Dodge Neon / Neon SRT-4. Manual — part 622
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
3.3.3
INTERMITTENT CODE
A diagnostic trouble code that is not there every
time the Transmission Control System checks the
circuit or function is an a intermittent code. Some
intermittent codes, such as codes P1684(12),
P0891(14),
P0888(15),
P0725(18),
P1694(19),
P0871(21),
P0846(22),
P0841(24),
P0706(28),
P0120(29),
P0750(41),
P0755(42),
P0760(43),
P0765(44),
P0715(56),
P0720(57),
P1794(58),
P0951(70), P1799(74), P0884(76), P1687(77), and
P1652(78) are caused by wiring or connector prob-
lems. However intermittent codes 50 - 54 are usu-
ally caused by intermittent hydraulic seal leakage
in the clutch and/or accumulator circuits. Problems
that come and go like this are the most difficult to
diagnose, they must be looked for under the specific
conditions that cause them.
3.3.4
STARTS SINCE SET COUNTER
For the most recent code, the Starts Since Set
counter counts the number of times the vehicle has
started since it was last set. The counter will count
up to 255 starts. Note that this code only applies to
the last or most recent code set.
When there are no diagnostic trouble codes stored
in memory, the DRBIII
t will display NO DTC’S
PRESENT and the reset counter will show
“STARTS SINCE CLEAR =XXX
The number of starts helps determine if the
diagnostic trouble code is hard or intermittent.
– If the count is less that 3, the code is usually a
hard code.
– If the count is greater than 3, it is considered
an intermittent code. This means that the
engine has been started most of the time
without the code recurring.
3.3.5
TROUBLE CODE ERASURE
A Diagnostic trouble code will be cleared from
Transmission Control System memory if it has not
reset for 40 warm-up cycles.
A warm-up cycle is defined as sufficient vehicle
operation such that the coolant temperature has
risen by at least 22°C (40°F) from engine starting
and reaches a minumum temperature of 71°C
(160°F).
The Malfunction Indicator Lamp (MIL) will turn
off after 3 good trips or when the DTC’s are cleared
from the Transmission Control System.
3.3.6
EATX DTC EVENT DATA
EATX DTC EVENT DATA can be used as a
diagnostic aid when experiencing Electronic Trans-
missions with intermittent problems. When a Diag-
nostic Trouble Code (DTC) is set, the vehicles EATX
inputs are stored in the controller memory and are
retrievable with the DRBIII
t. This information can
be helpful when a DTC can not be duplicated.
The EATX DTC EVENT DATA is located in the
DRBIII
t, under the Transmission system menu, in
the sub-screen Miscellaneous. It is a good practice
to document the EATX DTC EVENT DATA before
beginning any diagnostic or service procedure.
A thorough understanding of how the transmis-
sion works is beneficial in order to interpret the
data correctly. These skills are necessary in order to
avoid an incorrect diagnosis.
A MASTERTECH video and reference book was
produced in January 2002 that explains many of
the features of the EATX DTC EVENT DATA with
several examples on how to interpret the informa-
tion and suggested training material to help under-
stand all the specifics.
EATX DTC EVENT DATA can only be erased by:
1. Disconnecting the battery.
2. Performing a DRBIII
t QUICK LEARN proce-
dure.
3. Reprogramming the EATX/NGC controller.
Erasing Transmission DTCs does not clear the
EATX DTC EVENT DATA.
3.3.7
LIST OF DIAGNOSTIC TROUBLE
CODES (DETAILED DESCRIPTIONS
FOLLOW LIST)
The Transmission Control System may report
any of the following DTC’s.
4
GENERAL INFORMATION
The Transmission Control System may report any of the following DTC’s.
DTC
P-Code
Name of Code
Limp-in MIL
11
P0613
Internal TCM
Yes
Yes
12
P1684
Battery was disconnected
No
No
13
P0613
Internal TCM
Yes
Yes
14
P0891
Transmission Relay always on
Yes
Yes
15
P0888
Relay output always off
Yes
Yes
16
P0605
Internal TCM
Yes
Yes
17
P0604
Internal TCM
Yes
Yes
18
P0725
Engine speed sensor circuit
Yes
Yes
19
P1694
Bus communication with engine module
No
No
-2
20
P0890
Switched battery
Yes
Yes
21
P0871
OD pressure switch sense circuit
Yes
Yes
-1
22
P0846
2/4 pressure switch sense circuit
Yes
Yes
24
P0841
LR pressure switch sense circuit
Yes
Yes
28
P0706
Check shifter signal
No
No
29
P0124
Throttle Position Sensor/APPS intermittent
No
Yes
-3
2A
P0122
Throttle Position Sensor/APPS low
No
Yes
-3
2B
P0123
Throttle Position Sensor/APPS high
No
Yes
-3
31
P0870
OD hydraulic pressure test failure
Yes
Yes
32
P0845
2/4 hydraulic pressure test failure
Yes
Yes
33
P0992
2-4/OD hydraulic pressure test failure
Yes
Yes
35
P0944
Loss of prime
No
No
36
P1790
Fault immediately after shift
No
No
37
P1775
Solenoid switch valve latched in TCC position
No
Yes
38
P0740
Torque converter clutch control circuit
No
Yes
41
P0750
LR Solenoid circuit
Yes
Yes
42
P0755
2/4 Solenoid circuit
Yes
Yes
43
P0760
OD Solenoid circuit
Yes
Yes
44
P0765
UD Solenoid circuit
Yes
Yes
45
P0613
Internal TCM
No
No
47
P1776
Solenoid switch valve latched in LR position
Yes
Yes
50
P0736
Gear ratio error in reverse
Yes
Yes
51
P0731
Gear ratio error in 1st
Yes
Yes
52
P0732
Gear ratio error in 2nd
Yes
Yes
53
P0733
Gear ratio error in 3rd
Yes
Yes
54
P0734
Gear ratio error in 4th
Yes
Yes
56
P0715
Input speed sensor error
Yes
Yes
57
P0720
Output speed sensor error
Yes
Yes
58
P1794
Speed sensor ground error
Yes
Yes
69
P0952
AutoStick input circuit low
No
No
70
P0953
AutoStick input circuit high
No
No
71
P1797
Manual shift overheat
No
No
73
P0897
Worn out/burnt transaxle fluid
No
No
7A
P0711
Transmission temperature sensor performance
No
No
7B
P0712
Transmission temperature sensor low
No
No
7C
P0713
Transmission temperature sensor high
No
No
7D
P0714
Transmission temperature sensor intermittent
No
No
75
P0218
High temperature operation activated
No
No
76
P0884
Power up at speed
No
No
77
P1687
No communication with the MIC
No
No
5
GENERAL INFORMATION
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