Chrysler PT Cruiser. Manual — part 992
NOTES
iv
1.0
INTRODUCTION
IMPORTANT
The 2005 PT vehicles use the integrated
Transmission Control Module and Powertrain
Control Module into a single control module.
This module is called the Next Generation
Controller (NGC) for DaimlerChrysler and
will be referred to as the Powertrain Control
Module (PCM). The Transmission Control Sys-
tem is part of the Powertrain Control Module.
The PCM will have four color coded connec-
tors, C1 through C4, (C1-BLK, C2-GRAY, C3-
WHITE, C4-GREEN), each PCM connector will
have 38 pins each. Two tools are used for
probing and repairing the PCM connectors. A
tool to release the pins from the PCM connec-
tors Miller Tool #3638, you must use the Miller
Tool #3638 tool to release the connector pins
or harness and connector damage will occur.
Also a tool for probing connectors Miller Tool
#8815, you must use the Miller tool #8815 tool
to probe the PCM pins or harness and connec-
tor damage will occur.
The procedures contained in this manual include
all the specifications, instructions, and graphics
needed to diagnose 40/41TE Electronic Automatic
Transaxle (EATX) problems. The diagnostics in this
manual are based on the failure condition or symp-
tom being present at time of diagnosis.
When repairs are required, refer to the appropri-
ate volume of the service manual for the proper
removal and repair procedure.
Diagnostic procedures change every year. New
diagnostic systems may be added and/or carryover
systems may be enhanced. READ THIS MANUAL
BEFORE TRYING TO DIAGNOSE A VEHICLE
TROUBLE CODE. It is recommended that you
review the entire manual to become familiar with
all new and changed diagnostic procedures.
This book reflects many suggested changes from
readers of past issues. After using this book, if you
have any comments or recommendations, please fill
out the form at the back of the book and mail it back
to us.
1.1
SYSTEM COVERAGE
This diagnostic procedures manual covers the
2005 PT vehicles equipped with a 40/41TE trans-
axle.
1.2
SIX-STEP TROUBLESHOOTING
PROCEDURE
Diagnosis of the 40/41TE electronic transaxle is
done in six basic steps:
•
verification of complaint
•
verification of any related symptoms
•
symptom analysis
•
problem isolation
•
repair of isolated problem
•
verification of proper operation
2.0
IDENTIFICATION OF
SYSTEM
PT vehicles with a 4 speed automatic transmis-
sion can be visually identified. Notice that the
40/41TE transmission has all connectors for the
Transmission Solenoid/Pressure Switch Assembly,
Transmission Range Sensor, Input Speed Sensor
and Output Speed Sensor are located on the same
side of the transmission case. If the transmission
part number is required, refer to the Service Infor-
mation for transmission ID tag descriptions.
3.0
SYSTEM DESCRIPTION AND
FUNCTIONAL OPERATION
3.1
GENERAL DESCRIPTION
The 41TE electronic transaxle is a conventional
transaxle in that it uses hydraulically applied
clutches to shift a planetary gear train. However,
the electronic control system replaces many of the
mechanical and hydraulic components used in con-
ventional transmission valve bodies.
3.2
FUNCTIONAL OPERATION
The 40/41TE electronic transaxle has a fully
adaptive control system. The system performs it’s
functions based on continuous real-time sensor
feedback information. The control system automat-
ically adapts to changes in engine performance and
friction element variations to provide consistent
shift quality. The control system ensures that clutch
operation during upshifting and downshifting is
more responsive without increased harshness.
The PCM continuously checks for electrical prob-
lems, mechanical problems, and some hydraulic
problems. When a problem is sensed, the PCM
stores a diagnostic trouble code. Some of these codes
cause the transaxle to go into Limp-in or default
mode. While in this mode, electrical power is taken
away from the transaxle via the PCM, de-
energizing the transmission control relay, and tak-
ing power from the solenoid pack. When this hap-
pens, the only transaxle mechanical functions are:
Park and Neutral
1
GENERAL INFORMATION
Reverse
Second Gear
No upshifts or downshifts are possible. The posi-
tion of the manual valve alone allows the three
ranges that are available. Although vehicle perfor-
mance is seriously degraded while in this mode, it
allows the owner to drive the vehicle in for service.
Once the DRBIII
t is in the Transmission portion
of the diagnostic program, it constantly monitors
the PCM to see if the system is in Limp-in mode. If
the transaxle is in Limp-in mode, the DRBIII
t will
flash the red LED.
3.2.1
AUTOSTICK FEATURE (IF
EQUIPPED)
This feature allows the driver to manually shift
the transaxle when the shift lever is pulled into the
AutoStick position. When in AutoStick mode, the
instrument cluster displays the current gear.
3.2.2
TRANSMISSION OPERATION AND
SHIFT SCHEDULING AT VARIOUS
OIL TEMPERATURES
The transmission covered in this manual has
unique shift schedules depending on the tempera-
ture of the transmission oil. The shift schedule is
modified to extend the life of the transmission while
operating under extreme conditions.
The oil temperature is measured with a Temper-
ature Sensor on the transmission. The Temperature
Sensor is an integral component of the Transmis-
sion Range Sensor (TRS). If the Temperature Sen-
sor is faulty, the transmission will default to a
calculated oil temperature. Oil temperature will
then be calculated through a complex heat transfer
equation
using
engine
coolant
temperature,
battery/ambient temperature, and engine off time
from the Body Control Module (BCM). These inputs
are received from the PCI bus periodically and used
to initialize the oil temperature at start up. Once
the engine is started, the PCM updates the trans-
mission oil temperature based on torque converter
slip speed, vehicle speed, gear, and engine coolant
temperature to determine an estimated oil temper-
ature during vehicle operation. Vehicles using cal-
culated oil temperature track oil temperature rea-
sonably
accurate
during
normal
operation.
However, if a transmission is overfilled, a transmis-
sion oil cooler becomes restricted, or if a customer
drives aggressively in low gear, the calculated oil
temperature will be inaccurate. Consequently the
shift schedule selected may be inappropriate for the
current conditions. The key highlights of the vari-
ous shift schedules are as folows:
Extreme Cold: Oil temperature at start up below
-26.6°C (-16°F)
> Goes to Cold schedule above -24°C (-12°F) oil
temperature
> Park, Reverse, Neutral and 2nd gear only
(prevents shifting which may fail a clutch
with frequent shifts)
Cold: Oil temperature at start up above -24°C
(-12°F) and below 2.2°C (36°F)
> Goes to Warm schedule above 4.4°C (40°F) oil
temperature
> Delayed 2-3 upshift approximately 35-50
Km/h (22 - 31 MPH)
> Delayed 3-4 upshift 72-85 Km/h (45-53 MPH)
> Early 4-3 coastdown shift approximately 48
Km/h (30 MPH)
> Early 3-2 coastdown shift approximately 27
Km/h (17 MPH)
> High speed 4-2, 3-2, 2-1 kickdown shifts are
prevented
> No EMCC
Warm: Oil temperature at start up above 2.2°
(36°F) and below 27°C (36°F)
> Goes to a Hot schedule above 27°C (80°F) oil
temperature
> Normal operation (upshifts, kickdowns, and
coastdowns)
> No EMCC
Hot: Oil temperature at start up above 27°C (80°F)
> Goes to a Overheat schedule above 115°C
(240°F) oil temperature
> Normal operation (upshifts, kickdowns, and
coastdowns)
> Full EMCC, No PEMCC except to engage
FEMCC, except at closed throttle at speeds
above 113-133 Km/h (70-83 MPH)
Overheat: Oil temperature above 115°C (240°F) or
engine coolant temperature above 115C° (240°F)
> Goes to a Hot below 110°C (230°F) oil temper-
ature or a Super Overheat above 135°C
(275°F) oil temperature
> Delayed 2-3 upshift 40-51 Km/h (25-32 MPH)
> Delayed 3-4 upshift 66-77 Km/h (41-48 MPH)
> 2nd gear PEMCC above 35 KM/h (22 MPH)
> Above 35 Km/h (22 MPH) the torque converter
will not unlock unless the throttle is closed
(i.e. at 80 Km/h (50 MPH) a 4th FEMCC to 3rd
FEMCC shift will be made during a part
throttle kickdown or a 4th FEMCC to 2nd
PEMCC shift will be made at wide open
throttle) or if a wide open throttle 2nd
PEMCC to 1 kickdown is made.
> 3rd gear FEMCC from 48-77 Km/h (30-48
MPH)
2
GENERAL INFORMATION
> 3rd gear PEMCC from 43-50 Km/h (27-31
MPH)
> DTC P0218 is set
Super Overheat: Oil temperature above 135°C
(275°F) or Engine coolant temperature above 124°C
(255°F)
> Goes back to Overheat below 124°C (255°F) oil
temperature
> AutoStick feature is disabled
> DTC P1797 is set
Causes for operation in the wrong tempera-
ture shift schedule: Extreme Cold or Cold shift
schedule at start up:
> Temperature Sensor circuit.
> Overheat or Super Overheat shift schedule
after extended operation:
> Operation in city traffic or stop and go traffic
> Engine idle speed too high
> Aggressive driving in low gear
> Trailer towing in OD gear position (use 3
position (or A/S 3rd) if frequent shifting oc-
curs)
> Cooling system failure causing engine to op-
erate over 110°C (230°F)
> Engine coolant temperature stays low too long
- If engine coolant temperature drops below
65°C (150°F), the transmission will disengage
EMCC. Extended operation with the EMCC
disengaged will cause the transmission to
overheat.
> Brake switch issue will cause the EMCC to
disengage.
Extended
oepration
with
the
EMCC disengaged will cause the transmis-
sion to overheat.
> Tranmission fluid overfilled
> Transmission cooler or cooler lines restricted
> Transmission Temperature Sensor circuit
3.3
DIAGNOSTIC TROUBLE CODES
Diagnostic trouble codes (DTC’s) are codes stored
by the Powertrain Control Module (PCM) that help
us diagnose Transmission problems. They are
viewed using the DRBIII
t scan tool.
Always begin by performing a visual inspection of
the wiring, connectors, cooler lines and the trans-
mission. Any obvious wiring problems or leaks
should be repaired prior to performing any diagnos-
tic test procedures. Some engine driveability prob-
lems can be misinterpreted as a transmission prob-
lem. Ensure that the engine is running properly
and no engine DTC’s are present that could cause a
transmission complaint.
If there is a communication bus problem, trouble
codes will not be accessible until the problem is
fixed. The DRBIII
t will display an appropriate
message. The following is a possible list of causes
for a bus problem:
– open or short to ground/battery in PCI bus
circuit.
– internal failure of any module or component on
the bus
Each diagnostic trouble code is diagnosed by
following a specific testing sequence. The diagnostic
test procedures contain step-by-step instructions
for determining the cause of a transmission diag-
nostic trouble code. Possible sources of the code are
checked and eliminated one by one. It is not neces-
sary to perform all of the tests in this book to
diagnose an individual code. These tests are based
on the problem being present at the time that the
test is run.
All testing should be done with a fully charged
battery.
If the PCM records a DTC that will adversely
affect vehicle emissions, it will request (via the
communication bus) that the PCM illuminate the
Malfunction Indicator Lamp (MIL). Although these
DTC’s will be stored in the PCM immediately as a 1
trip failure, it may take up to five minutes of
accumulated trouble confirmation to set the DTC
and illuminate the MIL. Three consecutive success-
ful OBDII (EURO STAGE III OBD) trips or clearing
the DTC’s with a diagnostic tool (DRBIII
t or equiv-
alent) is required to extinguish the MIL. When the
Transmission Control system requests that the
PCM illuminate the MIL, the PCM sets a DTC
P0700 ($89) to alert the technician that there are
DTC’s in the Transmission Control System. This
must also be erased in the PCM in order to extin-
guish the MIL.
3.3.1
HARD CODE
Any Diagnostic Trouble Code (DTC) that is set
whenever the system or component is monitored is
a HARD code. This means that the problem is there
every time the Transmission Control System checks
that system or component. Some codes will set
immediately at start up and others will require a
road test under specific conditions. It must be
determined if a code is repeatable (Hard) or inter-
mittent before attempting diagnosis.
3.3.2
ONE TRIP FAILURES
A One Trip Failure, when read from the Trans-
mission Control System, is a hard OBDII (EURO
STAGE III OBD) code that has not matured for the
full 5 minutes to a hard fault. This applies to codes
that will only set after 5 minutes of substituted gear
operation.
3
GENERAL INFORMATION
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