, refer to Section 4-3, Shift Inhibits, o Section 4-2, General Troubleshooting of Performance Complaint, for a listing of various electrical and hydraulic problems, their causes, and remedies. 3. Ifa diagnostic code is found in the ECU memory, record all available code information and clear the active indicator (refer to Section 5). 4, Test drive the vehicle to confirm a diagnostic code or performance complaint. + Ithe code reappears, refer to Section 5, Diagnostic Codes, and the appropriate code chart. The Diagnostic Code section lists diagnostic codes and their description. Locate the appropriate troubleshooting chart and follow the instructions + Ifthe code does not reappear, it may be an intermittent problem. Use the Allison DOC™ For PC-Service Tool or Pro-Link® 9000 diagnostic tool and Section 5, Paragraph 5-1. The code display procedure will indicate the number of times the diagnostic code has occurred. Refer to the troubleshooting chart for possible cause(s) of the problem. + Appendix A deals with the identification of potential circuit problems. Refer to Appendix A if a circuit problem is suspected. NOTE: Information concerning specific items is contained in the appendices located in the back of this manual. The appendices are referred to throughout the manual. 4-2. GENERAL TROUBLESHOOT! IMPORTANT: NG OF PERFORMANCE COMPLAINTS: Determine the following before beginning specific troubleshooting, removing the transmission, or removing attached components, * Are there active diagnostic codes + Is the lever shift selector lever in N (Neutral) to allow starting the engine? + Is the battery properly connected and charged? + Have the items in Paragraph 4-1, been reviewed? + Is the fiuid level correct? + Is voltage to the ECU correct? + Is the engine properly tuned? + Is fuel flow to the engine correct? Copyright © 2005 General Motors Corp. 4 COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL TROUBLESHOOTING—NO CODES PRESENT + Is air flow to the cooler and radiator unrestricted? ‘+ Is the driveline properly connected? ‘+ Are there signs of fluid leakage under the vebicle? 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? ‘Use the various sections of this manual to isolate the listed problems. The following charts address specific vehicle complaints. Some complaints involve diagnostic codes, so all troubleshooting should involve determining if the system has set any diagnostic codes, ‘Table 4-1. ‘Troubleshooting Performance Complaints Problem Probable Cause Suggested Remedy SHIFT SELECTOR DISPLAYS “CATEYE” (-/-) AND VEHICLE IS NOT OPERABLE No communication between the ECU and a remote shift selector ECU interprets transmission not in neutral Refer to code 23 XX troubleshooting procedure Refer to code 56 XX troubleshooting procedure SHIFT SELECTOR DISPLAY IS BLANK VIM Fuse is blown Fuse blown in OEM substitute Failed SDL (Serial Data Link) Replace VIM fuse Replace fuse for VIM Should change to “‘cateye” within 12 seconds (refer to Code 23 16) SHIFT SELECTOR NOT LIGHTED AT NIGHT (WHEN HEADLIGHTS ARE ON) Wires 186, 187, or 188 are not connected or are improperly connected, Find wires 186, 187, and 188 and connect them or install wires, if necessary. 42 Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL TROUBLESHOOTING—NO CODES PRESENT ‘Table 4-1. ‘Troubleshooting Performance Complaints (cont’d) Problem Probable Cause Suggested Remedy VEHICLE WILL NOT START —_Lever shift selector not in neutral (ENGINE WILL NOT CRANK) Dead battery Disconnected battery Faulty starter circuit Faulty neutral start relay Faulty wiring in neutral start circuit Voltage to ECU too low Faulty ignition wire (146) Faulty lever shift selector Lack of battery voltage on Circuit 123 from ECU when in neutral ‘All display segments of display No calibration installed in ECU lighted Voltage to ECU too low Select N (Neutral) and restart Recharge battery Reconnect battery Repair vehicle starter circuit Replace neutral start relay Repair wiring ‘Test battery and charging system voltage. Refer to Code 13 2 ‘troubleshooting procedure Repair wire 146 Replace lever shift selector. Refer to Code 23 XX troubleshooting procedure Repair Circuit 123 or replace the ECU Load Calibration Test battery and charging system voltage. Refer to Code 35 00 troubleshooting procedure. CHECK TRANS LIGHT WILL NOT GO OUT AT START-UP A. Vehicle Drives Normally Faulty CHECK TRANS relay or circuit Faulty wiring hamess ‘An LED rather than a lamp is installed for the CHECK TRANS light and the LED is partially lighted from leakage current Faulty ECU B, Vehicle Does Not Drive Faulty hamess Faulty interface wiring to vehicle electrical system Faulty ECU Replace relay or repair circuit Repair harness Install a lamp rather than an LED for the CHECK TRANS light Replace the ECU Repair hamess (refer to Section 4 and Appendix C) Repair wiring (refer to Appendix C) Replace the ECU Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL TROUBLESHOOTING—NO CODES PRESENT Table 4-1, Troubleshooting Performance Complaints (cont'd) Problem Probable Cause Suggested Remedy CHECK TRANS LIGHT FLASHES INTERMITTENTLY Intermittent power to ECU Loose CHECK TRANS relay Loose wiring to CHECK TRANS light Faulty or incorrect ground wire attachment Intermittent opening in Circuit 115 Determine input power to the ECU and correct if necessary Replace CHECK TRANS relay Repair wiring Repair ground circuit Repair Circuit 115 NO CHECK TRANS LIGHT AT IGNITION Faulty light bulb or socket Faulty relay Incorrect power to relay Incorrect wiring to and from CHECK TRANS light bulb Faulty wiring harness Circuit 115 open Faulty ECU Replace light bulb or socket Replace relay Test power line from ignition switch to relay and repair Repair wiring (refer to Appendix C) Test wiring between ECU and CHECK TRANS light, and repair where necessary (refer to Appendix C) Repair Circuit 115 Replace the ECU ECU WILL NOT TURN OFF WHEN IGNITION SWITCH OFF Faulty ignition switch Externally-generated speed sensor signal(s) (refer to Appendix H for detailed inspection) Replace ignition switch Find source of false speed sensor signal(s) and correct problem. TRANSMISSION WILL NOT SHIFT TO FORWARD OR REVERSE (STAYS IN NEUTRAL) Oil temperature too low Throttle position sensor or linkage is not functioning properly Voltage to ECU too low Shift selector is not functioning properly Copyright © 2005 General Motors Corp. Refer to Code 24 12 troubleshooting procedure, Refer to throttle position sensor for correct set-up (Appendix D). Refer to Code 21 XX troubleshooting procedure. Test vehicle battery and charging system. Refer to Code 13 12 troubleshooting procedure. Replace shift selector. Refer to Code 23 XX troubleshooting procedure. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL TROUBLESHOOTING—NO CODES PRESENT ‘Table 4-1. Troubleshooting Performance Complaints (cont’d) Problem Probable Cause Suggested Remedy TRANSMISSION WILL NOT SHIFT TO FORWARD OR REVERSE (STAYS IN NEUTRAL) (cont'd) Disconnected or dirty connectors Faulty wiring hamesses Speed sensor(s) not functioning properly Faulty solenoid circuitry Faulty ECU Input function inhibit active Perform connector checkout (refer to Appendix C) Repair harness (refer to Appendix C) Repair or replace speed sensor(s) or circuitry (refer to Appendix C and the appropriate transmission service manual), Refer to Codes 22 XX and 25 XX troubleshooting procedures. Refer to Codes 45 XX and 46 XX troubleshooting procedures. Replace the ECU ‘Test input function programming With Allison DOC™ or Pro-Link®, Correct wiring, ‘TRANSMISSION WILL NOT STAY IN FORWARD OR REVERSE Quick-to-neutral circuit (input function) faulty Leaking at solenoid assembly Faulty solenoid — leaking Repair quick-to-neutral circuit Rebuild solenoid assembly (refer to appropriate transmission service manual) Replace solenoid (refer to appropriate transmission service manual) ‘TRANSMISSION WILL NOT MAKE A SPECIFIC SHIFT Low engine power Incorrect fluid level Extreme fluid temperature Faulty speed sensor/circuit Faulty solenoid circuitry Faulty temperature sensor/eireuit Copyright © 2005 General Motors Corp. Correct engine problem, refer to engine service manual Correct fluid level Inspect cooling system and fluid level. Refer to Code 24 23 troubleshooting procedure. Repair circuit or replace speed sensor(s). Refer to Code 25 XX. ‘troubleshooting procedure, Refer to Codes 45 XX and 46 XX ‘troubleshooting procedures, Test for temperature reading which inhibits shifts COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL TROUBLESHOOTING—NO CODES PRESENT ‘Table 4-1, ‘Troubleshooting Performance Complaints (cont'd) Problem Probable Cause Suggested Remedy TRANSMISSION WILL NOT Incorrect calibration MAKE A SPECIFIC SHIFT Install proper calibration (cont'd) Faulty shift selector Replace shift selector. Refer to : Code 23 XX troubleshooting procedure. Hydraulic problem Refer to Range Clutch Troubleshooting section Faully ECU Replace the ECU TRANSMISSION DOES NOT —_Engine idle speed too fast (neutral Adjust engine idle speed (refer to PROPERLY (ROUGH to range shill) SHIFTS OCCURRING LOW OR TOO HIGH Faulty throttle sensor/eireuit SPEED) ECU input voltage low Incorrect shift calibration for vehicle Instrument panel tachometer incorrect Incorrectly calibrated electronic speedometer Faulty speed sensor/circuit Loose speed sensor Incorrect fluid level Crossed wires in hamess Intermittent problems Loose or damaged speed gear 46 Copyright © 2005 General Motors Corp. vehicle service manual) Refer to throttle sensor section for installation and operation information (Appendix D). Refer to Code 21 XX toubleshooting procedure, Test power, ground, charging system, and battery function Install correct calibration Repair or replace tachometer Calibrate electronic speedometer Repair circuit or replace speed sensor. Refer to Code 22 XX woubleshooting procedure. Tighten speed sensor retaining bracket bolt Correct fluid level Test for crossed wires and correct Inspect and test wiring hamesses and connectors (refer to Appendix ° Tighten loose part or replace loose part, if necessary COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL TROUBLESHOOTING—NO CODES PRESENT ‘Table 4-1. Troubleshooting Performance Complaints (cont’d) Problem Probable Cause Suggested Remedy TRANSMISSION DOES NOT _ Shift valve sticking ‘Overhaul valve body assembly SHIFT PROPERLY (ROUGH (Gefer to appropriate transmission SHIFTS, SHIFTS OCCURRING service manual) AT TOO LOW OR TOO HIGH SPEED) (cont'd) ‘Trimmer valves sticking Overhaul valve body assembly (Gefer to appropriate transmission service manual) Faulty trim boost solenoid circuitry Refer to Code 45 21 troubleshooting procedure ‘Trim boost regulator sticking Overhaul valve body assembly (efer to appropriate transmission service manual) 4-3. SHIFT INHIBITS—NO DIAGNOSTIC CODES Shift Inhibits are conditions present in the transmission that prevent shifting lrom taking place due to the state of the transmission. The shift inhibits described below are not the result of any malfunction in the transmission or the transmission’s control system. As such, no code will be related to these inhibits. Use Allison DOC™ For PC Service Tool or Pro-Link® 9000 diagnostic tool to access the Shift Inhibits data screen in the Diagnostic menu. 1. INP SPEED N->F INHIBIT (INPUT SPD N->F) If Input (engine) speed is above a calibration value, and the “SPLOGIC OUTPUT SPEED” is LO, then neutral to drive shifts are allowed. This display updates from N (o Y only after a forward range is selected. It will update from Y to N when either the input speed falls below the calibration value or a range other than forward is selected. This value is currently set too high to generate any indication other than N) 2. INPUT SPEED N->R INHIBIT (INPUT SPD N->R) If Input (engine) speed is above a calibration value, then neutral to reverse shifts are inhibited. This display updates from N to ¥ instantly when the input speed exceeds a calibration value. It will update from ¥ to N instantly when the input speed falls below the calibration value. This value is currently set too high to generate any indication other than N. 3. SPECIAL FUNCTION RANGE INHIBIT (SPL FUNC RNG) ‘This inhibit is active (Y) when the Neutral to Range inhibit function is inhibiting shifts. INPUT wire #137 is assigned for Neutral to Range Inhibit operation and is typically tied into the equipment Park Brake System. If this wire is OFF, normal Neutral to Range shifis will not be inhibited by this function, If this wire is ON, the shift selector LED window will lash R or 6, when the selector is ‘moved from Neutral to Reverse or Drive position, and no movement will occur. Determine from /O. ‘menu on Diagnostic Data Reader the state of wire 137. If wire 137 is ON, then the transmission will not shift out of Neutral. Troubleshoot the wiring system to correct the problem. Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL TROUBLESHOOTING—NO CODES PRESENT 4, MEDIUM COLD OIL INHIBIT (MED COLD OIL) When the transmission oil is cold (-25°F to 20°F), this inhibit limits operation to Reverse, Neutral, and Ist range, and the CHECK TRANS light, if available, is illuminated. This inhibit is not utilized for emergency vehicle application. 5. WHEEL LOCK INHIBIT (WHEEL LOCK) When the output shaft decelerates too rapidly, this inhibit will activate and prevent downshifts. This condition only lasts for approximately 6 seconds. In addition, the lockup clutch, if applied at the time of the rapid decel, will disengage and an alternate shift schedule will be utilized, which may command the transmission to upshift SPLOGIC THROTTLE and SPLOGIC OUT SPD SPLOGIC THROTTLE and SPLOGIC OUT SPD inhibitors identify the low (LO)-20 percent ON and 17 percent OFF, and high (HI)-185 rpm ON and 180 zpm OFF, state condition of the Special Pattern Logic. 7. SPECIAL PATTERN LOGIC (SPLOG) Special Patten Logic is used to determine program actions or inhibits based on the transmission range commanded, range selected, throttle position, and transmission output speed. This inhibit requires the ‘operator to command a range, Depending on the status of ‘SPLOGIC THROTTLE’ (LO/HI) and ‘SPLOGIC OUT SPD’ (LO/HD, the ‘SPECIAL PATTERN LOGIC’ will do one of the following: + INHIBIT WARNING (INHIB WARN) Direction change shifts are inhibited and the shift select range flashes. Look to SPLOGIC THROTTLE or SPLOGIC OUT SPD for HI state indication as possible source of inhibit. + COMMAND FORWARD NEUTRAL FORWARD REVERSE (CFNFR) CFNER is used to ‘make sure the transmission is below a specific forward range before a shift to either Neutral or Reverse is commanded. Whenever Neutral or Reverse is selected from a forwatd range, this logic is applied. If the current range is greater than a calibration constant, CNFR signals the ECU which commands the preselect downshifts until the calibration range is attained, then Neutral is commanded. Ifthe current range is equal to or less than the calibration constant, the ECU will command Neutral. Also, while this logic is applied, the selector digit will fash, + NEUTRAL WARNING (NE! digit will flash, + ENABLE SHIFTS (ENABLE SHIFT) This allows the selected dircetion change shift to be commanded provided the shift is not already inhibited by one of the Following direction change inhibit features: WARN) The Transmission will shift to Neutral, and the selector —Input speed Neutral to Range inhibit Direction change via Neutral Inhibit —Any special input function direction change inhibit Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL TROUBLESHOOTING—NO CODES PRESENT ADDITIONAL RANGE INHIBIT SCENARIOS 1, No Codes, NoR. 1C/L only, regardless of selector forward range selection, R flashes and { in all for- ward selector positions, + Bed Hoist Interlock and Hold in Range features are both active, Both are used when the dump bed is raised on end dump trucks. Test wire 177 via ‘VO Wires’ diagnostic data menu. If the wire is ON, Reverse will not be available. Test wire 163 via ‘/O Wires’ diagnostic data option. If this wire is ON, all forward range selector positions will show a 1 in the selector LED window, and 1st converter and lockup are the only available ranges, unless engine speed attains Hold Override speed, at which time a shift to 2 higher ranges will occur. 2. No Codes. Won't upshift except at high engine speed. No flashing indicator in shift selector LED window. + Delta (A) P Hold function is active, Test wire 117 via ‘VO Wires’ diagnostic data option menu. If the wire is ON, all upshifts are at the Hold Upshift engine rpm, not the normal full throttle upshift rpm. NOTE: This function is temperature specific. Sump temperature must be at least 120°F before function is enabled. 3. No Codes. R and Ist available. Sometimes will shift to 2nd and even 3rd range, but not typically above 3rd, + Lockup not active. Compare engine rpm versus turbine spm via ‘Diagnostic Data’ tools menu. If not the same, or within 1 percent, not enough rpms available at Output Shaft to achieve the next shift + If Sump Temperature is below 70°F or 100°F, depending upon calibration, Lockup will not be available, Measure Sump Temperature via ‘Diagnostic Data’ diagnostic tools menu, + If Automatic Lockup Off function is ON, lockup will not be available. Test wire 154 via ‘0. Wires’ diagnostic tools menu. + Anti-lock brake function is active, Check wire 177. 4, No Codes. No, + SPLOGIC THROTTLE is HI. This will inhibit N to R shifts. Test TPS % via ‘Diagnostic Data’ diagnostic tools menu, Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL TROUBLESHOOTING—NO CODES PRESENT NOTES Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL SECTION 5—TROUBLESHOOTING—DIAGNOSTIC CODES PRESENT 5-1. DIAGNOSTIC CODE MEMORY Diagnostic codes are logged in a list in memory (sometimes referred to as the queue), listing the most recently occurring code first and logging up to five codes. ‘The codes contained in the list have information recorded as shown in the table below (codes are examples). Access to the code list position, main code, subcode and active indicator is through either the shift selector display, Allison DOC™ For PC-Service Tool, or the Pro-Link® 9000 diagnostic tool. Access to ignition cycle counter and event counter information is through either of the diagnostic tools only. Further detail on the use of Allison DOC™ For PC-Service Too! or Pro-Link® 9000 diagnostic tools is presented in Appendix J of this manual, ‘Table 5-1. Code List Code Ta Tgalton Cpa Position | Main Code | subcode | Active indicator | "Counter | Event Counter Zl 2 7 YES 00 io a2 45 12 YES 00 04 a3 23 12 YES 08 02, w 34 2 YES B or 5 36 Tr YES 2 a Seas NORE [eer ciRb tam [Rae ite chy The following paragraphs define the different parts of the code list A. Code List Position. The position which a code occupies in the code list, Positions are displayed as “dl” through “dS” (Code List Position #1 through Code List Position #5). B. Main Code. The general condition or area of fault detected by the ECU. C. Subcode, The specific area or condition related to the main code in which a fault is detected. D. Active Indicator. Indicates when a diagnostic code is active. The MODE indicator LED on the shift selector is illuminated or the diagnostic tool displays YES. E, Ignition Cycle Counter. Determines when inactive diagnostic codes are automatically cleared from the code list. The counter is increased by one each time a normal ECU power down occurs (ignition tumed off). Inactive codes are cleared from the code list after the counter exceeds 25. FE. Event Counter. Counts the number of occurrences of a diagnostic code. If a code is already in the code list and the code is again detected, that code is moved to position dl, the active indicator is, turned on, the Ignition Cycle Counter is cleared, and | is added to the Event Counter. 5-2, CODE READING AND CODE CLEARING Diagnostic codes can be read and cleared by the following methods: + Allison DOC™ For PC-Service Tool (Allison preferred diagnostic tool) + Pro-Link® 9000 diagnostic tool (limited support only) + By entering the diagnostic display mode and using the shift selector display. ‘The use of Allison DOC™ For PC-Service Tool and Pro-Link® 9000 diagnostic tool is described in the instruction ‘manual furnished with each tool or briefly in Appendix J of this manual. The method for reading and clearing codes described in this section refers to entering the diagnostic display mode by the proper button movements on the shift selector. Copyright © 2005 General Motors Corp. sa COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL TROUBLESHOOTING—DIAGNOSTIC CODES PRESENT ‘The diagnostic display mode may be entered for viewing of codes at any speed, Active codes can only be cleared ‘when the output speed = 0 and no output speed sensor failure is active, A. Reading Codes. Enter the diagnostic display mode by pressing the T (Up) and J-(Down) arrow buttons atthe same time on a pushbutton selector, ory momentarily pressing the DISPLAY MODE, button on a lever shift selector NOTE: If aDO NOT SHIFT condition is present (CHECK TRANS light illuminated) at this time, the shift selector may or may not respond to requested range changes. ‘The code list or queue position is the first item displayed, followed by the main code and the subcode. Each item is displayed for about one second. The display cycles continuously until the next code list position is accessed by pressing the MODE button, The following list represents the display cycle using code 25 11 as an example: 1. Code list position—d, 1 2. Main code—2, 5 3, Subeode 1, 1 4, Cycle repeats—a, 1,2, 5,1, 1 To view the second, third, fourth, and fifth positions (d2, d3, 44, and d5), momentarily press the MODE button as explained above, ‘Momentatily press the MODE button after the fifth position is displayed to restart the sequence of code list positions An active code is indicated by the illumination of the LED indicator when a code position is displayed while in the diagnostic display mode. Any code position which does not have a diagnostic code logged will display No diagnostic codes are logged after an empty code position, for both the main and subcodes, B. Clearing Active Indicators. A diagnostic code’s active indicator can be cleared, which allows the code inhibit to be cleared but remains in the queue as inactive. ‘The active indicator clearing methods are: 1, Power down—All active indicators, except code 69 34 (refer to the code chart), are cleared at BCU power down, 2. Self-clearing—Some codes will clear their active indicator when the condition causing the code is, no longer detected by the ECU. 3. Manual—Some active indicators can be cleared manually, while in the diagnostic display mode, after the condition causing the code is corrected. If an active indicator is cleared while the transmission is locked in a forward range (lock-to-range), the transmission will remain in the forward range after the clearing procedure is completed. Neutral must be manually selected CAUTIO! 52 Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL TROUBLESHOOTING—DIAGNOSTIC CODES PRESENT ‘Manually Clearing Codes and Active Indicators from the Code List. To clear active indicators or all codes: 1, Enter the diagnostic display mode, 2, Press and hold the MODE button for approximately three seconds until the LED indicator Hashes. All active indicators are cleared. To remove all inactive codes, press and hold the MODE bution for about ten seconds until the LED indicator flashes again, All active indicators will be cleared at ECU power down. 3. Codes that cannot be manually cleared will remain. Exiting the diagnostic display mode. Exit the diagnostic display mode using one of the following procedures: 1. Ona pushbutton shift selector, press tne T (Up) and J Down) arrow buttons at the same time or press any range button, D, N. ot R. The shift (D, N, or R) is commanded if not inhibited by an Tetive code 2. Ona lever shift selector, momentarily press the DISPLAY MODE button ot move the shift lever to any shift position other than the one it was in when the diagnostic display mode was activated, Ifthe shift is inhibited, the ECU will continue to comman¢ the current transmission range attained and the lever should be retumed to its original position 3. Wait until timeout (approximately 10 minutes) and the system will automatically return to the normal operating mode. 4, Tum off power to the ECU (tum off the vehicle engine at the ignition switch), 5-3, DIAGNOSTIC CODE RESPONSE The following ECU responses to a fault provide for safe transmission operation: + Do Not Shift (DNS) Response Release lockup clutch and inhibit lockup operation Inhibit all shifts. ‘Turn on the CHECK TRANS light Shift selector display flashes the range selected, Ignore any range selection inputs from the pushbutton or lever shift selector. + SOLenoid OFF (SOL OFF) Response All solenoids are commanded off. 5-4. SHIFT SELECTOR DISPLAYS RELATED TO ACTIVE CODES + “Catey The forward slash segments and the middle horizontal segments (-/-) may be on under the following conditions: RST link fault is active (code 23 12 or 23 14) Shift selector display line fault is active (23 16) When two COP timeouts occur within two seconds of each other (reference code 69 33) Range verification ratio test-Neutral (56 99) Copyright © 2005 General Motors Corp. 53 COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL TROUBLESHOOTING—DIAGNOSTIC CODES PRESENT + All Segments Displayed—All display segments will be illuminated if a severity 1 diagnostic code is present during initialization, or if an electrical code for any solenoid is logged before initialization, completes. 5-5. DIAGNOSTIC CODE LIST AND DESCRIPTION ‘Table 5-2. CEC2 Diagnostic Codes CHECK Sub- TRAN Main Code code Description Light ___ Inhibited Operation Description GB 12 ECU input voltage, low Yes DNS (85-12) 53 ECU input voltage, high Yes DNS 24 12 Throttle position sensor, failed low Yes Use throttle default values (©2519 45 Throttle position sensor, failed high Yes _Use throttle default values 2 14 Engine speed sensor reasonableness Yes Use default engine specd (og 5-20) test 19 Turbine speed sensor reasonableness Yes. DNS, lock in current range test 16 Output speed sensor reasonableness Yes._—_-DNS, lock in current range test 2B 12 Primary shift selector or RSTlink fault Yes Hold in last valid direction, May cause (pz 5-24) “cateye” (/-) display. 13 Primary shift selector mode function No Mode change not permitted fault 14 Secondary shift selector or RSI link Yes_-—-‘Hold in Jast valid direction. May cause fault “eateye” (display. 15 Secondary shift selector mode No Mode change not permitted function fault 16 Shift Selector display line fault Yes __None. May cause “‘cateye” (/-) display. 24 12 Sump fluid temperature, cold Yes DNS, lock-to-range (25-26) 53 Sump fluid temperature, hot Yes ‘No upshifts above a calibration range 25 11 Output speed sensor, detected at ‘Yes DNS, lock in current range (Ist) (2 5-30) © output rpm, 1 22 Output speed sensor, detected at Yes DNS, lock in current range (2nd) O output rpm, 2nd 33. Output speed sensor, detected at Yes DNS, lock in current range (3rd) O output rpm, 3rd 44 Output speed sensor, detected at Yes DNS, lock in current range (4th) O output rpm, 4th s4 Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL TROUBLESHOOTING—DIAGNOSTIC CODES PRESENT ‘Table 5-2. CEC2 Diagnostic Codes (cont'd) CHECK Sub- TRAN Main Code code Description Light ___ Inhibited Operation Description 25 (cont'd) 55 Output speed sensor, detected at Yes DNS, lock in current range (Sth) O output 1pm, Sth 66 Output speed sensor, detected at Yes DNS, lock in current range (6th) Output rpm, 6th 77 Ourput speed sensor, detected at Yes DNS, lock in current range (7th) © output rpm, 7th 88 Output speed sensor, detected at Yes DNS, lock in current range (8th) O output rpm, 8th 26 00 Throttle source not detected No Use throttle default values (pg 5-33) 33 12 Sump fluid temperature sensor failed Yes Use default value of 93°C (200°) (pe 5-34) low 23 Sump uid temperature sensor failed Yes Use default value of 93°C (200°F) high 34 12 Factory calibration compatibility Yes DNS, SOL OFF (pz 5-37) number wrong 13 Factory calibration fault Yes 14 Power off fault Yes Use previous location, or factory calibration 15. Diagnostic queue fault Yes Use previous location, or clear diagnostic queue 16 Real time fault Yes DNS, SOL OFF 17 Customer modifiable constants fault. _Yes__ DNS, SOL OFF 35 00 Power interruption (code set after No None (hydraulic default (pe 5-38) power restored) interruption) 16 Real time write interruption Yes DNS, SOL OFF 36 (00 Hardware/software not compatible Yes DNS, SOL OFF (pg 5-41) 45 12 General solenoid failure—F Yes DNS (E542) 13 General solenoid failure—K Yes DNS, Inhibit lockup 14 General solenoid failure—B Yes DNS, Inbibit Reverse 15. General solenoid failure—G Yes DNS Copyright © 2005 General Motors Corp. 55 COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL TROUBLESHOOTING—DIAGNOSTIC CODES PRESENT Table 5-2, CEC2 Diagnostic Codes (cont'd) CHECK Sub- TRAN Main Code code Description Light Inhibited Operation Description 45 (cont'd) 16 General solenoid failure —E Yes_-DNS 21 General solenoid failure—H/3 Yes Tum off trim boost J, DNS H 22 General solenoid failure—A Yes Noaction taken 23 General solenoid failure —D Yes DNS 24 — General solenoid failure Yes Noaction taken 26 General solenoid failure—C Yes DNS 46 21 Hiside overcurrent, HM solenoid Yes Turn off Hi solenoid, DNS 8610, 9810 (B54) 46 Hi side overcurrent, C,D, solenoid Yes. Tum off C,D, F solenoids circuit 27 Hiside overcurrent, A,B,F.G.1.K Yes. DNS. Tum olf A,B, F, G, I,K solenoids. solenoid circuit 5611 Range verification rao west, I ‘Yes._~—‘DNS 5 (E548) 59 Range verification ratio test, 2nd Yes DNS 33. Range verification ratio test,3rd_ === Yes’=—= DNS 44 Range verification ratio test, 4th = -Yes_—=—=DNS 55. Range verification ratio test, Sth —-Yes._—=—=sDNS 66 Range vetification ratio test, 6th = Yes-_=—=DNS 77 Range verification ratio test, th orR1Yes. DNS 88 Range verification ratio test, Sth or R2_Yes. DNS 99 Neutral verification ratio test, N__—Yes_—_-DNS, “eateye" (+) display 600 Engine rating oo high Yes DNS, Lock-in-newtral (e 5-50) G6____00 Serial communications interface fault No Use default throtle values (pg 5-52) © 27 BCUinoperaiveA.B.RG.LK Yes DNS, SOL OFF (85-54) solenoid 28 ECU, inoperative HJ solenoid Yes DNS, SOL OFF 29 ECU, inoperative C.D, E solenoid —-Yes._—-DNS, SOL OFF ECU, Computer Operating Properly Yes.__-Reset ECU, shutdown ECU on 2nd (COP) fault occurrence (power loss; hydraulic defaults). May cause “cateye" (/-) display oral segments blank display +6 Copyright © 2005 General Motos Corp COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL TROUBLESHOOTING—DIAGNOSTIC CODES PRESENT ‘Table 5-2. CEC2 Diagnostic Codes (cont'd) CHECK Sub- TRAN Main Code code Description Light __ Inhibited Operation Description 69 (cont'd) 34 ECU, EEPROM, fault Yes DNS, SOL OFF 35 ECU, EEPROM, fault Yes Reset ECU 39 Communication chip addressing error Yes Use defaults for 11939 data 42 SPLoutpat failure No GPO 1-8 and reverse warning inoperable 43. SPLinput failure Yes DNS, lock-in-range Copyright © 2005 General Motors Corp, 37 COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL CODE 13 XX—ECU INPUT VOLTAGE HARNESS TERMINALS. YM TERINALS <] wT ha serum < | ter-ve omer ecu Lay 13801 PNK ge - sav pres [lennon as} t-te} ayo —| PackARD lel ey 8 DEUTSCH (erm YELLOW _ West DIAGNosTIC — TOOL cuy | _1s.sx2_ ye] CONNECTOR west fy] PRIMARY nk SHIFT A sez SELECTOR | DIAGNOSTIC TOOL maT CONNECTOR | "CONNECTOR (PACKARD) + eA g ¢ pss ALT DIAGNOSTIC TOOL CONNECTOR 6-PIN CONNECTOR ‘See Appendix 8 For Detaled Terminal Location (DEUTSCH) ‘Wie designation may include ator sufi which indicates a spice tothe same number wit. ‘Soe witing schomatic In Appendbx G for more deta on spies iter designations. Figure 5-1. Code 13 Schematic Drawing 58 Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL CODE 13 XX—ECU INPUT VOLTAGE (Figure 5-1) Main code 13 indicates either a high or low input voltage, Low voltage is less than 8 volts, High voltage is over 33 volts, Common causes for a low voltage code are: + Bad batteries + Faulty vehicle charging system + No dedicated power and ground connection directly to the battery or through an electronic bus bar to the battery ‘Common causes for the high voltage code are: + Faulty vehicle alternator + Faulty vehicle voltage regulator Main Code | Subcode ‘Meaning is 12 Battery voltage to the ECU too low iB 23 Battery voltage to the ECU too high A. Active Indicator Clearing Procedure: + Power down + Manual, + Self-clearing B, Troubleshooting: 1. Connect a diagnostic tool and turn on vehicle ignition, Select Diagnostic Data to find input volt- age. Record reading 2. Tum off vehicle ignition and remove the connectors from the ECU. 3. Test the system voltage at wire 136A and 136C, pin V1 and V16. If power is low or high at this, point, and the diagnostic tool reading is also low or high, the vehicle wiring is suspect, Test for fuse problems, lack of battery-direct power and ground, faulty charging system/batteries, and loose or dirty connections (refer to Appendix A). Power may also be low or high at pins V1 and. ‘V16 (system power) if the batteries/charging system is faulty. Bad grounds may also cause incorrect input power readings. 4. If power is correct but the diagnostic tool reading indicates incorrect voltage, closely inspect terminals V1 and V16 or $16; make sure they are not corroded or deformed. Clean or replace as necessary (refer to Appendix C, Paragraph C-1). 5. If the voltage condition is intermittent, closely inspect the vehicle wiring for transmission system power and grounds, Inspect for loose, dirty, or painted connections. Inspect the VIM for loose, incorrect, or overheating relays or fuses (refer to APPENDIX E—-WELDING ON VEHICLE/ VEHICLE INTERFACE MODULE). Inspect for wires that are chafed and touching other components. 6. If no other cause is found, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to confirm that the problem is in the ECU. If the original ECU now works, Copyright © 2005 General Motors Corp. +9 COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL CODE 13 XX—ECU INPUT VOLTAGE (Figure 5-1) inspect the ECU connectors for any corrosion or damage which may cause an intermittent condi- tion. If the original problem recurs, reinstall the replacement ECU. ‘Table 5-3. Voltage Chart Voltage Condition 33.0 High Fail Limit, Set Code, DNS (High Set Point) 32.0 ‘Maximum Continuous ECU Voltage 8.0 Low Voltage Fail Limit, Set Code, DNS (Low Set Point) 70 Software Off (ECU loses power) 45 Neutral Start Off Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL TROUBLESHOOTING—DIAGNOSTIC CODES PRESENT NOTES Copyright © 2005 General Motors Corp, COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL CODE 21 XX—THROTTLE FAULT T CONNECTOR TEMPERATURE sensor [£}— A TPs CONNECTOR . THROTTLE rej} zest pm ae senson rower POSITION SENSOR Ty} | ere awe TWHOTTLE SaNAL TP eon fete Fey ders once now SEE NTE ecu THROTTLE Le 20 roe senso power POSITION ‘ ‘SENSOR sey awe so THROTTLE SIGNAL (options sas oneew now “We designation ray include alter stax which neater a spe tthe same uber wre Sao wring sera n Append @ for more deal on ape ltr decignatons NOTE: These wires ay passthrough abukoad connector See Append B Fr Detaled Terminal Location wm Figure 5-2. Code 21 Schematic Drawing 52 Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL CODE 21 XX—THROTTLE FAULT (Figure 5-2) ‘The throttle position sensor (TPS) must have been recognized by autodetect or manually selected using Allison DOC™ For PC-Service Tool or Pro-Link® 9000 diagnostic too! (refer to the manual supplied with the diagnostic tool being used) before these codes can be logged. See Paragraph 1-9 for further information. Main code 21 indicates the throttle position sensor has been retracted or extended by its linkage into an error zone. This may be due to a faule with the sensor, or a fault in the wiring to the sensor or to the ECU. Code 21 12 is set when the ECU receives TPS counts of 14 or less. Code 21 23 is set when the ECU senses TPS counts of 23: Whenever a code 21 XX condition is detected, the system uses default throttle values. 5, NOTE: Code 21 XX in conjunction with code 33 XX indicates the potential loss of common ground wire 135 between the throttle and temperature sensor. ‘Main Code Subcode Meaning 21 12 Throttle position sensor failed low 21 3 Throttle position sensor failed high Active Indicator Clearing Procedure: + Power down + Manual, + Self-clearing NOTE: Before troubleshooting, read Paragraph 4-1. Also, measure the ECU input voltage. B. Troubleshooting: 1. Plug in a diagnostic tool, select Diagnostic Data, and read throttle counts and percent. If the TPS failed high (code 21 23), the problem may be toward the full throttle end of the TPS travel. If the TPS failed low (code 21 12), the problem may be at the closed throttle end of the TPS travel. NOTE: Code 21 12 may occur when the throttle source is J1587 or J1939 and an analog throttle source is falsely detected, This condition may be due to a problem in an unused TPS branch of a universal external harness. To prevent this occurrence, remove wire 156 from the ECU connector and insert a cavity plug in the space vacated by the wire. Be sure that the unused TPS branch is routed away from potential induced voltage sources and the connector is protected from external contamination. NOTE: Code 21 12 can result when the +5V line (wire 124) which powers the analog sensor is shorted to ground. Wire 124 also powers the shift selector and is present in all three ECU connectors. 2. If counts are high but the percentage never reaches 100 percent, TPS linkage may have bound up and overstroked the TPS to set a false 100 percent reading, After TPS overstroking ceases, the TPS will not automatically return to 100 percent. After the TPS is correctly installed and adjusted, use Allison DOC™ For PC-Service Tool or Pro-Link® 9000 diagnostic tool to reset throttle cali- bration or cycle the ignition 5 times to reset the 0 percent and 100 percent settings. Refer to the TPS section of this book (Appendix D) for installation and adjustment procedur 3. Ifthe throttle counts do not change or are erratic, test the throttle sensor wiring for opens, shorts, between wires, or shorts-to-ground. Also test for correct TPS voltages using test wiring hamess 1.41339. If wiring problems are found, isolate and repair the fault (refer to Appendix C for repair information). Copyright © 2005 General Motors Corp. 5-13 COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL sas CODE 21 XX—THROTTLE FAULT (Figure 5-2) 4, If the wiring is satisfactory, replace the throttle position sensor and adjust its linkage so the counts are not in the error zones (refer to Appendix D). 5, If the TPS and its linkage adjustment are correct and the wiring to the sensor is satisfactory, the condition is intermittent. Replace the sensor and properly adjust the new sensor. 6. Ifthe condition recurs, use a spare wire, if available, or provide a new wite (St. Clair P/N 200153 may bbe used for this purpose) for the TPS circuit. Refer to Appendix C for connector repair information, 7. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to confirm that the problem is in the ECU. If the original ECU now works, in- spect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU, A good throttle position sensor should have resistance of: (1) 9000-15,000 Ohms across terminals A and C. (2) 500 Ohms, moving to 9000-15,000 Ohms as TPS is moved from the fully retracted to the ‘fully extended position, measured across terminals A and B (refer to Figure 1-6). Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL TROUBLESHOOTING—DIAGNOSTIC CODES PRESENT NOTES Copyright © 2005 General Motors Corp, COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL CODE 22 XX—SPEED SENSOR/CIRCUITRY FAULT T CONNECTOR (BLUE) SEE NOTE! INPUT Lod 1a1-Ti4 TAN _T7ig] ENGINE SPEED HI SPEED SENSOR [B_}-E 12130 ORANGE Trap] ENGINE SPEED LO ECU TURBINE SPEED SENSOR 40-131 BLUE _FTi7] TURBINE SPEED LO 48-115 ORANGE TURBINE SPEED Ht ouput fee neo al aun ec SPEED =e Bison a HET ut soo SEE NOTE DOCOORKE SPEED SENSOR CIRCUITS Use twisted pas of ies ‘See Appendix 8 For Detailed Terminal Location, NOTE 1: These wires may pass through @ bukhead connector. Figure 5-3. Code 22 Schematic Drawing 516 Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL CODE 22 XX—SPEED SENSORI/CIRCUITRY FAULT (Figure 5-3) ‘Main code 22 indicates a fault within a speed sensor, the wiring to a speed sensor, incorrect speed sensor gap, or damaged bumps or teeth which create the speed signal, This fault is determined by the reasonableness of a speed sensor signal when compared with the other two speed sensors and the commanded range. A speed sensor will not pass the reasonableness test if there is no signal at all from that sensor when a signal should be present. NOTE: Ifthe input (engine) speed sensor code (22 14)is active and a range verification testis failed, the range verification code will not be set but a DO NOT SHIFT response is commanded, Main Code Subcode Failed Sensor 2 4 Input (Engine) Speed 2 5 Turbine Speed 2 16 Output Speed A. Active Indicator Clearing Procedure: + Power down © Manual + Sclf-clearing NOTE: _ Before troubleshooting, read Paragraph 4-1. Also, measure the ECU input voltage. B. Troubleshooting: 1, Determine if the sensor is loose, missing, or disconnected. If not, disconnect the wiring hamess from the sensor and measure the resistance of the sensor (see chart below). Also inspect the (ermi- nals for dirt, corrosion, or damage. If resistance is not correct, replace the sensor. (Current Resistance (Ohms)]Former Resistance (Ohms)] yp op ‘Temp °C January, 2006 Before January, 2006 250 200 40 40 340 300 a 20 450) 400) 230) 110 2. Remove the transmission hamess connector from the ECU. Test the sensor circuit (in the external hamess) for open wires, shorts between wires, or shorts-to-ground, Isolate and repair any faults (refer to Appendix C for repair information). 3. Ifno opens or shorts are found, the condition must be intermittent. Replace the sensor indicated by the trouble code. Before replacing a speed sensor, inspect the sensor for physical damage or contamination. Refer to the appropriate transmission service manual for proper replacement procedure, 4, If the condition recurs, install new wiring (twisted-pait) for the sensor circuit between the ECU and the transmission, Use St. Clair P/N 200153 Service Harness Twisted Pair for this purpose. Copyright © 2005 General Motors Corp, COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL CODE 22 XX—SPEED SENSOR/CIRCUITRY FAULT (Figure 5-3) 5, If the condition again recurs, connect the diagnostic tool and select the speed signal indicated by the trouble code, Drive the vehicle and watch the speed reading on the diagnostic tool, If the signal is erratic, the following may be inducing the erratic signal: + Sensor gap + Vehicle vibration smal AC signal source ‘+ Intermittent connector contact. Inspect the sensor and its surroundings for irregularities that would affect sensor gap. Isolate and correct any abnormal vehicle vibrations, particularly driveline and abnormal engine torsionals. Refer to the Off-Highway Tech Data on the Allison Transmission extranct through an Allison distributor, dealer, or OEM. Also refer to the Applications Manual, Section C. Re-test the sensor wiring for intermittent conditions (refer to Appendix A), 6, Ifthe condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to confirm that the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU, Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL TROUBLESHOOTING—DIAGNOSTIC CODES PRESENT NOTES Copyright © 2005 General Motors Corp, COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL CODE 23 XX—SHIFT SELECTOR sus.407 GRAY z {6.01 PK 7 vim fa oo SATTERY POWER [SE oes BATTERY RETURN | $32} 182 Tp] 120-59 PNK sensor power [SF ] COMMON To ro UE (BSSTARD 88s ope wour [} A1s=$10 GREEN ap i OLE PRIMARY orspuay [Sie ar=sut LUE SHIFT SELECTOR (PSS) Po sucPo 6 [55 178-S15 ORANGE [7 | CONNECTOR J ‘AND oss s |S} 1-88 YEUOW FFT) SECONDARY Fou sm-s7 BLE STOR, pes «L7H : [e]| SELECTOR (sss) CONNECTOR pss 2} 17158 GREEN Fy (OPTIONAL) oss 1/5} m5 nawat rz] PSS ONLY oss LT} 116.590 sss pfs} sess ane sss s SH} se1-szt YELLOW P| R sss «(ss sass aut 1] boss omy ' {iF PRESENT E ss 2 {55} twsn one 5 bss OR sss sss [7 190-521 ORANGE CONNECTOR ‘S00 Appendb:B For Detaled Terminal Location “Wire designation may include alter sutfix which inccates a epice tothe ome number wie See wirng sonematc in Aspens G or more dlallon epee lalter designations Figure 5-4, Code 23 Schematic Drawing 5-20 Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL CODE 23 XX—SHIFT SELECTOR (Figure 54) ‘Main code 23 indicates a fault with a shift selector or the wiring between a shift selector and the ECU. Main Code | Subcode Meaning 23 12 __| Primary shift selector fault—a “cateye” (/> type display may occur 2B 13 __ | Primary shift selector mode function fault. Mode change not permitted 2 14 __| Secondary shift selector fault—a “cateye” (/-) type display may occur 2B 15 __| Secondary shift selector mode function fault. Mode change not permitted 2B 16 __| Shift selector display line fault A. Active Indicator Clearing Procedure: + Power down © Manual + Self-clearing NOTE: Before troubleshooting, read Paragraph 4-1. B. Troubleshooting: 1. Clear the active indicator for code 23 XX. If code recurs, continue to Step (2). 2. Inspect for a poor connection at the shift selector, NOTE: Code 23 12 can result when the +5V line (wire 124) which powers the shift selector is shorted to ground. Wire 124 also powers the TPS and is present in all three ECU connectors. 3. Disconnect the selector “S” hamess connector from the ECU and from the shift selector and test for opens, shorts, and shorts-o-ground between the shift selector and ECU (refer to Section 3). Repair as needed (refer to Appendix C) 4, Ifno problem is found with the shift selector connection or wiring, replace the shift selector. 5. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to confirm that the problem is in the ECU. Ifthe original ECU now works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU. Copyright © 2005 General Motors Corp, 5-21 COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL CODE 24 XX—SUMP FLUID TEMPERATURE T CONNECTOR (BLUE) FRED THROTTLE ‘T2- POSITION . Sensor ‘CONNECTOR (TPS) | TRANSMISSION enone sor-imsen SUMP eri VALVE BODY ‘SENSOR ecu Xs. 4] sun TEWP (4 Las anvess Cc => “fs (as CHASSIS HARNESS LOCKUP VALVE BODY ‘CONNECTOR “pee aes N LOCKUP SOLENOID/TEMP SENSOR TRANSMISSION HARNESS CONNECTOR wre designation may inci alter sux wich Indeates a spice tothe same number wire ‘See wiing schematic n Append Gor mre dtl on spice ater designations NOTE: These wires may pass through a bulkhead connector. Soe Appendix B For Detaled Terminal Location sin Figure 5-5. Code 24 Schematic Drawing 5-22 Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL CODE 24 XX—SUMP FLUID TEMPERATURE (Figure 5-5) ‘Main code 24 indicates the ECU has detected either a high or low fluid temperature in the transmission (via the sump temperature sensor in the internal lockup valve body harness), All shifts are inhibited when code 24 12 is set (only Neutral range operation is allowed). No upshifts are allowed above a calibration range when code 24 23 is set. All inhibits are cleared when the temperature conditions are normal, A related code is 33 12 which indicates a temperature reading outside the usable range of the sensor and indicates a probable sensor failure, Detailed troubleshooting information for the sump thermistor is shown in Appendix L. Main Code | Subcode “Meaning 4 12 __ | Sump fluid temperature cold Ey 23 __ | Sump fluid temperature hot A. Active Indicator Clearing Procedure: + Power down © Manual + Self-clearing NOTE: Before troubleshooting, read Paragraph 4-1. Also, measure the ECU input voltage. B. Troubleshooting: Code 24 12: 1. If the outside temperature is between ~25°F (32°C) and +20°F (-7°C), the ECU will allow reverse, neutral, and limited forward drive operation. Only hold override upshifts are allowed (re fer to Table 5-4 on next page.) The sump must be warmed to an acceptable temperature to avoid logging codes and transmission diagnostic response. NOTE: Code 24 12 can result when the +5V line (wire 147) which powers the sump temperature sensor is shorted to ground. 2. After allowing the temperatures to normalize, if ambient temperature docs not match the sump temperature reading (test using a diagnostic tool), compare resistance versus sump fluid tempera ture. Refer to Appendix L. Ifresistance measurement is acceptable, then test the sensor wiring for opens, shorts, of shorts-to-ground. 3. If the sensor wiring is satisfactory, remove the lockup body cover and replace the temperature sensor which is in the internal lockup harness (refer to appropriate transmission service manual). 4, If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to confirm that the problem is in the ECU. If the original ECU now. works, inspect the ECU connectors for any corrosion or damage that may cause an intermittent condition. If the original problem recurs, reinstall the replacement ECU Copyright © 2005 General Motors Corp. 5-23 COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL CODE 24 XX—SUMP FLUID TEMPERATURE ‘Table 5-4, Transmission Operation as a Function of Temperature Condition +e “C ‘Temperature sensor failed high (reler to code 33 23) 350" 17 Hoot fluid (code 24 23) maximum range limited 250" 121 ‘Medium cold fluid R, N, D allowed (hold overtide upshifts only) 20" a Temperature sensor failed low (refer to code 33 12) 55" 8 Code 24 23: 1, Install temperature gauges for transmission temperature and engine water temperature. Drive the vehicle, Verify that the code can be reproduced and verify the reading shown on the diagnostic ool, Observe the gauges and test for hot fluid when the code is produced, 2, Ifthe fluid is not hot when the code is produced, remove the transmission “T” harness connector at the ECU and the transmission, Test the fluid temperature sensor wiring for opens, shorts, and shorts-to-ground, Compare the resistance readings of the sensor and the actual temperature shown on the gauge with the chart information in Figure 5-6. If wiring problems ot a great difference between temperature and resistance compared with the chart are found, remove the lockup valve body cover and replace the temperature sensor which is patt of the internal lockup hhamess (tefer to the appropriate transmission service manual). If wiring problems are found, repair or replace as necessary. 3. If the fluid is hot when the code is produced, observe the gauges to see if the engine became hot before the transmission. If the engine cooling system is overheating and heating the transmission, the problem is with the engine or its cooling system, 4, If the transmission became hot before the engine, allow the vehicle to idle for 3- minutes and determine the transmission fluid level. Correct the fluid level if necessary. 5. Ino problems are found in the transmission, remove the transmission and disassemble, inspecting for causes of overheating (stuck stator, plugged orifices, dragging clutches, etc.). Refer to the ap. propriate transmission service manual. Resistance Vs. Temperature Characteristics Figure 5-6 is a graph of the temperature indicated by the resistance measured in the thermistor. The thermistor has a negative temperature coefficient which means the indicated temperature increases as the measured resistance decreases within a range of about 200,000 Ohms down to about 50 Ohms. ‘This is a programmed value suiject to change. Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL CODE 24 XX—SUMP FLUID TEMPERATURE RESISTANCE-TEMPERATURE CHARACTERISTIC CHART 1,000,000 100.000 8 10.000 B 1.000 & Pp 3 100 0 1 ee ee a a 10250 m0 170 ‘TEMPERATURE — CEC? Negative Temperature Coefficient Sensor Sump Figure 5-6, Temperature Sensor Chart NOTE: Look carefully at the graph. The scale for the resistance (on the left side) is not constant (linear). Itis 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. ‘The following table shows the range of resistance values that correspond to the sump fluid temperature shown in one degree increments over the operating range of the thermistor. ‘Table $-5. Sump Thermistor—Resistance (Ohms) vs. Temperature Sumap Thermistor ‘Sump Thermistor Degree | Degree | Lo | Nominal] Hi || Degree | Degree ] Lo | Nominal | Hi c F | obms | Obms | ohms [| C F Ohms_| Ohms | Ohms =30_[-38_[ 20262 | is2288 [226183 || 11 [122 | 17043 | 16424 | 17900 49_[ 362 _| 188561 | 169859 [210206 ||_—10 14 __|_16120_|_15540_| 16924 4s [344 [175549_| 158357 | 195459 || -9 [iss | 1sesi_|_ 14709 | 16006 ai [326 [esi [47708 | isisao 8 [ie [isa [ 13927 [sas —46_[ 508 | 152390 | 137844 | 169255 | -7 | 194 | 13066 | 13190 | 14331 45 49 [142089 | 128702 [157621 6 [| 212 | 12042 [12407 |_ 13567 =a [472 | 132550_| 120224 | 146860 || 5 23 | iar | 1184 | 12848 3 [54 [amit [112359 [136900 [4 [a8 [tiers [i827 —_ [43.6 [aissi7_ [105057 [127678 || -3 [266 [11014 | 106a8 [11533 Copyright © 2005 General Motors Corp, 5-28 COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL CODE 24 XX—SUMP FLUID TEMPERATURE Table 5-5. Sump Thermistor—Resistance (Ohms) vs. Temperature (cont'd) ‘Sump Thermistor Sump Thermistor Degree | Degree | Lo | Nominal | Hi || Degree | Degree | Lo | Nominal | At c F Ohms | Ohms | Ohms c F Ohms | Ohms | Ohms —a_ | ars [over _ [98276 risis4 || 2 [284 | toss | io1or | 10932 —40_|_ 40 [tooses [95956 | io7isi |[- 1 302 [9906 | 9585 | 10365 39 | -382 [94317 [39769 | iooisi || 0 2 9399 [9098 [9831 38 364 | 88235 | 84019 | 93681 I 338 | 8921 | 8038 | 9329 —37_| 346 _[ 8582 [ 78674 _[ 87642 2 356 | 8470 | 8203 | S854 —36_| =328 [77326 _[73701_| $2030 3 374_[_804_| 7793 | 8407 —35_ | -31_[72437_[_69073_ | 76811 4 392 [| 763 06 | 7985 4 29.2 | 67886 | 64764 | 71956 5 a 7263_| 70al_| 7587 —33_| 274 [63649 [6074967497 6 428 [| 6905 | 6696 | 72IT —32_| -25.6 [“s9702_[s7008_| 63228 7 446 | 6567 | 6369 | _ 6855 —31_| -238 [36024 _[33520_| 59308 3g aa | oa7_[ soot | 6519 30 22 | 52504 | 50266 | 55654 a ag2_[ 5944 [5769 [6202 =29_| 202 [49304 | 47229 | s2247 || 10 30 Er LN —28_| -184 [46408 [44394 [49069 |[ 1 sis | s387_[ s231_[ sei —27_| -166 [43620 [41746 | 46102 |[_12 a6 [sisi [ 498¢_ [5349 26 48 | 41016 | 30271 | 43332 || 13 354 | 4888 | 4750 | 5095 —2s_|_-is_[_3ss8a_[ 30958 | 407as || 14 372_| 4659 [| 4528 | 485d —24_| -112 [36308 [34794 [38308 [15 39 aan_|_ 4318 | 4626 =| 94 [-s4isi_[ 32770 | 3608s |[ 16 [ sos | 4235 | 4s | 4410 22 76 | 32190 | 30875 | 33954 || 17 | 626 | 4039 | 3029 | 4205 —ar_| 58 | 30327 | 29101 [31976 |[ 18 | 644 | 3854 | 3750 | 401I =20) 4 | 28582_| 2743930125 || 19 [662 [3678 | 3580 | 3827 =i | 22 [26048 [25881 [28391 || 20 w sil 3418 [3653 18 o4 | 25417 | 24420 | 26767 || 21 os | 3353 | 3265_| 3487 = 1T4_| 23981 | 23051 | 25245 || 22 | 716 | 3202 | 3120 | 3330 16 | 32 [22634 [21766 | 238i |[ 23 [ 734 [3060 | 2981 | 3180 ais 5 2is7i_[ 20660 | 22480 |[ 24 [752 | 2924 | 2850 [| 3039 | 68 | 2018s | 19427 | 21205 || 25 TT 2795_| 2725 | 2904 =a &6 | 19072 | 18363 | 20086 || 26 | 788 | 2673 | 2606 | 2776 —12_|_i04 [18026 [17363 | 18940 _|[__27 306 [2556 | 2493 | 2655 28 24 [24s [2385 _[_ 2540 o7__|[ 1526 | 5209 | 5098 [5409 2 42 | 2940 | 2282 | 2430 8 | is44 | 5028 | 4921 | 5222 30 86 zo__| 2185 | 2326 6 | 1362 | 4854 [4752 [50a 31 7a [2144 | 2002 [2007 70. 158 | 4687 [4589 [| 4868 32 89.6 [2053 | 2003 [2132 nm [ise8 [27 | 4432 | 4702 33 | 914 | 1967 | 1919 | 2043 72 | leis | 4373 | 4282 | 4542 M4 [932 | 1884 | 1839 | 1957 7 | tea | 4225 | 4137 | 4389 35 5 1806 | 1763 [_ 1875 74 [1652 [4083 | 3998 [4247 36 [968 | 173i | 1690 | 1797 5 ie7_| 3946 | 3865 | 410 5-26 Copyright © 2005 General Motors Corp. COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL CODE 24 XX—SUMP FLUID TEMPERATURE ‘Table 5-5. Sump Thermistor—Resistance (Ohms) vs. Temperature (contd) ‘Sump Thermistor ‘Sump Thermistor Degree | Degree | Lo | Nominal | Mi || Degree | Degree | Lo | Nominal | Hi c F Ohms | Ohms | Ohms c F Ohms | Ohms | Ohms 37_[ 986 | 1660 | 1620 [1723 76__| tees | 3815 | 3736 | 3963 38__[ i004 [i592 | 1354 [1653 77_|[ 4706 | 3089 [3613 [3832 39__[ 1022 | 1527 [1497 1585 7s [i724 | 3567 | 3494 [3706 40 Tor_| 146s | 1430_| sar 7 | i742 | 345 338 3585 a__| toss [14061373 [1459 80 176 | 3338 | 327 | 3468 #2 [i076 | 1349 [i3is_[_1401 si_ [i778 | 3229 [| 3164 | 3356 B_ [toa [1296 | 126s [1345 82 [1796 | 3125 | 3062 | 3247 “| ia | 124 | 121s | 1291 3 [sia | 3025 | 2964 | 3143 5 13 Ti9s__|_e7_[ 1240 S4_[ i832 | 2928 | 2889 | 3003 46 [aia [i148 [122 [1192 85 iss [2835 [| 2778 | 2946 a7__[ i166 [1103 | i078 [1145 86 | i868 | 2745 [ 269 | 2854 43 | 1184 | 1060 | 1036 | 1100 87 | 1886 | 2659 | 2605 | 2765 #9 | 1202 | 1019 | 9963 | 1058 88 | i904 | 2576 | 2533 | 268 30 122_[ 9803 | 9581 [| 1017 so [1922 | 2495 | 2443 [2597 si_[ i238 | 9429 [9216 [9784 || 90 qos [2418 | 2367 [2517 2 | 1256 | 9071 | 8867 | 9414 || 91 | 1958 | 2344 | 2094 | oM4 33 [tara | smo [533 [9059 || 92 | 1976 | 2272 [2223 | 2366 34 i292 [| 8401 | 824 | 879 || 93 | i994 | 2202 | 2155 | 2295 35 ii_[ soss | 7908 [ 8394 || 93 | 2012 | 2135 [ 2089 | 2226 36 | 1328 | 7788 | 7615 | 8083 || 95 203_| 2071 | 2025 | 2159 s7_| 1346 0 | 735 | 7785 || 96 | 2008 | 2009 | 1964 | 2095 38__[ 1364 [72235 | 7066 [750 2066 | 1948 | 1905 | 2033 s9__[ 1382 | 6962 | 6809 [7227 2084 | 189 1848_[_ 1973 oO 140 | 6709 | 6562 | 6965 202 | 1834 | 1792 | 1915 a | ais | 6467 | 626 | 6714 212 178 1739 _| 185.9 @_ [1436 | 6235 | 6099 | 6473 238 | 1728 | 1688 | 1805 6 [1%4 | e012 [5882 [6242 2is6 | 1678 | 1638 [1753 | 1472 | 3799 | sor | 6021 274 | 1629 159) 1703 S Ta | ss94 | S474 | 5808 292 | 1582 | isda | 1654 66 [i508 | 5398 | 5282 [ 3605 2ai_[ 1596 | 1499 | 1607 ios | 2228 | 1492 [ 1456 [1562 2642 [7956 [7735 [83.77 1o7_| 2246 | 145 T14_| 1518 266 | 7754 | 1537 | 81.65 Tos | 2264 | 1409 [ i374 | 1475 2678 | 7558 | 7346 | 7196 joo | 2282 | 1369 [ 1335 [| 1434 2696 | 7367 | 716 | 7761 iio [230 [1334 [i297 [1394 mia | 71382 | 08 75.8 Ti | 2318 | 1294 | 1261 | 1356 273.2 | 7003 | 6805 | 738 ti2_| 2336 | 1258 | 1226 | 1319 275 | 68.29 | 6635 | 7198 m3 _| 2384 [1223 [119.2 [ 1282 2768 | 666 64.7 [70.21 4 | 2372 | 1189 [ 159 [ 1248 2786 | 6496 | 6311 | 685 Copyright © 2005 General Motors Corp, COMMERCIAL ELECTRONIC CONTROLS 2 (CEC2) TROUBLESHOOTING MANUAL CODE 24 XX—SUMP FLUID TEMPERATURE Table 5-5. Sump Thermistor—Resistance (Ohms) vs. Temperature (cont'd) ‘Sump Thermistor Sump Thermistor Degree | Degree | Lo | Nominal | Hi || Degree | Degree | Lo | Nominal | At c F Ohms | Ohms | Ohms c F Ohms | Ohms | Ohms tis_| 239 | 1is7 | 27 [ i214 || 138 | 2804 | 6337 | 6156 | 6683 iie_[ 2408 | 1125 [i096 [ 118i || 139 | 2822 | 6182 [6005 | 6521 ti7_| 2426 | 1095 | 1066 | 1149 || 140 | 284 | 60.32 | 5859 | 63.64 mis [ 24a | 106s [| 1037 [9 || ii | 2858 | sase [5717 | e211 ii9__| 2462 | 1037 | 10091 | too || 142 | 2876 | S745 | 35.79 | 6063 wo | 248 | i009 | 982 106 14 | 2394 | 3607 [5445 [5918 121 | 2498 | 9823 | 9558 | 1032 || 144 | 2912 | 5473 | S345 | S778 T2z_| 2516 | 9563 | 9304 | 1005 || 145 | 293 | 5343 | sla0 | S62 T23_| 2534 | 9312 | 9058 | 979 146 | 2948 | S217 | 50.66 | 35.09 i24_[ 2552 | 9068 | 882 | 9536 || 147 | 2966 | 094 [ 4947 | 538i 125_| 257 | 88.2 | 85.89 | 929 148 | 2984 | 4975 [483a1_[_ 5255 126 | 2588 | 86.03 | 8365 | 9051 || 149 | 3002 | 4859 | 4718 | 5134 iz7_| 2606 | 838 | sia9 | 8819 || 150 | 302 | 4746 | 4609 | sOIS 1s [2624 | sies | 7938 [ 3595 [| — = = = = 5-28 Copyright © 2005 General Motors Corp.
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