Chrysler RG Voyager. Manual — part 1251
3.4
USING THE DRBIII
T
Refer to the DRBIII
t users guide for instructions
and assistance with reading trouble codes, erasing
trouble codes, and other DRBIII
t functions.
3.5
DRBIII
T ERROR MESSAGES
Under normal operation, the DRBIII
t will dis-
play one of only two error messages:
User-Requested WARM Boot
User-Requested COLD Boot
If the DRBIII
t should display any other error
message, record the entire display and call the
S.T.A.R. Center.
3.5.1
DRBIII
T DOES NOT POWER UP
(BLANK SCREEN)
If the LED’s do not light or no sound is emitted at
start up, check for loose cable connections or a bad
cable. Check the vehicle battery voltage. A mini-
mum of 11 volts is required to adequately power the
DRBIII
t.
If all connections are proper between the
DRBIII
t and the vehicle or other devices, and the
vehicle battery is fully charged, an inoperative
DRBIII
t may be the result of faulty cable or vehicle
wiring. For a blank screen, refer to the appropriate
Body Diagnostic manual.
3.5.2
DISPLAY IS NOT VISIBLE
Low temperatures will affect the visibility of the
display. Adjust the contrast to compensate for this
condition.
3.5.3
SOME DISPLAY ITEMS READ
(---(
This is caused by the scrolling the DRBIII
t dis-
play a single line up or down. The line which was
scrolled onto the screen might read
9---9. Use the
page down or page up function to display the
information.
3.6
TRANSMISSION SIMULATOR (MILLER
TOOL # 8333) AND FWD ADAPTER
(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
(41TE, 41TE, 45RFE, and 545RFE). The basic func-
tion of the simulator is to aid the technician in
determining if an internal transmission problem
exists or if the problem resides 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 if the
control module and wiring are working properly
and that the problem is internal to the transmis-
sion.
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 the simulators operation by installing it on a
known good vehicle. A
9known good vehicle9 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 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 (
9P9 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 simulator
to TE/AE/RLE/LE transmissions.
5
GENERAL INFORMATION
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. If is especially
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,
and fittings, be sure that the system is fully depres-
surized. When servicing a vehicle, always wear eye
protection, 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 procedures
is very important to the safety of individuals per-
forming 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 is
available to the control module. 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
to be serviced as an assembly only. Attempting to
remove or repair certain system sub-components
may result in personal injury and/or improper sys-
tem operation. Only those components with ap-
proved repair and installation procedures in the
service information should be serviced.
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 mea-
surements that may exceed the rated capacity.
•
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
-50-600C
*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 measured voltage above 25v
DC or 25v AC.
•
The circuit being tested must be protected by a
10A fuse or circuit breaker.
6
GENERAL INFORMATION
•
Use the low current shunt to measure circuits up
to 10A. Use the high current clamp to measure
circuits exceeding 10A.
•
When testing for the presence of voltage or cur-
rent, make sure the meter is functioning cor-
rectly. 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 disconnecting
the common test lead.
•
When using the meter function, keep the DRBI-
II
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
9lock9 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 the wire and eventu-
ally cause the wire 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 TESTING A 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
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 diagnostic
process that must not be overlooked. Along with the
diagnostic information obtained from the DRBIII
t
Scan Tool and the original customer concern, the
road test helps verify the problem was current and
any repairs performed, fixed the vehicle correctly.
Always operate and observe the vehicle under ac-
tual 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
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 shift linkage is
correctly adjusted. If the shifter is incorrectly ad-
justed, a number of complaints can result.
The control module monitors the Shift Lever
Position (SLP) Sensor continuously. If the shifter is
incorrectly adjusted, the control module 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 shifter:
•
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:
7
GENERAL INFORMATION
•
Is the complaint or concern what you think the
problem is, based on the customers description?
•
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?
4.4.3
BULLETINS AND RECALLS
Always perform all Safety Recalls and Service
Bulletins that are applicable to the problem.
5.0
REQUIRED TOOLS AND
EQUIPMENT
> DRBIII
t (diagnostic read-out box) - Must be at
latest release level.
> Transmission Simulator (Miller # 8333)
> Adapter harness/ panel overlay kit for Transmis-
sion Simulator (Miller # 8333-1A).
> Jumper wires
> Test Light (minimum of 25 ohms of resistance)
> 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
CKP
Crank Position Sensor
CVI
Clutch Volume Index
DLC
Data Link Connector
DRBIII
t
Diagnostic Readout Box
DTC
Diagnostic Trouble Code
EATX
Electronic Automatic Transaxle
ECM
Engine Control Module (Diesel)
EMCC
Electronically Modulated Converter
Clutch
FCM
Front Control Module (part of the
IPM system)
FEMCC
Full Electronically Modulated Con-
verter Clutch
IOD
Ignition off-draw
IPM
Integrated 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
OD
Overdrive Clutch or Pressure
Switch
OSS
Output Speed Sensor
PCI
Vehicle bus system type
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
TCM
Transmission Control Module
PCM
Combined PCM and Transmission
Control Module
TP
Throttle Position
TRD
Torque Reduction
TRS
Transmission Range Sensor
UD
Underdrive Clutch
VSS
Vehicle Speed Signal
2/4
2nd and 4th gear Clutch or Pres-
sure 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.
8
GENERAL INFORMATION
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