545RFE Automatic Transmission - Electrical Diagnostics: Wiring Dodge Durango II рестайлинг

Additional Wiring

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The 3 wire TPS provides the PCM with an input signal voltage that represents the throttle blade position of the throttle body. The Throttle Position Sensor (TPS) is connected to the throttle blade shaft. As the position of the throttle blade changes, the output voltage of the TPS changes.

The PCM supplies approximately 5.0 volts to the TPS. The TPS output voltage (input signal to the PCM) represents the throttle blade position. The PCM receives an input signal voltage from the TPS. This will vary in an approximate range from 0.26 volts at minimum throttle opening (idle), to 4.49 volts at maximum opening (wide open throttle).

The APPS is a linear potentiometer. It provides the PCM/ECM with a voltage signal proportional to the angle, or position of the accelerator pedal. The APPS signal along with inputs from other sensors is used by the PCM/ECM to calculate the throttle plate position.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The DTC is intended as an informational DTC to aid the technician in determining the root cause of a customer driveability issue. The DTC is also intended to alert the technician to determine if a cooling system malfunction has occurred or if an additional transmission air to oil cooler is needed to support the customers driving behavior.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

Friction element distress could result from an insufficient supply voltage to properly control the solenoids. To prevent this possibility, the battery voltage is monitored and the system is placed in logical limp-in if the battery voltage drops below the limit.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The controller is programmed during manufacturing with generic software to facilitate testing. However, generic software does not have the proper calibrations to control a transmission in a vehicle. The check for generic software is made at power-up. If generic software is found, the MIL will light immediately and the MIL will stay on even if the fault is cleared, until the proper software is installed. Note: Transmission will be placed in limp-in mode.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

After the controller is reset (ignition turned to the RUN position), the microprocessor checks the integrity of each RAM location by writing to it and reading back from it. The read value should be same as value written.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

After the controller is reset (ignition turned to the RUN position) the microprocessor checks the integrity of the program memory (ROM). A checksum is calculated by adding all used bytes in the program memory. The sum should be the same as a known constant stored in the program memory.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The internal Watchdog (WD) is a separate hardware circuit that continuously monitors the microprocessor. To insure the proper operation of the Transmission controller the watchdog must receive a signal from the microprocessor within a specific time window (14 msec ± 1 msec) to prevent a system shutdown after a short delay (570 msec). The microprocessor periodically tests the WDs ability to provide this shutdown function using a three phase test

1) Send the signal too late > 15 msec

2) Send the signal too early < 13 msec

3) Delay test < 590 msec

If the watchdog input signal arrives too early or too late, the Watchdog Fault line will go low and the watchdog delay will start to time out. The delay will be reset by the correct timing of watchdog signal sent during subsequent operations.

The Delay Test checks the delay time out. The Delay Monitor line is pulled low, which forces the delay to start timing out. At the end of the delay time the Transmission Relay will be turned off. The delay test, upon detection of the relay turning off, will immediately turn the relay back on before shutdown can occur.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The T41 (C1) T42 (C2), T3 (C3), T1 (C4), or T2 (C5) Sense circuits communicate the shift lever position to the Transmission Control System. Each circuit is terminated at the transmission by a switch (TRS). Each switch can be either open or closed, depending on the shift lever position. The PCM can decode this information and determine the shift lever position.

Each shift lever position has it own unique combination of closed and open switches. This is called a PRNDL code. There are 5 switches, therefore: there are many possible combinations of open and closed switches (codes). There are 12 valid codes: two for neutral, one for each other gear position (5), and five temporary (transition zone) codes. The remainder of the codes should never occur, these are called invalid codes.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission Temperature Sensor is a variable resistor that changes with temperature, or otherwise known as a thermistor. The temperature of the transmission fluid can affect a variety of electronically controlled transmission operations such as shift quality, torque converter clutch engagement, and when and/or if certain OBDII or system self-diagnostic test are performed. The Powertrain Control Module (PCM) substitutes a calculated transmission temperature value if a fault is detected in the Transmission Temperature Sensor circuit.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission Temperature Sensor is a variable resistor that changes with temperature, or otherwise known as a thermistor. The temperature of the transmission fluid can affect a variety of electronically controlled transmission operations such as shift quality, torque converter clutch engagement, and when and/or if certain OBDII or system self-diagnostic test are performed. The Powertrain Control Module (PCM) substitutes a calculated transmission temperature value if a fault is detected in the Transmission Temperature Sensor circuit.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission Temperature Sensor is a variable resistor that changes with temperature, or otherwise known as a thermistor. The temperature of the transmission fluid can affect a variety of electronically controlled transmission operations such as shift quality, torque converter clutch engagement, and when and/or if certain OBDII or system self-diagnostic test are performed. The Powertrain Control Module (PCM) substitutes a calculated transmission temperature value if a fault is detected in the Transmission Temperature Sensor circuit.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission Temperature Sensor is a variable resistor that changes with temperature, or otherwise known as a thermistor. The temperature of the transmission fluid can affect a variety of electronically controlled transmission operations such as shift quality, torque converter clutch engagement, and when and/or if certain OBDII or system self-diagnostic test are performed. The Powertrain Control Module (PCM) substitutes a calculated transmission temperature value if a fault is detected in the Transmission Temperature Sensor circuit.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The transmission system uses two speed sensors, one to measure input RPM and one to measure output RPM. These inputs are essential for proper transmission operation. Therefore, the integrity of this data is verified through the following checks

1) When in gear, if the gear ratio does not compare to a known gear ratio, the corresponding in-gear trouble code is set (DTCs P0731-36 and P1736).

2) An excessive change in input or output speeds indicating signal intermittent which will result in the DTCs P0716 and/or P0721 being set.

3) If the common speed sensor ground circuit is lost, both sensor inputs will read the signal from the input speed sensor at idle in neutral. Since the input speed sensor reads 60 teeth from the input clutch hub and the output speed sensor reads 30 teeth from the park gear, the result is an apparent speed ratio of 1:2 and may cause the DTC P1794 to set when at a stop.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The transmission system uses two speed sensors, one to measure input RPM and one to measure output RPM. These inputs are essential for proper transmission operation. Therefore, the integrity of this data is verified through the following checks

1) When in gear, if the gear ratio does not compare to a known gear ratio, the corresponding in-gear trouble code is set (DTCs P0731-36, P1736 and P1776).

2) An excessive change in input or output speeds indicating signal intermittent which will result in the DTCs P0716 and/or P0721 being set.

3) If the common speed sensor ground circuit is lost, both sensor inputs will read the signal from the input speed sensor at idle in neutral. Since the input speed sensor has 60 teeth and the output speed sensor has 30 teeth, this results in an apparent speed ratio of 1:2 and may cause the DTC P1794 to set.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission Control System calculates the engine RPM by directly reading the engine crank position sensor. It compares the calculated value to the engine speed sensor signal transmitted from the Engine Control System over the controllers internal BUS. The calculated engine RPM is also compared to a minimum and a maximum value.

Note. Due to the integration of the Powertrain Control Module (PCM) and Transmission Control Module (TCM), BUS communication between the modules is internal and unserviceable.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The transmission system uses two speed sensors, one to measure input RPM and one to measure output RPM. These inputs are essential for proper transmission operation. Therefore, the integrity of this data is verified through the following checks

Note. Various Gear Ratio Error DTCs will set only if the transmission slips after first achieving the correct ratio. Therefore, a transmission with no drive (or reverse) may not set any Gear Ratio Error DTC because it never achieves a correct gear ratio.

1) Once in a particular gear, if the gear ratio varies from the correct gear ratio, the corresponding in-gear trouble code is set (DTCs P0731-36 and P1736).

2) An excessive change in input or output speeds indicating signal intermittent which will result in the DTCs P0716 and/or P0721 being set.

3) If the common speed sensor ground circuit is lost, both sensor inputs will read the pulses from the input speed sensor when at a stop in neutral. Since the input speed sensor reads 60 teeth from the input clutch hub and the output speed sensor reads 30 teeth from the park gear, the result is an apparent speed ratio of 1:2 and may cause the DTC P1794 to set.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The transmission system uses two speed sensors, one to measure input RPM and one to measure output RPM. These inputs are essential for proper transmission operation. Therefore, the integrity of this data is verified through the following checks

1) Once in a particular gear, if the gear ratio varies from the correct gear ratio, the corresponding in-gear trouble code is set (DTCs P0731-36 and P1736).

2) An excessive change in input or output speeds indicating signal intermittent may result in the DTCs P0716 and/or P0721 being set.

3) If the common speed sensor ground circuit is lost, both sensor inputs will read the pulses from the input speed sensor when at a stop in neutral. Since the input speed sensor reads 60 teeth from the input clutch hub and the output speed sensor reads 30 teeth from the park gear, the result is an apparent speed ratio of 1:2 and may cause the DTC P1794 to set.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The transmission system uses two speed sensors, one to measure input RPM and one to measure output RPM. These inputs are essential for proper transmission operation. Therefore, the integrity of this data is verified through the following checks

1) Once in a particular gear, if the gear ratio varies from the correct gear ratio, the corresponding in-gear trouble code is set (DTCs P0731-36 and P1736).

2) An excessive change in input or output speeds indicating signal intermittent will result in the DTCs P0716 and/or P0721 being set.

3) If the common speed sensor ground circuit is lost, both sensor inputs will read the pulses from the input speed sensor when at a stop in neutral. Since the input speed sensor reads 60 teeth from the input clutch hub and the output speed sensor reads 30 teeth from the park gear, the result is an apparent speed ratio of 1:2 and may cause the DTC P1794 to set.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The transmission system uses two speed sensors, one to measure input RPM and one to measure output RPM. These inputs are essential for proper transmission operation. Therefore, the integrity of this data is verified through the following checks

1) Once in a particular gear, if the gear ratio varies from the correct gear ratio, the corresponding in-gear trouble code is set (DTCs P0731-36 and P01736).

2) An excessive change in input or output speeds indicating signal intermittent will result in the DTCs P0716 and/or P0721 being set.

3) If the common speed sensor ground circuit is lost, both sensor inputs will read the pulses from the input speed sensor when at a stop in neutral. Since the input speed sensor reads 60 teeth from the input clutch hub and the output speed sensor reads 30 teeth from the park gear, the result is an apparent speed ratio of 1:2 and may cause the DTC P1794 to set.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The transmission system uses two speed sensors, one to measure input RPM and one to measure output RPM. These inputs are essential for proper transmission operation. Therefore, the integrity of this data is verified through the following checks

1) Once in a particular gear, if the gear ratio varies from the correct gear ratio, the corresponding in-gear trouble code is set (DTCs P0731-36 and P1736).

2) An excessive change in input or output speeds indicating signal intermittent will result in the DTCs P0716 and/or P0721 being set.

3) If the common speed sensor ground circuit is lost, both sensor inputs will read the pulses from the input speed sensor when at a stop in neutral. Since the input speed sensor reads 60 teeth from the input clutch hub and the output speed sensor reads 30 teeth from the park gear, the result is an apparent speed ratio of 1:2 and may cause the DTC P1794 to set.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The transmission system uses two speed sensors, one to measure input RPM and one to measure output RPM. These inputs are essential for proper transmission operation. Therefore, the integrity of this data is verified through the following checks

Note. Various Gear Ratio Error DTCs will set only if the transmission slips after first achieving the correct ratio. Therefore, a transmission with no drive (or reverse) may not set any Gear Ratio Error DTC because it never achieves a correct gear ratio.

1) Once in a particular gear, if the gear ratio varies from the correct gear ratio, the corresponding in-gear trouble code is set (DTCs P0731-36 and P1736).

2) An excessive change in input or output speeds indicating signal intermittent which will result in the DTCs P0716 and/or P0721 being set.

3) If the common speed sensor ground circuit is lost, both sensor inputs will read the pulses from the input speed sensor when at a stop in neutral. Since the input speed sensor reads 60 teeth from the input clutch hub and the output speed sensor reads 30 teeth from the park gear, the result is an apparent speed ratio of 1:2 and may cause the DTC P1794 to set.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

When in 2nd, through 5th gear, the torque converter clutch (TCC) can be engaged when certain conditions are met. The L/R-TCC piston is electronically modulated by increasing the duty cycle of the L/R-TCC Solenoid until the torque converter slip difference (difference between engine and transmission input speed) is within 60 RPM. Then the L/R-TCC solenoid is fully energized (FEMCC - 100% duty cycle). Torque converter slip is monitored in FEMCC to ensure adequate clutch capacity.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission Control System uses six electronically controlled solenoids that allow hydraulic fluid to be applied to various friction elements (clutches), which enables the gear requested. The continuity of each solenoid circuit is periodically tested. Each inactive solenoid is turned on for a few milliseconds, then off. Each active solenoid is turned off for a few milliseconds, then on. This pulsing of voltage to the solenoid causes an inductive spike which can be sensed by the Transmission Control System. If an inductive spike is not sensed by the Transmission Control System during the continuity check, it is tested again. If the test fails three consecutive times, the appropriate Diagnostic Trouble Code (DTC) is set. If the solenoid test is run in response to a gear ratio or pressure switch error, one failure will result in setting the appropriate DTC.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission Control System uses six electronically controlled solenoids that allow hydraulic fluid to be applied to various friction elements (clutches), which enables the gear requested. The continuity of each solenoid circuit is periodically tested. Each inactive solenoid is turned on for a few milliseconds, then off. Each active solenoid is turned off for a few milliseconds, then on. This pulsing of voltage to the solenoid causes an inductive spike which can be sensed by the Transmission Control System. If an inductive spike is not sensed by the Transmission Control System during the continuity check, it is tested again. If the test fails three consecutive times, the appropriate Diagnostic Trouble Code (DTC) is set. If the solenoid test is run in response to a gear ratio or pressure switch error, one failure will result in setting the appropriate DTC.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission Control System uses six electronically controlled solenoids that allow hydraulic fluid to be applied to various friction elements (clutches), which enables the gear requested. The continuity of each solenoid circuit is periodically tested. Each inactive solenoid is turned on for a few milliseconds, then off. Each active solenoid is turned off for a few milliseconds, then on. This pulsing of voltage to the solenoid causes an inductive spike which can be sensed by the Transmission Control System. If an inductive spike is not sensed by the Transmission Control System during the continuity check, it is tested again. If the test fails three consecutive times, the appropriate Diagnostic Trouble Code (DTC) is set. If the solenoid test is run in response to a gear ratio or pressure switch error, one failure will result in setting the appropriate DTC.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission Control System uses six electronically controlled solenoids that allow hydraulic fluid to be applied to various friction elements (clutches), which enables the gear requested. The continuity of each solenoid circuit is periodically tested. Each inactive solenoid is turned on for a few milliseconds, then off. Each active solenoid is turned off for a few milliseconds, then on. This pulsing of voltage to the solenoid causes an inductive spike which can be sensed by the Transmission Control System. If an inductive spike is not sensed by the Transmission Control System during the continuity check, it is tested again. If the test fails three consecutive times, the appropriate Diagnostic Trouble Code (DTC) is set. If the solenoid test is run in response to a gear ratio or pressure switch error, one failure will result in setting the appropriate DTC.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission Control System uses six electronically controlled solenoids that allow hydraulic fluid to be applied to various friction elements (clutches), which enables the gear requested. The continuity of each solenoid circuit is periodically tested. Each inactive solenoid is turned on for a few milliseconds, then off. Each active solenoid is turned off for a few milliseconds, then on. This pulsing of voltage to the solenoid causes an inductive spike which can be sensed by the Transmission Control System. If an inductive spike is not sensed by the Transmission Control System during the continuity check, it is tested again. If the test fails three consecutive times, the appropriate Diagnostic Trouble Code (DTC) is set. If the solenoid test is run in response to a gear ratio or pressure switch error, one failure will result in setting the appropriate DTC.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission system uses five pressure switches to monitor the fluid pressure in the L/R, 2C, 4C, UD, and OD clutch circuits. The pressure switches are continuously monitored for the correct states in each gear as shown in illustration.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission Control System tests the pressure switches when they are off. The test verifies that the switches are operational (They will close with pressure applied). The Transmission Control System verifies that the switch closes when the corresponding element is applied. If a switch fails to close, it is retested. If it fails the second test, the DTC will set, the MIL will illuminate and the transmission system will default to the orderly Shutdown routine.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission system uses five pressure switches to monitor the fluid pressure in the L/R, 2C, 4C, UD, and OD clutch circuits. The pressure switches are continuously monitored for the correct states in each gear as shown in illustration.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

Line pressure is measured by the Line Pressure Sensor (LPS) and regulation is achieved by changing the duty cycle of the Pressure Control Solenoid (PCS) controlled by the Transmission Control System. (5% duty cycle = solenoid off = max line pressure, 62% duty cycle = solenoid on = min line pressure). The Transmission Control System calculates the desired line pressure based on inputs from both the engine and transmission.

The Transmission Control System calculates torque input to the transmission and uses it as the primary input to the desired line pressure calculation. This is called Torque Based Line Pressure. In addition, the line pressure is set to a preset level 827 or 931 kPa (120 or 135 psi) during shifts and in Park and Neutral to ensure consistent shift quality. The desired line pressure is continuously being compared to the actual line pressure. If the actual line pressure is consistently lower than the target while driving, the line pressure low DTC P0868 will set.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

Line pressure is measured by the Line Pressure Sensor (LPS) and regulation is achieved by changing the duty cycle of the Pressure Control Solenoid (PCS) controlled by the Transmission Control System. (5% duty cycle = solenoid off = max line pressure, 62% duty cycle = solenoid on = min line pressure). The Transmission Control System calculates the desired line pressure based on inputs from both the engine and transmission.

The Transmission Control System calculates torque input to the transmission and uses it as the primary input to the desired line pressure calculation. This is called Torque Based Line Pressure. In addition, the line pressure is set to a preset level 827 or 931 kPa (120 or 135 psi) during shifts and in Park and Neutral to ensure consistent shift quality. The desired line pressure is continuously being compared to the actual line pressure. If the actual line pressure is consistently higher than the highest desired line pressure ever used in the current gear, the line pressure high DTC P0869 will set.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission Control System tests the pressure switches when they are off. The test verifies that the switches are operational (They will close with pressure applied). The Transmission Control System verifies that the switch closes when the corresponding element is applied. If a switch fails to close, it is retested. If it fails the second test, the DTC will set, the MIL will illuminate and the transmission system will default to the orderly Shutdown routine.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission system uses five pressure switches to monitor the fluid pressure in the LR, 2C, 4C, UD, and OD clutch circuits. The pressure switches are continuously monitored for the correct states in each gear as shown in illustration.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission Control System tests the pressure switches when they are off. The test verifies that the switches are operational (They will close with pressure applied). The Transmission Control System verifies that the switch closes when the corresponding element is applied. If a switch fails to close, it is retested. If it fails the second test, the DTC will set, the MIL will illuminate and the transmission system will default to the orderly Shutdown routine.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission system uses five pressure switches to monitor the fluid pressure in the L/R, 2C, 4C, UD, and OD clutch circuits. The pressure switches are continuously monitored for the correct states in each gear as shown in illustration.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The transmission control relay is used to supply power to the solenoids and pressure switches when the transmission is in normal operating mode. The relay output is fed back to the TCM through pins 16, 17, and 36. It is referred to as "Transmission Control Relay Output". This circuit does not supply power to the TCM, it is only a sense circuit. When the relay is off, no power is supplied to the solenoids and pressure switches, and the transmission is in "limp-in" or "default" mode. Note: Inadequate Transmission Control Relay Output voltage can also cause DTCs P0846, P0869, P0871, P0876 or P0988 to set. This does not indicate an internal transmission or solenoid/TRS problem. Repairing the P0888 fault should also eliminate the related DTCs.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission Control Relay is used to supply power (Transmission Control Relay Output) to the Transmission Solenoid/TRS Assembly when in normal operating mode and to pins C4-19, C4-28 and C4-38 of the PCM. The purpose of the Transmission Control Relay is to allow the PCM to turn off the power to the Transmission Solenoid/TRS Assembly in event that the transmission should need to be placed into "limp-in" mode due to a DTC.

After a PCM reset, (ignition switch turned to the run position, or after cranking engine) the PCM verifies that the Transmission Control Relay contacts are open by checking for voltage on the Transmission Control Relay Output circuit before the Transmission Control Relay is energized. If voltage is detected, the DTC will set.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

If a vehicle loses power to the Transmission Control System, the solenoids (L/R, 2C, OD, UD, 4C) will go to their respective power off state. Some solenoids are normally vented and some are normally applied in their power off state. The transmission is designed to be in 3rd gear with all of the solenoids in this state. However, if power is restored, the Transmission Control System will power-up and normal operation will be restored.

This code identifies that power to the Transmission Control System was restored when the gear selector was in a "Drive" position while the vehicle was moving at speeds above 32 km/h (20 mph). This DTC does not indicate a problem with the transmission or Transmission Control System, instead, it suggests intermittent problems in the fused ignition switch output, fused B(+), or ground circuits to the TCM. Alternately, if a person performs a rolling restart maneuver, the DTC can be set. Therefore it is critical that this DTC be investigated if the vehicle is experiencing intermittent 3rd gear operation and a subsequent return to normal operation.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission control relay is used to supply power to the solenoids and pressure switches (Transmission Solenoid/TRS Assembly) when the transmission is in normal operating mode. When the relay is off, no power is supplied and the transmission is in "limp-in" mode. The relay output is fed back to the PCM through pins C4-19, C4-28 and C4-38 and are referred to as "Transmission Control Relay Output".

Immediately after a controller reset (ignition key turned to the "run" position or after cranking engine), the TCM verifies that the relay contacts are open by checking for no voltage at the transmission control relay output terminals. After this is verified, the voltage at the pressure switches are checked. There should be no voltage on the pressure switches at this time. The PCM will then activate the relay.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

Line pressure is electronically controlled by the Transmission Control System and is measured by the Line Pressure Sensor (LPS). The desired line pressure is continuously being compared to the actual line pressure and is regulated by electronically changing the duty cycle of the Pressure Control Solenoid (PCS). (5% duty cycle = solenoid off = max line pressure, 62% duty cycle = solenoid on = min line pressure).

The Transmission Control System calculates the desired line pressure based on inputs from the transmission and engine. A calculated torque input to the transmission is used as the primary input of the desired line pressure calculation and is called Torque Based Line Pressure. In addition, the line pressure is set to a preset level 827 to 931 kPa (120 to 135 psi) during shifts and in Park and Neutral to ensure consistent shift quality.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

Line pressure is electronically controlled by the Transmission Control System and is measured by the Line Pressure Sensor (LPS). The desired line pressure is continuously being compared to the actual line pressure and is regulated by electronically changing the duty cycle of the Pressure Control Solenoid (PCS). (5% duty cycle = solenoid off = max line pressure, 62% duty cycle = solenoid on = min line pressure).

The Transmission Control System calculates the desired line pressure based on inputs from the transmission and engine. A calculated torque input to the transmission is used as the primary input of the desired line pressure calculation and is called Torque Based Line Pressure. In addition, the line pressure is set to a preset level 827 to 931 kPa (120 to 135 PSI) during shifts and in Park and Neutral to ensure consistent shift quality.

The monitored Line Pressure Sensor voltage should always be between 0.35 and 4.75 volts. Any monitored voltages outside these parameters indicate an Line Pressure Sensor or wiring problem and will cause either DTC P0934 or P0935 to set.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

Line pressure is electronically controlled by the Transmission Control System and is measured by the Line Pressure Sensor (LPS). The desired line pressure is continuously being compared to the actual line pressure and is regulated by electronically changing the duty cycle of the Pressure Control Solenoid (PCS). (5% duty cycle = solenoid off = max line pressure, 62% duty cycle = solenoid on = min line pressure).

The Transmission Control System calculates the desired line pressure based on inputs from the transmission and engine. A calculated torque input to the transmission is used as the primary input of the desired line pressure calculation and is called Torque Based Line Pressure. In addition, the line pressure is set to a preset level 827 to 931 kPa (120 to 135 PSI) during shifts and in Park and Neutral to ensure consistent shift quality.

The monitored Line Pressure Sensor voltage should always be between 0.35 and 4.75 volts. Any monitored voltages outside these parameters indicate an Line Pressure Sensor or wiring problem and will cause either DTC P0934 or P0935 to set.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Loss of prime test is used to prevent transmission defaults and erroneous fault codes during temporary loss of pump prime that may occur with low transmission fluid under severe braking conditions, start-up, etc. and to point towards more subtle problems such as a plugged or cracked oil filter.

The Loss of Prime DTC is set by a loss of hydraulic pressure in the transmission system. This condition, if sustained, will result in the vehicle being unable to move.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission Control System tests the pressure switches when they are off. The test verifies that the switches are operational (They will close with pressure applied). The Transmission Control System verifies that the switch closes when the corresponding element is applied. If a switch fails to close, it is retested. If it fails the second test, the DTC will set, the MIL will illuminate and the transmission system will default to the orderly Shutdown routine.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission system uses five pressure switches to monitor the fluid pressure in the LR, 2C, 4C, UD, and OD clutch circuits. The pressure switches are continuously monitored for the correct states in each gear as shown in illustration.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The PCM uses a battery backed RAM (Random Access Memory) is used to maintain some learned values. When the battery B(+) is disconnected, the memory is lost. When the B(+) is restored, this memory loss is detected by the Transmission Control System. The DTC is set and the learned values are initialized to known constants or previously learned values from EEPROM (Electronic Erasable Programmable Read Only Memory). This results in the reinitialization of some parameters.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The transmission system uses two speed sensors, one to measure input RPM and one to measure output RPM. These inputs are essential for proper transmission operation. Therefore, the integrity of this data is verified through the following checks

Note. Various Gear Ratio Error DTCs will set only if the transmission slips after first achieving the correct ratio. Therefore, a transmission with no drive (or reverse) may not set any Gear Ratio Error DTC because it never achieves a correct gear ratio.

1) Once in a particular gear, if the gear ratio varies from the correct gear ratio, the corresponding in-gear trouble code is set (DTCs P0731-36 and P1736).

2) An excessive change in input or output speeds indicating signal intermittent which will result in the DTCs P0716 and/or P0721 being set.

3) If the common speed sensor ground circuit is lost, both sensor inputs will read the pulses from the input speed sensor when at a stop in neutral. Since the input speed sensor reads 60 teeth from the input clutch hub and the output speed sensor reads 30 teeth from the park gear, the result is an apparent speed ratio of 1:2 and may cause the DTC P1794 to set.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Solenoid Switch Valve (SSV) controls the direction of the transmission fluid when the L/R Solenoid is energized. The SSV will be in the downshifted position in 1st gear, thus directing the fluid to the L/R clutch circuit. In 2nd through 5th gears, it will be in the upshifted position and directing the fluid into the torque converter clutch (TCC).

When shifting into 1st gear, a special hydraulic sequence is performed to ensure SSV movement into the downshifted position. The L/R Pressure Switch is monitored to confirm SSV movement. If movement is not confirmed (the L/R pressure switch does not close), EMCC is inhibited until SSV operation is confirmed.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Solenoid Switch Valve (SSV) controls the direction of the transmission fluid when the L/R Solenoid is energized. The SSV will be in the downshifted position in 1st gear, thus directing the fluid to the L/R clutch circuit. In 2nd through 5th gears, it will be in the upshifted position and directing the fluid into the torque converter clutch (TCC).

When in 2nd, 2nd Prime, 3rd, 4th, or 5th gear, the Torque Converter Clutch (TCC) can be engaged when certain conditions are met. The TCC piston is electronically modulated by increasing the duty cycle of the L/R solenoid until the torque converter slip difference (difference between engine and transmission input speed) is within 60 RPM. Then the L/R solenoid is fully energized (FEMCC / 100% duty cycle). Torque converter slip is monitored in FEMCC to ensure adequate clutch capacity.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The transmission system uses two speed sensors, one to measure input RPM and one to measure output RPM. These inputs are essential for proper transmission operation. Therefore, the integrity of this data is verified through the following checks

1) When in gear, if the gear ratio does not compare to a known gear ratio, the corresponding in-gear trouble code is set (DTCs P0731-36 and P1736).

2) An excessive change in input or output speeds indicating signal intermittent which will result in the DTCs P0715 and/or P0720 being set.

3) If the common speed sensor ground circuit is lost, both sensor inputs will read the signal from the input speed sensor at idle in neutral. Since the input speed sensor reads 60 teeth from the input clutch hub and the output speed sensor reads 30 teeth from the park gear, the result is an apparent speed ratio of 1:2 and may cause the DTC P1794 to set when at a stop.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The volumes of the transmission fluid needed to apply the friction elements are continuously monitored and learned for adaptive controls. As the clutch friction material wears, the volume of fluid needed to apply the clutch increases. Certain transmission mechanical problems can cause near-zero learned volumes resulting in setting a DTC. The DTC will usually set with other DTCs, which indicates an internal transmission problem.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The volumes of the transmission fluid needed to apply the friction elements are continuously monitored and learned for adaptive controls. As the clutch friction material wears, the volume of fluid needed to apply the clutch increases. Certain transmission mechanical problems can cause near-zero learned volumes resulting in setting a DTC. The DTC will usually set with other DTCs, which indicates an internal transmission problem.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The volumes of the transmission fluid needed to apply the friction elements are continuously monitored and learned for adaptive controls. As the clutch friction material wears, the volume of fluid needed to apply the clutch increases. Certain transmission mechanical problems can cause near-zero learned volumes resulting in setting a DTC. The DTC will usually set with other DTCs, which indicates an internal transmission problem.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The volumes of the transmission fluid needed to apply the friction elements are continuously monitored and learned for adaptive controls. As the clutch friction material wears, the volume of fluid needed to apply the clutch increases. Certain transmission mechanical problems can cause near-zero learned volumes resulting in setting a DTC. The DTC will usually set with other DTCs, which indicates an internal transmission problem.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The volumes of the transmission fluid needed to apply the friction elements are continuously monitored and learned for adaptive controls. As the clutch friction material wears, the volume of fluid needed to apply the clutch increases. Certain transmission mechanical problems can cause near-zero learned volumes resulting in setting a DTC. The DTC will usually set with other DTCs, which indicates an internal transmission problem.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

The Transmission Control System uses six electronically controlled solenoids that allow hydraulic fluid to be applied to various friction elements (clutches), which enables the gear requested. The continuity of each solenoid circuit is periodically tested. Each inactive solenoid is turned on for a few milliseconds, then off. Each active solenoid is turned off for a few milliseconds, then on. This pulsing of voltage to the solenoid causes an inductive spike which can be sensed by the Transmission Control System. If an inductive spike is not sensed by the Transmission Control System during the continuity check, it is tested again. If the test fails three consecutive times, the appropriate Diagnostic Trouble Code (DTC) is set. If the solenoid test is run in response to a gear ratio or pressure switch error, one failure will result in setting the appropriate DTC.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

Some NGC controllers communicate with other controllers over the CAN C bus. The transmission controller continuously monitors the bus activity and receives the messages it needs. The CAN C bus is also used to communicate transmission MIL status to the Engine Controller, therefor if the Engine Controller is unable to communicate with the Transmission Controller, the Engine Controller will light the MIL.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

Communication over the CAN bus is continuously monitored between the Engine Control System and the Transmission Control System. Due to the integration of both systems into one module, (Powertrain Control Module) the bus communication between the systems is internally transmitted over the duel port ram.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

Some NGC controllers communicate with other controllers over the CAN C bus. The transmission controller continuously monitors the bus activity and receives the messages it needs. The CAN C bus is also used to communicate transmission MIL status to the Engine Controller, therefor if the Engine Controller is unable to communicate with the Transmission Controller, the Engine Controller will light the MIL.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

Some New Generation Controllers (NGC) communicate with other controllers over the CAN C Bus. The transmission controller continuously monitors the bus activity and receives the messages it needs. The CAN C Bus is also used to communicate transmission MIL status to the Engine Controller, therefor if the Engine Controller is unable to communicate with the Transmission Controller, the Engine Controller will light the MIL.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

Perform the following after completion of a diagnostic repair

1. After completion of the Transmission Verification Test, the «POWERTRAIN VERIFICATION TEST»(ref-285332-S31427230232008052100000) must be performed.
2. With the scan tool check pinion factor (if equipped) for proper tire identification and program or reprogram if necessary.
3. Connect the scan tool to the Data Link Connector (DLC).
4. Reconnect any disconnected components.
5. If the PCM has been replaced or updated (flashed), or the transmission has been repaired or replaced, using the scan tool, perform a Quick Learn Procedure.
6. With the scan tool, erase all Transmission and Engine DTCs.
7. With the scan tool, perform a BATTERY DISCONNECT, this will clear the DTC EVENT DATA
8. With the scan tool, display Transmission Temperature. Start and run the engine until the Transmission Temperature is HOT.
9. Check the Transmission fluid level and adjust if necessary. Refer to the Service Information for the Fluid Fill procedure. Refer to «STANDARD PROCEDURE»(ref-285318-S10655335152008052100000) .
10. Road test the vehicle.
11. Perform the following shifts from a standing start with a constant throttle opening of 20 to 25 degrees to the speeds of 97 Km/h (60 mph); make fifteen to twenty 1 to 2, 2 to 3, 3 to 4 and 4 to 5 upshifts.
12. Perform the following shifts with speeds below 40 Km/h (25 mph); make five to eight wide open throttle kickdowns to 1st gear. Allow at least 5 seconds each in 2nd and 3rd gear between each kickdown.
13. Check for DTCs during and after the road test.
14. If after performing the road test, if any shift concerns are noted, perform the drive learn procedure for those affected shifts. Refer to «STANDARD PROCEDURE»(ref-285349-S17576823392008052100000) .
15. Use the EATX OBDII task manager to run Good Trip time in each gear, this will confirm the repair and to ensure that the DTC does not re-mature.

Were there any Diagnostic Trouble Codes (DTCs) set during the road test?

Yes

1. Refer to the «DIAGNOSTIC CODE INDEX»(ref-285406-S02119823732008052100000) table and perform the appropriate symptom.

No

1. Repair is complete.

For complete wiring diagrams, refer to

SYSTEM WIRING DIAGRAMS for Aspen.

SYSTEM WIRING DIAGRAMS for Durango.

Perform the following before attempting any diagnostic procedures

1. With the scan tool check pinion factor (if equipped) for proper tire identification and program or reprogram if necessary.
2. Check the transmission fluid level. If the fluid level is low, locate and repair any leaks and fill the transmission to the proper level. Refer to the appropriate Service Information for procedures. Many transmission symptoms can be caused by a low fluid level.
3. Check the battery. To avoid false diagnosis, testing should only be performed with the battery fully charged.
4. With the scan tool, read Engine (PCM) DTCs. If DTCs are present, refer to the appropriate Engine ELECTRICAL DIAGNOSTICS article and perform to the appropriate diagnostic procedure(s) before proceeding.
5. With the scan tool, read Transmission (TCM) DTCs. Record all Stored, Active, and Pending DTC information. Diagnose any Pending DTC as a matured DTC.
6. With the scan tool, read and record the DTC EVENT DATA. Use this data to identify the conditions in which the DTC was set. NOTE: DTC Event Data may exist even if no DTCs are stored. DTC Event Data is only erased by a Battery Disconnect, reflash, or Quick Learn procedure. Clearing DTCs does NOT erase the DTC Event Data. Some DTCs require two "bad trips" before they are stored (and the MIL illuminates). The transmission may enter "limp-in" mode during the first "bad trip," but if the fault condition is not present after the vehicle is restarted, the pending DTC may be cleared without lighting the MIL. Nevertheless, the DTC Event Data for the pending DTC will remain stored and can still be retrieved with the scan tool. If the customer reports a "limp-in" event but no DTCs are present, check the DTC Event Data.
7. Performing a Battery Disconnect will clear all DTC EVENT DATA and reset all learned Transmission values to the default values, which may temporarily result in erratic shift schedules.
8. With the scan tool, perform the Shift Lever Position Test. If the test does not pass, refer to the diagnostic procedure for «P0706-TRANSMISSION RANGE SENSOR RATIONALITY»(ref-285406-S08901440292008052100000) .
9. For Gear Ratio Error DTCs, use the scan tool to view CVI Monitor data. Read and record the Clutch Volume Index information.
10. Use the wiring diagram as a guide. Inspect the wiring and connectors related to this circuit. Repair as necessary.
11. Refer to the When Monitored and Set Conditions for this DTC. DTCs can set at ignition on, at start up, after driving under specific conditions and after diagnostic monitors have been run.
12. Refer to applicable Technical Service Bulletins (TSBs) for controller software update information. Some conditions can be corrected by upgrading the Engine (PCM) or Transmission (TCM) controller software.
13. Refer to any Service Information Tune Ups or Technical Service Bulletins that apply.

Were there any repairs made that fixed the vehicle?

Yes

1. Testing complete.
2. Perform «45RFE/545RFE TRANSMISSION VERIFICATION TEST»(ref-285406-S10432225212008052100000) .

No

1. Refer to the «DIAGNOSTIC CODE INDEX»(ref-285406-S02119823732008052100000) table and perform the appropriate symptom.