Automatic Transmission Troubleshooting Cadillac CTS I

Symptoms - Automatic Transmission

Symptoms - Automatic Transmission

Scheme 49

Circuit Description

The sport and economy shift modes allow driver selection of 2 different shift patterns. Sport mode programming in the transmission control module (TCM) increases transmission line pressure and extends shift points for performance enhanced driving. In the economy mode, the TCM uses standard programming, permitting normal line pressure and shifting. The sport mode switch is a console mounted momentary contact switch located on the electronic PRNDL assembly. Accessory voltage is supplied to the electronic PRNDL assembly through the ELEC PRNDL fuse. When the sport mode switch is depressed, it momentarily contacts the switch signal circuit. The rear integration module (RIM) recognizes the voltage on the circuit and sends a class 2 serial data message to the dash integration module (DIM). The DIM sends a class 2 message to the engine control module (ECM). The ECM sends a request to the transmission control module (TCM) through the controller area network (CAN) to enable the sport mode program.

The TCM evaluates the request, and if operating conditions are correct for enabling the program, the TCM sends a confirmation message to the ECM. The ECM then requests the instrument panel cluster (IPC) to illuminate the sport mode indicator.

The sport mode feature remains enabled until the sport mode switch is pressed again. Once disabled, the TCM will return to the economy mode programming.

Diagnostic Aids

1. Test the instrument panel cluster (IPC) for proper operation and lamp illumination. Refer to «Diagnostic System Check - Instrument Cluster»(/cadillac/cts/i-2002-2007/remont/gauges-instrument-panels/#instrument-panel-system-displays-gauges-and-console) in Instrument Panel, Gages, and Console.
2. Test the rear integration module (RIM) for proper sport mode switch input and output operation. Refer to «Body Control System Description and Operation»(/cadillac/cts/i-2002-2007/remont/communication-devices/#body-control-system) in Body Control System.

Test Description

The numbers below refer to the step numbers on the diagnostic table.

1. 1: Diagnose all communication and body DTCs first. The DTC may be the source of the symptom.
2. 4: No PRNDL display could be open in the electronic PRNDL assembly accessory circuit.
3. 6: This step tests the sport mode circuit by bypassing the electronic PRNDL assembly.

Sport Mode Switch/Indicator Always On or Inoperative

The winter mode allows the driver selection of a third gear start in order to reduce wheel spin under low traction conditions. Winter mode programming in the transmission control module (TCM) will command the 1-2 shift solenoid On and the 2-3 and 4-5 solenoids Off, enabling third gear for greater traction. The winter mode switch is a console mounted momentary contact switch located on the electronic PRNDL assembly. Accessory voltage is supplied to the electronic PRNDL assembly through the ELEC PRNDL fuse. When the winter mode switch is depressed, it momentarily contacts the switch signal circuit. The rear integration module (RIM) recognizes the voltage on the circuit and sends a class 2 serial data message to the dash integration module (DIM). The DIM sends a class 2 message to the engine control module (ECM). The ECM sends a request to the transmission control module (TCM) through the controller area network (CAN) to enable the winter mode program.

The TCM evaluates the request, and if operating conditions are correct for enabling the program, the TCM sends a confirmation message to the ECM. The ECM then requests the instrument panel cluster (IPC) to illuminate the winter mode indicator.

The winter mode feature remains enabled until the mode switch is pressed again, the transmission is placed in a lower gear, and certain vehicle speed, transmission fluid temperature, or accelerator pedal positions are exceeded. Once disabled, the TCM will resume a normal shift pattern.

1. Test the instrument panel cluster (IPC) for proper operation and lamp illumination. Refer to «Diagnostic System Check - Instrument Cluster»(/cadillac/cts/i-2002-2007/remont/gauges-instrument-panels/#instrument-panel-system-displays-gauges-and-console) in Instrument Panel, Gages, and Console.
2. Test the rear integration module (RIM) for proper winter mode switch input and output operation. Refer to «Body Control System Description and Operation»(/cadillac/cts/i-2002-2007/remont/communication-devices/#body-control-system) in Body Control System.

The numbers below refer to the step numbers on the diagnostic table.

1. 1: Diagnose all communication and body DTCs first. The DTC may be the source of the symptom.
2. 4: No PRNDL display could be open in the electronic PRNDL assembly accessory circuit.
3. 6: This step tests the winter mode circuit by bypassing the electronic PRNDL assembly.

Winter Mode Switch/Indicator Always On or Inoperative

Scheme 50

Transmission Fluid Checking Procedure

Line Pressure Check Procedure

Tools Required

1. J 21867 Pressure Gage
2. J 21867-L40 Pressure Gage Adapter

1. Install a scan tool.
2. Start the engine and set the parking brake.
3. Inspect for a stored Diagnostic Trouble Code (DTC).
4. Repair the vehicle, if necessary.
5. Check the fluid level. Refer to the «Transmission Fluid Checking Procedure»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-troubleshooting) .
6. Check the manual linkage for proper adjustment.
7. Turn the engine Off. Remove the transmission pressure test plug (40) and install J 21867-L40 and J 21867 .
8. Put the gear selector in PARK range and set the parking brake.
9. Start the engine and allow the engine to warm up at idle.
10. Access the PC solenoid valve control test on the scan tool.
11. Increase the PC solenoid actual current from 0 to 1 amps in 0.1 amp increments. Allow the pressure to stabilize for 5 seconds after each pressure change. Read the corresponding line pressure on the J 21867 .
12. Refer to the «Line Pressure»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-5l40-e-introduction-service-replacement__line-pressure) specification table. Compare the data to the table.
13. If pressure readings differ greatly from the table, refer to «Fluid Pressure High or Low»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-troubleshooting__fluid-pressure-high-or-low) .
14. Turn engine OFF. Remove the J 21867 .
15. Inspect the pressure test plug (40) and O-ring (66) for damage.
16. Install the transmission pressure test plug (40). Tighten: Tighten the transmission pressure test plug to 11 N.m (8 lb ft).

Road Test Procedure

The following test provides a method of evaluating the condition of the automatic transmission. The test is structured so that most driving conditions would be achieved. The test is divided into the following parts

1. Electrical Function Check
2. Upshift Control and Torque Converter Clutch (TCC) Apply
3. Part Throttle Detent Downshifts
4. Full Throttle Detent Downshifts
5. Manual Downshifts
6. Coasting Downshifts
7. Manual Gear Range Selection REVERSE Manual SECOND Manual THIRD Manual FOURTH

Before the road test, ensure the following

1. The engine is performing properly.
2. Transmission fluid level is correct. Refer to the «Transmission Fluid Checking Procedure»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-troubleshooting) .
3. Tire pressure is correct.

During the road test

1. Perform the test only when traffic conditions permit.
2. Operate the vehicle in a controlled, safe manner.
3. Observe all traffic regulations.
4. View the scan tool data while conducting this test. Take along qualified help in order to operate the vehicle safely.
5. Observe any unusual sounds or smells.

After the road test, inspect for the following

1. Transmission fluid level Refer to the «Transmission Fluid Checking Procedure»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-troubleshooting) .
2. Diagnostic Trouble Codes (DTCs) that may have set during the testing Refer to the applicable DTC.
3. Scan tool data for any abnormal readings or data
4. Fluid leaks

Electrical Function Check

Perform this check first, in order to ensure the electronic transmission components are connected and functioning properly. If these components are not checked, a simple electrical condition could be mis-diagnosed.

1. Connect the scan tool.
2. Ensure the gear selector is in PARK and set the parking brake.
3. Start the engine.
4. Verify that the following scan tool data can be obtained and is functioning properly. Refer to «Scan Tool Data List»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-5l40-e-diagnostic-information-procedures__scan-tool-data-list) for typical data values. Data that is questionable may indicate a concern. Engine Speed Transmission output speed Vehicle speed IMS Range Transmission range (engine list) Commanded gear PC solenoid reference current PC solenoid actual current PC solenoid duty cycle Brake switch Engine coolant temperature Transmission fluid temperature Acceleration Pedal Position Ignition voltage 1-2 shift solenoid 2-3 shift solenoid 4-5 shift solenoid TCC solenoid duty cycle TCC slip speed
5. Monitor the brake switch signal while depressing and releasing the brake pedal. The scan tool should display: Open when the brake pedal is released. Closed when the brake pedal is depressed.
6. Check the garage shifts. Apply the brake pedal and ensure that the parking brake is set. Move the gear selector through the following ranges: PARK to REVERSE REVERSE to NEUTRAL NEUTRAL to DRIVE Pause 2 to 3 seconds in each gear position. Verify the gear engagements are immediate and not harsh.
7. Monitor transmission range on the scan tool, engine list. Apply the brake pedal and ensure the parking brake is set. Move the gear selector through all ranges. Pause 2-3 seconds in each range. Return gear selector to PARK. Verify that all selector positions match the scan tool display.
8. Check accelerator pedal input. Apply the brake pedal and ensure that the parking brake is set. Ensure the gear selector is in PARK. Monitor accelerator pedal while increasing and decreasing engine speed with the throttle pedal. The scan tool accelerator pedal should increase and decrease with engine speed.

If any of the above checks do not perform properly, record the result for reference after completion of the road test.

Upshift Control and Torque Converter Clutch (TCC) Apply

The PCM calculates the upshift points based primarily on two inputs: throttle angle and vehicle speed. When the PCM determines that conditions are met for a shift to occur, the PCM commands the shift by closing or opening the ground circuit for the appropriate solenoid.

Perform the following steps

1. Refer to the «Shift Speed»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-5l40-e-introduction-service-replacement__shift-speed) table in this section and choose a throttle position of 12 percent, 25 percent or 50 percent. All throttle angles shown should be tested to cover the normal driving range.
2. Monitor the following scan tool parameters: Throttle angle Vehicle speed Engine speed Output shaft speed Commanded gear Slip speed Solenoid states
3. Place the gear selector in the OVERDRIVE position.
4. Accelerate the vehicle using the chosen throttle angle. Hold the throttle steady.
5. As the transmission upshifts, note the vehicle speed when the shift occurs for each gear change. There should be a noticeable shift feel or engine speed change within 1 to 2 seconds of the commanded gear change.
6. Compare the shift speeds to the Shift Speed table. Refer to «Shift Speed»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-5l40-e-introduction-service-replacement__shift-speed) . Shift speeds may vary slightly due to transmission fluid temperature or hydraulic delays in responding to electronic controls. Note any harsh, soft or delayed shifts or slipping. Note any noise or vibration.
7. Repeat steps 1- 6 to complete all throttle angles.
8. Inspect for TCC apply in THIRD, FOURTH and FIFTH gear. Note the TCC apply point. When the TCC applies there should be a noticeable drop in engine speed and a drop in slip speed to below 100 RPM. If the TCC apply can not be detected: Check for DTCs. Refer to «Torque Converter Diagnosis Procedure»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-troubleshooting__torque-converter-diagnosis-procedure) . Refer to the «Shift Speed»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-5l40-e-introduction-service-replacement__shift-speed) table for the correct apply speeds. Lightly tap and release the brake pedal. The TCC will release on most applications.

Part Throttle Detent Downshift

1. Place the gear selector in the OVERDRIVE position.
2. Accelerate the vehicle to 64-88 km/h (40-55 mph) in FIFTH gear.
3. Quickly increase throttle angle to greater than 50 percent.
4. Verify the following: The TCC releases The transmission downshifts immediately to FOURTH gear
5. Place the gear selector in the OVERDRIVE position.

Full Throttle Detent Downshift

1. Accelerate the vehicle to speeds of 64-88 km/h (40-55 mph) in FIFTH gear.
2. Quickly increase throttle angle to 100 percent (WOT).
3. Verify the following: The TCC releases The transmission downshifts immediately to THIRD gear

Manual Downshifts

The shift solenoid valves control the initial downshift for the 5-4, 4-3, 3-2 manual downshifts. The solenoid states should change during or shortly after a manual downshift is selected.

Manual 5-4 Downshift

1. Place the gear selector in the OVERDRIVE position.
2. Accelerate the vehicle to 64-88 km/h (40-55 mph) in FIFTH gear.
3. Release the throttle while moving the gear selector to FOURTH.
4. Verify the following: The TCC releases The transmission downshifts immediately to FOURTH gear The engine slows the vehicle

Manual 5-3 Downshift

1. Place the gear selector in the OVERDRIVE position.
2. Accelerate the vehicle to 64-72 km/h (40-45 mph).
3. Release the throttle while moving the gear selector to THIRD.
4. Verify the following: The TCC releases. The transmission downshifts immediately to THIRD gear. The engine slows the vehicle.

Manual 5-2 Downshift

1. Place the gear selector in the OVERDRIVE position.
2. Accelerate the vehicle to 48 km/h (30 mph).
3. Release the throttle while moving the gear selector to SECOND.
4. Verify the following: The TCC releases. The transmission downshifts immediately to SECOND gear. The engine slows the vehicle.

Coasting Downshifts

1. Place the gear selector in the OVERDRIVE position.
2. Accelerate the vehicle to FIFTH gear with the TCC applied.
3. Release the throttle and lightly apply the brakes.
4. Verify the following: The TCC releases Downshifts occur at speeds shown in the Shift Speed table. Refer to «Shift Speed»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-5l40-e-introduction-service-replacement__shift-speed) .

Manual Gear Range Selection

The shift solenoids control the upshifts in the manual gear ranges.

Perform the following tests using 10-15 percent throttle angle.

Reverse

1. With the vehicle stopped, move the gear selector to REVERSE.
2. Slowly accelerate the vehicle.
3. Verify that there is no noticeable slip, noise, or vibration.

Manual Second

1. With the vehicle stopped, move the gear selector to SECOND.
2. Accelerate the vehicle to 32 km/h (20 mph).
3. Verify the following: No upshifts occur. The TCC does not apply. There is no noticeable slip, noise, or vibration.

Manual Third

1. With the vehicle stopped, move the gear selector to THIRD.
2. Accelerate the vehicle to 57 km/h (35 mph).
3. Verify the following: The 1-2 shift occurs. The 2-3 shift does not occur. There is no noticeable slip, noise or vibration.

Manual Fourth

1. With the vehicle stopped, move the gear selector to FOURTH.
2. Accelerate the vehicle to 64 km/h (40 mph).
3. Verify the following: The 1-2 shift occurs The 2-3 shift occurs There is no noticeable slip, noise or vibration

Torque Converter Diagnosis Procedure

The Torque Converter Clutch (TCC) is applied by fluid pressure, which is controlled by a PWM solenoid valve. This solenoid valve is located inside of the automatic transmission assembly. The solenoid valve is controlled through a combination of computer controlled switches and sensors.

Torque Converter Stator

The torque converter stator roller clutch can have two different malfunctions.

1. The stator assembly freewheels in both directions.
2. The stator assembly remains locked up at all times.

Poor Acceleration at Low Speed

If the stator is freewheeling at all times, the car tends to have poor acceleration from a standstill. At speeds above 50-55 km/h (30-35 mph), the car may act normally. For poor acceleration, you should first determine that the exhaust system is not blocked, and the transmission is in First gear when starting out.

If the engine freely accelerates to high RPM in NEUTRAL, you can assume that the engine and the exhaust system are normal. Check for poor performance in DRIVE and REVERSE to help determine if the stator is freewheeling at all times.

Poor Acceleration at High Speed

If the stator is locked up at all times, performance is normal when accelerating from a standstill. Engine RPM and car speed are limited or restricted at high speeds. Visual examination of the converter may reveal a blue color from overheating.

If the converter has been removed, you can check the stator roller clutch by inserting a finger into the splined inner race of the roller clutch and trying to turn the race in both directions. You should be able to freely turn the inner race clockwise, but you should have difficulty in moving the inner race counterclockwise or you may be unable to move the race at all.

Noise

You may notice a torque converter whine when the vehicle is stopped and the transmission is in DRIVE or REVERSE. This noise will increase as you increase the engine RPM. The noise will stop when the vehicle is moving or when you apply the torque converter clutch, because both halves of the converter are turning at the same speed.

Perform a stall test to make sure the noise is actually coming from the converter

1. Place your foot on the brake.
2. Put the gear selector in DRIVE.
3. Depress the accelerator to approximately 1,200 RPM for no more than six seconds.

A torque converter noise will increase under this load.

Torque Converter Clutch Shudder

The key to diagnosing Torque Converter Clutch (TCC) shudder is to note when it happens and under what conditions.

TCC shudder which is caused by the transmission should only occur during the apply or the release of the converter clutch. Shudder should never occur after the TCC plate is fully applied.

If Shudder Occurs During TCC Apply or Release

If the shudder occurs while the TCC is applying, the problem can be within the transmission or the torque converter. Something is causing one of the following conditions to occur

1. Something is not allowing the clutch to become fully engaged.
2. Something is not allowing the clutch to release.
3. The clutch is releasing and applying at the same time.

One of the following conditions may be causing the problem to occur

1. Leaking turbine shaft seals
2. A restricted release orifice
3. Defective friction material on the TCC plate

If Shudder Occurs After TCC has Applied

If shudder occurs after the TCC has applied, most of the time there is nothing wrong with the transmission.

The TCC is not likely to slip after the TCC has been applied. Engine problems may go unnoticed under light throttle and load, but they become noticeable after the TCC apply when going up a hill or accelerating. This is due to the mechanical coupling between the engine and the transmission.

Once TCC is applied, there is no torque converter fluid coupling assistance. Engine or driveline vibrations could be unnoticeable before TCC engagement.

Inspect the following components in order to avoid misdiagnosis of TCC shudder. An inspection will also avoid the unnecessary disassembly of a transmission or the unnecessary replacement of a torque converter.

1. Spark plugs Inspect for cracks, high resistance or a broken insulator.
2. Cylinder coil Look for a black discoloration on the bottom of each cylinder coil. This indicates arcing while the engine is misfiring.
3. Fuel injector The filter may be plugged.
4. Vacuum leak The engine will not get a correct amount of fuel. The mixture may run rich or lean depending on where the leak occurs.
5. MAF sensor Like a vacuum leak, the engine will not get the correct amount of fuel for proper engine operation.
6. Carbon on the intake valves Carbon restricts the proper flow of air/fuel mixture into the cylinders.
7. Flat cam Valves do not open enough to let the proper fuel/air mixture into the cylinders.
8. Oxygen sensor This sensor may command the engine too rich or too lean for too long.
9. Fuel pressure This may be too low.
10. Engine mounts Vibration of the mounts can be multiplied by TCC engagement.
11. Axle joints Check for vibration.
12. Cylinder balance Bad piston rings or poorly sealing valves can cause low power in a cylinder.
13. Fuel contamination This causes poor engine performance.

Replace the torque converter if any of the following conditions exist

1. External leaks appear in the hub weld area.
2. The converter hub is scored or damaged.
3. The converter pilot is broken, damaged, or fits poorly into the crankshaft.
4. You discover steel particles after flushing the cooler and the cooler lines.
5. The pump is damaged, or you discover steel particles in the converter.
6. The vehicle has TCC shudder and/or no TCC apply. Replace the torque converter only after all hydraulic and electrical diagnoses have been made. The converter clutch material may be glazed.
7. The converter has an imbalance which cannot be corrected. Refer to «Flexplate/Torque Converter Vibration Test»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-troubleshooting) .
8. The converter is contaminated with engine coolant which contains antifreeze.
9. An internal failure occurs in the stator roller clutch.
10. You notice excessive end play.
11. Overheating produces heavy debris in the clutch.
12. You discover steel particles or clutch lining material in the fluid filter or on the magnet, when no internal parts in the unit are worn or damaged. This condition indicates that lining material came from the converter.

Do not replace the torque converter if you discover any of the following symptoms

1. The oil has an odor or the oil is discolored, even though metal or clutch facing particles are not present.
2. Transmission failure did not display evidence of damaged or worn internal parts, steel particles or clutch plate lining material in the unit and inside the fluid filter.
3. The vehicle has been exposed to high mileage only. An exception may exist where the lining of the torque converter clutch dampener plate has seen excess wear by vehicles operated in heavy and/or constant traffic, such as taxi, delivery, or police use.

Isolating Vibration

Note. Some engine/transaxle combinations cannot be balanced in this manner due to restricted access or limited clearances between the torque converter bolts and the engine. Ensure that the bolts do not bottom out in the lug nuts or the torque converter cover could be dented and cause internal damage.

To isolate and correct a flywheel or torque converter vibration, separate the torque converter from the flywheel to determine if vibration is in the engine or transmission.

1. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration.
2. Turn the engine OFF.
3. Raise and suitably support the vehicle. Refer to «Lifting and Jacking the Vehicle»(/cadillac/cts/i-2002-2007/remont/hoistjack/#general-information__lifting-and-jacking-the-vehicle) in General Information.
4. Mark the relationship of the converter to the flywheel.
5. Remove the bolts attaching the converter to the flywheel. Refer to Flywheel to Torque Converter Bolts.
6. Slide the torque converter away from the flywheel.
7. Rotate the flywheel and torque converter to inspect for defects or missing balance weights. Refer to «Engine Flywheel Cleaning and Inspection»(/cadillac/cts/i-2002-2007/remont/mechanical/#engine-mechanical-32l) in Engine Mechanical - 2.6L or Engine Mechanical - 3.2L.
8. Lower the vehicle.
9. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration. Refer to «Diagnostic Starting Point - Vibration Diagnosis and Correction»(/cadillac/cts/i-2002-2007/remont/oem-general-information/#vibration-symptoms-diagnosis-and-correction__diagnostic-starting-point-vibration-diagnosis) in Vibration Diagnosis and Correction.
10. Turn the engine OFF.

Indexing Torque Converter

To determine and correct a torque converter vibration, the following procedure may have to be performed several times to achieve the best possible torque converter to flywheel balance.

1. Raise and suitably support the vehicle. Refer to «Lifting and Jacking the Vehicle»(/cadillac/cts/i-2002-2007/remont/hoistjack/#general-information__lifting-and-jacking-the-vehicle) in General Information.
2. Rotate the torque converter one bolt position.
3. Align the torque converter hub (2) in the engine crankshaft (3) and install the torque converter to flywheel bolts. Refer to Flywheel to Torque Converter Bolts.
4. Lower the vehicle.
5. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration. Refer to «Noise and Vibration Analysis»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-troubleshooting__noise-and-vibration-analysis) . Repeat this procedure until you obtain the best possible balance.

Noise and Vibration Analysis

A noise or vibration that is noticeable when the vehicle is in motion MAY NOT be the result of the transmission.

If noise or vibration is noticeable in PARK and NEUTRAL with the engine at idle, but is less noticeable as RPM increases, the cause may be from poor engine performance.

1. Vibration may also be caused by a small amount of water inside the converter.
2. Inspect the tires for the following conditions: Uneven wear Imbalance Mixed sizes Mixed radial and bias ply
3. Inspect the suspension components for the following conditions: Alignment and wear Loose fasteners Driveline damage or wear
4. Inspect the engine and transmission mounts for damage and loose bolts.
5. Inspect the transmission case mounting holes for the following conditions: Missing bolts, nuts, and studs Stripped threads Cracks
6. Inspect the flywheel for the following conditions: Missing or loose bolts Cracks Imbalance
7. Inspect the torque converter for the following conditions: Missing or loose bolts or lugs Missing or loose balance weights Imbalance caused by heat distortion or fluid contamination

Buzz Noise or High Frequency Rattle Sound

Buzz Noise or High Frequency Rattle Sound

Whine Noise Varying with RPM or Fluid Pressure

Whine Noise Varying with RPM or Fluid Pressure

Popping Noise

Popping Noise

Noise in Random Ranges

Noise in Random Ranges

Composition Plates

Dry the plates and inspect the plates for the following conditions

1. Pitting
2. Flaking
3. Wear
4. Glazing
5. Cracking
6. Charring
7. Chips or metal particles embedded in the lining

Replace a composition plate which shows any of these conditions.

Steel Plates

Wipe the plates dry and inspect the plates for heat discoloration. If the surfaces are smooth, even if color smear is indicated, you can reuse the plate. If the plate is discolored with heat spots or if the surface is scuffed, replace the plate.

Causes of Burned Clutch Plates

The following conditions can result in a burned clutch plate

1. Incorrect usage of clutch plates
2. Engine coolant in the transmission fluid
3. A cracked clutch piston
4. Damaged or missing seals
5. Damaged fluid passage sleeves
6. Low line pressure
7. Valve body conditions The valve body face is not flat. Porosity is between channels. The valve bushing clips are improperly installed. The checkballs are misplaced.
8. The Teflon® seal rings are worn or damaged.
9. Low transmission fluid level

Engine Coolant/Water in Transmission

If antifreeze or water has entered the transmission, perform the following

1. Disassemble the transmission.
2. Replace all of the rubber type seals. The coolant will attack the seal material which will cause leakage.
3. Replace the composition-faced clutch plate assemblies. The facing material may separate from the steel center portion.
4. Replace all of the washers.
5. Replace the torque converter.
6. Thoroughly clean and rebuild the transmission, using new gaskets and oil filter.
7. Flush the cooler lines after the transmission cooler has been properly repaired or replaced.

Fluid Leak Diagnosis

Note. The transmission fluid level must be checked before fluid leak diagnosis is performed to prevent damage to the transmission.

Check transmission fluid lever. Refer to Transmission Fluid Checking Procedure .

General Method

1. Verify that the leak is transmission fluid.
2. Thoroughly clean the suspected leak area.
3. Operate the vehicle for 24 km (15 mi), or until normal operating temperatures are reached.
4. Park the vehicle over clean paper or cardboard.
5. Shut OFF the engine.
6. Look for fluid spots on the paper.
7. Make the necessary repairs.

Powder Method

1. Thoroughly clean the suspected leak area with solvent.
2. Apply an aerosol type powder, such as foot powder, to the suspected leak area.
3. Operate the vehicle for 24 km (15 mi), or until normal operating temperatures are reached.
4. Shut OFF the engine.
5. Inspect the suspected leak area.
6. Trace the leak path through the powder in order to find the source of the leak.
7. Make the necessary repairs.

Dye and Black Light Method

A fluid dye and black light kit is available from various tool manufacturers.

1. Follow the manufacturer's instructions in order to determine the amount of dye to use.
2. Install the dye. Refer to «Transmission Fluid Checking Procedure»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-troubleshooting) .
3. Detect the leak with the black light.
4. Make the necessary repairs.

Find the Cause of the Leak

Pinpoint the leak and trace the leak back to the source. You must determine the cause of the leak in order to repair the leak properly. For example, if you replace a gasket, but the sealing flange is bent, the new gasket will not repair the leak. You must also repair the bent flange. Before you attempt to repair a leak, check for the following conditions, and make repairs as necessary

Gaskets

1. Fluid level/pressure is too high
2. Plugged vent or drain-back holes
3. Improperly tightened fasteners
4. Dirty or damaged threads
5. Warped flanges or sealing surface
6. Scratches, burrs, or other damage to the sealing surface
7. Damaged or worn gasket
8. Cracking or porosity of the component
9. Improper sealant used, where applicable
10. Incorrect gasket

Seals

1. Fluid level/pressure is too high
2. Plugged vent or drain-back holes
3. Damaged seal bore
4. Damaged or worn seal
5. Improper installation
6. Cracks in component
7. Manual or output shaft surface is scratched, nicked, or damaged
8. Loose or worn bearing causing excess seal wear

Possible Points of Fluid Leaks

Transmission Oil Pan

1. Incorrectly tightened fluid pan bolts
2. Improperly installed or damaged fluid pan gasket
3. Damaged fluid pan or mounting face
4. Incorrect fluid pan gasket
5. Fluid Drain Plug

Case Leak

1. Fluid Fill Plug
2. Extension Housing
3. Wiring harness O-ring seal
4. Damaged manual shaft seal
5. Loose or damaged fluid cooler line seals fittings
6. Worn or damaged propeller shaft flange seal
7. Loose line pressure test plug
8. Porous casting
9. Fluid fill plug

Leak at the Torque Converter End

1. Converter leak in the weld area
2. Converter seal lip cut. Check the converter hub for damage
3. Converter seal bushing moved forward and damaged
4. Converter seal garter spring missing from the seal
5. Porous casting of the transmission case or the oil pump

Leak at the Vent

1. Overfilled system
2. Water or coolant in the fluid. The fluid will appear milky
3. Transmission case porous
4. Plugged vent
5. Drain-back holes plugged
6. Mispositioned oil pump to case gasket, if equipped

Scheme 51

Case Porosity Repair

Some external leaks are caused by case porosity in non-pressurized areas. You can usually repair these leaks with the transmission in the vehicle.

1. Thoroughly clean the area to be repaired with a cleaning solvent. Air dry the area.
2. Using instructions from the manufacturer, mix a sufficient amount of an epoxy to make the repair.
3. While the transmission case is still hot, apply the epoxy. You can use a clean, dry soldering acid brush to clean the area and also to apply the epoxy cement. Make certain that the area to be repaired is fully covered.
4. Allow the epoxy cement to cure for three hours before starting the engine.
5. Repeat the fluid leak diagnosis procedures.

Shift Solenoid Leak Test

Tools Required

1. J 44246 Solenoid Testing Kit
2. J 35616 GM Terminal Test Kit

Leak Test Procedure

1. Remove the shift solenoid valve from the control valve body or the TCC solenoid valve from the transmission case. Refer to «1-2 Shift Solenoid Replacement»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-5l40-e-introduction-service-replacement) , «2-3 Shift Solenoid Replacement»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-5l40-e-introduction-service-replacement) , «4-5 Shift Solenoid Replacement»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-5l40-e-introduction-service-replacement) or «Torque Converter Clutch (TCC) Solenoid Replacement»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-5l40-e-introduction-service-replacement) , «Transmission Internal Electrical Harness Replacement»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-5l40-e-introduction-service-replacement) .
2. Install the TCC solenoid valve, the 1-2 shift solenoid valve, the 2-3 shift solenoid valve or the 4-5 shift solenoid into bore number 5 of the J 44246 . Install the factory retainer clip to retain the solenoid.
3. Connect the solenoid testing harness supplied with the J 44246 to the solenoid.
4. Apply compressed air to the J 44246 .
5. Connect the solenoid testing harness to the, 12 volt, positive and negative (-) battery terminals.
6. Observe if the solenoid is operating electrically. An audible clicking noise can be heard when connecting or disconnecting power.
7. Observe the air flow through the solenoid. The flow will completely or nearly completely stop. Replace the solenoid if there continues to be an obvious air leak when the solenoid is energized.
8. Install the shift solenoid valve into the control valve body or the TCC solenoid valve into the transmission case. Refer to «1-2 Shift Solenoid Replacement»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-5l40-e-introduction-service-replacement) , «2-3 Shift Solenoid Replacement»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-5l40-e-introduction-service-replacement) , «4-5 Shift Solenoid Replacement»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-5l40-e-introduction-service-replacement) or «Torque Converter Clutch (TCC) Solenoid Replacement»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-5l40-e-introduction-service-replacement) , «Transmission Internal Electrical Harness Replacement»(/cadillac/cts/i-2002-2007/remont/automatic-trans/#automatic-transmission-5l40-e-introduction-service-replacement) .

Automatic Transmission Oil Cooler Flushing and Flow Test (J45096)

GM studies indicate that plugged or restricted transmission oil coolers and pipes cause insufficient transmission lubrication and elevated operating temperatures which can lead to premature transmission failure. Many repeat repair cases could have been prevented by following published procedures for transmission oil cooler flushing and flow checking. This procedure includes flow checking and flushing the auxiliary transmission oil cooler, if equipped.

Only GM Goodwrench DEXRON®III automatic transmission fluid should be used when doing a repair on a GM transmission.

Time allowance for performing the cooler flow checking and flushing procedure has been included in the appropriate labor time guide operations since the 1987 model year. The service procedure steps for oil cooler flushing and flow testing are as follows

Cooler Flow Check and Flushing Steps

1. Machine Set-up
2. Determine Minimum Flow Rate
3. Back Flush
4. Forward Flush
5. Flow Test
6. Code Recording Procedure
7. Clean-up

Tools Required

1. J 45096 Transmission Oil Cooling System Flush and Flow Test Tool
2. Shop air supply with water/oil filters, regulator and pressure gage - minimum 90 psi
3. Eye protection
4. Rubber gloves

Machine Set-up

1. Verify that the main power switch (1) is in the OFF position.
2. Place the main function switch (2) in the IDLE position.
3. Connect J 45096 to the vehicle 12V DC power source by connecting the red battery clip to the positive, +, battery post on the vehicle and connect the negative lead to a known good chassis ground.
4. Turn the main power switch to the ON position.
5. Fill the supply tank with Dexron®III/Mercon®, or equivalent, through the fill port.
6. Reinstall and tighten the fill cap.
7. Connect a shop air supply hose to the quick-disconnect on the rear panel marked SUPPLY AIR.

Determine Minimum Flow Rate

1. From the machine display, identify the temperature of the automatic transmission fluid that is stored in the supply vessel of J 45096 .
2. Determine whether the transmission oil cooler is steel or aluminum by using a magnet (1) at the cooler flange (2) at the radiator.
3. Refer to the table below. Using the temperature from step 1, locate on either the Steel MINIMUM Flow Rate table or the Aluminum MINIMUM Flow Rate table the minimum flow rate in gallons per minutes (GPM). Record the minimum flow rate in GPMs and the supply fluid temperature for further reference. Example: Fluid temperature: 75°F Cooler type: Steel The MINIMUM flow rate for this example would be 0.8 GPM.
4. Inspect transmission oil cooler lines for damage or kinks that could cause restricted oil flow. Repair as needed and refer to the appropriate GM service manual procedures.

Minimum Flow Rate in Gallons Per Minute (GPM)

Back Flush Procedure

1. Connect the J 45096 adapters (1) to the vehicle's transmission oil cooler supply and return lines at the transmission.
2. Connect the black supply hose (1) to the return line, top connector of the transmission, and the clear waste hose (2) to the feed line, bottom connector of the transmission, to the vehicle cooler lines. This is the reverse flow - backflush direction.
3. Turn the main function switch to the FLUSH position. Allow the machine to operate for 30 seconds.
4. Turn the main function switch to the IDLE position and allow the supply vessel pressure to dissipate.

Forward Flush

1. Disconnect the supply and waste hoses from the vehicle cooler lines. Reverse the supply and waste hoses to provide a normal flow direction.
2. Turn the main function switch to the FLUSH position and allow machine to operate for 30 seconds.

Flow Test

1. Turn the main function switch to the FLOW position and allow the oil to flow for 15 seconds. Observe and note the flow rate; this is the TESTED flow rate.
2. Compare the TESTED flow rate to the MINIMUM flow rate information previously recorded. If the TESTED flow rate is equal to or greater than the MINIMUM flow rate recorded, the oil cooling system is functioning properly. Perform Code Recording Procedure. If the TESTED flow rate is less than the MINIMUM flow rate previously recorded, repeat the back flush and forward flush procedures.
3. If the TESTED flow rate is less than the MINIMUM flow rate after the second test, perform Code Recording Procedure. Replace the transmission oil cooler. Reconnect supply and waste hoses to the cooler lines in the normal flow direction. Perform Flow Test. Perform Code Recording Procedure.

Code Recording Procedure

1. Turn the main function switch to the CODE position.
2. Record TESTED flow rate, temperature, cycle and seven-character flow code information on repair order.

Clean-up

1. Turn the main function switch (2) to the IDLE position and allow the supply vessel pressure to dissipate.
2. Turn the main power switch (1) to the OFF position.
3. Disconnect the supply and waste hoses and the 12-volt power source from the vehicle. Note: A small amount of water may drain from the bottom of the unit when the air supply is disconnected. This is a normal operation of the built-in water separator.
4. Disconnect the air supply hose from J 45096 .
5. Dispose of the waste ATF in accordance with all applicable federal, state, and local requirements.

Automatic Transmission Oil Cooler Flushing and Flow Test (J35944 A)

GM studies indicate that plugged or restricted transmission oil coolers and pipes cause insufficient transmission lubrication and elevated operating temperatures which can lead to premature transmission wear-out. Many repeat repair cases could have been prevented by following published procedures for transmission oil cooler flushing and flow checking. This procedure includes flow checking and flushing the auxiliary transmission oil cooler, if equipped.

Only GM Goodwrench DEXRON®III automatic transmission fluid should be used when doing a repair on a GM transmission.

Time allowance for performing the cooler flow checking and flushing procedure has been included in the appropriate labor time guide operations since the 1987 model year. The service procedure steps for oil cooler flushing are as follows

Cooler Flow Check and Flushing Steps

1. Tools Required
2. Preparation
3. Back Flush
4. Forward Flush
5. Flow Check
6. Clean-up

Tools Required

1. J 35944-A Transmission Oil Cooler and Line Flusher
2. J 35944-22 Transmission Oil Cooler Flushing Fluid
3. Measuring cup
4. Funnel
5. Water supply - hot water recommended
6. Water hose, at least 16 mm (5/8 in) ID
7. Shop air supply with water/oil filters, regulator and pressure gage
8. Air chuck with clip, if available
9. Oil drain container
10. Pail with lid - 19 L (5 gallon)
11. Eye protection
12. Rubber gloves

Preparation

1. During the installation of the repaired or replacement transmission, do not connect the oil cooler pipes.
2. Remove the fill cap (9) on the J 35944-A and fill the flusher tank (4) with 0.6 L (20-21 oz) of J 35944-22 , using the measuring cup (6). Do not overfill.
3. Install the fill cap (9) on the J 35944-A and pressurize the flusher tank (4) to 550-700 kPa (80-100 psi), using the shop air supply at the tank air valve (2).
4. With the water supply valve (1) on the J 35944-A in the OFF position, connect the water supply hose from the J 35944-A to the water supply at the faucet.
5. Turn ON the water supply at the faucet.

Back Flush

1. Inspect the transmission oil cooler pipes for kinks or damage. Repair as necessary.
2. Connect the J 35944-A to the oil cooler feed top connector.
3. Clip the discharge hose (2) onto the oil drain container.
4. Attach the J 35944-A to the undercarriage of the vehicle with the hook provided and connect the flushing system feed supply hose (1) from the J 35944-A to the bottom connector oil cooler return pipe.
5. Turn the J 35944-A water supply valve (3) to the ON position and allow water to flow through the oil cooler and pipes for 10 seconds to remove any remaining transmission fluid. If water does not flow through the oil cooler and pipes, the cause of the blockage must be diagnosed and the plugged component must be repaired or replaced. Continue with the cooler flushing and flow check procedure once the blockage is corrected.
6. Turn the J 35944-A water supply valve (3) to the OFF position and clip the discharge hose onto a 19 liter (5 gallon) pail with a lid, to avoid splashback.
7. Turn the J 35944-A water supply valve (3) to the ON position and depress the trigger (1) to mix cooler flushing solution into the water flow. Use the clip provided on the handle to hold the trigger (1) down. The discharge will foam vigorously when the solution is introduced into the water stream.
8. Flush the oil cooler and pipes with water and solution for 2 minutes. During this flush, attach the shop air supply 825 kPa (120 psi) to the flushing system feed air valve (2) located on the J 35944-A , for 3-5 seconds at the end of every 15-20 second interval to create a surging action.
9. Release the trigger (1) and turn the J 35944-A water supply valve (3) to the OFF position.

1. Disconnect both hoses (1 and 2) from the oil cooler pipes and connect them to the opposite oil cooler pipe. This will allow the oil cooler and pipes to be flushed in the normal flow direction.
2. Repeat Step 6 and 7 of the Back Flush.
3. Release the trigger (1) of the J 35944-A and allow water only to rinse the oil cooler and pipes for 1 minute.
4. Turn the J 35944-A water supply valve (3) to the OFF position and turn OFF the water supply at the faucet.
5. Attach the shop air supply to the flushing system feed air valve (2) on the J 35944-A and blow out the water from the oil cooler and pipes. Continue, until no water comes out of the discharge hose.

1. Disconnect the hose from the oil cooler pipe. Connect the oil cooler feed pipe, top connector, to the transmission for normal flow.
2. Clip the discharge hose (1) to an empty oil container.
3. Confirm the transmission is filled with automatic transmission fluid. Refer to Fluid Capacity Specifications in Transmission - Unit Repair for the correct automatic transmission fluid capacity.
4. Start the engine with the transmission in PARK range and run for 30 seconds after fluid begins to flow from the discharge hose (1). A minimum of 1.9 L (2 quarts) must be discharged during this 30 second run time.
5. If the fluid flow meets or exceeds 1.9 L (2 quarts) in 30 seconds, connect the oil cooler feed pipe to the front connector on the transmission.
6. If fluid flow is less than 1.9 L (2 qt) in 30 seconds, perform the following diagnosis: Disconnect the J 35944-A discharge hose (1) from the oil cooler return pipe. Disconnect the oil cooler feed pipe at the radiator. Connect the J 35944-A discharge hose (1) to the oil cooler feed pipe, radiator end. Clip the discharge hose (1) onto the oil drain container. Start the engine with the transmission in PARK range and run for 30 seconds after fluid begins to flow from the discharge hose (1). A minimum of 1.9 L (2 qt) must be discharged during this 30 second run time.
7. If the amount of transmission fluid flow remains less than 1.9 L (2 qt) in 30 seconds, inspect the oil cooler feed pipe, top connector, for restrictions or damage. If no condition is found with the feed pipe, inspect the transmission.

1. Disconnect the water supply hose from the J 35944-A and bleed any remaining air pressure from the flusher tank.
2. Remove the fill cap from the J 35944-A and return any unused flushing solution to its container. Rinse the J 35944-A with water. Do not store the J 35944-A with flushing solution in it.
3. After every third use, clean the J 35944-A as described in the instructions included with the tool.
4. Dispose of any waste water/solution and transmission fluid in accordance with local regulations.

Slips or Shudders in First Gear

Slips or Shudders in First Gear

No Drive in All Ranges

No Drive in All Ranges

No First Gear

No 1st Gear

First Gear Only

First Gear Only

No Second Gear

No Second Gear

First and Second Gears Only

First and Second Gears Only

First, Fourth, and Fifth Gears Only

First, Fourth, and Fifth Gears Only

Second and Third Gears Only

Second and Third Gears Only

No Third Gear

No Third Gear

No Fourth Gear, or Slips in Fourth Gear

No Fourth Gear, or Slips in Fourth Gear

Fifth Gear Only

Fifth Gear Only

Harsh Shift 4 to 5, or 5 to 4

Harsh Shift 4 to 5, or 5 to 4

Harsh Shift D to R

Harsh Shift D to R

Harsh Shifts

Harsh Shifts

Harsh Torque Converter Clutch (TCC) Apply

Harsh Torque Converter Clutch (TCC) Apply

No Engine Braking in First, Second, and Third Gear

No Engine Braking in First, Second, and Third Gear

No Engine Braking in First Gear

No Engine Braking in First Gear

No Engine Braking in Second Gear

No Engine Braking in Second Gear

No Engine Braking in Third Gear

No Engine Braking in Third Gear

Inaccurate Shift Points

Inaccurate Shift Points

No Fifth Gear

No Fifth Gear

No Reverse or Slips in Reverse

No Reverse or Slips in Reverse

Slips while Shifting

Slips while Shifting

Degraded 1-2 and 2-1 Shifts

Degraded 1-2 and 2-1 Shifts

Degraded 2-3 and 3-2 Shifts

Degraded 2-3 and 3-2 Shifts

Degraded 4-5 Shift

Degraded 4-5 Shift

Drives with Selector Lever in Position N

Drives with Selector Lever in Position N

No Engagement of Torque Converter Clutch (TCC)

No Engagement of Torque Converter Clutch (TCC)

Fluid Pressure High or Low

Fluid Pressure High or Low

No Engine Braking

No Engine Braking

Automatic Transmission Overheating

Automatic Transmission Overheating

See also:
• Transmission Indicators and Messages
• Sport/Economy Mode Operation
• Winter Mode Operation
• Diagnostic System Check - Instrument Cluster
• Body Control System Description and Operation
• Diagnostic Trouble Code (DTC) List
• Intermittent Conditions
• Intermittent Conditions
• Testing for Continuity
• Testing for Short to Ground
• Lifting and Jacking the Vehicle
• Checking Hot Transmission Fluid through Drain Plug Hole Caution
• Automatic Transmission Fluid/Filter Replacement
• Fastener Notice
• Line Pressure
• Scan Tool Data List
• Shift Speed
• Engine Flywheel Cleaning and Inspection
• Diagnostic Starting Point - Vibration Diagnosis and Correction
• Range Reference
• Transmission Fluid Checking Procedure
• Fluid Pressure High or Low
• Fluid Leak Diagnosis
• Automatic Transmission Overheating
• Noise and Vibration Analysis
• Buzz Noise or High Frequency Rattle Sound
• Popping Noise
• Whine Noise Varying with RPM or Fluid Pressure
• Noise in Random Ranges
• No Drive in All Ranges
• Drives with Selector Lever in Position N
• Harsh Shifts
• Harsh Shift 4 to 5, or 5 to 4
• Harsh Shift D to R
• Degraded 1-2 and 2-1 Shifts
• Degraded 2-3 and 3-2 Shifts
• Slips or Shudders in First Gear
• Degraded 4-5 Shift
• No Engine Braking in Second Gear
• No Engine Braking in First, Second, and Third Gear
• No Engine Braking in Third Gear
• No Engine Braking
• No Engine Braking in First Gear
• First and Second Gears Only
• First Gear Only
• First, Fourth, and Fifth Gears Only
• Second and Third Gears Only
• Fifth Gear Only
• No Reverse or Slips in Reverse
• Slips while Shifting
• No Second Gear
• No Third Gear
• No First Gear
• No Fourth Gear, or Slips in Fourth Gear
• No Fifth Gear
• Inaccurate Shift Points
• Torque Converter Diagnosis Procedure
• No Engagement of Torque Converter Clutch (TCC)
• Harsh Torque Converter Clutch (TCC) Apply
• Road Test Procedure
• Line Pressure Check Procedure
• Automatic Transmission Oil Cooler Flushing and Flow Test (J45096)
• Symptoms - Automatic Transmission