Diagnostic Starting Point - Automatic Transmission (3.4L)
Begin the system diagnosis with Diagnostic System Check - Engine Controls in Engine Controls - 3.4L or Diagnostic System Check - Engine Controls in Engine Controls - 3.6L. The Diagnostic System Check provides the following information
- The identification of the control module(s) which commands the system
- The ability of the control module(s) to communicate through the serial data circuit
- The identification and status of stored diagnostic trouble codes (DTCs)
The use of Diagnostic System Check - Engine Controls in Engine Controls - 3.4L or Diagnostic System Check - Engine Controls in Engine Controls - 3.6L identifies the correct procedure for diagnosing the system and where the procedure is located.
Symptoms
When it has been determined through Diagnostic System Check - Engine Controls in Engine Controls - 3.4L or Diagnostic System Check - Engine Controls in Engine Controls - 3.6L that no DTCs are present, begin symptom diagnosis by reviewing the Transmission Component and System Description . Reviewing the Transmission Component and System Description information enables you to understand the operation of the system. This helps you determine if the condition described by the customer is normal or if a malfunction exists. If it is determined that a malfunction exists, identify the concern by referring to the Symptoms - Automatic Transmission table. The Symptoms - Automatic Transmission table provides common diagnostic categories which relate directly to diagnostic information or procedures.
Circuit Description
The Diagnostic System Check is an organized approach to identify a condition created by an automatic transmission. The Diagnostic System Check is the diagnostic starting point for an automatic transmission complaint. The Diagnostic System Check directs you to the next logical step for diagnosing a transmission concern. Perform this check only if there is a driveability complaint or if you have been directed here from another service information section.
Follow the table to help reduce diagnostic time and help prevent unnecessary replacement of good parts.
Diagnostic Aids
| IMPORTANT | Do not clear the DTC unless directed by a diagnostic procedure. Clearing the DTC(s) will erase all Freeze Frame and Failure Records stored in PCM memory. Poor engine performance can sometimes be diagnosed as a transmission driveability condition. In order to avoid mis-diagnosis of the automatic transmission, always perform Diagnostic System Check - Engine Controls in Engine Controls - 3.4L. |
- Use a scan tool that is known to function correctly. If necessary, test the scan tool on another vehicle.
- Ensure the scan tool contains the most current file available.
- The scan tool will display a loss of communication error message under the following conditions: The PCM power is interrupted The ignition switch is turned OFF The battery voltage level is very low A poor connection at the diagnostic link connector (DLC)
Test Description
The numbers below refer to the step numbers on the diagnostic table.
- 1: This step determines if the scan tool is receiving power through the DLC connector.
- 2: The MIL should illuminate whenever the ignition is ON and the engine is not running.
- 3: This step determines if the PCM is transmitting class 2 serial data to the DLC and that the Class 2 data circuit is not open or shorted.
- 4: This step determines if a DTC is current or stored in history.
| Step | Action | Value(s) | Yes | No |
|---|---|---|---|---|
| 1 | Install a scan tool. IMPORTANT: Check for applicable service bulletins before proceeding with this test. Perform this test only if there is a driveability complaint or if you have been directed to this table from another section in the service information. Do not turn the ignition OFF when performing this diagnostic procedure. Do not clear the DTCs unless instructed by this diagnostic procedure. Turn ON the ignition, with the engine OFF. Does the scan tool turn ON? | Go to Step 2 | Go to Scan Tool Does Not Power Up in Data Link Communications | |
| 2 | Is the MIL ON? | Go to Step 3 | Go to Malfunction Indicator Lamp (MIL) Inoperative in Engine Controls - 3.4L | |
| 3 | Attempt to establish communication with the PCM controller module. Does the scan tool communicate with the PCM control module? | Go to Step 4 | Go to Scan Tool Does Not Communicate with Class 2 Device in Data Link Communications | |
| 4 | IMPORTANT: Diagnostic Trouble Codes (DTCs), engine performance, and transmission default actions can greatly affect the transmission performance. Ensure that these items are not the cause of a transmission concern. Use the scan tool capture info function in order to save or capture, store Info, any DTC information.Are there any DTCs present? | Go to Diagnostic Trouble Code (DTC) List/Type | Go to Symptoms - Automatic Transmission |
| IMPORTANT |
|---|
| Check for applicable service bulletins before proceeding with this test. Perform this test only if there is a driveability complaint or if you have been directed to this table from another section in the service information. Do not turn the ignition OFF when performing this diagnostic procedure. Do not clear the DTCs unless instructed by this diagnostic procedure. |
| IMPORTANT |
|---|
| Diagnostic Trouble Codes (DTCs), engine performance, and transmission default actions can greatly affect the transmission performance. Ensure that these items are not the cause of a transmission concern. |
Diagnostic System Check - Automatic Transmission (3.4L)
Description
| IMPORTANT | Do not perform the Diagnostic System Check - Automatic Transmission unless one of the concerns noted is present. Failure to follow this procedure could lead to misdiagnosis of the system. |
The Diagnostic System Check - Automatic Transmission is an organized approach to identifying a condition created by an electronic transmission control system. The Diagnostic System Check - Automatic Transmission is intended for use in diagnosing a concern in a vehicle with separate engine and transmission control modules, ECM and TCM.
When an emission related diagnostic trouble code (DTC) sets as a result of a transmission fault, the TCM requests the ECM to illuminate the malfunction indicator lamp (MIL). This request will be identified by the ECM as DTC P0700. The ECM may also independently illuminate the MIL. Although either module may cause the MIL to illuminate, the scan tool can display DTCs from only one module at a time. In addition, the Clear DTC Info command clears DTC data from both modules. If the DTC failure records are not recorded from both modules before the DTC data is cleared, important diagnostic information will be erased.
Your training and experience as a technician may cause you to focus on either the TCM or the ECM, instead of both modules at the same time. To ensure that both modules are properly diagnosed, separate system checks are included. The Diagnostic System Check - Engine Controls in Engine Controls - 3.6L identifies DTC status and communication function for the ECM. If no ECM DTCs are present, the Diagnostic System Check - Engine Controls in Engine Controls - 3.6L will direct you to the Diagnostic System Check - Automatic Transmission.
The ECM diagnostics do not require transmission data in order to run. Correct use of the tables will reduce diagnostic time and prevent the replacement of good parts.
Inspect all of the related wiring and connections including the connections at the TCM, as these may cause an intermittent concern. Inspect the terminals for any damage or any corrosion. Inspect the connector for any pushed-out terminals.
The numbers below refer to the step numbers on the diagnostic table.
- 1: Do not perform the Diagnostic System Check - Automatic Transmission unless one of the concerns listed is present. Failure to follow this procedure could lead to misdiagnosis of the system.
- 2: Capturing the stored ECM information will preserve the data that will be lost upon instruction to clear the DTCs at the end of a diagnostic table, or if a TCM disconnect or replacement occurs during a diagnostic procedure. Write down any non emissions DTCs that are set at this time. Review the captured information at the end of the diagnostic table in order to catch the next DTC in the event that the multiple DTCs were stored. Follow the order of priority as listed below.
- 4: Check for applicable service bulletins before proceeding with the diagnosis.
- 5: If multiple DTCs are stored, diagnose the DTCs in the following order of priority: The System Voltage DTCs Component level DTCs Diagnose the multiple DTCs within this category in numerical order starting with the lowest DTC number. The System level DTCs The Transmission DTCs When there is a known exception, a DTC table may direct the technician to diagnose a different DTC first.
- 6: Compare the actual control system data with the values in the Transmission Scan Tool Data List in order to determine if any parameter is not within limits. A base engine condition, such as advanced cam timing, may substantially alter the sensor values. If the actual data does not correspond with the values in the Transmission Scan Tool Data List, but the corresponding DTC is not set, this indicates that you have to meet specific conditions before some diagnostics will run. This information is in the supporting text for the DTC table. If you suspect a system fault, such as Shift Solenoid operation, TCC operation, refer to the DTCs that apply to that system. The DTC tables are not, by design, for use unless a DTC is set; however, many tables begin with a functional test of the related component. This information can be a useful aid in diagnosis.
| Step | Action | Value | Yes | No |
|---|---|---|---|---|
| 1 | Inspect for one or more of the following conditions: The malfunction indicator lamp (MIL) illuminates with the engine running. A "Service Transmission" message is displayed in the driver information center. There is a customer concern of powertrain performance/driveability. There is a suspected fault in a powertrain controlled component or system. Is one or more of the conditions present? | Go to Step 2 | System OK | |
| 2 | Did you perform the Diagnostic System Check - Engine Controls? | Go to Step 3 | Go to Diagnostic System Check - Engine Controls in Engine Controls - 3.6L | |
| 3 | With the scan tool, select transmission data. Does the scan tool display transmission data? | Go to Step 4 | Go to Scan Tool Does Not Communicate with Class 2 Device in Data Link Communications | |
| 4 | Inspect for applicable Service Bulletins which may address the concerns. Perform repair procedures as necessary. Did a Service Bulletin procedure correct the condition? | System OK | Go to Step 5 | |
| 5 | With the scan tool, inspect for DTCs in the TCM. Are there any DTCs present? | Go to Diagnostic Trouble Code (DTC) List/Type | Go to Step 6 | |
| 6 | With the scan tool, compare the transmission data with the values shown in the Transmission Scan Tool Data List. Refer to Scan Tool Data List . Are the displayed values normal or within typical ranges? | Go to Symptoms - Automatic Transmission | Go to Transmission Component and System Description |
Diagnostic System Check - Automatic Transmission (3.6L)
Scan Tool Output Controls
| Scan Tool Output Control | Additional Menu Selection(s) | Description |
|---|---|---|
| 1-2 Solenoid | The PCM commands the 1-2 shift solenoid valve ON and OFF. The scan tool 1-2 Sol. parameter should match the commanded state. The scan tool Commanded Gear parameter should correspond with the shift solenoid combination. Refer to the Shift Solenoid Valve State and Gear Ratio table. When the ignition is ON, and the engine is OFF, there are no limits to this control. The solenoid remains ON until commanded OFF, and vice versa. When the output control is exited, the solenoid state is determined by the PCM. When the engine is running, the following control limits apply: Only sequential gear changes are allowed. For example, 1st to 3rd is not allowed. If a non-sequential gear change is attempted, the message "Non-sequential gear changes not allowed. Gear changes must be in order" appears on the scan tool display. The vehicle speed must be below a calibrated value. If the vehicle speed is too high, the message "Vehicle speed too high" appears on the scan tool display. The gear requested may not be greater than the current selected transmission range (PRNDL). For example, 3rd gear is not allowed if the transmission range is D2. If the gear requested is greater than the current selected transmission range, the message "Eng. running and gear request is greater than the current TR" appears on the scan tool display. The solenoid remains ON until commanded OFF, and vice versa. When the output control is exited, the solenoid state is determined by the PCM. | |
| 2-3 Solenoid | The PCM commands the 2-3 shift solenoid valve ON and OFF. The scan tool 2-3 Sol. parameter should match the commanded state. The scan tool Commanded Gear parameter should correspond with the shift solenoid combination. Refer to the Shift Solenoid Valve State and Gear Ratio table. When the ignition is ON, and the engine is OFF, there are no limits to this control. The solenoid will remain ON until commanded OFF, and vice versa. When the output control is exited, the solenoid state is determined by the PCM. When the engine is running, the following control limits apply: Only sequential gear changes are allowed. For example, 1st to 3rd is not allowed. If a non-sequential gear change is attempted, the message "Non-sequential gear changes not allowed. Gear changes must be in order" appears on the scan tool display. The vehicle speed must be below a calibrated value. If the vehicle speed is too high, the message "Vehicle speed too high" appears on the scan tool display. The engine speed must be below a calibrated value. If the engine speed is too high, the message "Engine speed too high" appears on the scan tool display. Downshifts are allowed only when the vehicle speed is below a calibrated value. If the vehicle speed is too high, the message "Eng. is on and veh. speed too hi for 3-2 or 2-1 downshift" appears on the scan tool display. The gear requested may not be greater than the current selected transmission range (PRNDL). For example, 3rd gear is not allowed if the transmission range is D2. If the gear requested is greater than the current selected transmission range, the message "Eng. running and gear request is greater than the current TR" appears on the scan tool display. The solenoid remains ON until commanded OFF, and vice versa. When the output control is exited, the solenoid state is determined by the PCM. | |
| All Wheel Drive Solenoid | The PCM commands the duty cycle of the All Wheel Drive solenoid valve. The duty cycle is represented by a percentage of ON energized time. Approximately 90-100 percent duty represents an ON energized commanded state. Zero percent represents an OFF non-energized commanded state. The scan tool AWD Duty Cycle Parameter should match the commanded state. When the ignition is ON and the engine is OFF there are no limits to this control. The solenoid remains ON 90-100 percent duty cycle until commanded OFF zero percent duty cycle, and vice versa. When the output control is exited, the solenoid duty cycle is determined by the PCM. When the engine is running, the PCM disables this output control. | |
| Clear TAP (Transmission Adaptive Pressure) | The PCM clears, or resets, the TAP cells to the original base value. There are no limits to using this output control. It may be performed with the engine running or when the ignition is ON, and the engine is OFF. | |
| PC Solenoid | The PCM commands the amperage, current, to the pressure control solenoid valve in order to control transmission line pressure. As the amperage increases, the line pressure decreases. As the amperage decreases, the line pressure increases. The amperage range is 0.00-1.10 and may be commanded in one-tenth amp increments. When the ignition is ON, and the engine is OFF, the reference commanded amperage may be controlled within calibrated limits. The scan tool parameter "PC Sol. Ref. Current" changes, but the parameter "PC Sol. Actual Current" does not change. The reference current remains until commanded otherwise. When the engine is running, the following control limits apply: When the transmission range is PARK or NEUTRAL, the reference, commanded, amperage may be controlled within calibrated limits. The engine speed must be less than 1,500 RPM. If the engine speed is greater than 1,500 RPM, the message "TR in park/neutral and engine speed over 1,500 RPM" appears on the scan tool display. Both the scan tool parameters "PC Sol. Ref. Current" and "PC Sol. Actual Current" change. Both current readings remain until commanded otherwise. When the transmission range is not in PARK or NEUTRAL, the reference amperage can only be controlled less than the current determined by the PCM. The PCM does not allow a value to be selected that may cause damage to the transmission. If the requested amperage is more than allowed by the PCM, the message "Requested current for the PC Solenoid is too high" appears on the scan tool display. Transmission range DTCs must not be active. If a transmission range DTC is active, the message "Engine running with transmission DTC present" appears on the scan tool display. | |
| Shift Transmission | The PCM commands upshifts and downshifts. The scan tool Commanded Gear parameter should correspond with the shift solenoid combination. Refer to the Shift Solenoid Valve State and Gear Ratio table. When the ignition is ON, and the engine is OFF, there are no limits to this control. The scan tool shift solenoid states change to match the Current Gear selected. When the engine is running, the following control limits apply: The PCM does not allow a shift if it causes the engine RPM to exceed a calibrated limit. If a gear is requested and the engine speed is too high, the message "Engine speed too high" appears on the scan tool display. The PCM does not allow a 3-2 or 2-1 downshift if the vehicle speed exceeds a calibrated limit. If either downshift is requested and the vehicle speed is too high, the message "Eng. is on and veh. speed too hi for 3-2 or 2-1 downshift" appears on the scan tool display. The PCM does not allow a 4-3 downshift if the vehicle speed exceeds a calibrated limit. If a 4-3 downshift is requested and the vehicle speed is too high, the message "Vehicle speed too high" appears on the scan tool display. The PCM does not allow an upshift if the vehicle speed exceeds a calibrated limit. If an upshift is requested and the vehicle speed is too high, the message "Vehicle speed too high" appears on the scan tool display. The PCM does not allow an upshift that is greater than the current selected transmission range (PRNDL). For example, 3rd gear is not allowed if the transmission range is D2. If an upshift is requested that is greater than the current selected transmission range, the message "Eng. running and gear request is greater than the current TR" appears on the scan tool display. | |
| TCC Control Solenoid | The PCM commands the duty cycle of the TCC PWM solenoid valve. The duty cycle is represented by a percentage of ON energized time. Approximately 90-100 percent duty cycle represents an ON energized commanded state. Zero percent represents an OFF non-energized commanded state. The scan tool TCC Duty Cycle parameter should match the commanded state. When the ignition is ON, and the engine is OFF, there are no limits to this control. The solenoid remains ON, 90-100 percent duty cycle until commanded OFF, zero percent duty cycle, and vice versa. When the output control is exited, the solenoid duty cycle is determined by the PCM. When the engine is running, the following control limits apply: If the transmission range is PARK, and the transmission is in hot mode, the TCC PWM solenoid valve may not be commanded OFF. If the solenoid is requested OFF, the message "TCC OFF command disabled in Hot Mode" appears on the scan tool display. The TCC PWM solenoid valve may not be commanded OFF for more than a calibrated amount of time. If the solenoid is commanded OFF, for a certain amount of time, the message "TCC OFF time has been exceeded" appears on the scan tool display. | |
| Reset Transmission Oil Life (3.6L only) | The TCM resets the amount of transmission oil life remaining to a value selected. There are no limits to using this output control. It may be performed with the engine running or when the ignition is ON, and the engine is OFF. |
Scan Tool Output Controls
Scan Tool Data List
Use the scan tool data list under the following conditions
- The Diagnostic System Check is complete.
- The on-board diagnostics are functioning properly.
- No DTCs are present.
The values below represent a typical display recorded from a properly functioning system.
| IMPORTANT | Do not use a scan tool that displays faulty data. Report the condition to the scan tool manufacturer. The use of a faulty scan tool can result in misdiagnosis and the unnecessary replacement of parts. |
Only the parameters listed below are used in this manual for diagnosing. If a scan tool displays other parameters, the values are not recommended by General Motors for use in diagnosis.
Scan tool values below were recorded under the following conditions
- Engine at Idle
- Upper radiator hose hot
- Closed throttle
- Transmission in PARK
- Closed Loop operation
- Accessories OFF
- Brake pedal not applied
| Scan Tool Parameter | Data List* | Units Displayed | Typical Data Value |
|---|---|---|---|
| 1-2 Shift Error | F2, F6/F0 | Seconds | Varies |
| 1-2 Shift Time | F0, F2, F6/F0 | Seconds | Varies |
| 1-2 Sol. | F0, F2, F3, F4 | On/Off | On |
| 1-2 Sol. CKT Status | F2 | OK, Open/Short to GND, Short to Volts | OK |
| 1-2 Sol. Open/Short to GND | F2 | Yes/No | No |
| 1-2 Sol. Short to Volts | F2 | Yes/No | No |
| 1-2 TAP Cell (4-16) | F6/F0 | KPa/psi | Each cell varies |
| 2-3 Shift Error | F3, F6/F1 | Seconds | Varies |
| 2-3 Shift Time | F0, F3, F6/F1 | Seconds | Varies |
| 2-3 Sol. | F0, F2, F3, F4 | On/Off | On |
| 2-3 Sol. CKT Status | F3 | OK, Open/Short to GND, Short to Volts | OK |
| 2-3 Sol. Open/Short to GND | F3 | Yes/No | No |
| 2-3 Sol. Short to Volts | F3 | Yes/No | No |
| 2-3 TAP Cell (4-16) | F6/F1 | KPa/psi | Each cell varies |
| 3-4 Shift Error | F4, F6/F2 | Seconds | Varies |
| 3-4 Shift Time | F0, F4, F6/F2 | Seconds | Varies |
| 3-4 TAP Cell (4-16) | F6/F2 | KPa/psi | Each cell varies |
| A/C Clutch | F0 | On/Off | Off |
| AWD ABS Disable | F7 | Yes/No | No |
| AWD Circuit Status | F7 | OK/Short/Open | OK |
| AWD Clutch Temp. Disable | F7 | Yes/No | No |
| AWD Disabled | F7 | Yes/No | No |
| AWD Duty Cycle | F7 | Percent | Varies |
| AWD Fluid Temp. Disable | F7 | Yes/No | No |
| AWD Last Disable Odometer | F7 | Km (miles) | Varies |
| AWD Last Disable Reason | F7 | Fluid Temp, Clutch Temp, Wheel Speed, Voltage, Minispare, ABS System, Output Controls | Varies |
| AWD Minispare Disable | F7 | Yes/No | No |
| AWD Overtemp. Delay | F7 | Yes/No | No |
| AWD Torque Management | F7 | Active/Inactive | Inactive |
| AWD Voltage Disable | F7 | Yes/No | No |
| AWD Wheel Speed Disable | F7 | Yes/No | No |
| Calc. Throttle Position | F0, F1, F2, F3, F4, F5, F7 | Percent | Varies |
| Commanded Gear | F0, F1, F2, F3, F4, F5, F7 | 1,2,3,4 | 1 |
| Cruise | F0 | Enabled/Disabled | Disabled |
| Current TAP Cell | F6/F0, F6/F1, F6/F2 | 4-16 | Varies |
| ECT | F0, F1, F7 | °C (°F) | Varies |
| Engine Run Time | F0 | Hours/minutes/seconds | Varies |
| Engine Speed | F0, F1, F2, F3, F4, F5, F7 | RPM | 650-750 RPM |
| Engine Torque | F0, F1, F7 | N.m (lb ft) | Varies |
| Gear Ratio | F0, F1, F2, F3, F4, F7 | Ratio | 3.98 |
| Ignition Voltage | F0, F7 | Volts | 12.5-13.5 Volts |
| IMS | F0, F7 | Park, Park/Reverse, Reverse, Reverse/Neutral, Neutral, Neutral/Drive 4, Drive 4, Drive 4/Drive 3, Drive 3, Drive 3/Drive 2, Drive 2, Drive 2/Drive 1, Drive 1, Invalid, Open | Park |
| IMS A/B/C/P | F0, F7 | HI/LOW | LOW/HI/HI/LOW |
| Last Shift Time | F0 | Seconds | Varies |
| PC Sol. Actual Current | F0, F5 | Amps | Varies |
| PC Solenoid Duty Cycle | F0, F5 | Percent | Varies |
| PC Sol. Ref. Current | F0, F5 | Amps | Varies |
| Steady State TAP 1GR | F6/F3 | KPa/psi | Varies |
| Steady State TAP 2GR | F6/F3 | KPa/psi | Varies |
| Steady State TAP 2GR/TCC | F6/F3 | KPa/psi | Varies |
| Steady State TAP 3GR | F6/F3 | KPa/psi | Varies |
| Steady State TAP 3GR/TCC | F6/F3 | KPa/psi | Varies |
| Steady State TAP 4GR | F6/F3 | KPa/psi | Varies |
| Steady State TAP 4GR/TCC | F6/F3 | KPa/psi | Varies |
| Steady State TAP Reverse | F6/F3 | KPa/psi | Varies |
| TCC Brake Switch | F0, F1 | Open/Closed | Closed |
| TCC Duty Cycle | F0, F1 | Percent | 0% |
| TCC Duty Cycle CKT Status | F1 | OK, Open/Short to GND, Short to Volts | OK |
| TCC Duty Cycle Open/Short to GND | F1 | Yes/No | No |
| TCC Duty Cycle Short to Volts | F1 | Yes/No | No |
| TCC Release Pressure | F0, F1 | Yes/No | Yes |
| TCC Slip Speed | F0, F1 | RPM | Varies |
| TFT Sensor | F0, F1, F5 | Volts | Varies |
| TP Angle | F0, F1, F2, F3, F4, F5, F7 | Percent | 0% |
| TP Sensor | F0, F1, F2, F3, F4 | Volts | .60-.70 volts |
| Traction Control | F0 | Active/Inactive | Inactive |
| Trans. Fluid Temp. | F0, F1, F5, F7 | °C (°F) | Varies |
| Trans. Oil Life | F0, F1 | Percent | Varies |
| Transmission Hot Mode | F0, F1 | On/Off | Off |
| Transmission ISS | F0, F1, F2, F3, F4, F7 | RPM | 600-700 RPM |
| Transmission OSS | F0, F1, F2, F3, F4, F7 | RPM | 0 RPM |
| Vehicle Speed | F0, F1, F2, F3, F4, F7 | Km/h (mph) | 0 km/h |
| *Data List Legend F0: Transmission Data F1: TCC Data F2: 1-2 Shift Data F3: 2-3 Shift Data F4: 3-4 Shift Data F5: PC Solenoid Data F6: Transmission Adapts F6/F0: 1-2 Adapt. Data F6/F1: 2-3 Adapt. Data F6/F2: 3-4 Adapt. Data F6/F3: Steady State Data F7: All Wheel Drive Data | |||
Transmission Scan Tool Data List
Diagnostic Trouble Code (DTC) Type Definitions
The DTC Type Definitions contain the characteristics for all types of DTCs. Each DTC type may or may not be found in this section. The DTC type is based on the action that the PCM takes when storing DTC information, and whether or not the PCM illuminates a service lamp or displays a message on a driver information center (DIC). The DTC descriptions in the Diagnostic Trouble Code List/Type are listed in numeric order and indicate the DTC types for domestic and export vehicle applications. Each DTC is categorized into one of the following types
The service information contained in this manual refers to the domestic federal calibration package. Domestic calibrations apply to vehicles sold in the United States, Canada and Japan. Export calibrations exist for both leaded and unleaded vehicles. DTC types may change for some export vehicles, and some DTCs may be turned off for leaded export vehicles. Differences between domestic and export calibrations are not reflected on DTC support information pages. DTC types for export calibrations are referenced only in the Diagnostic Trouble Code (DTC) List/Type .
Diagnostic Trouble Code (DTC) List/Type
Diagnostic Trouble Code (DTC) List/Type
See also:
• Diagnostic System Check - Engine Controls
• Diagnostic System Check - Engine Controls
• Transmission Component and System Description
• Symptoms - Automatic Transmission
• Scan Tool Does Not Power Up
• Malfunction Indicator Lamp (MIL) Inoperative
• Shift Solenoid Valve State and Gear Ratio
• DTC P0218 (3.4L)
• DTC P0741 (3.6L)
• DTC P1820 (3.4L)
• Diagnostic Trouble Code (DTC) List/Type
• Scan Tool Data List