Automatic Transmission - 4l60-e/4l65-e (Service & Replacement) Cadillac Escalade GMT800

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Fastener Tightening Specification

FASTENER TIGHTENING SPECIFICATIONS

Transmission General Specification

Transmission General Specifications Table (1 Of 2)

Transmission General Specifications Table (2 Of 2)

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Diagnostic Starting Point - Automatic Transmission

Begin the system diagnosis with DIAGNOSTIC SYSTEM CHECK - ENGINE CONTROLS in Engine Controls - 4.8L, 5.3L and 6.0L. The Diagnostic System Check provides the following information

1. The identification of the control module(s) which commands the system.
2. The ability of the control module(s) to communicate through the serial data circuit.
3. The identification and status of stored diagnostic trouble codes (DTCs).

The use of the DIAGNOSTIC SYSTEM CHECK - ENGINE CONTROLS in Engine Controls - 4.8L, 5.3L and 6.0L identifies the correct procedure for diagnosing the system and the procedure location.

Symptoms

When it has been determined through DIAGNOSTIC SYSTEM CHECK - ENGINE CONTROLS in Engine Controls - 4.8L, 5.3L and 6.0L 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 Automatic Transmission Table table. The table provides common diagnostic categories which relate directly to diagnostic information or procedures.

Circuit Description

The Automatic Transmission Diagnostic System Check is an organized approach to identify a problem 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

1. Do not clear the DTC unless directed by a diagnostic procedure. Clearing the DTCs will erase all Freeze Frame and Failure Records stored in PCM memory.
2. Poor engine performance can sometimes be diagnosed as a transmission driveability condition. In order to avoid mis-diagnosis of the automatic transmission, always perform the «DIAGNOSTIC SYSTEM CHECK - ENGINE CONTROLS»(/cadillac/escalade/gmt800-2001-2006/remont/testing-diagnostics/#engine-controls-self-diagnostics-48l-53l-60l-flex-fuel-gasoline) in Engine Controls - 4.8L, 5.3L and 6.0L.
3. Use a scan tool that is known to function correctly. If necessary, test the scan tool on another vehicle.
4. Ensure the scan tool contains the most current file available.
5. The scan tool will display a loss of communication error message under the following conditions: 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.

Scheme 256

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.

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Transmission Scan Tool Data List

Use the scan tool data list under the following conditions

1. The Diagnostic System Check - Automatic Transmission is complete.
2. The on-board diagnostics are functioning properly.
3. 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

1. Engine at idle
2. Upper radiator hose hot
3. Closed throttle
4. Transmission in PARK
5. Closed Loop operation
6. Accessories OFF
7. Brake pedal not applied

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Transmission Scan Tool Data Definitions

1-2 Shift Error: This parameter is the difference between the desired 1-2 Shift time and the actual 1-2 Shift time. A positive number indicates a firm or fast shift, the actual shift time was shorter than the desired shift time. A negative number indicates a soft or slow shift, the actual shift time was longer than the desired shift time. This value is only accurate if the shift was adaptable.

1-2 Shift Time: This parameter is the actual time of the last 1-2 Shift. The shift time is based on the engine RPM drop after the commanded 1-2 Shift. This value is only accurate if the shift was adaptable.

1-2 Sol.: Displays ON or OFF. This parameter is the commanded state of the 1-2 Shift solenoid valve. ON represents a commanded energized state, current is flowing through the solenoid. OFF represents a non-commanded state, current is not flowing through the solenoid.

1-2 Sol. Open/Short to GND: Displays Yes or No. This parameter indicates if an open or short to ground exists in the 1-2 Shift solenoid valve feedback signal to the PCM. This parameter is valid only when the 1-2 Shift solenoid is commanded OFF.

1-2 Sol. Short to Volts: Displays Yes or No. This parameter indicates if a short to voltage exists in the 1-2 Shift solenoid valve feedback signal to the PCM. This parameter is valid only when the 1-2 Shift solenoid is commanded ON.

1-2 Tap Cell (4-16): Displays kPa or psi. This parameter displays the amount of pressure varied from a calibrated base line pressure for shifts. Each TAP Cell is based on a calibrated shift torque value. Each TAP Cell value is calculated from the last shift time. This cell pressure is used in addition to the calibrated base line pressure to adjust the apply of a clutch or band during the next shift.

2-3 Shift Error: This parameter is the difference between the desired 2-3 shift time and the actual 2-3 shift time. A positive number indicates a firm or fast shift, the actual shift time was shorter than the desired shift time. A negative number indicates a soft or slow shift, the actual shift time was longer than the desired shift time. This value is only accurate if the shift was adaptable.

2-3 Shift Time: This parameter is the actual time of the last 2-3 Shift. The shift time is based on the engine RPM drop after the commanded 2-3 Shift. This value is only accurate if the shift was adaptable.

2-3 Sol.: Displays ON or OFF. This parameter is the commanded state of the 2-3 Shift solenoid valve. ON represents a commanded energized state, current is flowing through the solenoid. OFF represents a non-commanded state, current is not flowing through the solenoid.

2-3 Sol. Open/Short to GND: Displays Yes or No. This parameter indicates if an open or short to ground exists in the 2-3 Shift solenoid valve feedback signal to the PCM. This parameter is valid only when the 2-3 Shift solenoid is commanded OFF.

2-3 Sol. Short to Volts: Displays Yes or No. This parameter indicates if a short to voltage exists in the 2-3 Shift solenoid valve feedback signal to the PCM. This parameter is valid only when the 2-3 Shift solenoid is commanded ON.

2-3 Tap Cell (4-16): See 1-2 Tap Cell (4-16)

3-2 Downshift Sol.: Displays On or Off. This parameter indicates if the 3-2 shift solenoid valve assembly is currently commanded On or Off. The solenoid commanded state is based on the transmission temperature. The solenoid will change states during a 3-2 downshift to regulate the appropriate pressure. The commanded state of the solenoid occurs at approximately 30 mph with a throttle increase.

3-2 Downshift Sol. Open/Short to GND: Displays Yes or No. This parameter indicates if an open or short to ground exists in the 3-2 shift solenoid valve assembly feedback signal to the PCM. This parameter is valid only when the 3-2 shift solenoid is commanded OFF.

3-2 Downshift Sol. Short to Volts: Displays Yes or No. This parameter indicates if a short to voltage exists in the 3-2 shift solenoid valve assembly feedback signal to the PCM. This parameter is valid only when the 3-2 shift solenoid is commanded ON.

3-4 Shift Error: This parameter is the difference between the desired 3-4 shift time and the actual 3-4 shift time. A positive number indicates a firm or fast shift, the actual shift time was shorter than the desired shift time. A negative number indicates a soft or slow shift, the actual shift time was longer than the desired shift time. This value is only accurate if the shift was adaptable.

3-4 Shift Time: This parameter is the actual time of the last 3-4 shift. The shift time is based on the engine RPM drop after the commanded 3-4 shift. This value is only accurate if the shift was adaptable.

4WD: Displays Enabled or Disabled. This parameter indicates whether the vehicle is currently in a four-wheel drive mode.

4WD Low: Displays Enabled or Disabled. This parameter is the signal state of the four-wheel drive low circuit. Enabled indicates a 0 voltage signal, 4WD Low requested. Disabled indicates a B+ voltage signal, 4WD Low not requested.

A/C Clutch: Displays On or Off. This parameter indicates the commanded state of the A/C control relay. The clutch should be engaged when On displays.

Commanded Gear: Displays 1, 2, 3 or 4. This parameter indicates the current commanded gear.

Cruise: Displays Enabled or Disabled. This parameter indicates whether the PCM is allowing cruise operation. The PCM has the ability to disable cruise control under certain conditions.

Current TAP Cell: The Current Transmission Adaptive Pressure Cell parameter indicates the current TAP cell in use for transmission line pressure adaptation. The cells are based on engine torque. The higher the engine torque, the higher the current TAP cell. The last cell used will remain displayed until the next adaptable upshift occurs.

ECT: The Engine Coolant Temperature parameter is the input signal of the engine coolant temperature sensor. The engine coolant temperature is high 151°C (304°F) when the signal voltage is low, 0 V, and the engine coolant temperature is low --40°C (--40°F) when the signal voltage is high, 5 V.

Engine Run Time: This parameter measures how long the engine has been operating. When the ignition switch is turned OFF, the value is reset to zero.

Engine Speed: This parameter indicates the rotational speed of the engine expressed as revolutions per minute.

Engine Torque: This parameter indicates the amount of torque that is delivered from the engine.

Estimated Gear Ratio: This parameter indicates the estimated turbine speed divided by the transmission output speed. Estimated turbine speed is calculated from engine speed and engine torque.

Ignition Voltage: This represents the system voltage measured by the PCM at it's ignition feed.

Last Shift Time: This parameter is the actual time of the last upshift. This value is only accurate if the shift was adaptable.

PC Sol. Actual Current: The Pressure Control Solenoid Actual Current parameter is the actual current of the pressure control solenoid circuit at the control module. Zero amp, no current flow, indicates actual higher line pressure. Actual lower line pressure is indicated by 1.1 amps, high current flow.

PC Sol. Duty Cycle: This parameter is the commanded state of the pressure control solenoid expressed as a percent of energized ON time. Zero percent indicates zero ON time, non-energized, or no current flow. Approximately 60% at idle indicates maximum ON time, energized, or high current flow.

PC Sol. Ref. Current: The Pressure Control Solenoid Reference Current parameter is the commanded current of the pressure control solenoid circuit. Zero amp, no current flow, indicates commanded higher line pressure. Commanded lower line pressure is indicated by 1.1 amps, high current flow.

Power Take-Off: Displays Yes or No. This parameter indicates when the power Take-Off (PTO) is engaged. PTO mode disables all transmission diagnostics.

Speed Ratio: This parameter indicates engine speed divided by transmission output speed. This value is used to estimate transmission gear ratio.

TCC Brake Switch: The Torque Converter Clutch Brake Switch parameter displays Open or Closed. This parameter indicates the state of the brake switch circuit input. Open indicates a zero voltage input, brake switch open, brake pedal applied. Closed indicates a B+ voltage input, brake switch closed, brake pedal released.

TCC Duty Cycle: This parameter is the commanded percentage of ON time of the TCC PWM solenoid. Approximately 90% represents an ON, energized, commanded state. Zero percent represents an OFF, non-energized, commanded state. This commanded state is applied at a vehicle speed between approximately 0-16 km/h (0-10 mph).

TCC Duty Cycle Open/Short to GND: Displays Yes or No. This parameter indicates whether an open or a short to ground exists in the TCC PWM solenoid valve feedback signal to the PCM. This parameter is valid only when the TCC PWM solenoid is commanded OFF, duty cycle is 0%.

TCC Duty Cycle Short to Volts: Displays Yes or No. This parameter indicates whether a short to voltage exists in the TCC PWM solenoid valve feedback signal to the PCM. This parameter is valid only when the TCC PWM solenoid is commanded ON, duty cycle is at maximum.

TCC Enable: Displays Yes or No. This parameter is the commanded state of the TCC solenoid. Yes indicates a commanded energized state, current is flowing through the solenoid. No indicates a commanded non-energized state, current is not flowing through the solenoid. This commanded state occurs at various vehicle speeds between applications.

TCC Enable Open/Short to GND: Displays Yes or No. This parameter indicates whether an open or a short to ground exists in the TCC solenoid valve feedback signal to the PCM. This parameter is valid only when the TCC solenoid is commanded OFF.

TCC Enable Short to Volts: Displays Yes or No. This parameter indicates whether a short to voltage exists in the TCC solenoid valve feedback signal to the PCM. This parameter is valid only when the TCC solenoid is commanded ON.

TCC Slip Speed: This parameter is the difference between transmission output speed and engine speed. A negative value indicates that the engine speed is less than the output speed, deceleration. A positive value indicates that the engine speed is greater than the output speed, acceleration. A value of zero indicates that the engine speed is equal to the output speed, TCC applied.

TFP Sw.: The Transmission Fluid Pressure Switch parameter displays Park/Neutral, Reverse, Drive4, Drive3, Drive2, Drive1 or Invalid. This parameter is the decoded status of the three A/B/C inputs from the automatic transmission fluid pressure manual valve position switch. Invalid is displayed when the PCM does not recognize a valid combination of inputs.

TFP Sw. A/B/C: Displays HI/LOW, HI/LOW, HI/LOW. This parameter indicates the status of the three inputs from the Automatic Transmission Fluid Pressure Manual Valve Position Switch Assembly to the PCM. LOW represents a zero voltage signal. HI represents an ignition voltage signal.

TFT Sensor: The Transmission Fluid Temperature Sensor parameter displays a voltage related to the transmission fluid temperature. When the transmission fluid is cold, the sensor resistance is high and the PCM will sense high signal voltage. As the transmission fluid temperature warms to a normal operating temperature, the sensor resistance becomes less and the voltage decreases.

Torque Converter Efficiency - (Ratio): Displays a ratio of.00:1 to 2:1. The ratio is calculated by multiplying the speed ratio by a value related to the "K factor" of the torque converter. The "K factor" is the looseness or tightness of the torque converter for a given torque. The nearer the torque converter is to full coupling, i.e. 1:1, the closer the torque converter efficiency number will be to 1.

Tow/Haul Mode: Displays Active or Inactive. This parameter indicates when the transmission is operating in a towing or hauling mode. In tow/haul mode, the PCM commands a different shift pattern that increases performance when towing or hauling. Shift quality and TCC scheduling are also affected during tow/haul mode operation.

TP Angle: The Throttle Position Angle is computed by the PCM from the TP Sensor voltage. The TP angle should read 0% at idle and 100% at Wide Open Throttle (WOT).

TP Indicated Angle: This parameter indicates the amount of throttle opening.

TP Sensor: The Throttle Position Sensor is used by the PCM to determine the amount of throttle demanded by the driver. Voltage is below 1 volt at idle and above 4 volts at Wide Open Throttle (WOT).

TR Sw.: The Transmission Range Switch parameter displays Park/Neutral, Reverse, Drive4, Drive3, Drive2, Drive1 or Invalid. This parameter is the decoded status of the four A/B/C/P inputs from the transmission range switch. Invalid is displayed when the PCM does not recognize a valid combination of inputs.

TR Sw. A/B/C/P: Displays HI/LOW, HI/LOW, HI/LOW, HI/LOW. This parameter indicates the status of the four inputs from the transmission range switch to the PCM. HI indicates an ignition voltage input to the PCM. LOW indicates a zero voltage input to the PCM.

Traction Control: Displays Active or Inactive. When the PCM receives a request for torque reduction from the electronic brake traction control module (EBTCM) Active is displayed.

Trans. Fluid Temp.: This parameter is the input signal of the transmission fluid temperature sensor. Transmission fluid temperature is high 151°C (304°F) when signal voltage is low, 0 V, and transmission fluid temperature is low -40°C (-40°F ) when signal voltage is high, 5 V.

Trans. Slip Counter: Displays 0, 1 or 2. This parameter is the number of times the P0894 Diagnostic test has identified a slipping condition. This diagnostic test is required to identify a slipping condition three times in a row in order to set the DTC P0894 Transmission Component Slipping Diagnostic code.

Transfer Case Ratio: This parameter indicates the ratio of the transfer case calculated by engine speed divided by transmission output speed based on transmission commanded gear.

Transmission Hot Mode: Displays On or Off. This parameter monitors transmission temperature. On indicates that the transmission temperature has exceeded 135°C (275°F).

Transmission OSS: The Transmission Output Speed Sensor parameter indicates the rotational speed of the transmission output shaft expressed as revolutions per minute.

Vehicle Speed: This parameter is the input signal from the vehicle speed sensor assembly.

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

Type A

This DTC is emissions related. The PCM stores the DTC in History, Freeze Frame and Failure Records during the first trip in which the conditions for setting the DTC are met. The PCM also illuminates the malfunction indicator lamp (MIL) during the first trip in which the conditions for setting the DTC are met.

Type B

This DTC is emissions related. The PCM stores the DTC in Failure Records during the first trip in which the conditions for setting the DTC are met. The PCM stores the DTC in History and Freeze Frame during the second consecutive trip in which the conditions for setting the DTC are met. The PCM also illuminates the MIL during the second consecutive trip in which the conditions for setting the DTC are met.

Type C

This DTC is non-emissions related. The PCM stores the DTC in History and Failure Records during the first trip in which the conditions for setting the DTC are met. The PCM does not store the DTC in Freeze Frame and does not illuminate the MIL. For some type C DTCs, a message may be displayed on a DIC, if equipped. For other type C DTCs, a separate service lamp, other than the MIL, may be illuminated. Type C DTCs that do not display a message on the DIC or illuminate a separate service lamp were formerly referred to as type D.

Type X

This DTC is available in the PCM software, but has been disabled, or turned off. In this case, the diagnostic does not run, DTCs are not stored, and the MIL does not illuminate. Type X DTCs are used primarily for export vehicles that do not require MIL illumination or DTC storing.

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 List/Type.

Diagnostic Trouble Code (DTC) List

Diagnostic Trouble Code (DTC) List/Type

Scheme 262

The flow of transmission fluid starts in the bottom pan and is drawn through the filter, control valve body assembly, transmission case and into the oil pump assembly. The oil pump assembly pressurizes the fluid and directs it to the pressure regulator valve where it becomes the main supply of fluid to the various components and hydraulic circuits in the transmission. Hot fluid exiting the torque converter flows through the converter clutch apply valve and into the transmission cooler lines to the oil cooler located in the vehicle radiator, and auxiliary cooler if equipped. From the cooler, fluid returns to cool and lubricate the front of the transmission. In forward drive ranges, D4 fluid from the manual valve is routed through an orificed cup plug in the rear of the transmission case to feed the rear lube fluid circuit.

When the powertrain control module (PCM) detects a high transmission fluid temperature (TFT) for a long period of time, then DTC P0218 sets. DTC P0218 is a type C DTC.

Conditions for Running the DTC

1. No TFT sensor DTCs P0711, P0712 or P0713.
2. The ignition switch is ON for 5 seconds.

Conditions for Setting the DTC

The TFT is greater than 130°C (266°F) for 600 seconds (10 minutes).

Action Taken When the DTC Sets

1. The PCM does not illuminate the malfunction indicator lamp (MIL).
2. TRANS HOT...IDLE ENGINE message displays on the driver information center (DIC).
3. The PCM freezes shift adapts from being updated.
4. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Failure Records.
5. The PCM stores DTC P0218 in PCM history.

Conditions for Clearing the DIC/DTC

1. The PCM clears the DIC message when the condition no longer exits.
2. A scan tool can clear the DTC.
3. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without a non-emission-related diagnostic fault occurring.
4. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

1. The scan tool Trans. Fluid Temp, should rise steadily to a normal operating temperature, then stabilize.
2. Ask about the customer's driving habits, trailer towing, etc. Trailer towing should occur in D3. Refer to «Automatic Transmission Table»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .

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

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1. 3. This step inspects for air flow restrictions or damage which may result in the transmission overheating.

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The vehicle speed sensor (VSS) assembly provides vehicle speed information to the powertrain control module (PCM). The VSS assembly is a permanent magnet generator. The VSS produces an AC voltage as rotor teeth on the output shaft of the transmission, 2WD, or transfer case, 4WD/AWD, pass through the sensor's magnetic field. The AC voltage level and the number of pulses increase as the speed of the vehicle increases. The PCM converts the pulsing voltage to vehicle speed. The PCM uses the vehicle speed signal to determine shift timing and torque converter clutch (TCC) scheduling.

When the PCM detects a low vehicle speed when there is a high engine speed in a drive gear range, then DTC P0502 sets. DTC P0502 is a type B DTC.

1. No MAP sensor DTCs P0107 or P0108.
2. No TP sensor DTCs P0122 or P0123.
3. No TFP manual valve position switch DTC P1810.
4. The engine vacuum is 0-105 kPa (0-15 psi).
5. The engine torque is 54-542 N.m (40-400 lb ft).
6. The TP angle is greater than 12 percent.
7. The engine speed is greater than 3,000 RPM.
8. The transmission is not in PARK or NEUTRAL.

The transmission output speed is less than 150 RPM for 3 seconds.

1. The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the Conditions for Setting the DTC are met.
2. The PCM commands second gear only.
3. The PCM commands maximum line pressure.
4. The PCM inhibits TCC engagement.
5. The PCM freezes shift adapts from being updated.
6. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records.
7. The PCM stores DTC P0502 in PCM history during the second consecutive trip in which the Conditions for Setting the DTC are met.

Conditions for Clearing the MIL/DTC

1. The PCM turns OFF the MIL during the third consecutive trip in which the diagnostic test runs and passes.
2. A scan tool can clear the MIL/DTC.
3. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without an emission-related diagnostic fault occurring.
4. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

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

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1. 3. This step tests the VSS assembly circuit.
2. 4. This step tests the integrity of the VSS assembly.

Scheme 269

The vehicle speed sensor (VSS) assembly provides vehicle speed information to the powertrain control module (PCM). The VSS assembly is a permanent magnet generator. The VSS produces an AC voltage as rotor teeth on the output shaft of the transmission, 2WD, or transfer case, 4WD/AWD, pass through the sensor's magnetic field. The AC voltage level and the number of pulses increase as the speed of the vehicle increases. The PCM converts the pulsing voltage to vehicle speed. The PCM uses the vehicle speed signal to determine shift timing and torque converter clutch (TCC) scheduling.

When the PCM detects an unrealistically large drop in vehicle speed, then DTC P0503 sets. DTC P0503 is a type B DTC.

1. No TFP manual valve position switch DTC P1810.
2. The engine speed is greater than 450 RPM.
3. The time since the last gear range change is greater than 6 seconds.
4. The time since the last 4WD/AWD low state change is greater than 6 seconds.
5. The transmission output speed rise does not exceed 600 RPM within 2 seconds.

The transmission output speed drop is greater than 1,300 RPM for 3 seconds when the transmission is not in PARK or NEUTRAL.

1. The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the Conditions for Setting the DTC are met.
2. The PCM commands a soft landing to second gear.
3. The PCM commands maximum line pressure.
4. The PCM inhibits TCC engagement.
5. The PCM inhibits fourth gear if the transmission is in hot mode.
6. The PCM freezes shift adapts from being updated.
7. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records.
8. The PCM stores DTC P0503 in PCM history during the second consecutive trip in which the Conditions for Setting the DTC are met.

1. The PCM turns OFF the MIL during the third consecutive trip in which the diagnostic test runs and passes.
2. A scan tool can clear the MIL/DTC.
3. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without an emission-related diagnostic fault occurring.
4. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

Inspect for ABS DTCs. A faulty ABS condition may contribute to setting DTC P0503.

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

Scheme 270

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1. 3. This step tests the VSS assembly circuit.
2. 4. This step tests the integrity of the VSS assembly.

Scheme 273

The transmission range (TR) switch is part of the park/neutral position and back-up lamp switch assembly and is externally mounted on the transmission manual shaft. The TR switch is a multi-signal switch. The PCM supplies ignition voltage to the TR switch on four signal circuits, A, B, C, and P. Each gear selector lever position grounds one or more of the switch circuits. In order to determine the gear range selected by the driver, the PCM compares the voltage combinations on the signal circuits to a look up table stored in the PCM memory. PCM detects the selected gear range by the state change of the switch input. Refer to TRANSMISSION RANGE SWITCH LOGIC table.

Switch input to the PCM is represented on the scan tool as HI and Low. HI indicates an ignition voltage signal. Low indicates a zero voltage signal. The four parameters represent transmission range switch signal A, B, C and Parity.

DTC P0706 will set if the PCM detects start-up in a drive range or vehicle speed in the PARK or NEUTRAL range. DTC P0706 is a type C DTC.

1. Transmission is in D4.
2. System voltage is 6-18 volts.

Condition 1

The PCM detects DRIVE or REVERSE at vehicle start-up.

Condition 2

The PCM detects PARK or NEUTRAL and the following conditions occur for 10 seconds

1. TP is 5 percent or greater.
2. Engine torque is greater than 68 N.m (50 lb ft).
3. VSS is 32 km/h (20 mph) or greater.

1. The PCM will use TFP Switch to determine gear range.
2. The PCM does not illuminate the malfunction indicator lamp (MIL).
3. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Failure Records.
4. The PCM stores DTC P0706 in PCM history.

Conditions for Clearing the DTC

1. A scan tool can clear the DTC.
2. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without a non-emission related diagnostic fault occurring.
3. The PCM cancels the DTC default actions when the fault no longer exists and the DTC passes.

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

Scheme 274

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Scheme 276

1. 5. By disconnecting the transmission range switch, the ground path of all TR switch circuits would be removed and the PCM would recognize all circuits as open. The scan tool will display HI for all range signals.
2. 6. This step tests TR switch wiring for an open or the lack of the signal voltage from the PCM.
3. 7. This step tests TR switch wiring and the PCM by providing a ground path through a fused jumper wire. When grounded, the scan tool range signal A should change to LOW.
4. 8. This step tests TR switch wiring and the PCM by providing a ground path through a fused jumper wire. When grounded, the scan tool range signal B should change to LOW.
5. 9. This step tests TR switch wiring and the PCM by providing a ground path through a fused jumper wire. When grounded, the scan tool range signal C should change to LOW.

Scheme 277

The automatic transmission fluid temperature (TFT) sensor is part of the automatic transmission fluid pressure (TFP) manual valve position switch. The TFT sensor is a resistor, or thermistor, which changes value based on temperature. The sensor has a negative-temperature coefficient. This means that as the temperature increases, the resistance decreases, and as the temperature decreases, the resistance increases. The powertrain control module (PCM) supplies a 5-volt reference signal to the sensor on the TFT sensor signal circuit and measures the voltage drop in the circuit. When the transmission fluid is cold, the sensor resistance is high and the PCM detects high signal voltage. As the fluid temperature warms to a normal operating temperature, the resistance becomes less and the signal voltage decreases. The PCM uses this information to control shift quality and torque converter clutch apply.

When the PCM detects one of the following unusual conditions, then DTC P0711 sets.

1. An unrealistically large change in transmission temperature
2. A transmission temperature which remains constant for a period of time in which a measurable amount of change is expected

DTC P0711 is a type C DTC.

1. No VSS assembly DTCs P0502 or P0503.
2. No Transmission Component Slipping DTC P0894.
3. The system voltage is 10-18 volts.
4. The engine is running for 409 seconds.
5. The engine coolant temperature (ECT) is greater than 84°C (151°F) and the temperature has changed by 54°C (97°F) since startup.
6. The vehicle speed is greater than 8 km/h (5 mph) for 409 seconds cumulative during the current ignition cycle.
7. The TFT at startup is between -40 and +21°C (-40 and +70°F).
8. The TFT is between -38 and +151°C (-36 and +304°F).
9. The TCC slip speed is greater than 120 RPM for 409 seconds cumulative during the current ignition cycle.

DTC P0711 sets if one of the following conditions occurs

The TFT does not change more than 2.25°C (2.7°F) for 409 seconds since startup.

The TFT changes more than 20°C (36°F) in 200 milliseconds 14 times within 7 seconds.

1. The PCM does not illuminate the malfunction indicator lamp (MIL).

Important: The actions listed below are in order of highest to lowest priority.

1. The PCM determines a default TFT using one of the following: If any ECT DTCs P0117 or P0118 are set, then the default TFT is equal to 135°C (275°F). If the ECT is 125°C (257°F) or more, then the default TFT is equal to 135°C (275°F). If the engine run time is less than 300 seconds and: No intake air temperature (IAT) DTCs P0112 or P0113 are set and IAT is available, then the default TFT is equal to IAT. Any IAT DTCs P0112 or P0113 are set or IAT is NOT available, then the default TFT is equal to 90°C (194°F). If the engine run time is greater than 300 seconds and no IAT DTCs P0112 or P0113 are set and IAT is available and ECT is between 40 and 125°C (104 and 257°F) and: IAT at startup is less than 15°C (59°F), then the default TFT is equal to the ECT plus 5°C (8°F). IAT at startup is greater than 35°C (95°F), then the default TFT is equal to the ECT plus 10°C (16°F). IAT at startup is between 15 and 35°C (59 and 95°F), then the default TFT is equal to the ECT. If the engine run time is greater than 300 seconds and any IAT DTCs P0112 or P0113 are set or IAT is NOT available, then the default TFT is equal to the ECT. If the engine run time is greater than 300 seconds and ECT is less than 40°C (104°F) or more, then the default TFT is equal to 60°C (140°F).
2. The PCM freezes shift adapts from being updated.
3. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Failure Records.
4. The PCM stores DTC P0711 in PCM history.

1. A scan tool can clear the DTC.
2. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without a non-emission-related diagnostic fault occurring.
3. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

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

Scheme 278

Scheme 279

1. 5. This step tests for an intermittent short or open condition in the engine wiring harness. The test lamp is used as a resistor in the circuit.
2. 6. This step determines if the PCM or the TFT sensor is causing a steady, unchanging TFT reading.

Scheme 280

The automatic transmission fluid temperature (TFT) sensor is part of the automatic transmission fluid pressure (TFP) manual valve position switch. The TFT sensor is a resistor, or thermistor, which changes value based on temperature. The sensor has a negative-temperature coefficient. This means that as the temperature increases, the resistance decreases, and as the temperature decreases, the resistance increases. The powertrain control module (PCM) supplies a 5-volt reference signal to the sensor on the TFT sensor signal circuit and measures the voltage drop in the circuit. When the transmission fluid is cold, the sensor resistance is high and the PCM detects high signal voltage. As the fluid temperature warms to a normal operating temperature, the resistance becomes less and the signal voltage decreases. The PCM uses this information to control shift quality and torque converter clutch apply.

When the PCM detects a continuous short to ground in the TFT signal circuit or in the TFT sensor, then DTC P0712 sets. DTC P0712 is a type C DTC.

1. The system voltage is 10-18 volts.
2. The ignition is ON.

The TFT sensor indicates a signal voltage less than 0.25 volts for 10 seconds.

1. The PCM does not illuminate the malfunction indicator lamp (MIL). Important: The actions listed below are in order of highest to lowest priority.
2. The PCM determines a default TFT using one of the following: If any ECT DTCs P0117 or P0118 are set, then the default TFT is equal to 135°C (275°F). If the ECT is 125°C (257°F) or more, then the default TFT is equal to 135°C (275°F). If the engine run time is less than 300 seconds and: No intake air temperature (IAT) DTCs P0112 or P0113 are set and IAT is available, then the default TFT is equal to IAT. Any IAT DTCs P0112 or P0113 are set or IAT is NOT available, then the default TFT is equal to 90°C (194°F). If the engine run time is greater than 300 seconds and no IAT DTCs P0112 or P0113 are set and IAT is available and ECT is between 40 and 125°C (104 and 257°F) and: IAT at startup is less than 15°C (59°F), then the default TFT is equal to the ECT plus 5°C (8°F). IAT at startup is greater than 35°C (95°F), then the default TFT is equal to the ECT plus 10°C (16°F). IAT at startup is between 15 and 35°C (59 and 95°F), then the default TFT is equal to the ECT. If the engine run time is greater than 300 seconds and any IAT DTCs P0112 or P0113 are set or IAT is NOT available, then the default TFT is equal to the ECT. If the engine run time is greater than 300 seconds and ECT is less than 40°C (104°F) or more, then the default TFT is equal to 60°C (140°F).
3. The PCM freezes shift adapts from being updated.
4. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Failure Records.
5. The PCM stores DTC P0712 in PCM history.

1. A scan tool can clear the DTC.
2. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without a non-emission-related diagnostic fault occurring.
3. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

1. The scan tool displays the transmission fluid temperature in degrees. After the transmission is operating, the fluid temperature should rise steadily to a normal operating temperature, then stabilize.
2. Verify the customer's driving habits, trailer towing, etc. Trailer towing should occur in D3.

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

Scheme 281

Scheme 282

1. 3. This step tests for a short to ground condition.
2. 4. This step tests for an internal fault within the transmission by creating an open.

Scheme 283

The automatic transmission fluid temperature (TFT) sensor is part of the automatic transmission fluid pressure (TFP) manual valve position switch. The TFT sensor is a resistor, or thermistor, which changes value based on temperature. The sensor has a negative-temperature coefficient. This means that as the temperature increases, the resistance decreases, and as the temperature decreases, the resistance increases. The powertrain control module (PCM) supplies a 5-volt reference signal to the sensor on the TFT sensor signal circuit and measures the voltage drop in the circuit. When the transmission fluid is cold, the sensor resistance is high and the PCM detects high signal voltage. As the fluid temperature warms to a normal operating temperature, the resistance becomes less and the signal voltage decreases. The PCM uses this information to control shift quality and torque converter clutch apply.

When the PCM detects a continuous open or short to power in the TFT signal circuit or the TFT sensor, then DTC P0713 sets. DTC P0713 is a type C DTC.

1. The system voltage is 10-18 volts.
2. The ignition is ON.

The TFT sensor indicates a signal voltage greater than 4.92 volts for 400 seconds (6.8 minutes).

1. The PCM does not illuminate the malfunction indicator lamp (MIL).

Important: The actions listed below are in order of highest to lowest priority.

1. The PCM determines a default TFT using one of the following: If any ECT DTCs P0117 or P0118 are set, then the default TFT is equal to 135°C (275°F). If the ECT is 125°C (257°F) or more, then the default TFT is equal to 135°C (275°F). If the engine run time is less than 300 seconds and: No intake air temperature (IAT) DTCs P0112 or P0113 are set and IAT is available, then the default TFT is equal to IAT. Any IAT DTCs P0112 or P0113 are set or IAT is NOT available, then the default TFT is equal to 90°C (194°F). If the engine run time is greater than 300 seconds and no IAT DTCs P0112 or P0113 are set and IAT is available and ECT is between 40 and 125°C (104 and 257°F) and: IAT at startup is less than 15°C (59°F), then the default TFT is equal to the ECT plus 5°C (8°F). IAT at startup is greater than 35°C (95°F), then the default TFT is equal to the ECT plus 10°C (16°F). IAT at startup is between 15 and 35°C (59 and 95°F), then the default TFT is equal to the ECT. If the engine run time is greater than 300 seconds and any IAT DTCs P0112 or P0113 are set or IAT is NOT available, then the default TFT is equal to the ECT. If the engine run time is greater than 300 seconds and ECT is less than 40°C (104°F) or more, then the default TFT is equal to 60°C (140°F).
2. The PCM freezes shift adapts from being updated.
3. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Failure Records.
4. The PCM stores DTC P0713 in PCM history.

1. A scan tool can clear the DTC.
2. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without a non-emission-related diagnostic fault occurring.
3. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

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

Scheme 284

Scheme 285

1. 3. This step verifies a condition in the TFT sensor circuit.
2. 4. This step simulates a TFT sensor DTC P0712. If the PCM recognizes low signal voltage, high temperature, the PCM and wiring are functioning normally.
3. 5. This step tests the TFT sensor and automatic transmission (AT) wiring harness assembly.

Scheme 286

The brake switch indicates brake pedal status to the powertrain control module (PCM). The brake switch is a normally-closed switch that supplies battery voltage on the TCC brake switch signal circuit to the PCM. Applying the brake pedal opens the switch, interrupting voltage to the PCM. When the brake pedal is released, the PCM receives a constant voltage signal. If the PCM receives a zero voltage signal at the brake switch input, and the torque converter clutch (TCC) is engaged, the PCM de-energizes the TCC solenoid valve. The PCM disregards the brake switch input for TCC scheduling if there is a brake switch circuit fault.

When the PCM detects an open brake switch circuit, 0 volts, low input, during accelerations, then DTC P0719 sets. DTC P0719 is a type C DTC.

1. No VSS assembly DTCs P0502 or P0503.
2. The ignition is ON.
3. DTC P0719 has not passed.

The PCM detects an open brake switch or circuit, 0 volts, for 15 minutes without changing for 2 seconds, and the following events occur eight times

1. The vehicle speed is less than 8 km/h (5 mph)
2. Then the vehicle speed is 8-32 km/h (5-20 mph) for 4 seconds
3. Then the vehicle speed is greater than 32 km/h (20 mph) for 6 seconds.

1. The PCM does not illuminate the malfunction indicator lamp (MIL).
2. The PCM disregards the brake switch input for TCC scheduling.
3. The PCM uses throttle position and vehicle speed to determine application and release of the TCC.
4. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Failure Records.
5. The PCM stores DTC P0719 in PCM history.

1. A scan tool can clear the DTC.
2. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without a non-emission-related diagnostic fault occurring.
3. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

1. Inspect the brake switch for proper mounting and operation.
2. Inspect for ABS DTCs. A faulty ABS condition may contribute to setting DTC P0719.

The number below refers to the step number on the diagnostic table.

Scheme 287

Scheme 288

1. 3. This step isolates the brake switch as a source for setting the DTC.

Scheme 289

The brake switch indicates brake pedal status to the powertrain control module (PCM). The brake switch is a normally-closed switch that supplies battery voltage on the TCC brake switch signal circuit to the PCM. Applying the brake pedal opens the switch, interrupting voltage to the PCM. When the brake pedal is released, the PCM receives a constant voltage signal. If the PCM receives a zero voltage signal at the brake switch input, and the torque converter clutch (TCC) is engaged, the PCM de-energizes the TCC solenoid valve. The PCM disregards the brake switch input for TCC scheduling if there is a brake switch circuit fault.

When the PCM detects a closed brake switch circuit, 12 volts, high input, during decelerations, then DTC P0724 sets. DTC P0724 is a type C DTC.

1. No VSS assembly DTCs P0502 or P0503.
2. The ignition is ON.
3. DTC P0724 has not passed.

The PCM detects a closed brake switch circuit, 12 volts, without changing for 2 seconds and the following events occur eight times

1. The vehicle speed is greater than 32 km/h (20 mph) for 6 seconds
2. Then the vehicle speed is between 8-32 km/h (5-20 mph) for 4 seconds
3. Then the vehicle speed is less than 8 km/h (5 mph).

1. The PCM does not illuminate the malfunction indicator lamp (MIL).
2. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Failure Records.
3. The PCM stores DTC P0724 in PCM history.

1. A scan tool can clear the DTC.
2. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without a non-emission-related diagnostic fault occurring.
3. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

1. Inspect the brake switch for proper mounting and operation.
2. Inspect for ABS DTCs. A faulty ABS condition may contribute to setting DTC P0724.

The number below refers to the step number on the diagnostic table.

Scheme 290

1. 2. This step isolates the brake switch as a source for setting the DTC.

Scheme 291

The torque converter clutch (TCC) solenoid valve is an electrical device that is used with the torque converter clutch pulse width modulation (TCC PWM) solenoid valve in order to control TCC apply and release. The TCC solenoid valve attaches to the transmission case assembly extending into the pump cover. The TCC solenoid valve receives ignition voltage through the OFF/ON/CRANK voltage circuit. The powertrain control module (PCM) controls the solenoid by providing the ground path on the TCC solenoid valve control circuit. The PCM monitors the throttle position sensor voltage, the vehicle speed, and other inputs in order to determine when to energize the TCC solenoid valve.

When the PCM detects a continuous open, short to ground or short to power in the TCC solenoid valve circuit, then DTC P0740 sets. DTC P0740 is a type B DTC.

1. The system voltage is 10-18 volts.
2. The engine speed is greater than 450 RPM for 5 seconds.
3. The engine is not in fuel cutoff.

DTC P0740 sets if one of the following conditions occurs for 5 seconds

The PCM commands the solenoid ON and the voltage feedback remains high, B+.

The PCM commands the solenoid OFF and the voltage feedback remains low, 0 volt.

1. The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the Conditions for Setting the DTC are met.
2. The PCM inhibits TCC engagement.
3. The PCM inhibits 4th gear if the transmission is in hot mode.
4. The PCM freezes shift adapts from being updated.
5. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records.
6. The PCM stores DTC P0740 in PCM history during the second consecutive trip in which the Conditions for Setting the DTC are met.

1. The PCM turns OFF the MIL during the third consecutive trip in which the diagnostic test runs and passes.
2. A scan tool can clear the MIL/DTC.
3. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without an emission-related diagnostic fault occurring.
4. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

With the TCC engaged, the TCC slip speed should be -20 to +50 RPM.

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

Scheme 292

Scheme 293

Scheme 294

1. 4. This step tests for voltage to the solenoid.
2. 5. This step tests the ability of the PCM and wiring to control the ground circuit.
3. 7. This step tests the resistance of the TCC solenoid valve and the automatic transmission (AT) wiring harness assembly.

Scheme 295

The torque converter clutch (TCC) solenoid valve is a normally-open exhaust valve that is used with the torque converter clutch pulse width modulation (TCC PWM) solenoid in order to control fluid acting on the converter clutch apply valve. The TCC solenoid valve attaches to the transmission case assembly extending into the pump cover. When grounded, energized, by the powertrain control module (PCM), the TCC solenoid valve stops converter signal oil from exhausting. This causes converter signal oil pressure to increase and move the converter clutch apply valve against spring force and into the apply position. In this position, release fluid is open to an exhaust port and converter feed fluid fills the apply circuit. The converter feed fluid applies the TCC. When the PCM no longer provides a ground path, the TCC solenoid valve de-energizes and apply fluid exhausts, releasing the TCC.

When the PCM detects a high TCC slip speed when the PCM commands the TCC ON, then DTC P0741 sets. DTC P0741 is a type B DTC.

1. No TCC DTC P0742.
2. No VSS assembly DTCs P0502 or P0503.
3. No TCC solenoid valve DTC P0740.
4. No TFP manual valve position switch DTC P1810.
5. No TPS high or low DTCs.
6. The transmission fluid temperature is 20-150°C (68-302°F).
7. The TP angle is 20-99 percent.
8. The engine speed is greater than 450 RPM for 5 seconds.
9. The engine is not in fuel cutoff.
10. The speed ratio is 0.89-1.02, the speed ratio is engine speed divided by output speed.
11. The gear range is D2, D3 or D4.
12. The gear range does not change within 6 seconds.
13. The TCC is commanded ON for 5 seconds.
14. The TCC duty cycle is 75 percent or greater.

DTC P0741 sets if the following condition occurs three times.

The TCC slip speed is 130 RPM or greater for 20 seconds.

1. The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the Conditions for Setting the DTC are met.
2. The PCM freezes shift adapts from being updated.
3. The PCM commands maximum line pressure.
4. The PCM inhibits the TCC.
5. The PCM inhibits 4th gear in Hot Mode.
6. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records.
7. The PCM stores DTC P0741 in PCM history during the second consecutive trip in which the Conditions for Setting the DTC are met.

1. The PCM turns OFF the MIL during the third consecutive trip in which the diagnostic test runs and passes.
2. A scan tool can clear the MIL/DTC.
3. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without an emission-related diagnostic fault occurring.
4. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

1. Contamination may cause the TCC apply valve to stick in the valve body.
2. There may be internal damage in the torque converter causing the no TCC apply.

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

Scheme 296

Scheme 297

1. 2. This step inspects for excessive TCC slip when the TCC is commanded ON.
2. 3. This step inspects for possible causes of no TCC apply.

Scheme 298

The torque converter clutch (TCC) solenoid valve is a normally-open exhaust valve that is used with the torque converter clutch pulse width modulation (TCC PWM) solenoid valve in order to control fluid acting on the converter clutch apply valve. The TCC solenoid valve attaches to the transmission case assembly extending into the pump cover. When grounded, energized, by the powertrain control module (PCM), the TCC solenoid valve stops converter signal oil from exhausting. This causes converter signal oil pressure to increase and move the converter clutch apply valve against spring force and into the apply position. In this position, release fluid is open to an exhaust port and converter feed fluid fills the apply fluid circuit. The converter feed fluid applies the TCC. When the PCM no longer provides a ground path, the TCC solenoid valve de-energizes and apply fluid exhausts, releasing the TCC.

When the PCM detects low TCC slip speed when the TCC is commanded OFF, then DTC P0742 sets. DTC P0742 is a type B DTC.

1. No TP sensor DTCs P0122 or P0123.
2. No VSS assembly DTCs P0502 or P0503.
3. No TCC solenoid valve DTC P0740.
4. No TFP manual valve position switch DTC P1810.
5. No TCC PWM solenoid valve DTC P1860.
6. The TP angle is 17-45 percent.
7. The engine speed is greater than 450 RPM for 6 seconds.
8. The engine is not in fuel cutoff.
9. The TFT is between 20-130°C (68-266°F).
10. The engine vacuum is 0-105 kPa (0-15 psi).
11. The engine torque is 68-542 N.m (50-400 lb ft).
12. The engine speed is 1,000-3,000 RPM.
13. The speed ratio is 0.64 to 1.35.
14. The vehicle speed is 24-80 km/h (15-50 mph).
15. The gear range does not change within 5 seconds.
16. The commanded gear is not 1st.
17. The gear range is D4.
18. The TCC is commanded OFF.

DTC P0742 sets if the following condition occurs twice. The TCC slip speed is -20 to +20 RPM for 5 seconds.

1. The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the Conditions for Setting the DTC are met.
2. The PCM inhibits the TCC.
3. The PCM inhibits 4th gear in Hot Mode.
4. The PCM freezes shift adapts from being updated.
5. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records.
6. The PCM stores DTC P0742 in PCM history during the second consecutive trip in which the Conditions for Setting the DTC are met.

1. The PCM turns OFF the MIL during the third consecutive trip in which the diagnostic test runs and passes.
2. A scan tool can clear the MIL/DTC.
3. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without an emission-related diagnostic fault occurring.
4. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

The TCC fluid hydraulically applies the TCC, possibly causing an engine stall, under the following conditions

1. The TCC is hydraulically stuck ON
2. The parking brake is applied
3. Any gear range is selected

The number below refers to the step number on the diagnostic table.

Scheme 299

1. 2. This step tests the hydraulic state of the TCC. When the PCM commands the TCC solenoid valve OFF, the slip speed should increase.

Scheme 300

The pressure control (PC) solenoid valve is an electronic device that regulates transmission line pressure based on the current flow through its coil winding. The magnetic field produced by the coil moves the solenoid's internal valve which varies pressure to the pressure regulator valve. The powertrain control module (PCM) controls the PC solenoid valve by applying a varying amount of amperage to the solenoid. The applied amperage can vary from 0.1 to 1.1 amps. Low amperage, 0.1 amp, indicates high line pressure. High amperage, 1.1 amps, indicates low line pressure. The duty cycle of the PC solenoid valve is expressed as a percentage of energized ON time. Zero percent indicates zero ON time, non-energized, or no current flow. Approximately 60 percent at idle indicates maximum ON time, energized, or high current flow. The PCM determines the appropriate line pressure for a given load by comparing the throttle position sensor voltage, the engine speed and other inputs.

When the PCM detects a continuous open or short in the PC solenoid valve circuit, then DTC P0748 sets. DTC P0748 is a type C DTC.

1. The system voltage is 10-18 volts.
2. The engine is running.

The PC solenoid valve duty cycle reaches its high limit, approximately 95 percent, or low limit, approximately 0 percent.

1. The PCM does not illuminate the malfunction indicator lamp (MIL).
2. The PC solenoid valve is OFF.
3. The PCM freezes shift adapts from being updated.
4. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Failure Records.
5. The PCM stores DTC P0748 in PCM history.

1. A scan tool can clear the DTC.
2. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without a non-emission-related diagnostic fault occurring.
3. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

DTC P0748 may set under low voltage conditions caused by high electrical system demands.

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

Scheme 301

Scheme 302

Scheme 303

1. 2. This step tests the ability of the PCM to command the PC solenoid valve.
2. 3. This step tests the PC solenoid valve and automatic transmission wiring harness assembly for incorrect resistance.

Scheme 304

The 1-2 shift solenoid (SS) valve controls the fluid flow acting on the 1-2 and 3-4 shift valves. The 1-2 SS valve is a normally-open exhaust valve that is used with the 2-3 SS valve, in order to allow four different shifting combinations

When the PCM detects a 2-2-3-3 shift pattern, then DTC P0751 sets. DTC P0751 is a type B DTC.

1. No TP sensor DTCs P0122 or P0123.
2. No VSS assembly DTCs P0502 or P0503.
3. No TCC solenoid valve DTC P0740.
4. No TCC stuck ON DTC P0742.
5. No 1-2 SS valve DTC P0753.
6. No 2-3 SS valve DTC P0758.
7. No 3-2 SS valve assembly DTC P0785.
8. No TFP manual valve position switch DTC P1810.
9. No TCC PWM solenoid valve DTC P1860.
10. The engine speed is greater than 450 RPM for 5 seconds.
11. The engine is not in fuel cutoff.
12. The gear range is D4.
13. The TP angle is greater than 10 percent.
14. The transmission fluid temperature is 20-130°C (68-266°F).
15. The system voltage is 10-18 volts.
16. The engine torque is 68-542 N.m (50-400 lb ft).
17. The transmission output speed is 150 RPM or greater.
18. The transfer case ratio in 4WD low is 0.9-1.2.
19. The transfer case ratio in 4WD high is 2.6-2.85.

DTC P0751 sets if both of the following conditions occur twice

1. The PCM commands first gear for 2 seconds.
2. The estimated gear ratio is 1.2-1.825.
3. All conditions are met for 0.5 seconds.

1. The PCM commands fourth gear for 1 second.
2. The estimated gear ratio is 0.95-1.15.
3. All conditions are met for 6 seconds.

1. The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the Conditions for Setting the DTC are met.
2. The PCM inhibits the TCC.
3. The PCM inhibits 4th gear in Hot Mode.
4. The PCM commands D2 line pressure.
5. The PCM freezes shift adapts from being updated.
6. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records.
7. The PCM stores DTC P0751 in PCM history.

1. The PCM turns OFF the MIL during the third consecutive trip in which the diagnostic test runs and passes.
2. A scan tool can clear the MIL/DTC.
3. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without an emission-related diagnostic fault occurring.
4. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

1. Verify that the transmission meets the specifications in the Shift Speed, See «Shift Speed Specification»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) table.
2. Other internal transmission failures may cause more than one shift to occur.
3. Refer to the Shift Solenoid Valve State and Gear Ratio, See «Shift Solenoid Valve State and Gear Ratio Specification»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) table.

The number below refers to the step number on the diagnostic table.

Scheme 305

1. 2. This step tests that the PCM commanded all shifts, that all shift solenoid valves responded correctly, but that all the shifts did not occur.

Scheme 306

The 1-2 shift solenoid (SS) valve controls the fluid flow acting on the 1-2 and 3-4 shift valves. The 1-2 SS valve is a normally-open exhaust valve that is used with the 2-3 SS valve, in order to allow four different shifting combinations.

When the PCM detects a 1-1-4-4 shift pattern, then DTC P0752 sets. DTC P0752 is a type B DTC.

1. No TP sensor DTCs P0122 or P0123.
2. No VSS assembly DTCs P0502 or P0503.
3. No TCC solenoid valve DTC P0740.
4. No TCC stuck ON DTC P0742.
5. No 1-2 SS valve DTC P0753.
6. No 2-3 SS valve DTC P0758.
7. No 3-2 SS valve assembly DTC P0785.
8. No TFP manual valve position switch DTC P1810.
9. No TCC PWM solenoid valve DTC P1860.
10. The engine speed is greater than 450 RPM for 5 seconds.
11. The engine is not in fuel cutoff.
12. The gear range is D4.
13. The TP angle is greater than 10 percent.
14. The transmission fluid temperature is 20-130°C (68-266°F).
15. The system voltage is 10-18 volts.
16. The transmission output speed is 150 RPM or greater.
17. The transfer case ratio in 4WD low is 0.9-1.2.
18. The transfer case ratio in 4WD high is 2.6-2.85.

DTC P0752 sets if both of the following conditions occur twice

1. The PCM commands second gear for 1 second.
2. The estimated gear ratio is 3.0-3.3.
3. The engine torque is 34-542 N.m (25-400 lb ft).
4. All conditions are met for 2 seconds.

1. The PCM commands third gear for 1 second.
2. The estimated gear ratio is 0.65-0.9.
3. The engine torque is 36-368 N.m (50-500 lb ft).
4. All conditions are met for 3 seconds.

1. The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the Conditions for Setting the DTC are met.
2. The PCM inhibits 4th gear in Hot Mode.
3. The PCM commands D2 line pressure.
4. The PCM inhibits 3-2 downshifts if the vehicle speed is greater than 48 km/h (30 mph) or greater.
5. The PCM freezes shift adapts from being updated.
6. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records.
7. The PCM stores DTC P0752 in PCM history.

1. The PCM turns OFF the MIL during the third consecutive trip in which the diagnostic test runs and passes.
2. A scan tool can clear the MIL/DTC.
3. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without an emission-related diagnostic fault occurring.
4. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

1. Verify that the transmission meets the specifications in the Shift Speed, See «Shift Speed Specification»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) table.
2. Other internal transmission failures may cause more than one shift to occur.
3. Refer to the «Shift Solenoid Valve State and Gear Ratio Specification»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) table.

The number below refers to the step number on the diagnostic table.

Scheme 307

1. 2. This step tests that the PCM commanded all shifts, that all shift solenoid valves responded correctly, but that all the shifts did not occur.

Scheme 308

The 1-2 shift solenoid (SS) valve controls the fluid flow acting on the 1-2 and 3-4 shift valves. The solenoid is a normally-open exhaust valve. With the 2-3 SS valve, the 1-2 SS valve allows four different shifting combinations. The solenoid attaches to the control valve body within the transmission. The 1-2 SS valve receives ignition voltage through the OFF/ON/CRANK voltage circuit. The powertrain control module (PCM) controls the solenoid by providing the ground path on the 1-2 SS valve control circuit.

When the PCM detects a continuous open, short to ground or short to power in the 1-2 SS valve circuit, then DTC P0753 sets. DTC P0753 is a type B DTC.

1. The system voltage is 10-18 volts.
2. The engine speed is greater than 450 RPM for 5 seconds.
3. The engine is not in fuel cutoff.

DTC P0753 sets if one of the following conditions occurs for 5 seconds

The PCM commands the solenoid ON and the voltage feedback remains high, B+.

The PCM commands the solenoid OFF and the voltage feedback remains low, 0 volts.

1. The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the Conditions for Setting the DTC are met.
2. The PCM commands D2 line pressure.
3. The PCM inhibits 3-2 downshifts if the vehicle speed is greater than 48 km/h (30 mph).
4. The PCM inhibits TCC engagement.
5. The PCM inhibits 4th gear in Hot Mode.
6. The PCM freezes shift adapts from being updated.
7. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records.
8. The PCM stores DTC P0753 in PCM history during the second consecutive trip in which the Conditions for Setting the DTC are met.

1. The PCM turns OFF the MIL during the third consecutive trip in which the diagnostic test runs and passes.
2. A scan tool can clear the MIL/DTC.
3. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without an emission-related diagnostic fault occurring.
4. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

Refer to the Shift Solenoid Valve State and Gear Ratio, See Shift Solenoid Valve State and Gear Ratio Specification table.

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

Scheme 309

Scheme 310

Scheme 311

1. 4. This step tests the function of the 1-2 SS valve and the automatic transmission (AT) wiring harness assembly.
2. 5. This step tests for power to the 1-2 SS valve from the ignition through the fuse.
3. 6. This step tests the ability of the PCM and of the wiring to control the ground circuit.
4. 8. This step measures the resistance of the AT wiring harness assembly and of the 1-2 SS valve.

Scheme 312

The 2-3 shift solenoid (SS) valve controls the fluid flow acting on the 2-3 shift valves. The 2-3 SS valve is a normally-open exhaust valve that is used with the 1-2 SS valve, in order to allow four different shifting combinations.

When the PCM detects a 4-3-3-4 shift pattern, then DTC P0756 sets. DTC P0756 is a type A DTC.

1. No TP sensor DTCs P0122 or P0123.
2. No VSS assembly DTCs P0502 or P0503.
3. No TCC solenoid valve DTC P0740.
4. No TCC stuck ON DTC P0742.
5. No 1-2 SS valve DTC P0753.
6. No 2-3 SS valve DTC P0758.
7. No 3-2 SS valve assembly DTC P0785.
8. No TFP manual valve position switch DTC P1810.
9. No TCC PWM solenoid valve DTC P1860.
10. The engine speed is greater than 450 RPM for 5 seconds.
11. The engine is not in fuel cutoff.
12. The gear range is D4.
13. The TP angle is greater than 10 percent.
14. The transmission fluid temperature is 20-130°C (68-266°F).
15. The system voltage is 10-18 volts.
16. The engine torque is 36-295 N.m (50-400 lb ft).
17. The transmission output speed is 150 RPM or greater.
18. The transfer case ratio in 4WD low is 0.9-1.2.
19. The transfer case ratio in 4WD high is 2.6-2.85.

DTC P0756 sets if both of the following conditions occur

1. The PCM commands first gear for 2 seconds.
2. The estimated gear ratio is 0 to 1.4.
3. All conditions are met for 1 second.

1. The PCM commands second gear for 1 second.
2. The estimated gear ratio is 0.9 to 1.2.
3. All conditions are met for 2 seconds.

1. The PCM illuminates the malfunction indicator lamp (MIL).
2. The PCM commands third gear only.
3. The PCM commands maximum line pressure.
4. The PCM inhibits TCC engagement.
5. The PCM freezes shift adapts from being updated.
6. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records.
7. The PCM stores DTC P0756 in PCM history.

1. The PCM turns OFF the MIL during the third consecutive trip in which the diagnostic test runs and passes.
2. A scan tool can clear the MIL/DTC.
3. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without an emission-related diagnostic fault occurring.
4. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

1. Verify that the transmission meets the specifications in the Shift Speed, See «Shift Speed Specification»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) table.
2. Other internal transmission failures may cause more than one shift to occur.
3. Refer to the Shift Solenoid Valve State and Gear Ratio, See «Shift Solenoid Valve State and Gear Ratio Specification»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) table.

The number below refers to the step number on the diagnostic table.

Scheme 313

1. 2. This step tests that the PCM commanded all shifts, that all shift solenoid valves responded correctly, but that all the shifts did not occur.

Scheme 314

The 2-3 shift solenoid (SS) valve controls the fluid flow acting on the 2-3 shift valves. The 2-3 SS valve is a normally-open exhaust valve that is used with the 1-2 SS valve in order to allow four different shifting combinations.

When the PCM detects a 1-2-2-1 shift pattern, then DTC P0757 sets. DTC P0757 is a type A DTC.

1. No TP sensor DTCs P0122 or P0123.
2. No VSS assembly DTCs P0502 or P0503.
3. No TCC solenoid valve DTC P0740.
4. No TCC stuck ON DTC P0742.
5. No 1-2 SS valve DTC P0753.
6. No 2-3 SS valve DTC P0758.
7. No 3-2 SS valve assembly DTC P0785.
8. No TFP manual valve position switch DTC P1810.
9. No TCC PWM solenoid valve DTC P1860.
10. The engine speed is greater than 450 RPM for 5 seconds.
11. The engine is not in fuel cutoff.
12. The gear range is D4.
13. The TP angle is greater than 10 percent.
14. The transmission fluid temperature is 20-130°C (68-266°F).
15. The system voltage is 10-18 volts.
16. The engine torque is 0-542 N.m (0-400 lb ft).
17. The transmission output speed is 150 RPM or greater.
18. The transfer case ratio in 4WD low is 0.9-1.2.
19. The transfer case ratio in 4WD high is 2.6-2.85.

DTC P0757 sets if both of the following conditions occur

1. The PCM commands third gear for 1 second.
2. The estimated gear ratio is 1.6-1.8.
3. The engine torque is 36-368 N.m (50-500 lb ft).
4. All conditions are met for 2 seconds.

1. The PCM commands fourth gear for 1 second.
2. The estimated gear ratio is 1.8-3.3.
3. The engine torque is 0-295 N.m (50-400 lb ft).
4. All conditions are met for 2 seconds.

1. The PCM illuminates the malfunction indicator lamp (MIL).
2. The PCM commands third gear only.
3. The PCM commands maximum line pressure.
4. The PCM inhibits TCC engagement.
5. The PCM freezes shift adapts from being updated.
6. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records.
7. The PCM stores DTC P0757 in PCM history.

1. The PCM turns OFF the MIL during the third consecutive trip in which the diagnostic test runs and passes.
2. A scan tool can clear the MIL/DTC.
3. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without an emission-related diagnostic fault occurring.
4. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

1. Verify that the transmission meets the specifications in the Shift Speed, See «Shift Speed Specification»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) table.
2. Other internal transmission failures may cause more than one shift to occur.

Refer to the Shift Solenoid Valve State and Gear Ratio, See Shift Solenoid Valve State and Gear Ratio Specification table.

The number below refers to the step number on the diagnostic table.

Scheme 315

1. 2. This step tests that the PCM commanded all shifts, that all shift solenoid valves responded correctly, but that all the shifts did not occur.

Scheme 316

The 2-3 shift solenoid (SS) valve controls the fluid flow acting on the 2-3 shift valves. The solenoid is a normally-open exhaust valve. With the 1-2 SS valve, the 2-3 SS valve allows four different shifting combinations. The solenoid attaches to the control valve body within the transmission. The 2-3 SS valve receives ignition voltage through the OFF/ON/CRANK voltage circuit. The powertrain control module (PCM) controls the solenoid by providing the ground path on the 2-3 SS valve control circuit.

When the PCM detects a continuous open, short to ground or short to power in the 2-3 SS valve circuit, then DTC P0758 sets. DTC P0758 is a type A DTC.

1. The system voltage is 10-18 volts.
2. The engine speed is greater than 450 RPM for 5 seconds.
3. The engine is not in fuel cutoff.

DTC P0758 sets if one of the following conditions occurs for 5 seconds

The PCM commands the solenoid ON and the voltage feedback remains high, B+.

The PCM commands the solenoid OFF and the voltage feedback remains low, 0 volts.

1. The PCM illuminates the malfunction indicator lamp (MIL).
2. The PCM commands third gear only.
3. The PCM commands maximum line pressure.
4. The PCM inhibits TCC engagement.
5. The PCM freezes shift adapts from being updated.
6. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records.
7. The PCM stores DTC P0758 in PCM history.

1. The PCM turns OFF the MIL during the third consecutive trip in which the diagnostic test runs and passes.
2. A scan tool can clear the MIL/DTC.
3. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without an emission-related diagnostic fault occurring.
4. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

Refer to the Shift Solenoid Valve State and Gear Ratio, See Shift Solenoid Valve State and Gear Ratio Specification table.

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

Scheme 317

Scheme 318

Scheme 319

1. 4. This step tests the function of the 2-3 SS valve and the automatic transmission (AT) wiring harness assembly.
2. 5. This step tests for power to the 2-3 SS valve from the ignition through the fuse.
3. 6. This step tests the ability of the PCM and of the wiring to control the ground circuit.
4. 8. This step measures the resistance of the AT wiring harness assembly and of the 2-3 SS valve.

Scheme 320

The 3-2 shift solenoid (SS) valve assembly is a normally-closed, 3-port, on/off device that controls the 3-2 downshift. The solenoid attaches to the control valve body within the transmission. The solenoid receives ignition voltage through the OFF/ON/CRANK voltage circuit. The powertrain control module (PCM) controls the solenoid by providing a ground path on the 3-2 shift solenoid valve control circuit. During a 3-2 downshift, the 2-4 band applies as the 3-4 clutch releases. The PCM varies the timing between the 3-4 clutch release and the 2-4 band apply, depending on the vehicle speed and the throttle position.

When the PCM detects a continuous open, short to ground or short to power in the 3-2 SS valve assembly circuit, then DTC P0785 sets. DTC P0785 is a type B DTC.

1. The system voltage is 10-18 volts.
2. The engine speed is greater than 450 RPM for 5 seconds.
3. The engine is not in fuel cutoff.

DTC P0785 sets if one of the following conditions occurs for 5 seconds

The PCM commands the solenoid ON and the voltage feedback remains high, B+.

The PCM commands the solenoid OFF and the voltage feedback remains low, 0 volts.

1. The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the Conditions for Setting the DTC are met.
2. The PCM commands a soft landing to third gear.
3. The PCM commands maximum line pressure.
4. The PCM inhibits TCC engagement.
5. The PCM inhibits 4th gear if the transmission is in hot mode.
6. The PCM freezes shift adapts from being updated.
7. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records.
8. The PCM stores DTC P0785 in PCM history during the second consecutive trip in which the Conditions for Setting the DTC are met.

1. The PCM turns OFF the MIL during the third consecutive trip in which the diagnostic test runs and passes.
2. A scan tool can clear the MIL/DTC.
3. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without an emission-related diagnostic fault occurring.
4. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

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

Scheme 321

Scheme 322

Scheme 323

1. 4. This step tests the ability of the PCM to control the solenoid.
2. 5. This step tests for voltage to the solenoid.
3. 6. This step tests the ability of the PCM and the wiring to control the ground circuit.
4. 8. This step measures the resistance of the automatic transmission wiring harness assembly and the 3-2 SS valve assembly.

Scheme 324

The powertrain control module (PCM) monitors the difference between engine speed and transmission output speed. In D3 drive range with the TCC engaged, the engine speed should closely match the transmission output speed. In D4 drive range, with the TCC engaged, the TCC slip speed should be --20 to +50 RPM.

When the PCM detects excessive TCC slip when the TCC should be engaged, then DTC P0894 sets. DTC P0894 is a type B DTC.

1. No TP sensor DTCs P0122 or P0123.
2. No VSS assembly DTCs P0502 or P0503.
3. No TCC solenoid valve DTC P0740.
4. No 1-2 SS valve DTC P0753.
5. No 2-3 SS valve DTC P0758.
6. No 3-2 SS valve assembly DTC P0785.
7. No TFP manual valve position switch DTC P1810.
8. No TCC PWM solenoid valve DTC P1860.
9. The engine speed is greater than 450 RPM for 5 seconds.
10. The engine is not in fuel cutoff.
11. The engine torque is 68-542 N.m (50-400 lb ft).
12. The engine vacuum is 0-105 kPa (0-15 psi).
13. The TP angle is 20-99 percent.
14. The vehicle speed is 48-131 km/h (30-82 mph).
15. The engine speed is 1,500-3,000 RPM.
16. The speed ratio is 0.69-0.88, speed ratio is engine speed divided by the transmission output speed.
17. The gear range is D4.
18. The commanded gear is not 1st gear.
19. The TFT is 20-150°C (68-302°F).
20. The shift solenoid performance diagnostic counters are zero.

DTC P0894 sets if the following conditions occur for three TCC cycles.

1. The TCC is commanded ON for 5 seconds.
2. The TCC is at 40 percent duty cycle for 5 seconds.
3. The TCC slip speed is 130-800 RPM for 7 seconds.

Important: The following actions may occur before the DTC sets.

1. If the TCC is commanded ON for 5 seconds, the TCC is at 40 percent duty cycle for 5 seconds, the TP angle is 20-99 percent and the transmission slip counter has incremented to either 1 or 2, out of 3 to increment the fail counter for the current ignition cycle, then the following slip conditions and actions may increment the fail counter for the current ignition cycle: These conditions must occur sequentially.

If the TCC slip speed is 130-800 RPM for 7 seconds, then the PCM will command maximum line pressure and freeze shift adapts from being updated.

If Condition 1 is met and the TCC slip speed is 130-800 RPM for 7 seconds, then the PCM will command the TCC Off for 1.5 seconds.

Condition 3

If Condition 2 is met and the TCC slip speed is 130-800 RPM for 7 seconds, then the fail counter on the current ignition cycle is incriminated.

The above slip conditions and actions may be disregarded if the TCC is commanded OFF at any time as a result of a driving maneuver, sudden acceleration or deceleration.

1. The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the Conditions for Setting the DTC are met.
2. The PCM commands maximum line pressure.
3. The PCM inhibits TCC engagement.
4. The PCM inhibits 4th gear if the transmission is in hot mode.
5. The PCM freezes shift adapts from being updated.
6. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records.
7. The PCM stores DTC P0894 in PCM history during the second consecutive trip in which the Conditions for Setting the DTC are met.

1. The PCM turns OFF the MIL during the third consecutive trip in which the diagnostic test runs and passes.
2. A scan tool can clear the MIL/DTC.
3. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without an emission-related diagnostic fault occurring.
4. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

1. Bronze material found in the transmission oil pan may indicate stator shaft bushing wear. If bushing wear is suspected, inspect the stator shaft and the input, turbine, shaft for damage.
2. Refer to Symptoms - Automatic Transmission, See «Automatic Transmission Table»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) for more information.

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

Scheme 325

Scheme 326

Scheme 327

Scheme 328

1. 3. This step tests the torque converter for slippage while in a commanded lock-up state.

Scheme 329

The automatic transmission fluid pressure (TFP) manual valve position switch consists of five pressure switches, two normally-closed and three normally-open, and a transmission fluid temperature (TFT) sensor combined into one unit. The combined unit mounts on the valve body. The powertrain control module (PCM) supplies ignition voltage for each range signal. By grounding one or more of these circuits through various combinations of the pressure switches, the PCM detects which manual valve position you select. The PCM compares the actual voltage combination of the switches to a TFP manual valve position switch combination chart stored in memory.

The TFP manual valve position switch cannot distinguish between PARK and NEUTRAL because the monitored valve body pressures are identical. With the engine OFF and the ignition switch in the ON position, the TFP manual valve position switch indicates PARK/NEUTRAL. Disconnecting the AT in-line 20-way connector removes the ground potential for the three range signals to the PCM. In this case, with the engine OFF, and the ignition switch in the ON position, D2 will be indicated.

When the PCM detects an invalid state of the TFP manual valve position switch circuit by deciphering the TFP manual valve position switch inputs, then DTC P1810 sets. DTC P1810 is a type B DTC.

1. No VSS assembly DTCs P0502 or P0503.
2. The system voltage is 10-18 volts.
3. The engine speed is greater than 450 RPM for 5 seconds.
4. The engine is not in fuel cutoff.
5. The engine torque is 54-542 N.m (40-400 lb ft).
6. The engine vacuum is 0-105 kPa (0-15 psi).

DTC P1810 sets if any of the following conditions occurs

The PCM detects an invalid TFP manual valve position switch state for 60 seconds.

1. The engine speed is less than 80 RPM for 0.1 second; then the engine speed is 80-550 RPM for 0.07 second; then the engine speed is greater than 550 RPM.
2. The vehicle speed is less than 3 km/h (2 mph).
3. The PCM detects a gear range of D2, D4 or REVERSE during an engine start.
4. All conditions met for 5 seconds.

1. The TP angle is 10-50 percent.
2. The PCM commands fourth gear.
3. The TCC is locked ON.
4. The speed ratio is 0.6-0.75, speed ratio is engine speed divided by transmission output speed.
5. The PCM detects a gear range of PARK or NEUTRAL when the vehicle is operating in D4.
6. All conditions met for 10 seconds.

1. The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the Conditions for Setting the DTC are met.
2. The PCM commands D2 line pressure.
3. The PCM commands a D4 shift pattern.
4. The PCM freezes shift adapts from being updated.
5. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records.
6. The PCM stores DTC P1810 in PCM history during the second consecutive trip in which the Conditions for Setting the DTC are met.

1. The PCM turns OFF the MIL during the third consecutive trip in which the diagnostic test runs and passes.
2. A scan tool can clear the MIL/DTC.
3. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without an emission-related diagnostic fault occurring.
4. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

1. Refer to the Transmission Fluid Pressure (TFP) Manual Valve Position Switch Logic, See «Transmission Fluid Pressure (TFP) Manual Valve Position Switch Logic Specification»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) table for the normal range signals and the invalid combinations. On the table, LOW is 0 volts, HI is ignition voltage.
2. Sediment in the valve body may cause improper operation of the TFP manual valve position switch. If sediment intrusion is suspected, clean the valve body and replace the TFP manual valve position switch.

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

Scheme 330

Scheme 331

Scheme 332

1. 3. This step compares the indicated range signal to the selected manual valve position.
2. 5. This step tests for correct voltage from the PCM to the AT in-line 20-way connector.

Scheme 333

The torque converter clutch pulse width modulation (TCC PWM) solenoid valve controls the fluid acting on the converter clutch valve. The converter clutch valve controls the TCC application and release. The solenoid attaches to the control valve body within the transmission. The solenoid receives ignition voltage through the OFF/ON/CRANK voltage circuit. The powertrain control module (PCM) controls the solenoid by providing a ground path on the TCC PWM solenoid valve control circuit. Current flows through the solenoid coil according to the duty cycle, percentage of ON and OFF time. The TCC PWM solenoid valve provides a smooth engagement of the TCC by operating during a duty cycle percent of ON time.

When the PCM detects a continuous open, short to ground or short to power in the TCC PWM solenoid valve circuit, then DTC P1860 sets. DTC P1860 is a type B DTC.

1. The system voltage is 10-18 volts.
2. The engine speed is greater than 450 RPM for 5 seconds.
3. The engine is not in fuel cutoff.
4. The PCM commands first gear.
5. The TCC duty cycle is less than 10 percent or greater than 90 percent.

DTC P1860 sets if one of the following conditions occurs for 5 seconds

The PCM commands the solenoid ON, 90 percent, and the voltage feedback remains high, B+.

The PCM commands the solenoid OFF, 0 percent, and the voltage feedback remains low, 0 volt.

1. The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the Conditions for Setting the DTC are met.
2. The PCM inhibits TCC engagement.
3. The PCM inhibits 4th gear if the transmission is in hot mode.
4. The PCM freezes shift adapts from being updated.
5. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records.
6. The PCM stores DTC P1860 in PCM history during the second consecutive trip in which the Conditions for Setting the DTC are met.

1. The PCM turns OFF the MIL during the third consecutive trip in which the diagnostic test runs and passes.
2. A scan tool can clear the MIL/DTC.
3. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without an emission-related diagnostic fault occurring.
4. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

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

Scheme 334

Scheme 335

Scheme 336

1. 4. This step tests for voltage to the solenoid.
2. 5. This step tests the ability of the PCM and wiring to control the ground circuit.
3. 7. This step tests the resistance of the TCC PWM solenoid valve and the automatic transmission wiring harness assembly.

Scheme 337

The four wheel drive (4WD) low circuit consists of the powertrain control module (PCM), a transfer case control module and the circuit wiring. The transfer case control module controls the 4WD low signal on the low signal circuit. When the operator selects 4WD low, the transfer case control module grounds the signal circuit, and the 4WD low signal voltage on the circuit changes from ignition voltage to zero volts. The PCM then compensates for transfer case gear reduction in the transmission output shaft speed (OSS) sensor signal. The PCM uses the transmission OSS sensor signal to adjust shift points, line pressure and torque converter clutch (TCC) scheduling.

When the PCM detects a continuous open, short to ground or short to power in the 4WD low circuit, then DTC P1875 sets. DTC P1875 is a type B DTC.

1. No TP sensor DTCs P0122, or P0123.
2. No VSS assembly DTCs P0502 or P0503.
3. No TCC solenoid valve DTC P0740.
4. No TCC stuck ON DTC P0742.
5. No 1-2 SS valve DTCs P0751 or P0753.
6. No 2-3 SS valve DTCs P0756 or P0758.
7. No TFP manual valve position switch DTC P1810.
8. No TCC PWM solenoid valve DTC P1860.
9. The engine speed is greater than 450 RPM for 5 seconds.
10. The engine is not in fuel cutoff.
11. The vehicle speed is greater than 11 km/h (7 mph).
12. The TP angle is 17-50 percent.
13. The engine torque is 54-542 N.m (40-400 lb ft).
14. The engine vacuum is 0-105 kPa (0-15 psi).
15. The gear range is D4.
16. The shift solenoid performance counters are zero.
17. The TFT is 20-130°C (68-266°F).

DTC P1875 sets if one of the following conditions occurs

1. The 4WD low switch is in 4WD low.
2. The transfer case is not in 4WD low.
3. The TCC slip speed is -3,000 to -50 RPM.
4. The transfer case ratio is 0.08-1.2, the transfer case ratio is the engine speed divided by the transfer case output speed.
5. All conditions are met for 5 seconds.

1. The 4WD low switch is not in 4WD low.
2. The transfer case is in 4WD low.
3. The TCC is commanded ON.
4. The TCC slip speed is 100 to 3,000 RPM.
5. The transfer case ratio is 2.5-2.9.
6. All conditions are met for 10 seconds.

1. The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the Conditions for Setting the DTC are met.
2. The PCM commands a normal shift pattern, not a 4WD low shift pattern.
3. The PCM records the operating conditions when the Conditions for Setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records.
4. The PCM stores DTC P1875 in PCM history during the second consecutive trip in which the Conditions for Setting the DTC are met.

1. The PCM turns OFF the MIL during the third consecutive trip in which the diagnostic test runs and passes.
2. A scan tool can clear the MIL/DTC.
3. The PCM clears the DTC from PCM history if the vehicle completes 40 warm-up cycles without an emission-related diagnostic fault occurring.
4. The PCM cancels the DTC default actions when the fault no longer exists and/or the ignition switch is OFF long enough in order to power down the PCM.

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

Scheme 338

Scheme 339

1. 3. This step tests for a short to ground in the 4WD low signal circuit (CKT 1694).
2. 4. This step tests for an open in the 4WD low signal circuit (CKT 1694) or a faulty transfer case control module.

Scheme 340

Scheme 341

Scheme 342

The transmission range (TR) switch is part of the park/neutral position (PNR) and back-up lamp switch assembly, which is externally mounted on the transmission manual shaft. The TR switch contains four internal switches that indicate the transmission gear range selector lever position. The PCM supplies ignition voltage to each switch circuit. As the gear range selector lever is moved, the state of each switch may change, causing the circuit to open or close. An open circuit or switch indicates a high voltage sign. A closed circuit or switch indicates a low voltage signal. The PCM detects the selected gear range by deciphering the combination of the voltage signals. The PCM compares the actual voltage combination of the switch signals to a TR switch combination chart stored in memory.

Refer to the TRANSMISSION RANGE SWITCH LOGIC table for valid combinations of switch signal circuits A, B, C and Parity. On the table, HI indicates an ignition voltage sign. LOW indicates a zero voltage signal.

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

Scheme 343

Scheme 344

1. 4. By disconnecting the TR switch, the ground path of all TR switch circuits is removed and the PCM should recognize all circuits as open. The scan tool should display HI for all range signal states.
2. 5. This step tests the TR switch wiring for an open or the lack of the signal voltage from the PCM.
3. 6. This step tests the TR switch wiring and the PCM by providing a ground path through a fused jumper wire. When grounded, the scan tool range signal states should change to LOW.
4. 7. This step tests the TR switch wiring and the PCM by providing a ground path through a fused jumper wire. When grounded, the scan tool range signal states should change to LOW.
5. 8. This step tests the TR switch wiring and the PCM by providing a ground path through a fused jumper wire. When grounded, the scan tool range signal states should change to LOW.
6. 9. This step tests the TR switch wiring and the PCM by providing a ground path through a fused jumper wire. When grounded, the scan tool range signal states should change to LOW.

Scheme 345

Tow/haul mode enables the operator to achieve enhanced shift performance when towing or hauling a load. When tow/haul mode is selected, the tow/haul switch input signal to the body control module (BCM) is momentarily toggled to zero volts. This signals the powertrain control module (PCM) to extend the length of time between upshifts and increase transmission line pressure. Cycling the tow/haul switch again disables tow/haul mode and returns the transmission to a normal shift pattern.

If the electrical circuit tests are OK and the tow/haul shift pattern is not occurring, there may be a mechanical/hydraulic condition that prevents tow/haul operation. Refer to Symptoms - Automatic Transmission, See Automatic Transmission Table .

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

Scheme 346

1. 2. This step tests for a faulty tow/haul switch.
2. 3. This step tests for voltage input from the BCM to the tow/haul switch.
3. 6. This step tests for ground integrity.

Scheme 347

Scheme 348

1. Start the engine and operate the vehicle for 15 minutes or until the transmission fluid reaches an operating temperature of 82-93°C (180-200°F).
2. Park the vehicle on a level surface.
3. With your foot on the brake, move the shift lever through each gear range. Pause for about 3 seconds in each range, ending in PARK.
4. Apply the parking brake and let the engine idle for 3 minutes.
5. Remove the transmission fluid level indicator. Wipe the indicator clean. Insert the indicator. Give the indicator a full twist in order to close.
6. Wait 3 seconds and remove the indicator.
7. Read both sides of the indicator. The fluid must be within the hot cross-hatched area using the lowest level reading.

Line Pressure Check Procedure

Tools Required

J 21867 Pressure Gage

Important: Before performing the line pressure check, verify that the transmission pressure control (PC) solenoid is operating correctly.

1. Install a scan tool.
2. Start the engine.
3. Inspect the transmission for the proper fluid levels. Refer to «TRANSMISSION FLUID CHECKING PROCEDURE»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .
4. Use the scan tool to inspect for any active or stored diagnostic trouble codes.
5. Inspect the manual linkage at the transmission for proper function.
6. Turn the engine OFF.
7. Remove the pressure plug.
8. Install the J 21867 .
9. Access the Scan Tool Output Control for the PC Solenoid.
10. Start the engine. Important: In order to achieve accurate line pressure readings, the following procedure must be performed at least three times in order to gather uniform pressure readings. The scan tool is only able to control the PC solenoid in PARK and NEUTRAL with engine speeds below 1500 RPM. This protects the clutches from extreme high or low line pressures.
11. Begin commanding PC Solenoid at 1.0 amp and lower the amperage in one-tenth increments (0.01) until maximum line pressure is achieved.
12. Allow the pressure to stabilize between increments.
13. Compare your pressure readings to the Line Pressure table. Refer to LINE PRESSURE, See «Line Pressure Specification»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .
14. If the pressure readings vary greatly from the line pressure table, refer to Oil Pressure High or Low, See «Oil Pressure High Or Low»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .
15. Turn the engine OFF.
16. Remove the J 21867 . NOTE: Refer to «FASTENER NOTICE»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#gm-vehicles-cautions-notices__fastener-notice) in Cautions and Notices.
17. Install the pressure plug. Tighten Tighten the pressure plug to 8-14 N.m (6-10 lb ft).

Road Test Procedure

Important: The Road Test Procedure should be performed only as part of the Symptom Diagnosis. Refer to Symptoms - Automatic Transmission, See Automatic Transmission Table .

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 FIRST Manual SECOND Manual THIRD

Important: Complete the test in the sequence given. Incomplete testing cannot guarantee an accurate evaluation.

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/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .
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, check the following

1. Transmission fluid level. Refer to the «TRANSMISSION FLUID CHECKING PROCEDURE»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .
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.

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 Transmission Scan Tool Data List, See «Transmission Scan Tool Data List»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) for typical data values. Data that is questionable may indicate a concern. Engine Speed Transmission output speed Vehicle speed TFP manual valve position switch Transmission range, engine list Commanded gear, current gear PC solenoid reference current PC solenoid actual current PC solenoid duty cycle Brake switch Engine coolant temperature Transmission fluid temperature Throttle angle Ignition voltage 1-2 shift solenoid 2-3 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: Closed when the brake pedal is released. Open when the brake pedal is depressed.
6. Check the garage shifts. 6.1. Apply the brake pedal and ensure that the parking brake is set. 6.2. Move the gear selector through the following ranges: 6.2.1. PARK to REVERSE 6.2.2. REVERSE to NEUTRAL 6.2.3. NEUTRAL to DRIVE 6.3. Pause 2 to 3 seconds in each gear position. 6.4. Verify the gear engagements are immediate and not harsh. Important: Harsh engagement may be caused by any of the following conditions: High idle speed. Compare engine idle speed to desired idle speed. Commanded low PC solenoid current. Compare PC solenoid reference current to PC solenoid actual current. A default condition caused by certain DTCs that result in maximum line pressure to prevent slippage. Important: Soft or delayed engagement may be caused by any of the following conditions: Low idle speed. Compare engine idle speed to desired idle speed. Low fluid level Commanded high PC solenoid current. Compare PC solenoid reference current to PC solenoid actual current. Cold transmission fluid. Check for low transmission fluid temperature.
7. Monitor transmission range on the scan tool, engine list. 7.1. Apply the brake pedal and ensure the parking brake is set. 7.2. Move the gear selector through all ranges. 7.3. Pause 2 to 3 seconds in each range. 7.4. Return gear selector to PARK. 7.5. Verify that all selector positions match the scan tool display.
8. Check throttle angle input. 8.1. Apply the brake pedal and ensure that the parking brake is set. 8.2. Ensure the gear selector is in PARK. 8.3. Monitor throttle angle while increasing and decreasing engine speed with the throttle pedal. The scan tool throttle angle 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, See «Shift Speed Specification»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) 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, See «Shift Speed Specification»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) . 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 through 6 to complete all throttle angles. Important: This transmission is equipped with an electronically controlled capacity clutch (ECCC). The pressure plate does not fully lock to the torque converter cover. Instead, the pressure plate maintains a small amount of slippage, about 20 RPM, in SECOND, THIRD and FOURTH gears, depending on the vehicle application. ECCC was developed to reduce the possibility of noise, vibration or chuggle caused by TCC apply. Typical apply speeds are 49-52 km/h (30-32 mph) in THIRD gear and 65-73 km/h (40-45 mph) in FOURTH gear. Full lockup is available at highway speeds on some applications. Important: The TCC will not engage until the engine is in closed loop operation and the vehicle speed is as shown in the Shift Speed table. Refer to Shift Speed, See «Shift Speed Specification»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) . The vehicle must be in a near-cruise condition, not accelerating or coasting, and on a level road surface.
8. Check for TCC apply in THIRD and FOURTH 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/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement__torque-converter-diagnosis-procedure) . Refer to the Shift Speed, See «Shift Speed Specification»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) 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 FOURTH gear.
3. Quickly increase throttle angle to greater than 50 percent.
4. Verify the following: The TCC releases The transmission downshifts immediately to THIRD gear

Full Throttle Detent Downshift

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

Manual Downshifts

The shift solenoid valves do not control the initial downshift for the 4-3 or the 3-2 manual downshifts. The 4-3 and the 3-2 manual downshifts are hydraulic. The 2-1 manual downshift is electronic. The solenoid states should change during or shortly after a manual downshift is selected.

Manual 4-3 Downshift

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

Manual 4-1 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 FIRST.
4. Verify the following: The TCC releases. The transmission downshifts immediately to FIRST gear. The engine slows the vehicle.

Coasting Downshifts

1. Place the gear selector in the OVERDRIVE position.
2. Accelerate the vehicle to FOURTH 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, See «Shift Speed Specification»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .

Manual Gear Range Selection

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

Perform the following tests using 10 to 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 First

1. With the vehicle stopped, move the gear selector to FIRST.
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 Second

1. With the vehicle stopped, move the gear selector to SECOND.
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 Third

1. With the vehicle stopped, move the gear selector to THIRD.
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

Important: Do not confuse this noise with pump whine noise, which is usually noticeable in PARK, NEUTRAL and all other gear ranges. Pump whine will vary with line pressure.

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. NOTE: You may damage the transmission if you depress the accelerator for more than 6 seconds.
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. A distorted clutch or housing surface due to long converter bolts
4. 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. Plug wires - Look in each end. If there is red dust (ozone) or a black substance (carbon) present, then the wires are bad. Also look for a white discoloration of the wire. This indicates arcing during hard acceleration.
3. Coil - Look for a black discoloration on the bottom of the coil. This indicates arcing while the engine is misfiring.
4. Fuel injector - The filter may be plugged.
5. 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.
6. EGR valve - The valve may let in too much or too little unburnable exhaust gas and could cause the engine to run rich or lean.
7. MAP/MAF sensor - Like a vacuum leak, the engine will not get the correct amount of fuel for proper engine operation.
8. Carbon on the intake valves - Carbon restricts the proper flow of air/fuel mixture into the cylinders.
9. Flat cam - Valves do not open enough to let the proper fuel/air mixture into the cylinders.
10. Oxygen sensor - This sensor may command the engine too rich or too lean for too long.
11. Fuel pressure - This may be too low.
12. Engine mounts - Vibration of the mounts can be multiplied by TCC engagement.
13. Axle joints - Check for vibration.
14. TP Sensor - The TCC apply and release depends on the TP Sensor in many engines. If the TP Sensor is out of specification, TCC may remain applied during initial engine loading.
15. Cylinder balance - Bad piston rings or poorly sealing valves can cause low power in a cylinder.
16. 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/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .
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. The threads in one or more of the converter bolt holds are damaged. Correct the condition with a new thread inset.
3. 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.
4. 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 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/escalade/gmt800-2001-2006/remont/hoistjack/#jacking-and-lifting-avalanche__lifting-and-jacking-the-vehicle) in General Information.
4. Remove the transmission converter cover bolts and the cover.
5. Mark the relationship of the converter to the flywheel.
6. Remove the bolts attaching the converter to the flywheel.
7. Slide the torque converter away from the flywheel.
8. Rotate the flywheel and torque converter to inspect for defects or missing balance weights. Refer to «ENGINE FLYWHEEL CLEANING AND INSPECTION»(ref-180687-S22887145452005072800000) in Engine Mechanical - 4.8L, 5.3L and 6.0L.
9. Lower the vehicle.
10. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration. Refer to «DIAGNOSTIC STARTING POINT»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#vibration-symptoms-diagnosis-and-correction__diagnostic-starting-point-vibration-diagnosis) in Vibration Diagnosis and Correction.
11. 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.

Scheme 349

1. Raise and suitably support the vehicle. Refer to «LIFTING AND JACKING THE VEHICLE»(/cadillac/escalade/gmt800-2001-2006/remont/hoistjack/#jacking-and-lifting-avalanche__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.
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 . Repeat this procedure until you obtain the best possible balance.
6. Install the transmission converter cover bolts and the cover.

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. Inspect the tire for the following: Uneven wear Imbalance Mixed sizes Mixed radial and bias ply
2. Inspect the suspension components for the following: Alignment and wear Loose fasteners
3. Inspect the engine and transmission mounts for damage and loose bolts.
4. Inspect the transmission case mounting holes for the following: Missing bolts, nuts, and studs Stripped threads Cracks
5. Inspect the flywheel for the following: Missing or loose bolts Cracks Imbalance
6. Inspect the torque converter for the following: Missing or loose bolts or lugs Missing or loose balance weights Imbalance

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 check 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. Low line pressure
6. 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.
7. The Teflon® seal rings are worn or damaged.

Engine Coolant in Transmission

Note. The antifreeze will deteriorate the Viton O-ring seals and the glue that bonds the clutch material to the pressure plate. Both conditions may cause damage to the transmission.

If the transmission oil cooler has developed a leak allowing engine coolant to enter 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 nylon parts (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.

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. Detect the leak with the black light.
3. 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

Transmission Oil Pan

1. Incorrectly tightened oil pan bolts
2. Improperly installed or damaged oil pan gasket
3. Damaged oil pan or mounting face
4. Incorrect oil pan gasket

Case Leak

1. Damaged or missing fill tube seal
2. Mislocated fill tube bracket
3. Damaged vehicle speed sensor seal
4. Damaged manual shaft seal
5. Loose or damaged oil cooler connector fittings
6. Worn or damaged propeller shaft oil seal
7. Loose line pressure pipe plug
8. Porous casting

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

Scheme 350

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

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 car.

1. Thoroughly clean the area to be repaired with a cleaning solvent. Air dry the area. CAUTION: Epoxy adhesive may cause skin irritations and eye damage. Read and follow all information on the container label as provided by the manufacturer.
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. J35616-B GM Terminal Test Kit
2. J 44246 Solenoid Testing Kit

Leak Test Procedure

Important

1. This procedure tests On/Off type solenoid valves.
2. Visually inspect the physical condition of the solenoid before testing. Inspect the O-rings before and after the test to be sure that they are not cut or damaged.

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1. Remove the shift solenoid valve from the control valve body or the TCC solenoid valve from the transmission case. Refer to «CONTROL AND SHIFT SOLENOIDS REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) or «TORQUE CONVERTER CLUTCH PULSE WIDTH MODULATION (TCC PWM) SOLENOID, TCC SOLENOID, AND WIRING HARNESS»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement__torque-converter-clutch-pulse-width-modulation) .
2. Install the TCC solenoid valve, the 1-2 shift solenoid valve or the 2-3 shift solenoid valve into bore number 2 of the J 44246 and install the factory retainer clip to retain the solenoid. Important: The supplied solenoid testing harness will not power the 4L60-E TCC On/Off solenoid. To energize this solenoid, apply battery, 12 V, positive and negative (-) to the TCC On/Off solenoid wiring harness using connector test adapter kit J 35616-B. Use terminal E, Red, Power, and terminal T, Black, Ground. Refer to the «AUTOMATIC TRANSMISSION IN-LINE 20-WAY CONNECTOR END VIEW .»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement)
3. Connect the solenoid testing harness supplied with the J 44246 to the solenoid. Important: Do not use air pressure in excess of 827.4 kPa (120 psi). Excessive pressure will not allow the solenoid ball check valve to seat properly. Recommended air pressure is 344.75 kPa (50 psi).
4. Apply compressed air to the J 44246.
5. Air should flow through the solenoid. If air does not flow through the solenoid, replace the solenoid. Refer to «CONTROL AND SHIFT SOLENOIDS REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .
6. Connect the solenoid testing harness to the, 12 volt, positive and negative (-) battery terminals.
7. Observe if the solenoid is operating electrically. An audible clicking noise can be heard when connecting or disconnecting power. Important: All solenoids need to be energized to seal. A small amount of air leakage is normal +/-21 kPa (+/- 3 psi).
8. 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. Important: Inspect the O-rings after the test to be sure that they are not cut or damaged.
9. Install the shift solenoid valve into the control valve body or the TCC solenoid valve into the transmission case. Refer to «CONTROL AND SHIFT SOLENOIDS REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) or «TORQUE CONVERTER CLUTCH PULSE WIDTH MODULATION (TCC PWM) SOLENOID, TCC SOLENOID, AND WIRING HARNESS»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement__torque-converter-clutch-pulse-width-modulation) .

Automatic Transmission Oil Cooler Flushing and Flow Test (J 45096)

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.

Important: Use the J 45096 or equivalent to flush and flow test the transmission oil cooler and the oil cooler pipes after the transaxle is removed for repairs.

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 35944-200 Cooler Flushing Adapter
2. J 45096 Transmission Oil Cooling System Flush and Flow Test Tool
3. Shop air supply with water/oil filters, regulator and pressure gage - minimum 90 psi
4. Eye protection
5. Rubber gloves

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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. NOTE: Do not overfill the supply vessel. Damage to the unit may result. To verify the fluid level, view the LCD screen display while filling the unit, to ensure the fluid level does not exceed 30 L (32 qt).
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.

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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.

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1. Connect the J 45096 adapters (1) to the vehicle's transmission oil cooler supply and return lines at the transmission, may require J 35944-200.
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.

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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.

Scheme 366

Important: If the flow rate is less than 0.5 gpm, the LCD displays an error message. Refer to the Troubleshooting section of the operation manual.

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. 3.1. Replace the transmission oil cooler. 3.2. Reconnect supply and waste hoses to the cooler lines in the normal flow direction. Perform Flow Test. 3.3. Perform Code Recording Procedure.

Scheme 367

1. Turn the main function switch to the CODE position. Important: If power is interrupted prior to the recording of the seven-character code, the code will be lost and the flow rate test will need to be repeated. The flow test must run for a minimum of 8-10 seconds and be above 0.5 gpm for a code to be generated.
2. Record TESTED flow rate, temperature, cycle and seven-character flow code information on repair order.

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1. Turn the main function switch to the IDLE position and allow the supply vessel pressure to dissipate.
2. Turn the main power switch 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 (J 35944-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.

Important: Use the J 35944-A or equivalent to flush the transmission oil cooler and the oil cooler pipes whenever the transaxle is removed for the following repairs

1. Torque converter
2. Oil pump
3. Oil pump drive shaft
4. Drive sprocket support
5. Transaxle overhaul complete
6. Transaxle assembly replacement

Important: Use the J 35944-A or equivalent to flush the transmission oil cooler and the oil cooler pipes whenever the transmission is removed for the following repairs

1. Torque converter
2. Oil pump
3. Turbine shaft
4. Transmission overhaul complete
5. Transmission assembly replacement

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

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 Flusher
2. J 35944-22 Transmission Oil Cooler Flushing Fluid
3. J 35944-200 Cooler Flushing Adapter
4. Measuring cup
5. Funnel
6. Water supply, hot water recommended
7. Water hose, at least 16 mm (5/8 in) ID
8. Shop air supply, with water/oil filters, regulator and pressure gage
9. Air chuck, with clip if available
10. Oil drain container
11. Pail with lid 19 L (5 gallon)
12. Eye protection
13. Rubber gloves

Scheme 370

1. During the installation of the repaired or replacement transmission, do not connect the oil cooler pipes. NOTE: Do not use solutions that contain alcohol or glycol. Use of solutions that contain alcohol or glycol may damage the J 35944-A, oil cooler components and/or transmission components. Important: The J 35944-22 is environmentally safe, yet powerful enough to cut through transmission fluid to dislodge any contaminants from the cooler. The safety precautions on the label, regarding potential skin and eye irritations associated with prolonged exposure, are typical precautions that apply to many similar cleaning solutions. It should be noted that according to GM, use of other non-approved fluids for cooler flushing can have an adverse reaction to the seals inside the transmission.
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.

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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 bottom connector. Use the J 35944-200, if required.
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 top connector oil cooler return pipe. Use the J 35944-200, if required.
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. Important: Flushing for approximately 2 minutes in each cooler line direction will result in a total of about 8-10 gallons of waste fluid. This mixture of water and flushing fluid is to be captured in a bucket or similar container.
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.

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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.

Scheme 375

Important: The Flow Test must be performed after the flush to ensure that all flushing solution and water is removed from the oil cooling system.

1. Disconnect the hose from the oil cooler pipe. Connect the oil cooler feed pipe, bottom 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, See «Fluid Capacity Specification»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) 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 qt) 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 bottom connector on the transmission.
6. If fluid flow is less than 1.9 L (2 qt) in 30 seconds, perform the following diagnosis: 6.1. Disconnect the J 35944-A discharge hose (1) from the oil cooler return pipe. 6.2. Disconnect the oil cooler feed pipe at the radiator. 6.3. Connect the J 35944-A discharge hose (1) to the oil cooler feed pipe, radiator end. 6.4. Clip the discharge hose (1) onto the oil drain container. 6.5. 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, bottom connector, for restrictions or damage. If no condition is found with the feed pipe, bottom connector, inspect the transmission.

Clean-up

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.

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1. Position the steering column shift lever to the park position.
2. Remove the instrument panel knee bolster. Refer to «KNEE BOLSTER REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/gauges-instrument-panels/#instrument-panel-gages-and-console) in Instrument Panel, Gages, and Console.
3. Remove the driver's seat. Refer to SEAT REPLACEMENT - FRONT BUCKET in Seats.
4. Pull back the carpet and insulation around the driver's area.
5. Remove the retainer securing the cable to the steering column.
6. Remove the cable end from the steering column ball stud.
7. Depress the tangs and remove the cable from the steering column bracket.
8. Remove the bolt securing the cable support to the brace. Important: Avoid unnecessary twisting/bending of the range selector cable when removing the cable from the support.
9. Remove the range selector cable from the support.
10. Remove the cable grommet from the floor panel.
11. Raise and suitably support the vehicle. Refer to «LIFTING AND JACKING THE VEHICLE»(/cadillac/escalade/gmt800-2001-2006/remont/hoistjack/#jacking-and-lifting-avalanche__lifting-and-jacking-the-vehicle) in General Information.
12. Remove the clips on the cable from the floor panel reinforcement.
13. Ensure the transmission manual shaft is positioned in mechanical park.
14. Remove the retainer that secures the cable to the bracket.
15. Remove the cable clip on the transfer case, if equipped.
16. Remove the range selector cable end (2) from the transmission range selector lever ball stud (1).
17. Depress the tangs and remove the cable from the bracket.
18. Lower the vehicle and ensure that the steering column shift lever is still in the park position.

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1. Ensure that the transmission manual shaft lever is in the mechanical park position.
2. Align and install the cable to the bracket.
3. Install the range selector cable end (2) to the transmission range selector lever ball stud (1).
4. Install the cable clip on the transfer case, if equipped.
5. Install the retainer that secures the cable to the bracket.
6. Install the clips on the cable to the floor panel reinforcement.
7. Lower the vehicle.
8. Install the cable grommet to the floor panel. Important: Avoid unnecessary twisting/bending of the range selector cable when installing the cable to the support.
9. Install the range selector cable to the support. NOTE: Refer to «FASTENER NOTICE»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#gm-vehicles-cautions-notices__fastener-notice) in Cautions and Notices.
10. Install the bolt securing the cable support to the brace. Tighten Tighten the bolt to 10 N.m (89 lb in).
11. Install the cable to the steering column bracket.
12. Ensure the tangs fully seat (snap) into the steering column bracket.
13. Install the cable end to the steering column ball stud.
14. Install the retainer securing the cable to the steering column.
15. Position the carpet and insulation around the driver's area.
16. Install the driver's seat. Refer to SEAT REPLACEMENT - FRONT BUCKET in Seats.
17. Install the instrument panel knee bolster. Refer to «KNEE BOLSTER REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/gauges-instrument-panels/#instrument-panel-gages-and-console) in Instrument Panel, Gages, and Console.
18. Test the transmission for proper shift operation.
19. If all of the gear positions cannot be achieved, adjust the cable. Refer to AUTOMATIC TRANSMISSION RANGE SELECTOR CABLE ADJUSTMENT .

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Scheme 439

1. Apply the park brake.
2. Shift the transmission into neutral.
3. Raise and suitably support the vehicle. Refer to «LIFTING AND JACKING THE VEHICLE»(/cadillac/escalade/gmt800-2001-2006/remont/hoistjack/#jacking-and-lifting-avalanche__lifting-and-jacking-the-vehicle) in General Information.
4. Remove the retainer that secures the cable to the bracket.
5. Depress the tangs and remove the cable from the bracket.
6. Remove the bolts (1) securing the transmission range selector cable bracket (2) to the transmission.
7. Remove the transmission range selector cable bracket.

Scheme 440

Scheme 441

1. Install the transmission range selector cable bracket. NOTE: Refer to «FASTENER NOTICE»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#gm-vehicles-cautions-notices__fastener-notice) in Cautions and Notices.
2. Install the transmission range selector cable bracket bolts (1). Tighten Tighten the bolts to 25 N.m (18 lb ft).
3. Align and install the cable to the bracket.
4. Install the retainer that secures the cable to the bracket.
5. Lower the vehicle.
6. Check the vehicle for proper operation. If cable adjustment is necessary, refer to AUTOMATIC TRANSMISSION RANGE SELECTOR CABLE ADJUSTMENT .

Scheme 442

Scheme 443

1. Ensure the steering column shift lever and the transmission manual shaft lever are in the park (P) position.
2. Raise and suitably support the vehicle. Refer to «LIFTING AND JACKING THE VEHICLE»(/cadillac/escalade/gmt800-2001-2006/remont/hoistjack/#jacking-and-lifting-avalanche__lifting-and-jacking-the-vehicle) in General Information.
3. With right hand, push the flange (3) of the cable (transmission end) (5), inside the cable (1) (shifter end) until the connection is made, ensuring the flange ribs (7) align with the cable (shifter end) (1) slots (2).
4. Hold the red security ring (6) with left hand and with right hand, twist the blue rotating lock (4) until it snaps into position.
5. With left hand, push the red security ring (1) to the right.
6. The red security ring should cover the white (2) marks on the blue rotating lock (3).

Park/Neutral Position Switch Replacement

Tools Required

J 41364-A Park Neutral Switch Aligner

Scheme 444

Scheme 445

1. Apply the park brake.
2. Shift the transmission into neutral.
3. If equipped with 4-wheel drive (4WD), remove the front propeller shaft. Refer to PROPELLER SHAFT REPLACEMENT - FRONT in Driveline/Axle.
4. Raise and suitably support the vehicle. Refer to «LIFTING AND JACKING THE VEHICLE»(/cadillac/escalade/gmt800-2001-2006/remont/hoistjack/#jacking-and-lifting-avalanche__lifting-and-jacking-the-vehicle) in General Information.
5. Disconnect the park/neutral position (PNP) switch electrical connectors (2).
6. Remove the manual shaft lever nut.
7. Remove the transmission control lever from the manual shaft.
8. Remove the PNP switch bolts.
9. Remove the PNP switch from the manual shaft. If the PNP switch did not slide off the manual shaft, file the outer edge of the manual shaft in order to remove any burrs.

Scheme 446

Scheme 447

Scheme 448

Scheme 449

1. Install the PNP switch to the transmission manual shaft by aligning the switch hub flats with the manual shaft flats.
2. Slide the PNP switch onto the transmission manual shaft until the switch mounting bracket contacts the mounting bosses on the transmission. Important: If a NEW PNP switch is being installed, the switch will come with a positive assurance bracket. The positive assurance bracket aligns the new switch in its proper position for installation and the use of the park neutral switch aligner will not be necessary.
3. Install the PNP switch bolts finger tight.
4. Install J 41364-A onto the PNP switch. Ensure that the two slots on the switch where the manual shaft is inserted are lined up with the lower two tabs on the tool. NOTE: Refer to «FASTENER NOTICE»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#gm-vehicles-cautions-notices__fastener-notice) in Cautions and Notices.
5. Rotate the tool until the upper locator pin on the tool is lined up with the slot on the top of the switch. Tighten Tighten the bolts to 25 N.m (18 lb ft).
6. Remove the J 41364-A from the switch. If installing a new switch, remove the positive assurance bracket at this time.
7. Install the transmission control lever to the manual shaft with the nut. Tighten Tighten the nut to 25 N.m (18 lb ft).
8. Connect the PNP switch electrical connectors (2).
9. If equipped with 4WD, install the front propeller shaft. Refer to PROPELLER SHAFT REPLACEMENT FRONT in Driveline/Axle.
10. Lower the vehicle.
11. Check the switch for proper operation. The engine must start in the park (P) or neutral (N) positions only. If proper operation of the switch can not be obtained, replace the switch.

Park/Neutral Position Switch Adjustment

Important

1. The following procedure is for vehicles that have not had the park/neutral position (PNP) switch removed or replaced. If the PNP switch has been removed or replaced, refer to «PARK/NEUTRAL POSITION SWITCH REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement__parkneutral-position-switch-replacement) for the proper adjustment procedure.
2. Apply the park brake.
3. The engine must start in the park (P) or neutral (N) positions only.
4. Check the PNP switch for proper operation. If adjustment is required, proceed as follows

1. Place the transmission range selector in the neutral (N) position.
2. With an assistant in the drivers seat, raise and suitably support the vehicle. Refer to «LIFTING AND JACKING THE VEHICLE»(/cadillac/escalade/gmt800-2001-2006/remont/hoistjack/#jacking-and-lifting-avalanche__lifting-and-jacking-the-vehicle) in General Information.
3. Loosen the park/neutral position (PNP) switch bolts.
4. With the vehicle in the neutral (N) position, rotate the switch while the assistant attempts to start the engine.
5. Following a successful start, turn the engine off. NOTE: Refer to «FASTENER NOTICE»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#gm-vehicles-cautions-notices__fastener-notice) in Cautions and Notices.
6. Tighten the PNP switch bolts. Tighten Tighten the bolts to 25 N.m (18 lb ft).
7. Lower the vehicle.
8. Check the PNP switch for proper operation. The engine must start in the park (P) or neutral (N) positions only.
9. Replace the PNP switch if proper operation can not be achieved. Refer to «PARK/NEUTRAL POSITION SWITCH REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement__parkneutral-position-switch-replacement) .

Removal Procedure

Scheme 450

Scheme 451

Scheme 452

Scheme 453

Scheme 454

1. Raise and suitably support the vehicle. Refer to «LIFTING AND JACKING THE VEHICLE»(/cadillac/escalade/gmt800-2001-2006/remont/hoistjack/#jacking-and-lifting-avalanche__lifting-and-jacking-the-vehicle) in General Information.
2. Place a drain pan under the transmission oil pan.
3. Remove the oil pan drain plug, if equipped.
4. If necessary, remove the bolts and position aside the range selector cable bracket for clearance while lowering the pan. It is not necessary to remove the cable from the lever or bracket.
5. Remove the oil pan bolts from the front and sides of the pan only.
6. Loosen the rear oil pan bolts approximately 4 turns.
7. Lightly tap the oil pan with a rubber mallet in order to loosen the pan to allow the fluid to drain.
8. Remove the remaining oil pan bolts.
9. Remove the oil pan and the gasket.
10. Grasp firmly while pulling down with a twisting motion in order to remove the filter.
11. Remove and discard the filter seal. The filter seal may be stuck in the pump; if necessary, carefully use pliers or another suitable tool to remove the seal.
12. Inspect the fluid color.
13. Inspect the filter. Pry the metal crimping away from the top of the filter and pull apart. The filter may contain the following evidence for root cause diagnosis: Clutch material Bronze slivers indicating bushing wear Steel particles
14. Clean the transmission case and the oil pan gasket surfaces with solvent, and air dry. You must remove all traces of the old gasket material.

Scheme 455

Scheme 456

Scheme 457

1. Coat the NEW filter seal with automatic transmission fluid.
2. Install the NEW filter seal into the transmission case. Tap the seal into place using a suitable size socket.
3. Install the NEW filter.
4. Install the oil pan and NEW gasket. NOTE: Refer to «FASTENER NOTICE»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#gm-vehicles-cautions-notices__fastener-notice) in Cautions and Notices.
5. Install the oil pan bolts. Tighten Tighten the bolts alternately and evenly to 11 N.m (97 lb in).
6. If previously removed, install the range selector cable bracket and bolts. Tighten Tighten the bolts to 25 N.m (18 lb ft).
7. Apply a small amount of sealant GM P/N 12346004 (Canadian P/N 10953480), or equivalent to the threads of the oil pan drain plug, if equipped.
8. Install the oil pan drain plug, if equipped. Tighten Tighten the plug to 18 N.m (13 lb ft).
9. Lower the vehicle.
10. Fill the transmission to the proper level with DEXRON® III transmission fluid. Refer to «TRANSMISSION FLUID CHECKING PROCEDURE»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) and Fluid Capacity Specifications, See «Fluid Capacity Specification»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .
11. Check the COLD fluid level reading for initial fill only.
12. Inspect the oil pan gasket for leaks.

Scheme 458

Scheme 459

1. Remove the front grill assembly. Refer to GRILLE REPLACEMENT (CADILLAC) or GRILLE REPLACEMENT (AVALANCHE) in Exterior Trim.
2. Remove the transmission fluid cooler hose from the Auxiliary oil cooler. Refer to TRANSMISSION OIL COOLER LINE QUICK CONNECT FITTING .
3. Remove the transmission fluid cooler hose from the radiator. Refer to TRANSMISSION OIL COOLER LINE QUICK CONNECT FITTING .
4. Raise the vehicle. Refer to «LIFTING AND JACKING THE VEHICLE»(/cadillac/escalade/gmt800-2001-2006/remont/hoistjack/#jacking-and-lifting-avalanche__lifting-and-jacking-the-vehicle) in General Information.
5. Remove the engine protection shield.
6. Remove the cooling lines from the transmission. Refer to TRANSMISSION OIL COOLER LINE QUICK CONNECT FITTING .
7. Remove the oil cooling lines from the vehicle.

Scheme 460

Scheme 461

1. Install the transmission oil cooler lines to the vehicle.
2. Install the cooling lines to the transmission. Refer to TRANSMISSION OIL COOLER LINE QUICK CONNECT FITTING .
3. Install the engine protection shield.
4. Lower the vehicle.
5. Install the transmission fluid cooler hose to the radiator. Refer to TRANSMISSION OIL COOLER LINE QUICK CONNECT FITTING .
6. Install the transmission fluid cooler hose to the Auxiliary oil cooler. Refer to TRANSMISSION OIL COOLER LINE QUICK CONNECT FITTING .
7. Install the front grill assembly. Refer to GRILLE REPLACEMENT (CADILLAC) or GRILLE REPLACEMENT (AVALANCHE) in Exterior Trim.

Important: Perform the following procedure when removing the retaining rings and cooler lines from the quick connect fittings located on the radiator and/or the transmission.

Scheme 462

Scheme 463

1. Pull the plastic cap back from the quick connect fitting and down along the cooler line about 5 cm (2 in).
2. Using a bent-tip screwdriver, pull on one of the open ends of the retaining ring in order to rotate the retaining ring around the quick connect fitting until the retaining ring is out of position and can be completely removed.
3. Remove the retaining ring from the quick connect fitting.
4. Discard the retaining ring.
5. Pull the cooler line straight out from the quick connect fitting.

Installation Procedure

Important

1. Do not reuse any of the existing oil lines or oil line fittings if there is excessive corrosion.
2. Do not reuse any of the existing retaining rings that were removed from the existing quick connect fittings. Install new retaining rings.
3. Ensure the following procedures are performed when installing the new retaining rings onto the fittings.

Scheme 464

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Scheme 473

1. Install a new retaining ring into the quick connect fitting using the following procedure
2. Hook one of the open ends of the retaining ring in one of the slots in the quick connect fitting.
3. Rotate the retaining ring around the fitting until the retaining ring is positioned with all three ears through the three slots on the fitting.
4. Do not install the new retaining ring onto the fitting by pushing the retaining ring.
5. Ensure that the three retaining ring ears are seen from inside the fitting and that the retaining ring moves freely in the fitting slots.
6. Install the cooler line into the quick connect fitting.
7. Insert the cooler line end into the quick connect fitting until a click is either heard or felt.
8. Do not use the plastic cap on the cooler line in order to install the cooler line into the fitting.
9. Pull back sharply on the cooler line in order to ensure that the cooler line is fastened into the quick connect fitting. Important: Do not manually depress the retaining clip when installing the plastic cap.
10. Position (snap) the plastic cap onto the fitting. Do not manually depress the retaining ring when installing the plastic cap onto the quick connect fitting.
11. Ensure that the plastic cap is fully seated against the fitting.
12. Ensure that no gap is present between the cap and the fitting.
13. Ensure that the yellow identification band on the tube is hidden within the quick connect fitting.
14. A hidden yellow identification band indicates proper joint seating.
15. Fill the transmission to the proper level with DEXRON® III transmission fluid. Refer to «TRANSMISSION FLUID CHECKING PROCEDURE»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .

Scheme 474

1. Remove the front grill assembly. Refer to GRILLE REPLACEMENT (CADILLAC) or GRILLE REPLACEMENT (AVALANCHE) in Exterior Trim.
2. Place a drain pan under the vehicle.
3. Disconnect the transmission oil cooler lines from the auxiliary cooler. Refer to TRANSMISSION OIL COOLER LINE QUICK CONNECT FITTING .
4. Remove the auxiliary oil cooler bolts (1) and push pins (2).
5. Remove the auxiliary oil cooler from the vehicle.

Scheme 475

1. Install the auxiliary oil cooler to the vehicle. NOTE: Refer to «FASTENER NOTICE»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#gm-vehicles-cautions-notices__fastener-notice) in Cautions and Notices.
2. Install the bolts (1) and the push pins (2) that retain the auxiliary oil cooler to the radiator brace. Tighten Tighten the bolts to 12 N.m (9 lb ft).
3. Connect the transmission oil cooler lines to the auxiliary cooler. Refer to TRANSMISSION OIL COOLER LINE QUICK CONNECT FITTING .
4. Install the front grill assembly. Refer to GRILLE REPLACEMENT (CADILLAC) or GRILLE REPLACEMENT (AVALANCHE) in Exterior Trim.

2-4 Servo

Tools Required

J 29714-A Servo Cover Depressor

Scheme 476

Scheme 477

Scheme 478

Scheme 479

Scheme 480

1. Remove the exhaust pipe. Refer to EXHAUST MANIFOLD PIPE REPLACEMENT (6.0L AND 8.1L ENGINES) in Engine Exhaust.
2. Remove the heat shield bolts.
3. Remove the heat shield.
4. Remove the oil pan bolt below the servo.
5. Install the J 29714-A.
6. Tighten the bolt on J 29714-A in order to compress the servo cover.
7. Remove the servo cover ring.
8. Remove the J 29714-A .
9. Remove the servo cover and O-ring seal. If the cover is hung up on the seal, use a pick (2) in order to pull and stretch the seal (1) out of the groove. Cut and remove the O-ring seal before removing the cover.
10. Remove the 2-4 servo.
11. Inspect the 4th apply piston, 2-4 servo converter, 2nd apply piston, and the servo piston inner housing for the following defects: Cracks Scoring Burrs and nicks

Scheme 481

Scheme 482

Scheme 483

1. Install NEW seals onto the servo pistons and the servo cover.
2. Install the 2-4 servo.
3. Install the J 29714-A.
4. Tighten the bolt on J 29714-A in order to compress the servo cover.
5. Install the servo cover ring.
6. Remove the J 29714-A. NOTE: Refer to «FASTENER NOTICE»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#gm-vehicles-cautions-notices__fastener-notice) in Cautions and Notices.
7. Install the oil pan bolt. Tighten Tighten the bolt to 11 N.m (97 lb in).
8. Install the heat shield and bolts. Tighten Tighten the bolts to 17 N.m (13 lb ft).
9. Install the exhaust pipe. Refer to EXHAUST MANIFOLD PIPE REPLACEMENT (6.0L AND 8.1L ENGINES) in Engine Exhaust.
10. Fill the transmission to the proper level with DEXRON® III transmission fluid. Refer to «TRANSMISSION FLUID CHECKING PROCEDURE»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .

Scheme 484

Scheme 485

1. Remove the transmission filter. Refer to «AUTOMATIC TRANSMISSION FLUID/FILTER REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .
2. Compress the reverse boost valve sleeve into the bore of the oil pump to release tension on the reverse boost valve retaining ring.
3. Remove the reverse boost valve retaining ring, then slowly release tension on the reverse boost valve sleeve.
4. Remove the reverse boost valve sleeve (5) and the reverse boost valve (4).
5. Remove the pressure regulator isolator spring (3) and the pressure regulator valve spring (2).
6. Remove the pressure regulator valve (1).

Scheme 486

Scheme 487

1. Install the pressure regulator valve (1).
2. Install the pressure regulator isolator spring (3) and the pressure regulator valve spring (2).
3. Install the reverse boost valve (4) in the reverse boost valve sleeve (5).
4. Install the reverse boost valve (4) and sleeve (5) in the oil pump cover.
5. Compress the reverse boost valve sleeve into the bore of the oil pump to expose the retaining ring slot.
6. Install the reverse boost valve retaining ring, then slowly release tension on the reverse boost valve sleeve.
7. Install the transmission filter. Refer to «AUTOMATIC TRANSMISSION FLUID/FILTER REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .

Scheme 488

Scheme 489

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Scheme 495

1. Remove the transmission oil level indicator.
2. Raise and suitably support the vehicle. Refer to «LIFTING AND JACKING THE VEHICLE»(/cadillac/escalade/gmt800-2001-2006/remont/hoistjack/#jacking-and-lifting-avalanche__lifting-and-jacking-the-vehicle) in General Information.
3. Support the transmission using a suitable jack.
4. Remove the transmission mount nut.
5. Remove the transmission crossmember bolts/nuts.
6. Remove the transmission crossmember.
7. Loosen the left exhaust pipe nuts.
8. Loosen the right exhaust pipe nuts.
9. Remove the insulator nuts and insulator from the bracket.
10. Remove the exhaust pipe hanger bracket bolts and bracket.
11. Lower the transmission slightly.
12. Disconnect the transmission oil cooler lines. Refer to TRANSMISSION OIL COOLER LINE QUICK CONNECT FITTING .
13. Plug the transmission oil cooler line fittings.
14. Remove the indicator tube nut.
15. Remove the oil level indicator tube.
16. Remove the seal from the transmission, if necessary.

Scheme 496

Scheme 497

Scheme 498

Scheme 499

Scheme 500

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Scheme 503

1. Install a NEW seal to the indicator tube.
2. Install the oil level indicator tube. NOTE: Refer to «FASTENER NOTICE»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#gm-vehicles-cautions-notices__fastener-notice) in Cautions and Notices.
3. Install the indicator tube nut. Tighten Tighten the nut to 18 N.m (13 lb ft).
4. Remove the plugs from the transmission oil cooler line fittings.
5. Connect the transmission oil cooler lines. Refer to TRANSMISSION OIL COOLER LINE QUICK CONNECT FITTING .
6. Install the exhaust pipe hanger bracket and bolts. Tighten Tighten the bolts to 17 N.m (12 lb ft).
7. Instal the insulator and nuts to the bracket. Tighten Tighten the nuts to 17 N.m (12 lb ft).
8. Tighten the right exhaust pipe nuts. Tighten Tighten the nuts to 50 N.m (37 lb ft).
9. Tighten the left exhaust pipe nuts. Tighten Tighten the nuts to 50 N.m (37 lb ft).
10. Install the transmission crossmember.
11. Install the transmission crossmember bolts/nuts. Tighten Tighten the bolts/nuts to 95 N.m (70 lb ft).
12. Install the transmission mount nut. Tighten Tighten the nut to 50 N.m (37 lb ft).
13. Remove the support from the transmission.
14. Lower the vehicle.
15. Install the transmission oil level indicator.
16. Fill the transmission to the proper level with DEXRON® III transmission fluid. Refer to «TRANSMISSION FLUID CHECKING PROCEDURE»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .

Manual Shift Shaft Seal Replacement

Tools Required

1. J 43911 Selector Shaft Seal Remover
2. J 43909 Selector Shaft Seal Installer

Scheme 504

1. Remove the park/neutral position (PNP) switch. Refer to «PARK/NEUTRAL POSITION SWITCH REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement__parkneutral-position-switch-replacement) .
2. Ensure that the jackscrew for J 43911 is backed off and will not interfere with installation of the removal tool. Slide the seal remover tool over the selector shaft (2) with the threaded end of the tool towards the seal.
3. Rotate the removal tool so that the threads on the end of the tool engage the steel shell (1) of the seal. Use a wrench to ensure that the removal tool is firmly attached to the seal shell.
4. Rotate the jackscrew in the clockwise direction to remove the seal from the bore. Discard the seal that was removed.

Scheme 505

1. Carefully slide a new selector shaft seal (1) over the selector shaft (2) with the wide face of the steel case facing outward. Position the seal so that it is starting to enter the seal bore.
2. Obtain J 43909 and remove the inner sleeve so that the tool will slide over the selector shaft.
3. Slide the J 43909 into position so that the end of the tool contacts the seal being installed. Use a mallet to strike the J 43909 and drive the new seal into the bore until it is seated at the bottom of the bore.
4. Install the PNP switch. Refer to «PARK/NEUTRAL POSITION SWITCH REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement__parkneutral-position-switch-replacement) .
5. Fill the transmission to the proper level with DEXRON® III transmission fluid. Refer to «TRANSMISSION FLUID CHECKING PROCEDURE»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .

Scheme 506

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Scheme 515

1. Ensure that removal of the valve body is necessary before proceeding. Important: The following components can be serviced without removing the valve body from the transmission: The torque converter clutch solenoid (1) The pressure control solenoid (2) The internal wiring harness (3) The 2-3 shift solenoid (4) The 1-2 shift solenoid (5) The transmission fluid pressure manual valve position switch (6) The 3-2 shift solenoid (7) The torque converter clutch pulse width modulation (TCC PWM) solenoid (8)
2. Remove the fluid level indicator.
3. Remove the transmission filter. Refer to «AUTOMATIC TRANSMISSION FLUID/FILTER REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .
4. Disconnect the internal wiring harness electrical connectors from the following components: The transmission fluid pressure manual valve position switch (1) The 1-2 shift solenoid (2) The 2-3 shift solenoid (3) The pressure control solenoid (4) The TCC PWM solenoid (5) The 3-2 shift solenoid (6)
5. Remove the fluid indicator stop bracket bolt (2).
6. Remove the fluid indicator bracket (1).
7. Remove the TCC PWM solenoid retainer (2) with a small screwdriver. Rotate the solenoid (1) in the bore, if necessary, until the flat part of the retainer (2) is visible.
8. Remove the TCC PWM solenoid (1) in order to access the TCC solenoid bolts.
9. Remove the TCC solenoid bolts.
10. Remove the TCC solenoid (with O-ring seal) and wiring harness from the valve body.
11. Reposition the harness to the side of the transmission case.
12. Remove the valve body bolts which retain the transmission fluid pressure switch to the valve body.
13. Remove the transmission fluid pressure switch.
14. Inspect the transmission fluid pressure switch for damage or debris.
15. Remove the manual detent spring bolt.
16. Remove the manual detent spring.
17. Inspect the manual detent spring for cracks or damage. Important: Keep the valve body level when lowering it from the vehicle. This will prevent the loss of checkballs located in the valve body passages.
18. Remove the remaining valve body bolts.
19. Carefully lower the valve body from the transmission case while simultaneously disconnecting the manual valve link.

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Scheme 531

1. Install the checkballs (1-7) into the valve body.
2. Install the valve body to the transmission case while simultaneously connecting the manual valve link to the manual valve.
3. Verify that the manual valve link (3) is installed properly to the inside detent lever (1) and the manual valve (2).
4. Install one bolt (M6 X 1.0 X 47.5) hand tight in the center (1) of the valve body to hold it in place. Important: When installing bolts throughout this procedure, be sure to use the correct bolt size and length in the correct location as specified.
5. Do not install the transmission fluid indicator stop bracket and bolt at this time. Install but do not tighten the valve body bolts which retain only the valve body directly. Each numbered bolt location corresponds to a specific bolt size and length, as indicated by the following: M6 X 1.0 X 65.0 (1) M6 X 1.0 X 54.4 (2) M6 X 1.0 X 47.5 (3) M6 X 1.0 X 35.0 (4) M8 X 1.0 X 20.0 (5) M6 X 1.0 X 12.0 (6) M6 X 1.0 X 18.0 (7)
6. Install the manual detent spring.
7. Install but do not tighten the manual detent spring bolt.
8. Install the transmission fluid pressure switch.
9. Install but do not tighten the valve body bolts which retain the transmission fluid pressure switch to the valve body. NOTE: Refer to «FASTENER NOTICE»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#gm-vehicles-cautions-notices__fastener-notice) in Cautions and Notices. NOTE: Torque valve body bolts in a spiral pattern starting from the center. If the bolts are torqued at random, valve bores may be distorted and inhibit valve operation.
10. Tighten the valve body bolts in a spiral pattern starting from the center, as indicated by the arrows. Tighten Tighten the bolts in the sequence shown to 11 N.m (97 lb in).
11. Ensure that the manual detent spring is aligned properly with the detent lever. Tighten Tighten the bolt to 11 N.m (97 lb in).
12. Install the TCC solenoid with a NEW O-ring seal to the valve body.
13. Install the TCC solenoid bolts. Tighten Tighten the bolts to 11 N.m (97 lb in).
14. Install the internal wiring harness to the valve body. The internal wiring harness has a tab (1) on the edge of the conduit.
15. Place the tab between the valve body and the pressure switch in the location shown (2). Press the harness into position on the valve body bolt bosses (1,3).
16. Install the TCC PWM solenoid (1) to the valve body.
17. Install the TCC PWM solenoid retainer (2).
18. Install the transmission fluid indicator stop bracket (1) and bolt (2). Tighten Tighten the bolt to 11 N.m (97 lb in).
19. Connect the internal wiring harness electrical connectors to the following components: The transmission fluid pressure manual valve position switch (1) The 1-2 shift solenoid (2) The 2-3 shift solenoid (3) The pressure control solenoid (4) The TCC PWM solenoid (5) The 3-2 shift solenoid (6)
20. Install the transmission filter. Refer to «AUTOMATIC TRANSMISSION FLUID/FILTER REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .

Scheme 532

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Scheme 534

Scheme 535

1. Remove the transmission filter. Refer to «AUTOMATIC TRANSMISSION FLUID/FILTER REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) . Important: Do not remove the valve body for the following procedures. Removal of the 1-2 accumulator is necessary only if servicing the pressure control solenoid.
2. Remove the 1-2 accumulator, if necessary. Refer to «ACCUMULATOR ASSEMBLY, SPACER PLATE, AND GASKETS»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement__accumulator-assembly-spacer-plate-and-gaskets) .
3. Disconnect the internal wiring harness electrical connectors from the following components: Transmission fluid pressure switch (1) 1-2 shift control solenoid (2) 2-3 shift control solenoid (3) Pressure control solenoid (4) Torque converter clutch pulse width modulation (TCC PWM) solenoid (5) 3-2 control solenoid (6)
4. Remove the pressure control solenoid retainer.
5. Remove the pressure control solenoid.
6. Remove the 1-2 and 2-3 shift solenoid retainers.
7. Remove the 1-2 and 2-3 shift solenoids.
8. Remove the 3-2 control solenoid retainer.
9. Remove the 3-2 control solenoid.

Scheme 536

Scheme 537

Scheme 538

Scheme 539

1. Install the 3-2 control solenoid.
2. Install the 3-2 control solenoid retainer.
3. Install the 1-2 and 2-3 shift solenoids.
4. Install the 1-2 and 2-3 shift solenoid retainers.
5. Install the pressure control solenoid. Ensure that the electrical tabs are facing outboard. NOTE: Refer to «FASTENER NOTICE»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#gm-vehicles-cautions-notices__fastener-notice) in Cautions and Notices.
6. Install the pressure control solenoid retainer and bolt. Tighten Tighten the bolt to 11 N.m (97 lb in).
7. Connect the internal wiring harness electrical connectors to the following components: Transmission fluid pressure switch (1) 1-2 shift control solenoid (2) 2-3 shift control solenoid (3) Pressure control solenoid (4) TCC PWM solenoid (5) 3-2 control solenoid (6)
8. Install the 1-2 accumulator, if necessary. Refer to «ACCUMULATOR ASSEMBLY, SPACER PLATE, AND GASKETS»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement__accumulator-assembly-spacer-plate-and-gaskets) .
9. Install the transmission filter. Refer to «AUTOMATIC TRANSMISSION FLUID/FILTER REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .

Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid, TCC Solenoid, and Wiring Harness

Tools Required

J 28458 Seal Protector Retainer Installer

Scheme 540

Scheme 541

Scheme 542

Scheme 543

Scheme 544

Scheme 545

Scheme 546

1. Remove the transmission filter. Refer to «AUTOMATIC TRANSMISSION FLUID/FILTER REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .
2. Disconnect the transmission harness 20-way connector (1) from the transmission internal harness pass-through connector. Depress both tabs on the connector and pull straight up; do not pry the connector. Important: Removal of the valve body is not necessary for the following procedure.
3. Remove the 1-2 accumulator. Do not remove the spacer plate. Refer to «ACCUMULATOR ASSEMBLY, SPACER PLATE, AND GASKETS»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement__accumulator-assembly-spacer-plate-and-gaskets) .
4. Disconnect the internal wiring harness electrical connectors from the following components: Transmission fluid pressure switch (1) 1-2 shift control solenoid (2) 2-3 shift control solenoid (3) Pressure control solenoid (4) Torque converter clutch pulse width modulation (TCC PWM) solenoid (5) 3-2 control solenoid (6)
5. Remove the TCC PWM solenoid retainer.
6. Remove the TCC PWM solenoid in order to access one of the TCC solenoid bolts.
7. Remove the pressure control solenoid retainer.
8. Remove the pressure control solenoid.
9. Remove the TCC solenoid bolts and the valve body bolts which retain the internal wiring harness.
10. Using J 28458 , release the pass-through electrical connector from the transmission case. 10.1. Use the small end of the J 28458 over the top of the connector. 10.2. Twist in order to release the four tabs retaining the connector. 10.3. Pull the harness connector down through the transmission case.
11. Remove the TCC solenoid (with O-ring seal) and wiring harness.
12. Inspect the TCC solenoid and wiring harness for the following defects: Damage Cracked connectors Exposed wires Loose pins

Scheme 547

Scheme 548

Scheme 549

Scheme 550

Scheme 551

Scheme 552

1. Install the wiring harness and TCC solenoid with a new O-ring seal to the transmission.
2. Install the pass-through electrical connector to the transmission case. NOTE: Refer to «FASTENER NOTICE»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#gm-vehicles-cautions-notices__fastener-notice) in Cautions and Notices.
3. Install the valve body bolts which retain the internal wiring harness and install the TCC solenoid bolts. Tighten Tighten the control valve body bolts to 11 N.m (97 lb in). Tighten the TCC solenoid bolts to 11 N.m (97 lb in).
4. Install the pressure control solenoid. Ensure that the electrical tabs are facing outboard.
5. Install the pressure control solenoid retainer and bolt. Tighten Tighten the bolt to 11 N.m (97 lb in).
6. Install the TCC PWM solenoid to the control valve body.
7. Install the TCC PWM solenoid retainer.
8. Connect the internal wiring harness electrical connectors to the following components: Transmission fluid pressure switch (1) 1-2 shift control solenoid (2) 2-3 shift control solenoid (3) Pressure control solenoid (4) TCC PWM solenoid (5) 3-2 control solenoid (6)
9. Install the 1-2 accumulator. Refer to «ACCUMULATOR ASSEMBLY, SPACER PLATE, AND GASKETS»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement__accumulator-assembly-spacer-plate-and-gaskets) .
10. Connect the transmission harness 20-way connector (1) to the transmission pass-through connector. Align the arrows on each half of the connector and insert straight down.
11. Install the transmission filter. Refer to «AUTOMATIC TRANSMISSION FLUID/FILTER REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .

Accumulator Assembly, Spacer Plate, and Gaskets

Tools Required

1. J 25025-B Pump and Valve Body Alignment Pin Set
2. J 36850 Transjel Lubricant

Scheme 553

Scheme 554

Scheme 555

Scheme 556

Scheme 557

Scheme 558

Scheme 559

Scheme 560

1. Remove the transmission filter. Refer to «AUTOMATIC TRANSMISSION FLUID/FILTER REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) . Important: The 1-2 accumulator can be removed without removing the valve body.
2. Remove the valve body. Refer to «VALVE BODY AND PRESSURE SWITCH REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .
3. Remove the accumulator cover bolts.
4. Remove the 1-2 accumulator cover.
5. Disassemble the 1-2 accumulator. 5.1. Blow compressed air into the 1-2 accumulator cover, as shown, in order to remove the 1-2 accumulator piston. 5.2. Remove the 1-2 accumulator inner and outer springs.
6. Inspect the 1-2 accumulator inner and outer springs for cracks.
7. Remove the 1-2 accumulator piston seal (1) from the 1-2 accumulator piston.
8. Inspect the 1-2 accumulator piston for the following defects: Porosity Cracks Scoring Nicks and scratches
9. Inspect the 1-2 accumulator cover for the following defects: Porosity Cracks Scoring Nicks and scratches
10. Remove the spacer plate support bolts. Important: Use care not to drop the following items that will be removed along with the spacer plate: The number 1 checkball The 3-4 accumulator spring The 3-4 accumulator pin
11. Remove the spacer plate support.
12. Remove the spacer plate to valve body gasket, the spacer plate and the spacer plate to transmission case gasket.
13. Remove the 3-4 accumulator piston (2).
14. Inspect the 3-4 accumulator spring for cracks.
15. Remove the 3-4 accumulator piston seal (1) from the 3-4 accumulator piston.
16. Inspect the 3-4 accumulator piston for the following defects: Porosity Cracks Scoring Nicks and scratches

Scheme 561

Scheme 562

Scheme 563

Scheme 564

Scheme 565

Scheme 566

Scheme 567

Scheme 568

Scheme 569

Scheme 570

1. Install a new 3-4 accumulator piston seal (1) to the 3-4 accumulator piston.
2. Install the 3-4 accumulator pin (1) into the transmission case and retain the pin with J 36850.
3. Install the 3-4 accumulator piston (2) onto the pin (1) in the transmission case. Ensure that the 3-4 accumulator piston legs face away from the transmission case.
4. Install the J 25025-B (2, 3) to the transmission case.
5. Install the spacer plate to transmission case gasket and the spacer plate to valve body gasket to the spacer plate; use J 36850 in order to retain the gaskets to the spacer plate. The case gasket is identified by a C. Be sure to place the case gasket on the transmission case side of the spacer plate. The valve body gasket is identified by a V. Be sure to place the valve body gasket on the valve body side of the spacer plate.
6. Ensure that the solenoid screens (1, 2) are in place on the spacer plate.
7. Place the checkball (3) on the spacer plate in the location shown.
8. Place the 3-4 accumulator spring (4) on the spacer plate.
9. Install the spacer plate and related components to the transmission. NOTE: Refer to «FASTENER NOTICE»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#gm-vehicles-cautions-notices__fastener-notice) in Cautions and Notices.
10. Install the spacer plate support and the spacer plate support bolts. Tighten Tighten the bolts to 11 N.m (97 lb in).
11. After installing the spacer plate support (2), look through the hole in the spacer plate to ensure that the checkball (1) has remained in the proper location.
12. Install a new 1-2 accumulator piston seal (1) to the 1-2 accumulator piston.
13. Install the 1-2 accumulator inner and outer springs to the 1-2 accumulator cover.
14. Install the 1-2 accumulator piston onto the pin in the 1-2 accumulator cover. Ensure that the piston legs face the accumulator cover.
15. Install the 1-2 accumulator cover and the accumulator cover bolts. Tighten Tighten the bolts to 11 N.m (97 lb in).
16. Remove the J 25025-B from the transmission case.
17. Install the valve body. Refer to «VALVE BODY AND PRESSURE SWITCH REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .
18. Install the transmission filter. Refer to «AUTOMATIC TRANSMISSION FLUID/FILTER REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .

Transmission Extension Housing Rear Oil Seal Replacement

Tools Required.

1. J 21426 Extension Housing Seal Installer
2. J 36850 Transjet Lubricant

Scheme 571

1. Place a drain pan under the vehicle.
2. Remove the propeller shaft. Refer to PROPELLER SHAFT REPLACEMENT - REAR in Propeller Shaft.
3. Remove the case extension housing rear oil seal. Use a flat bladed tool and carefully pry the seal from the housing.
4. Inspect the case extension housing for damage. Replace the extension housing if necessary. Refer to «TRANSMISSION EXTENSION HOUSING ASSEMBLY REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .

Scheme 572

1. Lubricate the inside diameter of the NEW seal with J 36850.
2. Using J 21426 and a soft faced mallet, install the seal.
3. Remove the drain pan.
4. Install the propeller shaft. Refer to PROPELLER SHAFT REPLACEMENT - REAR in. Propeller Shaft.
5. Fill the transmission to the proper level with DEXRON® Ill transmission fluid. Refer to «TRANSMISSION FLUID CHECKING PROCEDURE»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .

Scheme 573

1. Remove the propeller shaft. Refer to PROPELLER SHAFT REPLACEMENT - REAR in Propeller Shaft.
2. Remove the transmission mount. Refer to TRANSMISSION MOUNT REPLACEMENT .
3. Support the transmission with a transmission jack.
4. Place a drain pan under the vehicle.
5. Remove the case extension bolts (1).
6. Remove the case extension (2).
7. Remove and discard the case extension O-ring seal (3).

Scheme 574

1. Install a new case extension O-ring seal (3).
2. Install the case extension (2). NOTE: Refer to «FASTENER NOTICE»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#gm-vehicles-cautions-notices__fastener-notice) in Cautions and Notices.
3. Install the case extension bolts (1). Tighten Tighten the bolts (1) to 45 N.m (33 lb ft).
4. Install the transmission mount. Refer to TRANSMISSION MOUNT REPLACEMENT .
5. Remove the drain pan and the transmission jack.
6. Install the propeller shaft. Refer to PROPELLER SHAFT REPLACEMENT - REAR in Propeller Shaft.
7. Fill the transmission to the proper level with DEXRON® III transmission fluid. Refer to «TRANSMISSION FLUID CHECKING PROCEDURE»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .

Scheme 575

Scheme 576

1. Raise and suitably support the vehicle. Refer to «LIFTING AND JACKING THE VEHICLE»(/cadillac/escalade/gmt800-2001-2006/remont/hoistjack/#jacking-and-lifting-avalanche__lifting-and-jacking-the-vehicle) in General Information.
2. Disconnect the vehicle speed sensor (VSS) electrical connector (2).
3. Remove the VSS bolt (2).
4. Remove the VSS (1).
5. Remove the O-ring seal (3).

Scheme 577

Scheme 578

1. Install the O-ring seal (3) onto the VSS (1).
2. Coat the O-ring seal (3) with a thin film of transmission fluid.
3. Install the VSS (1). NOTE: Refer to «FASTENER NOTICE»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#gm-vehicles-cautions-notices__fastener-notice) in Cautions and Notices.
4. Install the VSS bolt (2). Tighten Tighten the bolt to 11 N.m (97 lb in).
5. Connect the VSS electrical connector (2).
6. Lower the vehicle.
7. Refill the fluid as required.

Scheme 579

Scheme 580

1. Raise and support the vehicle. Refer to «LIFTING AND JACKING THE VEHICLE»(/cadillac/escalade/gmt800-2001-2006/remont/hoistjack/#jacking-and-lifting-avalanche__lifting-and-jacking-the-vehicle) in General Information.
2. Support the transmission with a transmission jack.
3. Remove the transmission mount to the transmission support retaining nut or nuts.
4. Raise the transmission to take the weight off the mount.
5. Remove the transmission mount to the transmission or transfer case adapter mounting bolts (1).
6. Raise the transmission just enough to remove the transmission mount.
7. Remove the transmission mount from the vehicle.

Scheme 581

Scheme 582

1. Install the transmission mount to the vehicle. NOTE: Refer to «FASTENER NOTICE»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#gm-vehicles-cautions-notices__fastener-notice) in Cautions and Notices.
2. Install the transmission mount to the transmission or transfer case adapter mounting bolts (1). Tighten Tighten the bolts to 50 N.m (37 lb ft).
3. Lower the transmission.
4. Install the transmission mount to the transmission support retaining nut or nuts. Tighten Tighten the nut or nuts to 40 N.m (30 lb ft).
5. Remove the transmission jack.
6. Lower the vehicle.

Transmission Replacement

Tools Required

J 21366 Converter Holding Strap

Scheme 583

Scheme 584

Scheme 585

Scheme 586

Scheme 587

Scheme 588

Scheme 589

Scheme 590

Scheme 591

Scheme 592

Scheme 593

Scheme 594

Scheme 595

Scheme 596

1. Disconnect the negative battery cable. Refer to «BATTERY DISCONNECT CAUTION»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#gm-vehicles-cautions-notices__battery-disconnect-caution) in Cautions and Notices.
2. Drain the transmission fluid. Refer to «AUTOMATIC TRANSMISSION FLUID/FILTER REPLACEMENT»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .
3. Remove the rear propeller shaft. Refer to PROPELLER SHAFT REPLACEMENT - REAR in Propeller Shaft.
4. Support the transmission with a transmission jack.
5. Remove the transmission mount nuts.
6. Remove the transmission support bolts/nuts.
7. Raise the transmission slightly and remove the transmission support from the vehicle.
8. Remove the exhaust pipe. Refer to EXHAUST MANIFOLD PIPE REPLACEMENT (6.0L AND 8.1L ENGINES) in Engine Exhaust.
9. Remove the starter motor. Refer to STARTER MOTOR REPLACEMENT (4.8L, 5.3L, AND 6.0L ENGINES) or STARTER MOTOR REPLACEMENT (8.1L ENGINE) in Engine Electrical.
10. Remove the transfer case, if equipped. Refer to the appropriate procedure: Transfer Case - BW 4481 - NR3 TRANSFER CASE ASSEMBLY REPLACEMENT in Driveline/Axle. Transfer Case - BW 4482 - NR4 TRANSFER CASE ASSEMBLY REPLACEMENT in Driveline/Axle. Transfer Case - NVG 246 - NP8 TRANSFER CASE ASSEMBLY REPLACEMENT in Driveline/Axle.
11. Remove the transmission mount bolts and mount.
12. Ensure the transmission manual shaft is positioned in mechanical park.
13. Remove the retainer that secures the cable to the bracket.
14. Remove the range selector cable end (2) from the transmission range selector lever ball stud (1).
15. Depress the tangs and remove the cable from the bracket.
16. Remove the exhaust hanger bracket bolts and bracket.
17. Remove the harness clip (1) from the fuel line bracket.
18. Disconnect the park/neutral position (PNP) switch electrical connectors (2).
19. Disconnect the main electrical connector (1).
20. Disconnect the vehicle speed sensor (VSS) electrical connector (2).
21. Remove the bolt that secures the fuel line bracket to the left side of the transmission.
22. Remove the torque converter bolts.
23. Disconnect the transmission oil cooler lines. Refer to TRANSMISSION OIL COOLER LINE QUICK CONNECT FITTING .
24. Plug the transmission oil cooler line fittings.
25. Remove the fuel feed/return and evaporative emission (EVAP) return pipe bracket nut.
26. Remove the lower right transmission bolt and stud.
27. Remove the remaining transmission studs and bolt.
28. Install the J 21366 onto the transmission in order to retain the torque converter.
29. Pull the transmission straight back.
30. Remove the transmission from the vehicle while simultaneously removing the fluid level indicator tube.
31. Install the J 21366 to the bellhousing in order to retain the torque converter.

Scheme 597

Scheme 598

Scheme 599

Scheme 600

Scheme 601

Scheme 602

Scheme 603

Scheme 604

Scheme 605

Scheme 606

Scheme 607

Scheme 608

Scheme 609

Scheme 610

1. Raise the transmission into place while simultaneously installing the fluid indicator tube.
2. Remove the J 21366.
3. Slide the transmission straight onto the locating pins while lining up the marks on the flywheel and the torque converter. The torque converter must rotate freely by hand. NOTE: Refer to «FASTENER NOTICE»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#gm-vehicles-cautions-notices__fastener-notice) in Cautions and Notices.
4. Install transmission studs and bolt. Tighten Tighten the bolt/studs to 50 N.m (37 lb ft).
5. Install the lower right transmission stud and bolt. Tighten Tighten the bolt/stud to 50 N.m (37 lb ft).
6. Install the fuel feed/return and EVAP return pipe bracket nut. Tighten Tighten the nut to 20 N.m (15 lb ft).
7. Remove the plugs from the transmission oil cooler line fittings.
8. Connect the transmission oil cooler lines. Refer to TRANSMISSION OIL COOLER LINE QUICK CONNECT FITTING .
9. Install the torque converter bolts. Tighten Tighten the bolts to 63 N.m (46 lb ft).
10. Install the bolt that secures the fuel line bracket to the left side of the transmission. Tighten Tighten the bolt to 10 N.m (89 lb in).
11. Connect the VSS electrical connector (2).
12. Connect the main electrical connector (1).
13. Connect the PNP switch electrical connectors (2).
14. Install the harness clip (1) to the fuel line bracket.
15. Install the exhaust hanger bracket and bolts. Tighten Tighten the bolts to 17 N.m (13 lb ft).
16. Install the cable to the bracket.
17. Install the range selector cable end (2) to the transmission range selector lever ball stud (1).
18. Ensure the transmission manual shaft is positioned in mechanical park.
19. Install the retainer that secures the cable to the bracket.
20. Install the transmission mount and bolts. Tighten Tighten the bolts to 25 N.m (18 lb ft).
21. Install the transfer case, if equipped. Refer to the appropriate procedure: Transfer Case - BW 4481 - NR3 TRANSFER CASE ASSEMBLY REPLACEMENT in Driveline/Axle. Transfer Case - BW 4482 - NR4 TRANSFER CASE ASSEMBLY REPLACEMENT in Driveline/Axle. Transfer Case - NVG 246 - NP8 TRANSFER CASE ASSEMBLY REPLACEMENT in Driveline/Axle.
22. Install the starter motor. Refer to STARTER MOTOR REPLACEMENT (4.8L, 5.3L, AND 6.0L ENGINES) or STARTER MOTOR REPLACEMENT (8.1L ENGINE) in Engine Electrical.
23. Install the exhaust pipe. Refer to EXHAUST MANIFOLD PIPE REPLACEMENT (6.0L AND 8.1L ENGINES) in Engine Exhaust.
24. Raise the transmission slightly and install the transmission support.
25. Install the transmission support bolts/nuts. Tighten Tighten the bolts/nuts to 95 N.m (70 lb ft).
26. Install the transmission mount nuts. Tighten Tighten the nuts to 50 N.m (37 lb ft).
27. Remove the support from the transmission.
28. Install the rear propeller shaft. Refer to PROPELLER SHAFT REPLACEMENT - REAR in Propeller Shaft.
29. Connect the negative battery cable. Refer to «BATTERY DISCONNECT CAUTION»(/cadillac/escalade/gmt800-2001-2006/remont/oem-general-information/#gm-vehicles-cautions-notices__battery-disconnect-caution) in Cautions and Notices.
30. Fill the transmission to the proper level with DEXRON® III transmission fluid. Refer to «TRANSMISSION FLUID CHECKING PROCEDURE»(/cadillac/escalade/gmt800-2001-2006/remont/automatic-trans/#automatic-transmission-4l60-e4l65-e-service-replacement) .
31. Flush the transmission oil cooler and cooling lines if necessary.

How to Use This Section

This section provides the following information

1. General diagnosis information on transmissions
2. Procedures for diagnosing the Hydra-Matic transmission

When you diagnose any condition of the Hydra-Matic transmission, begin with A Diagnostic Starting Point. This procedure indicates the proper path of diagnosing the transmission by describing the basic checks. This procedure will then refer you to the locations of specific checks. After you have determined the cause of a condition, refer to Repair Instructions for repair procedures. If the faulty component is not serviceable without removing the transmission from the vehicle, refer to Unit Repair for repair information.

Basic Knowledge

Note. Do not, under any circumstances, attempt to diagnose a powertrain condition without basic knowledge of this powertrain. If you perform diagnostic procedures without this basic knowledge, you may incorrectly diagnose the condition or damage the powertrain components.

You must be familiar with some basic electronics in order to use this section of the service manual. You should also be able to use the following special tools

1. A digital multimeter (DMM)
2. A circuit tester
3. Jumper wires or leads
4. A line pressure gage set

Diagnosis

Note. If you probe a wire with a sharp instrument and do not properly seal the wire afterward, the wire corrodes and an open circuit results.

Diagnostic test probes are now available that allow you to probe individual wires without leaving the wire open to the environment. These probe devices are inexpensive and easy to install, and they permanently seal the wire from corrosion.

Throttle Positions

Engine Braking: A condition where the engine is used to slow the vehicle by manually downshifts during a zero throttle coastdown.

Full Throttle Detent Downshift: A quick apply of the accelerator pedal to its full travel, forcing a downshift.

Heavy Throttle: Approximately 3/4 of accelerator pedal travel (75 percent throttle position).

Light Throttle: Approximately 1/4 of accelerator pedal travel (25 percent throttle position).

Medium Throttle: Approximately 1/2 of accelerator pedal travel (50 percent throttle position).

Minimum Throttle: The least amount of throttle opening required for an upshift.

Wide Open Throttle (WOT): Full travel of the accelerator pedal (100 percent throttle position).

Zero Throttle Coastdown: A full release of the accelerator pedal while the vehicle is in motion and in drive range.

Shift Condition Definitions

Bump: A sudden and forceful apply of a clutch or a band.

Chuggle: A bucking or jerking. This condition may be most noticeable when the converter clutch is engaged. It is similar to the feel of towing a trailer.

Delayed: A condition where a shift is expected but does not occur for a period of time. This could be described as a clutch or band engagement that does not occur as quickly as expected during a part throttle or wide open throttle apply of the accelerator, or during manual downshifting to a lower range. This term is also defined as LATE or EXTENDED.

Double Bump (Double Feel): Two sudden and forceful applies of a clutch or a band.

Early: A condition where the shift occurs before the car has reached proper speed. This condition tends to labor the engine after the upshift.

End Bump: A firmer feel at the end of a shift than at the start of the shift. This is also defined as END FEEL or SLIP BUMP.

Firm: A noticeably quick apply of a clutch or band that is considered normal with a medium to heavy throttle. This apply should not be confused with HARSH or ROUGH.

Flare: A quick increase in engine RPM along with a momentary loss of torque. This most generally occurs during a shift. This condition is also defined as SLIPPING.

Harsh (Rough): A more noticeable apply of a clutch or band than FIRM. This condition is considered undesirable at any throttle position.

Hunting: A repeating quick series of upshifts and downshifts that causes a noticeable change in engine RPM, such as a 4-3-4 shift pattern. This condition is also defined as BUSYNESS.

Initial Feel: A distinctly firmer feel at the start of a shift than at the finish of the shift.

Late: A shift that occurs when the engine RPM is higher than normal for a given amount of throttle.

Shudder: A repeating jerking condition similar to CHUGGLE but more severe and rapid. This condition may be most noticeable during certain ranges of vehicle speed.

Slipping: A noticeable increase in engine RPM without a vehicle speed increase. A slip usually occurs during or after initial clutch or band apply.

Soft: A slow, almost unnoticeable clutch or band apply with very little shift feel.

Surge: A repeating engine related condition of acceleration and deceleration that is less intense than CHUGGLE.

Tie-Up: A condition where two opposing clutch and/or bands are attempting to apply at the same time causing the engine to labor with a noticeable loss of engine RPM.

Noise Conditions

Drive Link Noise: A whine or growl that increases or fades with vehicle speed, and is most noticeable under a light throttle acceleration. It may also be noticeable in PARK or NEUTRAL operating ranges with the vehicle stationary.

Final Drive Noise: A hum related to vehicle speed which is most noticeable under a light throttle acceleration.

Planetary Gear Noise: A whine related to vehicle speed, which is most noticeable in FIRST gear, SECOND gear, FOURTH gear or REVERSE. The condition may become less noticeable, or go away, after an upshift.

Pump Noise: A high pitched whine that increases in intensity with engine RPM. This condition may also be noticeable in all operating ranges with the vehicle stationary or moving.

Torque Converter Noise: A whine usually noticed when a vehicle is stopped, and the transmission is in DRIVE or REVERSE. The noise will increase with engine RPM.

Transmission Abbreviations

A/C: Air Conditioning

AC: Alternating Current

AT: Automatic Transmission

CCDIC: Climate Control Driver Information Center

DC: Direct Current

DIC: Driver Information Center

DLC: Diagnostic Link Connector

DMM: Digital Multimeter

DTC: Diagnostic Trouble Code

ECT: Engine Coolant Temperature

EMI: Electromagnetic Interference

IAT: Intake Air Temperature

IGN: Ignition

MAP: Manifold Absolute Pressure

MIL: Malfunction Indicator Lamp

NC: Normally Closed

NO: Normally Open

OBD: On Board Diagnostic

OSS: Output (Shaft) Speed Sensor

PC: Pressure Control

PCM: Powertrain Control Module

PWM: Pulse Width Modulation

RPM: Revolutions Per Minute

SS: Shift Solenoid

TAP: Transmission Adaptive Pressure

TCC: Torque Converter Clutch

TFP: Transmission Fluid Pressure

TFT: Transmission Fluid Temperature

TP: Throttle Position

TV: Throttle Valve

VSS: Vehicle Speed Sensor

WOT: Wide Open Throttle

4WD: Four-Wheel Drive

Scheme 611

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Scheme 614

Transmission Component and System Description

The mechanical components of the 4L60-E are as follows

1. Torque converter assembly
2. Servo assembly and 2-4 band assembly
3. Reverse input clutch and housing
4. Overrun clutch
5. Forward clutch
6. 3-4 clutch
7. Forward sprag clutch assembly
8. Lo and reverse roller clutch assembly
9. Lo and reverse clutch assembly
10. Two planetary gear sets: Input and Reaction
11. Oil pump assembly
12. Control valve body assembly

The electrical components of the 4L60-E are as follows

1. 1-2 and 2-3 shift solenoid valves
2. 3-2 shift solenoid valve assembly
3. Transmission pressure control (PC) solenoid
4. Torque converter clutch (TCC) solenoid valve
5. TCC pulse width modulation (PWM) solenoid valve
6. Automatic transmission fluid pressure (TFP) manual valve position switch
7. Automatic transmission fluid temperature (TFT) sensor
8. Vehicle speed sensor assembly

For more information, refer to ELECTRONIC COMPONENT DESCRIPTION .

Transmission Adaptive Functions

The 4L60-E transmission utilizes a line pressure control system during upshifts to compensate for the normal wear of transmission components. By adjusting the line pressure, the PCM can maintain acceptable transmission shift times. This process is known as "adaptive learning" or "shift adapts" and is similar to the closed loop fuel control system used for the engine.

In order for the PCM to perform a "shift adapt," it must first identify if an upshift is acceptable to analyze. For example, upshifts that occur during cycling of the A/C compressor or under extreme throttle changes could cause the PCM to incorrectly adjust line pressure. When an upshift is initiated, a number of contingencies, such as throttle position, transmission temperature, and vehicle speed, are checked in order to determine if the actual shift time is valid to compare to a calibrated desired shift time. If all the contingencies are met during the entire shift, then the shift is considered valid and the adapt function may be utilized if necessary.

Once an adaptable shift is identified, the PCM compares the actual shift time to the desired shift time and calculates the difference between them. This difference is known as the shift error. The actual shift time is determined from the time that the PCM commands the shift to the start of the engine RPM drop initiated by the shift. If the actual shift time is longer than the calibrated desired shift time, a soft feel or slow engagement, then the PCM decreases current to the pressure control (PC) solenoid in order to increase line pressure for the next, same, upshift under identical conditions. If the actual shift time is shorter than the calibrated desired shift time, a firm engagement, then the PCM increases current to the PC solenoid in order to decrease line pressure for the next, same, upshift under identical conditions.

The purpose of the adapt function is to automatically compensate the shift quality for the various vehicle shift control systems. It is a continuous process that will help to maintain optimal shift quality throughout the life of the vehicle.

Clearing Transmission Adaptive Pressure (TAP)

Transmission adaptive pressure (TAP) information is displayed and may be reset using a scan tool.

The adapt function is a feature of the PCM that either adds or subtracts line pressure from a calibrated base line pressure in order to compensate for normal transmission wear. The TAP information is divided into 13 units, called cells. The cells are numbered 4 through 16. Each cell represents a given torque range. TAP cell 4 is the lowest adaptable torque range and TAP cell 16 is the highest adaptable torque range. It is normal for TAP cell values to display zero or negative numbers. This indicates that the PCM has adjusted line pressure at or below the calibrated base line pressure.

Updating TAP information is a learning function of the PCM designed to maintain acceptable shift times. It is not recommended that TAP information be reset unless one of the following repairs has been made

1. Transmission overhaul or replacement
2. Repair or replacement of an apply or release component, clutch, band, piston, servo
3. Repair or replacement of a component or assembly which directly affects line pressure

Resetting the TAP values using a scan tool will erase all learned values in all cells. As a result, the PCM will need to relearn TAP values. Transmission performance may be affected as new TAPs are learned. Learning can only take place when the PCM has determined that an acceptable shift has occurred. The PCM must also relearn TAP values if it is replaced.

Transmission Indicators and Messages

The following transmission-related indicators and messages may be displayed on the Instrument Panel Cluster (IPC). For a complete listing and description of all vehicle indicators and messages, refer to INDICATOR/WARNING MESSAGE DESCRIPTION AND OPERATION in Instrument Panel, Gages, and Console.

4WD: This indicator illuminates when the PCM detects that 4WD has been requested.

Tow/Haul: This indicator illuminates when the PCM detects that tow/haul mode has been requested.

"Trans Fluid Hot": This message is displayed when the PCM detects a transmission fluid temperature (TFT) equal to or greater than 130°C (266°F) for 5 seconds.

"Trans Hot...Idle Engine": This message is displayed when the PCM detects a transmission fluid temperature (TFT) equal to or greater than 135°C (275°F).

Scheme 615

The 1-2 and 2-3 shift solenoid valves (also called A and B solenoids) are identical devices that control the movement of the 1-2 and 2-3 shift valves (the 3-4 shift valve is not directly controlled by a shift solenoid). The solenoids are normally-open exhaust valves that work in four combinations to shift the transmission into different gears.

The PCM energizes each solenoid by grounding the solenoid through an internal quad driver. This sends current through the coil winding in the solenoid and moves the internal plunger out of the exhaust position. When ON, the solenoid redirects fluid to move a shift valve.

Important: The manual valve hydraulically can override the shift solenoids. Only in D4 do the shift solenoid states totally determine what gear the transmission is in. In the other manual valve positions, the transmission shifts hydraulically and the shift solenoid states CATCH UP when the throttle position and the vehicle speed fall into the correct ranges.

The PCM-controlled shift solenoids eliminate the need for TV and governor pressures to control shift valve operation.

Scheme 616

The 3-2 shift solenoid valve assembly is a normally-closed, 3-port, ON/OFF device that is used in order to improve the 3-2 downshift. The solenoid regulates the release of the 3-4 clutch and the 2-4 band apply.

Scheme 617

The transmission pressure control solenoid is an electronic pressure regulator that controls pressure based on the current flow through its coil winding. The magnetic field produced by the coil moves the solenoid's internal valve which varies pressure to the pressure regulator valve.

The PCM controls the pressure control solenoid by commanding current between 0.1 and 1.1 amps. This changes the duty cycle of the solenoid, which can range between 5 percent and 95 percent - typically less than 60 percent. High amperage (1.1 amps) corresponds to minimum line pressure, and low amperage (0.1 amp) corresponds to maximum line pressure - if the solenoid loses power, the transmission defaults to maximum line pressure.

The PCM commands the line pressure values, using inputs such as engine speed and throttle position sensor voltage.

The pressure control solenoid takes the place of the throttle valve or the vacuum modulator that was used on past model transmissions.

Scheme 618

The torque converter clutch (TCC) solenoid valve is a normally-open exhaust valve that is used to control torque converter clutch apply and release. When grounded (energized) by the PCM, the TCC solenoid valve stops converter signal oil from exhausting. This causes converter signal oil pressure to increase and move the TCC solenoid valve into the apply position.

Scheme 619

The torque converter clutch pulse width modulation solenoid valve controls the fluid acting on the converter clutch valve. The converter clutch valve controls the TCC apply and release. This solenoid is attached to the control valve body assembly within the transmission. The TCC PWM solenoid valve provides a smooth engagement of the torque converter clutch by operating during a duty cycle percent of ON time.

Scheme 620

Important: Seven valid combinations and two invalid combinations are available from the TFP manual valve position switch. Refer to the Transmission Fluid Pressure (TFP) Manual Valve Position Switch Logic, See Transmission Fluid Pressure (TFP) Manual Valve Position Switch Logic Specification table for valid/invalid combinations for range signal circuits A, B and C.

The transmission fluid pressure (TFP) manual valve position switch consists of five pressure switches (two normally-closed and three normally-open) on the control valve body that sense whether fluid pressure is present in five different valve body passages. The combination of switches that are open and closed is used by the PCM in order to determine the actual manual valve position. The TFP manual valve position switch, however, cannot distinguish between PARK and NEUTRAL because the monitored valve body pressures are identical in both cases.

The switches are wired to provide three signal lines that are monitored by the PCM. These signals are used to help control line pressure, torque converter clutch apply and shift solenoid valve operation. Voltage at each of the signal lines is either zero or twelve volts.

In order to monitor the TFP manual valve position switch operation, the PCM compares the actual voltage combination of the switches to a TFP combination table stored in its memory.

The TFP manual valve position switch signal voltage can be measured from each pin-to-ground and compared to the combination table. On the automatic transmission (AT) wiring harness assembly, pin N is signal A, pin R is signal B, and pin P is signal C. With the AT wiring harness assembly connected and the engine running, a voltage measurement of these three lines will indicate a high reading (near 12 volts) when a circuit is open, and a low reading (zero volts) when the circuit is switched to ground.

The transmission fluid temperature (TFT) sensor is part of the TFP manual valve position switch assembly.

Scheme 621

The vehicle speed sensor (VSS) assembly provides vehicle speed information to the PCM. The VSS assembly is a permanent magnet (PM) generator. The PM generator produces a pulsing AC voltage as rotor teeth on the transmission output shaft pass through the sensor's magnetic field. The AC voltage level and the number of pulses increase as the speed of the vehicle increases. Output voltage varies with speed from a minimum of 0.5 volts at 100 RPM to more than 100 volts at 8000 RPM. The PCM converts the pulsing voltage to vehicle speed. The PCM uses the vehicle speed signal to determine shift timing and TCC scheduling.

Automatic Transmission Fluid Temperature Sensor

The automatic transmission fluid temperature (TFT) sensor is part of the automatic transmission fluid pressure (TFP) manual valve position switch. The TFT sensor is a resistor, or thermistor, which changes value based on temperature. The sensor has a negative-temperature coefficient. This means that as the temperature increases, the resistance decreases and as the temperature decreases, the resistance increases.

The PCM supplies a 5-volt reference signal to the TFT sensor and measures the voltage drop in the circuit. When the transmission fluid is cold, the sensor resistance is high and the PCM detects high signal voltage. As the fluid temperature warms to a normal operating temperature, the resistance becomes less and the signal voltage decreases. Refer to TFT Sensor Specifications for a complete comparison of sensor resistance, temperature and signal voltage.

The PCM uses the TFT sensor information to control shift quality and TCC application.

Scheme 622

The transmission range (TR) switch is part of the park/neutral position (PNP) and backup lamp switch assembly, which is externally mounted on the transmission manual shaft. The TR switch contains four internal switches that indicate the transmission gear range selector lever position. The PCM supplies ignition voltage to each switch circuit. As the gear range selector lever is moved, the state of each switch may change, causing the circuit to open or close. An open circuit or switch indicates a high voltage signal. A closed circuit or switch indicates a low voltage signal. The PCM detects the selected gear range by deciphering the combination of the voltage signals. The PCM compares the actual voltage combination of the switch signals to a TR switch combination chart stored in memory.

Scheme 623

Tow/Haul mode enables the operator to achieve enhanced shift performance when towing or hauling a load. When tow/haul mode is selected, the tow/haul switch input signal to the body control module (BCM) is momentarily toggled to zero volts. This signals the powertrain control module (PCM) to extend the length of time between upshifts and increase transmission line pressure. Cycling the tow/haul switch again disables tow/haul mode and returns the transmission to a normal shift pattern.

Scheme 624

The transmission electrical connector is an important part of the transmission operating system. Any interference with the electrical connection can cause the transmission to set diagnostic trouble codes or affect proper operation.

The following items can affect the electrical connection

1. Bent pins in the connector from rough handling during connection and disconnection
2. Wires backing away from the pins or coming uncrimped, in either the internal or the external wiring harness
3. Dirt contamination entering the connector when disconnected
4. Pins in the internal wiring connector backing out of the connector or pushed out of the connector during reconnection
5. Transmission fluid leaking into the connector, wicking up into the external wiring harness and degrading the wire insulation
6. Moisture intrusion in the connector
7. Low pin retention in the external connector from excessive connection and disconnection of the wiring connector assembly
8. Pin corrosion from contamination
9. Damaged connector assembly

Remember the following points

1. In order to remove the connector, squeeze the two tabs toward each other and pull straight up without pulling by the wires.
2. Limit twisting or wiggling the connector during removal. Bent pins can occur.
3. Do not pry the connector off with a screwdriver or other tool.
4. Visually inspect the seals to ensure that they are not damaged during handling.
5. In order to reinstall the external wiring connector, first orient the pins by lining up the arrows on each half of the connector. Push the connector straight down into the transmission without twisting or angling the mating parts.
6. The connector should click into place with a positive feel and/or noise.
7. Whenever the transmission external wiring connector is disconnected from the internal harness and the engine is operating, DTCs will set. Clear these DTCs after reconnecting the external connector.

Scheme 625

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See also:
• DIAGNOSTIC SYSTEM CHECK - ENGINE CONTROLS
• FASTENER NOTICE
• LIFTING AND JACKING THE VEHICLE
• DIAGNOSTIC STARTING POINT
• KNEE BOLSTER REPLACEMENT
• BATTERY DISCONNECT CAUTION
• TRANSMISSION COMPONENT AND SYSTEM DESCRIPTION
• Automatic Transmission Table
• TORQUE CONVERTER DIAGNOSIS PROCEDURE
• TORQUE CONVERTER CLUTCH PULSE WIDTH MODULATION (TCC PWM) SOLENOID, TCC SOLENOID, AND WIRING HARNESS
• PARK/NEUTRAL POSITION SWITCH REPLACEMENT
• ACCUMULATOR ASSEMBLY, SPACER PLATE, AND GASKETS