GENERAL INFORMATION
| IMPORTANT | New for KJ, the Powertrain Control Module and Transmission Control Module have been combined into single control module on all vehicles equipped with a 2.4L and 3.7L engines. This new module is the Next Generation Controller (NGC). New Diagnostics procedures along with new DTC's are two of the changes you will see which reflect the new combined module technology. The NGC modules will have four color coded connectors Cl/A through C4/D, (Cl-BLK, C2-ORANGE, C3-WHITE, C4-GREEN). Each PCM connector has 38 pins. Two new tools were introduced to help diagnose and repair the new PCM (NGC) terminals and harness connectors. The Miller #3638 terminal removal pick must be used to release the connector terminals, or harness and connector damage will occur. Also, the Miller #8815 Pin Out Box was introduced. You must use the Miller #8815 tool instead of probing the PCM terminals, or harness and connector damage will occur. There is also a new Verification test and module replacement procedure for the new PCM. |
IDENTIFICATION OF SYSTEM
The Powertrain Control Module (PCM) monitors and controls
- fuel system
- ignition system
- charging system
- speed control system
- The NGC control module is used on the 2.4L and 3.7L engines with an automatic or manual transmission.
- The 42RLE transmission can be identified by confirming a Solenoid/Pressure Switch Assembly located on the right side of the transmission, The Transmission Range Sensor, Input Speed Sensor and Output Speed Sensor are located on the left side of the transmission. Refer to «APPLICATION»(ref-170622-S24603344662005011200000) for transmission ID tag descriptions.
The on-board OBDII diagnostics incorporated with the PCM are intended to assist the field technician in repairing vehicle problems by the quickest means.
TRANSMISSION OPERATION AND SHIFT SCHEDULING AT VARIOUS OIL TEMPERATURES
The transmission covered in this article has unique shift schedules depending on the temperature of the transmission oil. The shift schedule is modified to extend the life of the transmission while operating under extreme conditions.
The oil temperature is measured with a Temperature Sensor on the 42RLE transmission. The Temperature Sensor is an integral component of the Transmission Range Sensor (TRS). If the Temperature Sensor is faulty, the transmission will default to a calculated oil temperature. Oil temperature will then be calculated through a complex heat transfer equation using engine coolant temperature, battery/ambient temperature, and engine off time from the Body Control Module (BCM). These inputs are received from the PCI bus periodically and used to initialize the oil temperature at start up. Once the engine is started, the PCM updates the transmission oil temperature based on torque converter slip speed, vehicle speed, gear, and engine coolant temperature to determine an estimated oil temperature during vehicle operation. Vehicles using calculated oil temperature track oil temperature reasonably accurate during normal operation. However, if a transmission is overfilled, a transmission oil cooler becomes restricted, or if a customer drives aggressively in low gear, the calculated oil temperature will be inaccurate. Consequently the shift schedule selected may be inappropriate for the current conditions. The key highlights of the various shift schedules are as follows
Extreme Cold: Oil temperature at start up below 26.6°C (-16 °F)
- > Goes to Cold schedule above -24°C (-12°F) oil temperature
- > Park, Reverse, Neutral and 2nd gear only (pre vents shifting which may fail a clutch with frequent shifts)
Cold: Oil temperature at start up above -24° C (-12°F) and below 2.2°C (36°F)
- > Goes to Warm schedule above 4.4°C (40°F) oil temperature
- > Delayed 2-3 upshift approximately 35-50 Km/h (22 - 31 MPH)
- > Delayed 3-4 upshift 72-85 Km/h (45-53 MPH)
- > Early 4-3 coastdown shift approximately 48 Km/h (30 MPH)
- > Early 3-2 coastdown shift approximately 27 Km/h (17 MPH)?
- > High speed 4-2, 3-2, 2-1 kickdown shifts are prevented
- > No EMCC
Warm: Oil temperature at start up above 2.2°C (36°F) and below 27°C (80°F)
- > Goes to a Hot schedule above 27°C (80°F) oil temperature
- > Normal operation (upshifts, kickdowns, and coastdowns)
- > No EMCC
Hot: Oil temperature at start up above 27°C (80°F)
- > Goes to a Overheat schedule above 115°C (240°F) oil temperature
- > Normal operation (upshifts, kickdowns, and coastdowns)
- > Full EMCC, No PEMCC except to engage FEMCC, except at closed throttle at speeds above 113-133 Km/h (70 - 83 MPH)
Overheat: Oil temperature above 115°C (240°F) or engine coolant temperature above 118°C (244°F)
- > Goes to a Hot below 110°C (230°F) oil temperature or a Super Overheat above 115°C (240°F) oil temperature
- > Delayed 2-3 upshift 40-51 Km/h (25-32 MPH)
- > Delayed 3-4 upshift 66-77 Km/h (41-48 MPH)
- > 3rd gear FEMCC from 48-77 Km/h (30-48 MPH)
- > 3rd gear PEMCC from 43-50 Km/h (27-31 MPH)
Super Overheat: Oil temperature above 127°C (260°F)
- > Goes back to a Overheat below 115°C (240°F) oil temperature
- > All a Overheat shift schedules features apply
- > 2nd gear PEMCC above 35 Km/h (22 MPH)
- > Above 35 Km/h (22 MPH) the torque converter will not unlock unless the throttle is closed (i.e. at 80 Km/h (50 MPH) a 4th FEMCC to 3rd FEMCC shift will be made during a part throttle kick-down or a 4th FEMCC to 2nd PEMCC shift will be made at wide open throttle) or if a wide open throttle 2nd PEMCC to 1 kickdown is made.
Causes for operation in the wrong temperature shift schedule Extreme Cold or Cold shift schedule at start up
- > Temperature Sensor circuit.
- > Overheat or Super Overheat shift schedule after extended operation
- > Operation in city traffic or stop and go traffic
- > Engine idle speed too high
- > Aggressive driving in low gear
- > Trailer towing in OD gear position (use 3 position (or A/S 3rd) if frequent shifting occurs)
- > Cooling system failure causing engine to operate over 110°C (230°F)
- > Engine coolant temperature stays low too long - If engine coolant temperature drops below 65°C (150°F), the transmission will disengage EMCC. Extended operation with the EMCC disengaged will cause the transmission to overheat.
- > Brake switch issue will cause the EMCC to disengage. Extended operation with the EMCC disengaged will cause the transmission to over heat.
- > Transmission fluid overfilled
- > Transmission cooler or cooler lines restricted
- > Transmission Temperature Sensor circuit