Chrysler PT Cruiser. Manual — part 997
3.6
TRANSMISSION SIMULATOR (MILLER
TOOL #8333) AND ELECTRONIC
TRANSMISSION ADAPTER KIT
(MILLER TOOL #8333-1A)
NOTE: Remove the starter Relay when using
the transmission simulator
•
Failure to remove the Starter Relay can
cause a PCM - No Response condition.
•
The removal of the Starter Relay will also
prevent the engine from starting in gear.
•
The
Transmission
Simulator
will
not
accurately diagnose intermittent faults.
The transmission simulator, simply put, is an
electronic device that simulates the electronic func-
tions of any EATX or NGC controlled transmission.
The transmission Simulators basic function is to
aid the technician in determining if an internal
transmission problem exists or if the problem re-
sides in the vehicle wiring or control module. It is
only useful for electrical problems. It will not aid in
the diagnosis of a failed mechanical component,
but it can tell you that the control module and
wiring are working properly and that the problem
is internal.
The ignition switch should be in the lock position
before attempting to install the simulator. Follow
all instructions included with the simulator. If the
feedback from the simulator is in doubt, you can
verify it’s operation by installing it on a known
good vehicle. A “known good vehicle” would be
defined as a vehicle that does not set any DTC’s
and drives and shifts as expected.
One important point to remember is that the
Simulator receives it’s power from the Trans Relay
Output circuit. If the transmission system is in
Limp−in (Relay open), the simulator will not oper-
ate. This is not really an indication of a problem,
but an additional symptom. If the simulator does
not power up (‘‘P’’ led lit), this is an indication that
the problem is still present with the simulator
hooked up. This indicates that the problem is in the
wiring or control module and not the transmission.
Miller Tool # 8333-1A consists of the adapter
cables and overlay necessary to adapt the 8333
simulator to TE/AE/LE/RLE transmissions.
4.0
DISCLAIMERS, SAFETY,
AND WARNINGS
4.1
DISCLAIMERS
All information, illustrations and specifications
contained in this manual are based on the latest
information available at the time of publication.
The right is reserved to make changes at any time
without notice.
4.2
SAFETY
4.2.1
TECHNICIAN SAFETY INFORMATION
WARNING: ENGINES PRODUCE CARBON
MONOXIDE THAT IS ODORLESS, CAUSES
SLOWER REACTION TIME, AND CAN LEAD
TO SERIOUS INJURY. WHEN THE ENGINE IS
OPERATING, KEEP SERVICE AREAS WELL
VENTILATED OR ATTACH THE VEHICLE
EXHAUST SYSTEM TO THE SHOP EXHAUST
REMOVAL SYSTEM.
Set the parking brake and block the wheels
before testing or repairing the vehicle. It is espe-
cially important to block the wheels on front-wheel
drive vehicles: the parking brake does not hold the
drive wheels.
Some operations in this manual require that
hydraulic tubes, hoses, and fittings, disconnected
for inspection or testing purposes. These systems,
when fully charged contain fluid at high pressure.
Before disconnecting any hydraulic tubes, hoses
or fittings, be sure that the system is fully depres-
surized.
When servicing a vehicle, always wear eye pro-
tection and remove any metal jewelry such as
watchbands or bracelets that might make an inad-
vertent electrical contact.
When diagnosing a Transmission system prob-
lem, it is important to follow approved procedures
where applicable. These procedures can be found in
the service information. Following these proce-
dures is very important to the safety of individuals
performing diagnostic tests.
4.2.2
VEHICLE PREPARATION FOR
TESTING
Make sure the vehicle being tested has a fully
charged battery. If it does not, false diagnostic
DTC’s or error messages may occur. It is extremely
important that accurate shift lever position data be
available to the PCM. The accuracy of any DTC
found in memory is doubtful unless the Shift Lever
Test, performed on the DRBIII
t Scan Tool, passes
without failure.
4.2.3
SERVICING SUB-ASSEMBLIES
Some components of the Transmission system
are intended to be serviced in assembly only. At-
tempting to remove or repair certain system sub-
components may result in personal injury and/or
improper system operation. Only those compo-
20
GENERAL INFORMATION
nents with approved repair and installation proce-
dures in the service information should be ser-
viced.
4.2.4
DRBIII
T SAFETY INFORMATION
WARNING: EXCEEDING THE LIMITS OF THE
DRBIII
T
MULTIMETER IS DANGEROUS. IT
CAN
EXPOSE
YOU
TO
SERIOUS
OR
POSSIBLY
FATAL
INJURY.
CAREFULLY
READ AND UNDERSTAND THE CAUTIONS
AND THE SPECIFICATION LIMITS.
•
Follow the vehicle manufacturer’s service speci-
fications at all times.
•
Do not use the DRBIII
t if it has been damaged.
•
Do not use the test leads if the insulation is
damaged or if metal is exposed.
•
To avoid electrical shock, do not touch the test
leads, tips, or the circuit being tested.
•
Choose the proper range and function for the
measurement. Do not try voltage or current
measurements that may exceed the rated capac-
ity.
•
Do not exceed the limits shown in the table.
FUNCTION
INPUT LIMIT
Volts
0 - 500 volts peak AC
0 - 500 volts DC
Ohms (resistance)*
0 - 1.12 megohms
Frequency Measured
Frequency Generated
0 - 10 kHz
Temperature
-58 - 1100°F
-50 - 600°C
*Ohms cannot be measured if voltage is present.
Ohms can be measured only in a non-powered
circuit.
•
Voltage between any terminal and ground must
not exceed 500v DC or 500v peak AC.
•
Use caution when measuring voltage above 25v
DC or 25v AC.
•
The circuit being tested must be protected by a
10A fuse or circuit breaker.
•
Use the low current shunt to measure circuits up
to 10A. Use the high current clamp to measure
circuits exceeds 10A.
•
When testing for the presence of voltage or
current, make sure the meter is functioning
correctly. Take a reading of a known voltage or
current before accepting a zero reading.
•
When measuring current, connect the meter in
series with the load.
•
Disconnect the live test lead before disconnect-
ing the common test lead.
•
When using the meter function, keep the
DRBIII
t away from spark plug or coil wires to
avoid measuring error from outside interference.
4.3
WARNINGS
4.3.1
VEHICLE DAMAGE WARNINGS
Before disconnecting any control module, make
sure the ignition is “lock” position. Failure to do so
could damage the module.
When testing voltage or continuity at any control
module, use the terminal side (not the wire end) of
the connector. Do not probe a wire through the
insulation; this will damage it and eventually
cause it to fail because of corrosion.
Be careful when performing electrical tests so as
to prevent accidental shorting of terminals. Such
mistakes can damage fuses or components. Also, a
second DTC could be set, making diagnosis of the
original problem more difficult.
When replacing a blown fuse, it is important to
use only a fuse having the correct amperage rating.
The use of a fuse with a rating other than indicated
may result in a dangerous electrical system over-
load. If a properly rated fuse continues to blow, it
indicates a problem in the circuit that must be
corrected.
4.3.2
ROAD TEST COMPLAINT VEHICLE
Some complaints will require a test drive as part
of the repair verification procedure. The purpose of
the test drive is to try to duplicate the diagnostic
DTC or symptom condition.
CAUTION: Before road testing a vehicle, be
sure that all components are reassembled.
During the test drive, do not try to read the
DRBIII
T
screen while in motion. Do not hang
the DRBIII
T
from the rear view mirror or
operate
it
yourself.
Have
an
assistant
available to operate the DRBIII
T
.
Road testing is an essential step in the diagnos-
tic process that must not be overlooked. Along with
diagnostic information obtained from the DRBIII
t
Scan Tool and the original customer concern, the
road test helps to verify the problem was current
and any repairs performed, fixed the vehicle cor-
rectly. Always operate and observe the vehicle
under actual driving conditions.
Just as important as the road test is, there are
preliminary inspections that should be performed
prior to the road test. Always check the fluid level
and condition before taking the vehicle on a road
test. Determine if an incorrect fluid type is being
21
GENERAL INFORMATION
used, improper fluid will result in erratic transmis-
sion operation. Some of the conditions of incorrect
fluid level are as follows:
•
Delayed engagement
•
Poor shifting or erratic shifting
•
Excessive noise
•
Overheating
The next step is to verify that the shifter is
correctly adjusted. If the shifter is incorrectly ad-
justed, a number of complaints can result.
The PCM monitors the Shift Lever Position
(SLP) Sensor continuously. If the shifter is incor-
rectly adjusted, the PCM will sense a shift lever
position that is not correct for the gear chosen by
the driver. This may cause a DTC to be set.
The following complaints may also be the result
of an incorrectly adjusted or worn linkage:
•
Delayed clutch engagement
•
Erratic shifts
•
Vehicle will drive in neutral
•
Engine will not crank in park or neutral
•
Shifter will be able to be moved without the key
in the ignition
•
Not able to remove the ignition key in park
•
Parking pawl will not engage properly
The shifter should also be adjusted when replac-
ing the Transmission, repairing the valve body, or
when repairing any component between the shift
lever and the Transmission.
Some questions to ask yourself when performing
the road test are as follows:
•
Is the complaint or concern what you think the
problem is, based on the driver’s description of
the problem?
•
Is the Transmission operating normally, or is
there a real problem?
•
When does the problem occur?
•
Is the problem only in one gear range?
•
What temperature does the problem occur?
•
Does the vehicle have to sit over night for the
problem to occur?
•
Does the transmission go into Limp-in mode?
4.3.3
ELECTRONIC PINION FACTOR
WARNINGS (IF APPLICABLE)
The pinion factor must be set when replacing the
PCM. Note: The pinion factor is a fixed number and
cannot be changed or updated in some vehicle
applications. If the pinion factor is not set or
incorrectly set, any speed related functions will not
operate correctly i.e. speedometer, speed control,
rolling door locks, and other control modules will
be affected that depend on speed information.
4.3.4
BULLETINS AND RECALLS
Always perform all Safety Recalls and Technical
Service Bulletins that are applicable to the prob-
lem.
5.0
REQUIRED TOOLS AND
EQUIPMENT
> DRBIII
t (diagnostic read−out box) − Must be
at latest release level.
> Transmission Simulator (Miller #8333)
> Electronic Transmission Adapter kit (Miller
#8333-1A)
> Jumper wires
> Test Light (minimum of 25 ohms of resis-
tance)
> Ohmmeter
> Voltmeter
> Pressure gauge 0−2068 kPa (0−300 PSI)
6.0
GLOSSARY OF TERMS
6.1
ACRONYMS
APPS
- Accelerator Pedal Position Sensor
BCM
- Body Control Module
CKT
- Circuit
CVI
- Clutch Volume Index
DLC
- Data Link Connector
DRBIII
t
- Diagnostic Readout Box
DTC
- Diagnostic Trouble Code
EATX
- Electronic Automatic Transaxle
EMCC
- Electronically Modulated
Converter Clutch
FCM
- Front Control Module
(part of the IPM system)
FEMCC
- Full Electronically Modulated
Converter Clutch
IOD
- Ignition off−draw
IPM
- Intelligent Power Module
IRT
- Intelligent Recovery Timer
ISS
- Input Speed Sensor
LED
- Light Emitting Diode
LR
- Low/reverse Clutch or
Pressure Switch
LU
- Lockup
MIC
- Mechanical Instrument Cluster
MIL
- Malfunction Indicator Lamp
NGC
- Next Generation Controller
OBDII
- On Board Diagnostics
22
GENERAL INFORMATION
OD
- Overdrive Clutch or
Pressure Switch
OSS
- Output Speed Sensor
PCM
- Powertrain Control Module
PEMCC
- Partial Electronically Modulated
Converter Clutch
PLU
- Partial Lockup
REV
- Reverse Clutch
SLPK
- Solenoid Pack
SSV
- Solenoid Switch Valve
SW
- Switch
TCC
- Torque Converter Clutch
PCM
- Combined PCM and
Transmission Control Module
TPS
- Throttle Position Sensor
TRD
- Torque Reduction
TRS
- Transmission Range Sensor
UD
- Underdrive Clutch
2/4
- 2nd and 4th gear Clutch or
Pressure Switch
6.2
DEFINITIONS
OBDII (EURO STAGE III OBD) Trip - A vehicle
start and drive cycle such that all once per trip
diagnostic monitors have run.
Key Start - A vehicle start and run cycle of at least
20 seconds.
Warm-up Cycle - A vehicle start and run cycle
such that the engine coolant must rise to at least
71°C (160°F) and must rise by at least 4.4°C (40°F)
from initial start up. To count as a warm-up cycle,
no DTC may occur during the cycle.
23
GENERAL INFORMATION
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