Electronic Control Modules - Service Information

ELECTRONIC CONTROL MODULES - SERVICE INFORMATION

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SKREEM PROGRAMMING

When a Powertrain Control Module (PCM) for a gasoline engine, or an Engine Control Module (ECM) for a diesel engine and the Sentry Key Remote Entry Module (SKREEM) (also known as the Wireless Control Module/WCM) on vehicles equipped with the Sentry Key Immobilizer System (SKIS) are replaced at the same time, perform the following steps in order:

NOTE: If the PCM and the SKREEM are replaced at the same time, program the PCM VIN into the PCM first.

1. If applicable first replace the PCM/ECM with the original WCM still connected to the vehicle. 2. Using the appropriate service information program the new PCM/ECM. (This will ensure the Secret Key Transfer from the original WCM into the new PCM/ECM). 3. Now replace and program the WCM. This will retain the Secret Key from the PCM/ECM back into the new WCM. 4. With the scan tool, select Miscellaneous Functions, WCM/Wireless Control Module. Then select the desired procedure and follow the display on the scan tool. 5. If the vehicle is equipped with Tire Pressure Monitoring System program the Placard Pressure Values into the WCM/SKREEM. 6. Ensure all the customer's keys have been programmed into the new module if necessary.

NOTE: If the original keys do not successfully program to the new SKREEM after the proper procedures are followed correctly, programming new keys will be necessary.

PROGRAMMING THE SKREEM

The SKIS Secret Key is an ID code that is unique to each SKREEM/WCM. This code is programmed and stored in the SKREEM/WCM, the PCM/ECM, and each ignition key transponder chip. When the PCM/ECM or SKREEM/WCM is replaced, it is necessary to program the Secret Key into the new module using a diagnostic scan tool. Follow the programming steps outlined in the diagnostic scan tool for PCM REPLACED , ECM

REPLACED , WCM REPLACED , or GATEWAY REPLACED under MISCELLANEOUS

FUNCTIONS for the WIRELESS CONTROL MODULE/WCM menu item as appropriate.

NOTE: Programming the PCM/ECM or SKREEM is done using a diagnostic scan tool and a PIN to enter secure access mode. If three attempts are made to enter secure access mode using an incorrect PIN, secure access mode will be locked

out for one hour. To exit this lockout mode, turn the ignition to the RUN position for one hour then enter the correct PIN. Be certain that all accessories are turned OFF. Also monitor the battery state and connect a battery charger if necessary.

NOTE: Before replacing the ECU for a failed driver, control circuit or ground circuit, be sure to check the related component/circuit integrity for failures not detected due to a double fault in the circuit. Most ECM driver/control circuit failures are caused by internal component failures (i.e. relay and solenoids) and shorted circuits (i.e. pull-ups, drivers and switched circuits). These failures are difficult to detect when a double fault has occurred and only one DTC has set.

ECM/SKIM/WCM PROGRAMMING

When a ECM and the SKIM are replaced at the same time perform the following steps in order:

1. Program the new SKIM 2. Program the new ECM 3. Replace all ignition keys and program them to the new SKIM.

When an ECM (Bosch) and the SKIM are replaced at the same time perform the following steps in order:

1. Program the new SKIM 2. Program the new ECM (Bosch) 3. Replace all ignition keys and program them to the new SKIM.

PROGRAMMING THE SKIM

CAUTION: Read all notes and cautions for programming procedures.

1. Connect a battery charger to the vehicle. 2. Connect the StarSCAN®.

CAUTION: If the ECM/PCM and SKREEM/WCM are replaced at the same time, the ECM/PCM MUST be programmed before the SKREEM/WCM.

  3.   Select "ECU View".
  4.   Select "WCM Wireless Control Module".
  5.   Select "Miscellaneous Functions".
  6.   Select WCM replaced.
  7.   Enter the PIN when prompted.
  8.   Verify the correct information.

NOTE: If the ECM and the SKIM are replaced at the same time, all vehicle keys will need to be replaced and programmed to the new SKIM.

PROGRAMMING IGNITION KEYS TO THE SKREEM

Each ignition key transponder also has a unique ID code that is assigned at the time the key is manufactured. When a key is programmed into the SKREEM/WCM, the transponder ID code is learned by the module and the transponder acquires the unique Secret Key ID code from the SKREEM/WCM. To program ignition keys into the SKREEM/WCM, follow the programming steps outlined in the diagnostic scan tool for PROGRAM IGNITION KEYS OR KEY FOBS under MISCELLANEOUS FUNCTIONS for the WIRELESS CONTROL MODULE/WCM menu item.

NOTE: If the original keys do not successfully program to the new SKREEM after the proper procedures are followed correctly, programming new keys will be necessary.

NOTE: A maximum of eight keys can be learned to each SKREEM. Once a key is learned to a SKREEM, that key has acquired the Secret Key for that SKREEM and cannot be transferred to any other SKREEM or vehicle.

If ignition key programming is unsuccessful, the scan tool will display one of the following error messages:

 PROGRAMMING NOT ATTEMPTED - The scan tool attempts to read the programmed key status and there are no keys programmed into SKREEM memory.

 PROGRAMMING KEY FAILED (POSSIBLE USED KEY FROM WRONG VEHICLE) -

SKREEM is unable to program an ignition key transponder due to one of the following:  The ignition key transponder is ineffective.

 The ignition key transponder is or has been already programmed to another vehicle.

 8 KEYS ALREADY LEARNED, PROGRAMMING NOT DONE - The SKREEM transponder ID memory is full.  LEARNED KEY IN IGNITION - The ID for the ignition key transponder currently in the ignition lock cylinder is already programmed into SKREEM memory.

COMMUNICATION

CAN-IHS-LIN BUS

The primary on-board communication network between microprocessor-based electronic control modules in this vehicle is the Controller Area Network (CAN) data bus system. A data bus network minimizes redundant wiring connections; and, at the same time, reduces wire harness complexity, sensor current loads and controller hardware by allowing each sensing device to be connected to only one module (also referred to as a node). Each node reads, then broadcasts its sensor data over the bus for use by all other nodes requiring that data. Each node ignores the messages on the bus that it cannot use.

The CAN bus is a two-wire multiplex system. Multiplexing is any system that enables the transmission of multiple messages over a single channel or circuit. The CAN bus is used for communication between most vehicle nodes. However, in addition to the CAN bus network, certain nodes may also be equipped with a Local Interface Network (LIN) data bus. The LIN data bus is a single wire low-speed (9.6 Kbps) serial link bus used to provide direct communication between a LIN master module and certain switch or sensor inputs.

There are actually three separate CAN bus systems used in the vehicle. They are designated: the CAN-Interior (also known as CAN Interior High Speed/IHS), the CAN-C and the Diagnostic CAN-C. The CAN-Interior and CAN-C systems provide on-board communication between all nodes in the vehicle. The CAN-C is the faster of the two systems providing near real-time communication (500 Kbps). The CAN-C is used typically for communications between more critical nodes, while the slower (125 Kbps) CAN-Interior system is used for communications between less critical nodes.

The added speed of the CAN data bus is many times faster than previous data bus systems. This added speed facilitates the addition of more electronic control modules or nodes and the incorporation of many new electrical and electronic features in the vehicle.

The Diagnostic CAN-C bus is also capable of 500 Kbps communication, and is sometimes informally referred to as the CAN-D system to differentiate it from the other high speed CAN-C bus. The Diagnostic CAN-C is used exclusively for the transmission of diagnostic information between the Totally Integrated Power Module/Central GateWay (TIPM or TIPMCGW) and a diagnostic scan tool connected to the industry-standard 16-way Data Link Connector (DLC) located beneath the instrument panel on the driver side of the vehicle.

The TIPM is located in the engine compartment near the battery. The central CAN gateway or hub module integral to the TIPM is connected to all three CAN buses. This gateway physically and electrically isolates the CAN buses from each other and coordinates the bi-directional transfer of messages between them.

CAN-IHS-LIN BUS

The Controller Area Network (CAN) data bus allows all electronic modules or nodes connected to the bus to share information with each other. Regardless of whether a message originates from a module on the lower speed CAN-Interior (also known as CAN Interior High Speed/IHS) bus or on the higher speed CAN-C or CAN- D bus, the message structure and layout is similar, which allows the Totally Integrated Power Module/Central GateWay (TIPM or TIPMCGW) to process and transfer messages between the CAN buses. The TIPM also stores a Diagnostic Trouble Code (DTC) for certain bus network faults.

All modules (also referred to as nodes) transmit and receive messages over one of these buses. Data exchange between nodes is achieved by serial transmission of encoded data messages. Each node can both send and receive serial data simultaneously. Each digital bit of a CAN bus message is carried over the bus as a voltage differential between the two bus circuits which, when strung together, form a message. Each node uses arbitration to sort the message priority if two competing messages are attempting to be broadcast at the same time.

The ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) is the Local Interface Network (LIN) master module in this vehicle and it gathers information from the compass module, the instrument panel switch bank, the Steering Control Module (SCM), and the Heated Seat Module

(HSM) through the LIN data bus. There is also LIN bus communication between the individual Tire Pressure Monitor (TPM) transponders and the Sentry Key Remote Entry Module (SKREEM) (also known as the Wireless Control Module/WCM). Both the EMIC and the SKREEM either act directly upon the information received through the LIN data bus, relay the information to other nodes in the vehicle using electronic messages placed on the CAN bus, or both.

The voltage network used to transmit messages requires biasing and termination. Each module on the CAN bus network provides its own biasing and termination. There are two types of nodes used in the CAN bus network. On the CAN-C or the IHS bus, a dominant node has a 120 ohm termination resistance while a non-dominant (or recessive) node has about a 2500 to 3000 ohm (2.5 to 3.0 kilohm) termination resistance. The dominant nodes on the CAN-C bus are the TIPM and the Powertrain Control Module (PCM). The dominant nodes on the IHS bus are the EMIC and the TIPM.

The termination resistance of two dominant nodes is combined in parallel to provide a total of about 60 ohms. This resistance value may vary somewhat by application, depending upon the number of non-dominant nodes on the bus. On the CAN-D bus (or Diagnostic CAN-C) all of the 60 ohm termination resistance is present in the Central GateWay (TIPMCGW).

NOTE: All measurement of termination resistance is done with the vehicle battery disconnected.

The communication protocol being used for the CAN data bus is a non-proprietary, open standard adopted from the Bosch CAN Specification 2.0b. The CAN-C is the faster of the two primary buses in the CAN bus system, providing near real-time communication (500 Kbps).

The CAN bus nodes are connected in parallel to the two-wire bus using a twisted pair, where the wires are wrapped around each other to provide shielding from unwanted electromagnetic induction, thus preventing interference with the relatively low voltage signals being carried through them. The twisted pairs have between 33 and 50 twists per meter (yard). While the CAN bus is operating (active), one of the bus wires will carry a higher voltage and is referred to as the CAN High or CAN bus (+) wire, while the other bus wire will carry a lower voltage and is referred to as the CAN Low or CAN bus (-) wire. Refer to the CAN BUS VOLTAGES table.

CAN Bus Voltages (Normal Operation)

                                     Dominant CAN-L CAN-H CAN-L                       CAN-H CAN-H
 CAN-C Bus                Recessive
                 Sleep                 (Bus   Short to Short to Short to              Short to Short to
  Circuits                (Bus Idle)
                                      Active) Ground Ground Battery                    Battery CAN-L

Battery

                                                                            Battery    Voltage
 CAN-L (-)        0V      2.4 - 2.5 V 1.3 - 2.3 V     0V       0.3 - 0.5V                       2.45 V
                                                                            Voltage   Less 0.75

V Battery Voltage Battery CAN-H (+) 0V 2.4 - 2.5 V 2.6 - 3.5 V 0.02 V 0V 2.45 V Less 0.75 Voltage V

CAN-	Key-On	CAN-L	CAN-H CAN-L CAN-H	CAN-H
Interior Bus	Key-Off (Bus	(Bus	Short to	Short to Short to Short to	Short to

Circuits Asleep) Active) Ground Ground Battery Battery CAN-L Battery

                                                                            Battery      Voltage
  CAN-L (-)            0.0 V          1.3 - 2.3 V     0V      0.3 - 0.5 V                           2.45 V
                                                                            Voltage     Less 0.75

V Battery

                                                                             Voltage    Battery
 CAN-H (+)             0.0 V          2.6 - 3.5 V   0.02 V       0V                                 2.45 V
                                                                            Less 0.75   Voltage

V Notes All measurements taken between node ground and CAN terminal with a standard DVOM. DVOM will display average network voltage. Total resistance of CAN-C network can also be measured (60 ohms). Total resistance of CAN-Interior network varies, depending upon the number of optional non-dominant nodes on the bus. CAN-Interior total resistance should range between about 60 ohms with the minimal number of nodes, to about 42 ohms with the maximum number of nodes.

In order to minimize the potential effects of Ignition-OFF Draw (IOD), the CAN-Interior network employs a sleep strategy. However, a network sleep strategy should not be confused with the sleep strategy of the individual nodes on that network, as they may differ. For example: The CAN-C bus network is awake only when the ignition switch is in the ON or START positions; however, the TIPM, which is on the CAN-C bus, may still be awake with the ignition switch in the ACCESSORY or UNLOCK positions. The integrated circuitry of an individual node may be capable of processing certain sensor inputs and outputs without the need to utilize network resources.

The CAN-Interior bus network remains active until all nodes on that network are ready for sleep. This is determined by the network using tokens in a manner similar to polling. When the last node that is active on the network is ready for sleep, and it has already received a token indicating that all other nodes on the bus are ready for sleep, it broadcasts a bus sleep acknowledgment message that causes the network to sleep. Once the CAN-Interior bus network is asleep, any node on the bus can awaken it by transmitting a message on the network. The TIPM will keep either the CAN-Interior or the CAN-C bus awake for a timed interval after it receives a diagnostic message for that bus over the Diagnostic CAN-C bus.

In the CAN system, available options are configured into the TIPM at the assembly plant, but additional options can be added in the field using the diagnostic scan tool. The configuration settings are stored in non-volatile memory. The TIPM also has two 64-bit registers, which track each of the as-built and currently responding nodes on the CAN-Interior and CAN-C buses. The TIPM stores a Diagnostic Trouble Code (DTC) in one of two caches for any detected active or stored faults in the order in which they occur. One cache stores powertrain (P-Code), chassis (C-Code) and body (B-Code) DTCs, while the second cache is dedicated to storing network (U-Code) DTCs.

If there are intermittent or active faults in the CAN network, a diagnostic scan tool connected to the Diagnostic CAN-C bus through the 16-way Data Link Connector (DLC) may only be able to communicate with the TIPM. To aid in CAN network diagnosis, the TIPM will provide CAN-Interior and CAN-C network status information to the scan tool using certain diagnostic signals. In addition, the transceiver in each node on the CAN-C bus will identify a bus off hardware failure , while the transceiver in each node on the CAN-Interior bus will identify a general bus hardware failure . The transceivers for some CAN-Interior nodes will also identify certain

failures for both CAN-Interior bus signal wires.

DATA LINK CONNECTOR📷 1

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DATA LINK CONNECTOR📷 1

The Data Link Connector (DLC) (2) is a 16-way molded plastic connector insulator on a dedicated take out of the instrument panel wire harness. This connector is located at the lower edge of the steering column opening cover (1) on the instrument panel, inboard of the steering column. The connector insulator is retained by two screws to an integral mounting tab on the lower instrument panel reinforcement, just below the lower edge of the steering column opening cover.

DATA LINK CONNECTOR📷 1

The Data Link Connector (DLC) is an industry-standard 16-way connector that permits the connection of a diagnostic scan tool to the Controller Area Network (CAN) data bus for interfacing with, configuring, and retrieving Diagnostic Trouble Code (DTC) data from the electronic modules that reside on the data bus network of the vehicle.

MODULE-ANTILOCK BRAKE

CONTROLLER ANTILOCK BRAKES📷 1

The Antilock Brake Module (ABM) is mounted to the Hydraulic Control Unit (HCU) and operates the ABS system.

CONTROLLER ANTILOCK BRAKES📷 1

The ABM voltage source is through the ignition switch in the RUN position. The ABM contains dual microprocessors. A logic block in each microprocessor receives identical sensor signals. These signals are processed and compared simultaneously. The ABM contains a self check program that illuminates the ABS warning light when a system fault is detected. Faults are stored in a diagnostic program memory and are accessible with the scan tool. ABS faults remain in memory until cleared, or until after the vehicle is started approximately 50 times. Stored faults are not erased if the battery is disconnected.

ANTILOCK BRAKE MODULE📷 5

1. Disconnect negative (-) battery cable from battery post and isolate.

NOTE: To disconnect the ABM wiring connector in the following step, depress the tab (1) in the center of the connector and lift the release lever (2), rotating it upward to the top of the connector, or until the connector is fully released from the module socket.

2. Disconnect the wiring connector from the ABM.

3. Remove four screws (1) attaching antilock brake module (ABM) (2) to hydraulic control unit (HCU).

CAUTION: When removing ABM from HCU, be sure to completely separate the two components (approximately 38 mm (1.5 inches)) before removing ABM. Otherwise, damage to the pressure sensor will result requiring HCU replacement.

4. Slide ABM (1) off HCU (2). 5. Remove ABM from vehicle.

ANTILOCK BRAKE MODULE📷 2

CAUTION: Inspect seal around mating edge of ABM to ensure seal is in good shape.

1. Clean any debris off the mating surfaces of the antilock brake module (ABM) and hydraulic control unit

(HCU).📷 4

CAUTION: When installing ABM to HCU, care must be taken not to damage the pressure sensor. If damaged, HCU replacement is necessary.

2. Align ABM (1) solenoids and pump/motor wiring with HCU (2) valves and wiring passage. Slide ABM onto HCU.

3. Install four screws (1) attaching ABM to HCU. Tighten mounting screws to 6 N.m (53 in. lbs.).

NOTE: To connect the ABM wiring connector to the ABM in the following step, begin with the release lever in the full upward (released) position. Push the connector onto the ABM socket and rotate the release lever (2) downward until it snaps into place in the locked position below the release tab (1).

4. Install ABM wiring connector (2) into socket of ABM. 5. Connect negative battery cable to battery post.

6. Hook up the scan tool to initialize the ABM and perform the following:  Clear any faults.

 Perform ABS VERIFICATION TEST and road test the vehicle.

MODULE-DIESEL ENGINE CONTROL

PCM / TCM FLASH REPROGRAMING

This procedure will need to be done when one or more of the following situations are true:

1. A vehicle's Powertrain control module (PCM) has been replaced. 2. A diagnostic trouble code (DTC) is set P1602 - PCM Not Programmed. 3. An updated calibration or software release is available for either the PCM or TCM ECUs.

This procedure assumes that the StarSCAN® and StarMOBILE® devices are configured to your dealership's network with either a wired or wireless connection. The StarSCAN® and StarMOBILE® must also be running at the latest operating system and software release level. For more help on how to network your StarSCAN® or StarMOBILE® reference the StarSCAN® / StarMOBILE® Quick Start Networking Guide available on 'DealerCONNECT > Service > StarSCAN® and StarMOBILE® Tools > Online Documentation' or at www.dcctools.com, under the Download Center.

TABLE OF CONTENTS

1.   SECTION 1 - PCM / TCM FLASH PROCEDURE.
  2.   REQUIRED TOOLS/EQUIPMENT:.
  3.   TECH TIPS and INFORMATION:.
  4.   PARTS REQUIRED.

SECTION 1 - PCM / TCM FLASH PROCEDURE📷 5

If using StarSCAN® or StarMOBILE® Desktop Client. Go to REPAIR PROCEDURE - Using StarSCAN® or StarMOBILE® Desktop Client.

If using StarMOBILE® Standalone Diagnostic Mode. Go To REPAIR PROCEDURE - Using StarMOBILE® Standalone Diagnostic Mode.

REPAIR PROCEDURE - Using StarSCAN® or StarMOBILE® Desktop Client

NOTE: If this flash process is interrupted or aborted, the flash should be restarted.

1. Open the hood of the vehicle and install a battery charger. Verify that the charging rate provides a continuous charge of 13.2 - 13.5 volts. 2. Connect the StarSCAN® or StarMOBILE® to the vehicle data link connector located under the steering column and turn the ignition key to the "RUN" position. 3. Power on the StarSCAN® or StarMOBILE®. If the StarMOBILE® is being used, launch the StarMOBILE® Desktop Client and connect to the appropriate StarMOBILE® device. 4. Retrieve the old ECU part number. From the tool's Home screen, a. Select "ECU View" b. Select "PCM" c. Select "More Options" d. Select "ECU Flash" e. Record the part number at the top of the Flash PCM screen for later reference. 5. Program the ECU as follows:  Using the StarSCAN® / StarMOBILE® at the Home screen, select "ECU View"

 Select "PCM"

 Select "More Options"

 Select "ECU Flash"

 Select "Browse for New File" and follow the on screen instructions.

 Highlight the appropriate calibration based on the part number recorded in Step 4e, or by using Year/Model/Engine and appropriate emissions selection for the vehicle being worked on.

NOTE: If you are not connected to the vehicle, you may also search for flash files by selecting the "Flash Download" button from the Home screen.

 Select "Download to Scantool"  Once the download is complete, select "Close" and then "Back"

 Highlight the listed calibration, select "Update Controller" and follow the on screen instructions.

 When the PCM update is complete, select "OK"

 Verify that the part number at the top of the Flash PCM screen has updated to the new part number.

NOTE: If this flash process is interrupted or aborted, the flash should be restarted.

6. Continue to SECTION 2 - ADDITIONAL PCM / TCM REPLACEMENT PROCEDURES to

complete the process if the ECU has been replaced. 7. Type the necessary information on the "Authorized Modification Label" (p/n 04275086AB) and attach near the VECI label (See SECTION 3 - AUTHORIZED MODIFICATION LABEL for details).

REPAIR PROCEDURE - Using StarMOBILE® Standalone Diagnostic Mode

NOTE: StarMOBILE® Standalone Mode is an efficient way to flash ECUs without having direct access to a network connection. It involves first copying the flash file to the StarMOBILE® device which DOES require a network connection. Once the file has been copied to the StarMOBILE® device, it can be used in a Standalone mode to flash the ECU WITHOUT a network connection.

NOTE: StarMOBILE® does not need to be connected to a vehicle when retrieving a flash file for Standalone Mode.

1. Power on the StarMOBILE®. Launch the StarMOBILE® Desktop Client and connect to the tool. 2. At the Home screen, select "ECU View"  Select "PCM"

 Select "More Options"

 Select "ECU Flash"

 Select "Browse for New File" and follow the on screen instructions.

 Highlight the appropriate calibration based on the current ECU part number, or by using Year/Model/Engine and appropriate emissions selection for the vehicle being worked on.

NOTE: If you are not connected to the vehicle, you may also search for flash files by selecting the "Flash Download" button from the Home screen.

3. From the Flash File List, select the appropriate calibration for the PCM and select "Download to Client" 4. Once the download is complete, hit "OK" and then "Manage Files"

5. In the Manage Files screen, highlight the downloaded flash file and select "Copy to SM Device". A green checkmark should now appear in the On SM Device column.

6. Exit the StarMOBILE® Desktop Client application. 7. Open the hood of the vehicle and install a battery charger. Verify that the charging rate provides a continuous charge of 13.2 - 13.5 volts. 8. Connect the StarMOBILE® to the vehicle data link connector located under the steering column and turn the ignition key to the "RUN" position. 9. On the StarMOBILE® device, select "Enter Standalone Diagnostic Mode" (use the right function key).

NOTE: If a StarMOBILE® Desktop Client is still associated with the device, you will receive the following error: "Your StarMOBILE® device is currently locked by a pc named 'xxxxxxxx' on your network. To remove the lock, close its Desktop Client or reboot this device".

10. Program the ECU as follows:  Select "ECU View"

 Select "PCM"

 Select "Flash ECU"

 Record the ECU part number at the very top of the screen for later reference.

 Highlight the flash file that you want to use. Hit "SELECT" and then "OK". Follow the on screen instructions.

 Once the flash is complete, verify that the part number at the top of the Flash PCM screen has updated to the new part number.

NOTE: If this flash process is interrupted or aborted, the flash should be restarted.

11. Continue to SECTION 2 - ADDITIONAL PCM / TCM REPLACEMENT PROCEDURES to complete the process if the ECU has been replaced. 12. Type the necessary information on the "Authorized Modification Label" (p/n 04275086AB) and attach near the VECI label (See SECTION 3 - AUTHORIZED MODIFICATION LABEL for details).

SECTION 2 - ADDITIONAL PCM / TCM REPLACEMENT PROCEDURES📷 1

NOTE: Find the PCM/TCM Type for the vehicle, read and write down the steps, and then go to the step by step instructions for additional information on how to perform these procedures. See STEP-BY-STEP INSTRUCTIONS.

If an EDC16-U31 PCM was replaced, perform the following additional steps and/or routines:

1. PCM Replaced - if WCM equipped 2. Check PCM VIN - if NOT WCM equipped 3. Program Variant Code

If an EDC16-C2 PCM was replaced, perform the following additional steps and/or routines:

1. PCM Replaced - if WCM equipped 2. Check PCM VIN - if NOT WCM / SKREEM equipped 3. IMA Rapid Calibration Test - Only on 06 PT & up

4. Injector Quantity Adjustment - Only on 06 PT & up

If an EDC16-CP31 was replaced, perform the following additional steps and/or routines:

  1.   PCM Replaced - if WCM equipped
  2.   Check PCM VIN - if NOT WCM equipped
  3.   Diesel Particulate Filter (Used) Learning
  4.   NOx Catalyst (New) Initialization
  5.   Injector Quantity Adjustment
  6.   IMA Rapid Calibration Test
  7.   Fuel Mean Value Adaptation Initialization
  8.   Exhaust Throttle Plate Adaptive Learn Position

If an EDC16-CP31-2 was replaced, perform the following additional steps and/or routines:

  1.   PCM Replaced - if WCM equipped
  2.   Check PCM VIN - if NOT WCM equipped
  3.   Injector Quantity Adjustment
  4.   Program Variant Code
  5.   ECU Replacement With Value Transfer - if the ECU to be replaced is still responsive
  6.   ECU Replacement Without Value Transfer - if the ECU to be replaced is NOT responsive
  7.   Fuel Mean Value Adaptation Initialization
  8.   IMA Rapid Calibration Test
  9.   Set Oil Dilution Mass Value

If a CM849 PCM was replaced, perform the following additional steps and/or routines:

1. PCM Replaced - if WCM equipped 2. Check PCM VIN - if NOT WCM equipped

If a CM2100 PCM was replaced, perform the following additional steps and/or routines:

  1.   PCM Replaced - if WCM equipped
  2.   Check PCM VIN - if NOT WCM equipped
  3.   Enable / Disable Vehicle Features - need to enable features
  4.   Injector Quantity Adjustment
  5.   Reset Regenerative Filter Timers
  6.   Mobile DeSoot - NO Minimum Required Soot Load

If an Aisin TCM was replaced, perform the following additional steps and/or routines:

1. Quicklearn

If an EGS TCM was replaced, perform the following additional steps and/or routines:

1. Initialize EGS

If an NGC4 TCM ONLY was replaced, perform the following additional steps and/or routines:

1. Quicklearn

If an NGC3 TCM ONLY was replaced, perform the following additional steps and/or routines:

1. Quicklearn

If an EATX TCM was replaced, perform the following additional steps and/or routines:

1. Quicklearn

STEP-BY-STEP INSTRUCTIONS

Check PCM VIN

From the "Home" screen, select "ECU View"

Select "PCM" Select "Misc. Functions" Select "Check PCM VIN" and follow the on screen instructions. When complete, select "Finish"

Diesel Particulate Filter (Used) Learning

From the "Home" screen, select "ECU View"

Select "PCM" Select "Misc. Functions" Select "Diesel Particulate Filter (Used) Learning" and follow the on screen instructions. When complete, select "Finish"

ECU Replacement with Value Transfer

From the "Home" screen, select "ECU View"

Select "PCM" Select "Misc. Functions" Select "ECU Replacement with Value Transfer" and follow the on screen instructions. When complete, select "Finish"

ECU Replacement without Value Transfer

From the "Home" screen, select "ECU View"

Select "PCM" Select "Misc. Functions" Select "ECU Replacement without Value Transfer" and follow the on screen instructions. When complete, select "Finish"

Enable / Disable Vehicle Features

From the "Home" screen, select "ECU View"

Select "PCM" Select "Misc. Functions" Select "Enable / Disable Vehicle Features" and follow the on screen instructions. When complete, select "Finish"

Exhaust Throttle Plate Adaptive Learn Position

From the "Home" screen, select "ECU View"

Select "PCM" Select "Misc. Functions" Select "Exhaust Throttle Plate Adaptive Learn Position" and follow the on screen instructions. When complete, select "Finish"

Fuel Mean Value Adaptation Initialization

From the "Home" screen, select "ECU View"

Select "PCM" Select "Misc. Functions" Select "Fuel Mean Value Adaptation Initialization" and follow the on screen instructions. When complete, select "Finish"

IMA Rapid Calibration

From the "Home" screen, select "ECU View"

Select "PCM" Select "Misc. Functions" Select "IMA Rapid Calibration Test" and follow the on screen instructions.

When complete, select "Finish"

Initialize EGS

From the "Home" screen, select "ECU View"

Select "PCM" Select "Misc. Functions" Select "Initialize EGS" and follow the on screen instructions. When complete, select "Finish"

Injector Quantity Adjustment

From the "Home" screen, select "ECU View"

Select "PCM" Select "Misc. Functions" Select "Injector Quantity Adjustment" and follow the on screen instructions. When complete, select "Finish"

Mobile DeSoot - NO Minimum Required Soot Load

From the "Home" screen, select "ECU View"

Select "PCM" Select "Misc. Functions" Select "Mobile DeSoot - NO Minimum Required Soot Load" and follow the on screen instructions. When complete, select "Finish"

NOx Catalyst (New) Initialization

From the "Home" screen, select "ECU View"

Select "PCM" Select "Misc. Functions" Select "NOx Catalyst (New) Initialization" and follow the on screen instructions. When complete, select "Finish"

PCM Replaced

The vehicle pin (Personal Identification Number) will be required to complete the routine. This information may be obtained in three ways:

1. The original selling invoice

2. DealerCONNECT > Parts > Key Codes 3. Contacting the District Manager.

From the "Home" screen, select "ECU View"

Select "WCM" Select "Misc. Functions" Select "PCM Replaced" and follow the on screen instructions. When complete, select "Finish"

Program Variant Code

From the "Home" screen, select "ECU View"

Select "PCM" Select "Misc. Functions" Select "Program Variant Code" and follow the on screen instructions. When complete, select "Finish"

Quicklearn

From the "Home" screen, select "ECU View"

Select "PCM" Select "Misc. Functions" Select "Quicklearn" and follow the on screen instructions. When complete, select "Finish"

Reset Regenerative Filter Timers

From the "Home" screen, select "ECU View"

Select "PCM" Select "Misc. Functions" Select "Reset Regenerative Filter Times" and follow the on screen instructions. When complete, select "Finish"

Set Oil Dilution Mass Value

From the "Home" screen, select "ECU View"

Select "PCM" Select "Misc. Functions"

Select "Set Oil Dilution Mass Value" and follow the on screen instructions. When complete, select "Finish"

SECTION 3 - AUTHORIZED MODIFICATION LABEL📷 1

NOTE: The following step is required by law when reprogramming a PCM and/or TCM.

Type the necessary information on the "Authorized Modification Label" and attach near the VECI label.

    1.   Powertrain Control / Transmission Control Module Part Numbers (Insert P/Ns) Used
    2.   Change Authority: TSB XX--XX
    3.   Dealer Code: XXXXX
    4.   Date: XX-XX-XX

REQUIRED TOOLS/EQUIPMENT:📷 1

PART NUMBER	StarSCAN®	PART NUMBER	StarMOBILE®
NPN	Battery Charger	NPN	Battery Charger
CH9401	StarSCAN® Tool Kit	CH9801	StarMOBILE® Tool Kit
CH9404	StarSCAN® Vehicle	StarMOBILE® Vehicle

CH9804

                             Cable                                                Cable
-                            -                                                    TechCONNECT PC or

- equivalent

TECH TIPS and INFORMATION:📷 1

3. StarMOBILE® does not need to be connected to a vehicle when retrieving a flash file for Standalone Mode. 4. Extreme care must be taken when programming a calibration into a generic PCM. Do not randomly select a calibration. Once a calibration is selected and programmed, the controller cannot be reprogrammed to a different calibration. The ECU can only be reprogrammed to a more recent version of that calibration. 5. If the flash process is interrupted or aborted, the flash should be restarted. 6. Due to the PCM / TCM programming procedure, a DTC may be set in other ECUs within the vehicle. Some DTCs may cause the MIL to illuminate. From the "Home" screen select "System View". Then select "All DTCs". Press "Clear All Stored DTCs" if there are any DTCs shown on the list. 7. Do not allow the battery charger to time out or the charging rate to climb above 13.5 volts during the flash process. 8. The StarSCAN® and StarMOBILE® diagnostic tools fully support Internet connectivity and must be configured for your dealership's network. For help on setting up your StarSCAN® / StarMOBILE® for the dealership's network, refer to the StarSCAN® / StarMOBILE® Quick Start Networking Guide available on 'DealerCONNECT > Service > StarSCAN® and StarMOBILE® Tools > Online Documentation' or at www.dcctools.com, under the download center. 9. The operating software in the StarSCAN® and StarMOBILE® must be programmed with the latest software release level. The software level is visible in the blue header at the top of the StarSCAN® and StarMOBILE® Desktop Client screens. For instructions on how to update your scan tool, refer to the StarSCAN® / StarMOBILE® Software Update guide available on 'DealerCONNECT > Service > StarSCAN® and StarMOBILE® Tools > Online Documentation' or at www.dcctools.com, under the download center.

PARTS REQUIRED📷 1

Qty	Part Number	DESCRIPTION
1	04275086AB	Label, Authorized Modification

Removal

The ECM (Engine Control Module-Diesel) (4) is located in the engine compartment.

Disconnect negative battery cable.

Disconnect ECM electrical connectors (1).

Remove ECM mounting nuts (5).

Remove ECM (4) and bracket assembly (3) from vehicle.

Separate ECM (4) from bracket (3).

Installation

Install ECM (4) to bracket (3).

Position ECM and bracket assembly to inner fender.

Install ECM mounting nuts (5). Tighten nuts to 20 N.m (177 in. lbs.) torque.

Check pin connectors in both the ECM and its electrical connectors for corrosion or damage. Also, the

pin heights in connectors should all be same. Repair as necessary before installing connectors.

Connect ECM electrical connectors (1).

Connect negative battery cable.

CAUTION

Refer to PCM/ECM REPROGRAMMING for reprogramming procedures. If this step is not performed, a Diagnostic Trouble Code (DTC) will be set.

CAUTION

Use the scan tool to reprogram the new ECM with the vehicles original identification number (VIN) and the vehicles original mileage. If this step is not performed, a Diagnostic Trouble Code (DTC) will be set.

MODULE-FINAL DRIVE CONTROL

FINAL DRIVE CONTROL MODULE📷 1

The Final Drive Control Module (FDCM) is a microprocessor-based assembly controlling the Transfer Case. Communication is via the CAN serial bus. Inputs include user selectable 2WD and 4WD modes that include 2WD, 4WD AUTO, 4WD LOW and Neutral.

The FDCM has two electrical connectors and is installed inside the passenger compartment behind the driver side knee bolster and is mounted to the left kick panel. On RHD vehicles the FDCM is located in a mirrored position on the right side.

FINAL DRIVE CONTROL MODULE📷 1

During normal operation of an active transfer case the FDCM control module learns and remembers the Clutch Engagement Point (Kiss Point), the position in the motor actuator's travel where torque begins to be transferred to the front wheels. The position is read out using the encoder as a 0 to 5 volt signal. This information is written into the module's EEPROM area at Ignition OFF. Over time the clutch pack wears and the Kiss Point changes in one direction (going from a lower voltage to a higher value).

POWER UP/DOWN📷 1

The Final Drive Control Module (FDCM) will power up with an OFF/ON transition of the hard wired ignition switch input.

The FDCM will power down when the vehicle ignition switch transitions from ON to OFF or there are no system requirements that dictate the controller to remain active

START-UP DIAGNOSTICS📷 1

When the FDCM is activated, the internal circuitry will undergo a diagnostic procedure. The controller will examine all inputs and outputs for short circuits to ground, short circuits to battery and open circuits and will also verify proper CPU and memory operation. If a fault is detected, a message will be sent out over the CAN C bus to the Cluster indicating that service is recommended.

After passing all diagnostic tests, the controller will receive and process inputs and produce the appropriate outputs. Proper monitoring of the controller inputs and outputs performance will continue.

INPUTS/OUTPUTS

The following are inputs to the FDCM:

Transfer Case Mode Sensor Signal 1 Direct Battery Feeds Ignition RUN Sense Sensor Ground Module Ground CAN C Bus

The following are outputs of the FDCM:

Transfer Case Motor Brake Control (3022 only) 5V Sensor Supply Transfer Case Bi-directional Motor Control (A & B) Switched B+ Solenoid Supply Transfer Case Motor Brake Control

TRANSFER CASE RANGE SELECT SWITCH INPUT (NEUTRAL, 2WD, 4WD AUTO and 4WD LOW SELECT SWITCH)

The transfer case range select switch is hardwired directly to the Cluster (CCN). The switch position is read by the CCN and is communicated to the TIPM (Gateway) via the CAN-I bus. The TIPM then rebroadcasts this information onto the CAN-C bus where the FDCM is a receiver.

The Cluster (CCN) will support circuitry which interfaces to the system's Transfer Case Range Select Switch, including a Transfer Case Range Select Switch voltage supply and a Transfer Case Range Select Switch input. The purpose of this circuitry is to determine the mode currently being requested by the operator via the resistance ladder network in the shifter assembly, where the Transfer Case Range Select Switch is packaged.

The NEUTRAL Select Switch Input will provide the operator with the ability to place the Transfer Case in Neutral. The Select Switch Input will provide the operator with the ability to place the transfer case in 2WD, 4WD AUTO and 4WD LOW. The NEUTRAL Select Switch is a momentary pushpin switch and the 2WD, 4WD AUTO and 4WD LOW Select Switch is a 3-position toggle or a contact switch and both these switches are provided through a resistor network for diagnostic purposes. The input will have an internal 1.0K +/- 1% pull-up resistor to 5V.

As the selected position in the switch varies and/or the NEUTRAL Switch is depressed or not, the resistance

between the Cluster (CCN) voltage supply and Transfer Case Range Select Switches input will vary. Hardware, software, and calibrations within the Cluster will be provided that interpret the external resistance between the module's Transfer Case Range Select Switches voltage supply and Transfer Case Range Select Switches inputs as given in the table below:

NOTE: There is no requirement for the FDCM to distinguish between a neutral request from the 4WD AUTO or the 4WD LOW position. Resistances in these ranges will be represented as a Neutral Switch Activation.

TRANSFER CASE MODE SENSOR SIGNAL

The Transfer Case Mode Sensor Signal Input will provide the FDCM feedback about the position of the transfer case. The mode sensor will be a linear analog position sensor with a 1.4K +/- 20% potentiometer and a 1 K +/- 20% wiper resistor that converts the motor shaft position into a multiplexed voltage. The mode sensor (on the 3022 transfer case) is an active device where the sensor's current changes as the motor shaft position changes

TRANSFER CASE BI-DIRECTIONAL MOTOR CONTROL (A & B)

This output will control a Bi-directional DC motor that controls a clutch pack in the Transfer Case that varies the torque transfer between the front and rear axles.

MODES OF OPERATION📷 4

Normal Operation

This mode is achieved by the ignition being switched in the RUN position, which powers up the 5V regulator and generates the appropriate RESET for the microprocessor. This mode also includes any required power-up system checks.

Shut Down Mode

This mode is activated when the ignition switch turned to the off position. The FDCM will perform any required Shut Down tasks prior to turning off the 5V regulator.

Limp-In Mode

This mode is entered when the FDCM has detected an error condition that prevents the system from performing its' required task. The FDCM operation will vary depending from modified operation to total system shut down based on the failure that has occurred.

Removal

NOTE: If the FDCM is being replaced it is necessary to perform the Quick Learn Procedure using the Scan Tool.

NOTE: The FDCM has two electrical connectors and is installed inside the passenger

compartment behind the driver side knee bolster and is mounted to the left kick panel. On RHD vehicles the FDCM is located in a mirrored position on the right side.

Lower the drivers side knee bolster.

Push out on the two locking tabs (1) and remove the FDCM.

Disconnect the two electrical connectors (1) from the FDCM.

Installation

NOTE: If the FDCM is being replaced it is necessary to perform the Quick Learn Procedure using the Scan Tool.

Connect the two electrical connectors (1) into the FDCM.

Install the FDCM being certain the locking tabs (1) are secure.

Raise the drivers side knee bolster.

MODULE-HEATED SEAT

MODULE, HEATED SEAT📷 1

The heated seat module (1) is located under the left front seat. It has a single electrical connector (2) and a push pin style retainer that secures it to the seat pan (3). The module can be accessed from under the front left seat with the seat in the full back and up position.

The heated seat module is a microprocessor designed to use the Local Interface Network (LIN) data bus messages from the instrument cluster, sometimes referred to as the Cab Compartment Node (CCN). The CCN receives inputs from the heated seat switches and in turn signals the heated seat module to operate the heated seat elements for both front seats.

MODULE-HEATED SEAT📷 1

The heated seat module operates on fused battery current received from the ignition switch. The module is grounded to the body at all times through the electrical connector. Inputs to the module include Local Interface Network (LIN) data bus messages and standard hardwired 12 volt power and ground. In response to the LIN inputs the heated seat module will control the battery current to the appropriate heated seat elements.

When a heated seat switch LIN data bus signal is received by the heated seat module, the module energizes the selected heated seat element. The Low heat set point is about 38° C (100.4° F), and the High heat set point is about 42° C (107.6° F).

In addition to operating the heated seat elements, the heated seat module sends LED illumination messages to the instrument cluster, sometimes referred to as the Cab Compartment Node (CCN) via the LIN data bus. The CCN then sends the LED illumination message to the accessory switch bank so that the appropriate LEDs are illuminated for any given heating level. Pressing the switch once will select high-level heating. Pressing the switch a second time will select low-level heating. Pressing the switch a third time will shut the heating elements off.

If the heated seat module detects a heated seat element OPEN or SHORT circuit, it will record and store the appropriate Diagnostic Trouble Code (DTC).

HEATED SEAT MODULE

In order to obtain conclusive testing, the heated seat system and the Local Interface Network (LIN) data bus circuit must be checked. Any diagnosis of the heated seat system should begin with, the use of a scan tool and the appropriate diagnostic service information.

Refer to the appropriate wiring information for complete circuit schematic or connector pin-out information.

NOTE: Vehicles equipped with the heated seat option utilize a low voltage cut-off feature. This feature turns off power to the heated seat system anytime vehicle voltage is below 11.7v or above 15.5v. Be certain to check the vehicle electrical system for proper voltage anytime the power seat system appears inoperative.

Before any testing of the heated seat system is attempted, the battery should be fully-charged.

HEATED SEAT MODULE

CAUTION: The Heated Seat Module mounting tab can be damaged during module removal and installation. Use care to properly align tab to prevent binding that could result in tab breakage.

  1.   Position the right front seat to the full rearward position.
  2.   Disconnect and isolate the battery negative cable.
  3.   Disconnect the wire harness connector (4) from the heated seat module (3).
  4.   Unsnap the heated seat module retaining tab (2) from the seat pan (1).
  5.   Remove the heated seat module (3) from the vehicle.

HEATED SEAT MODULE📷 2

CAUTION: The Heated Seat Module mounting tab can be damaged during module removal and installation. Use care to properly align tab to prevent binding that could result in tab breakage.

1. Install the heated seat module (3) into the vehicle. 2. Position the retaining tab (2) with the mounting hole in the seat pan (1). Firmly apply even pressure to the module (3) until the mounting tab is fully seated. 3. Connect the wire harness connector (4) to the heated seat module (3). 4. Connect the battery negative cable. 5. Check for proper heated seat system operation.

MODULE-POWERTRAIN CONTROL

PCM / TCM FLASH REPROGRAMING

This procedure will need to be done when one or more of the following situations are true:

1. A vehicle's Powertrain control module (PCM) has been replaced. 2. A diagnostic trouble code (DTC) is set "P1602 - PCM Not Programmed." 3. An updated calibration or software release is available for either the PCM or TCM ECUs.

TABLE OF CONTENTS

1.   SECTION 1 - PCM / TCM FLASH PROCEDURE.
  2.   REQUIRED TOOLS/EQUIPMENT:.
  3.   TECH TIPS and INFORMATION:.
  4.   PARTS REQUIRED.

SECTION 1 - PCM / TCM FLASH PROCEDURE📷 6

If using StarSCAN® or StarMOBILE® Desktop Client. Go to REPAIR PROCEDURE - Using StarSCAN® or StarMOBILE® Desktop Client.

If using StarMOBILE® Standalone Diagnostic Mode. Go to REPAIR PROCEDURE - Using StarMOBILE® Standalone Diagnostic Mode.

REPAIR PROCEDURE - Using StarSCAN® or StarMOBILE® Desktop Client

NOTE: If this flash process is interrupted or aborted, the flash should be restarted.

b. Select "PCM" c. Select "More Options" d. Select "ECU Flash" e. Record the part number at the top of the Flash PCM screen for later reference. 5. Program the ECU as follows:  Using the StarSCAN® / StarMOBILE® at the Home screen, select "ECU View"

 Select "PCM"

 Select "More Options"

 Select "ECU Flash"

 Select "Browse for New File" and follow the on screen instructions.

 Highlight the appropriate calibration based on the part number recorded in Step 4e, or by using Year/Model/Engine and appropriate emissions selection for the vehicle being worked on.

NOTE: If you are not connected to the vehicle, you may also search for flash files by selecting the "Flash Download" button from the Home screen.

 Select "Download to Scantool"  Once the download is complete, select "Close" and then "Back"

 Highlight the listed calibration, select "Update Controller" and follow the on screen instructions.

 When the PCM update is complete, select "OK"

 Verify that the part number at the top of the Flash PCM screen has updated to the new part number.

NOTE: If this flash process is interrupted or aborted, the flash should be restarted.

6. Continue to SECTION 2 - ADDITIONAL PCM / TCM REPLACEMENT PROCEDURES to complete the process if the ECU has been replaced. 7. Type the necessary information on the "Authorized Modification Label" (p/n 04275086AB) and attach near the VECI label (See SECTION 3 - AUTHORIZED MODIFICATION LABEL for details).

REPAIR PROCEDURE - Using StarMOBILE® Standalone Diagnostic Mode

NOTE: StarMOBILE® does not need to be connected to a vehicle when retrieving a flash file for Standalone Mode.

1. Power on the StarMOBILE®. Launch the StarMOBILE® Desktop Client and connect to the tool. 2. At the Home screen, select "ECU View"  Select "PCM"

 Select "More Options"

 Select "ECU Flash"

 Select "Browse for New File" and follow the on screen instructions.

 Highlight the appropriate calibration based on the current ECU part number, or by using Year/Model/Engine and appropriate emissions selection for the vehicle being worked on.

NOTE: If you are not connected to the vehicle, you may also search for flash files by selecting the "Flash Download" button from the Home screen.

3. From the Flash File List, select the appropriate calibration for the PCM and select "Download to Client" 4. Once the download is complete, hit "OK" and then "Manage Files"

5. In the Manage Files screen, highlight the downloaded flash file and select "Copy to SM Device". A green checkmark should now appear in the On SM Device column.

10. Program the ECU as follows:  Select "ECU View"

 Select "PCM"

 Select "Flash ECU"

 Record the ECU part number at the very top of the screen for later reference.

 Highlight the flash file that you want to use. Hit "SELECT" and then "OK". Follow the on screen instructions.

 Once the flash is complete, verify that the part number at the top of the Flash PCM screen has updated to the new part number.

NOTE: If this flash process is interrupted or aborted, the flash should be restarted.

near the VECI label (See SECTION 3 - AUTHORIZED MODIFICATION LABEL for details).

SECTION 2 - ADDITIONAL PCM / TCM REPLACEMENT PROCEDURES

Find the PCM/TCM Type for the vehicle, read and write down the steps, and then go to the step by step instructions for additional information on how to perform these procedures. See STEP-BY-STEP

INSTRUCTIONS.

If a NGC3 or NGC4 PCM was replaced, perform the following additional steps and/or routines:

  1.   PCM Replaced - if WCM equipped
  2.   Learn ETC - if ETC equipped
  3.   Check PCM Odometer
  4.   Check PCM VIN - if NOT WCM equipped
  5.   Quicklearn - if EATX equipped

If a GPEC PCM was replaced, perform the following additional steps and/or routines:

1. If the vehicle is equipped with a CVT, ensure that the TCM has the latest software calibration available (if the vehicle is not equipped with a CVT, skip to Step 3). 2. PCM Replaced - if WCM equipped 3. Learn ETC 4. Check PCM Odometer 5. Check PCM VIN - if NOT WCM equipped 6. TCM Quicklearn - if EATX equipped

If a CVT TCM was replaced, perform the following additional steps and/or routines:

1. Initialize CVT

If an EGS TCM was replaced, perform the following additional steps and/or routines:

1. Initialize EGS

STEP-BY-STEP INSTRUCTIONS

Check PCM Odometer

From the "Home" screen, select "ECU View".

Select "PCM" Select "Misc. Functions" Select "Check PCM Odometer" and follow the on screen instructions. When complete, select "Finish".

Check PCM VIN

From the "Home" screen, select "ECU View"

Select "PCM" Select "Misc. Functions" Select "Check PCM VIN" and follow the on screen instructions. When complete, select "Finish"

Initialize CVT

From the "Home" screen, select "ECU View"

Select "TCM" Select "Misc. Functions" Select "Initialize CVT" and follow the on screen instructions. When complete, select "Finish"

Initialize EGS

From the "Home" screen, select "ECU View"

Select "TCM" Select "Misc. Functions" Select "Initialize EGS" and follow the on screen instructions. When complete, select "Finish"

Learn ETC

From the "Home" screen, select "ECU View"

Select "PCM" Select "Misc. Functions" Select "Learn ETC" and follow the on screen instructions. When complete, select "Finish"

PCM Replaced

The vehicle pin (Personal Identification Number) will be required to complete the routine. This information may be obtained in three ways:

1. The original selling invoice 2. DealerCONNECT > Parts > Key Codes 3. Contacting the District Manager.

From the "Home" screen, select "ECU View"

Select "WCM" Select "Misc. Functions" Select "PCM Replaced" and follow the on screen instructions. When complete, select "Finish"

Quicklearn

From the "Home" screen, select "ECU View"

Select "PCM" Select "Misc. Functions" Select "Quicklearn" and follow the on screen instructions. When complete, select "Finish"

Update CVT TCM

From the "Home" screen:

Select "ECU View" Select "TCM" Select "More Options" Select "ECU Flash" Select "Browse for New File" and follow the on screen instructions. Highlight the appropriate calibration. Select "Download to Scantool" Once the download is complete, select "Close" and then "Back" Highlight the listed calibration, select "Update Controller" and follow the on screen instructions. When the TCM update is complete, select "OK" Verify that the part number at the top of the "Flash TCM" screen has updated to the latest level.

SECTION 3 - AUTHORIZED MODIFICATION LABEL

NOTE: The following step is required by law when reprogramming a PCM and/or TCM.

Type the necessary information on the "Authorized Modification Label" and attach near the VECI label.

    1.   Powertrain Control / Transmission Control Module Part Numbers (Insert P/Ns) Used
    2.   Change Authority: TSB XX--XX
    3.   Dealer Code: XXXXX
    4.   Date: XX-XX-XX

REQUIRED TOOLS/EQUIPMENT:📷 1

PART NUMBER	StarSCAN®	PART NUMBER	StarMOBILE®
NPN	Battery Charger	NPN	Battery Charger
CH9401	StarSCAN® Tool Kit	CH9801	StarMOBILE® Tool Kit
CH9404	StarSCAN® Vehicle	StarMOBILE® Vehicle

CH9804

                            Cable                                              Cable
-                           -                                                  TechCONNECT PC or

- equivalent

TECH TIPS and INFORMATION:📷 1

1. StarMOBILE® Standalone Diagnostic Mode is an efficient way to flash ECUs without having direct access to a network connection. It involves first copying the flash file to the StarMOBILE® device which DOES require a network connection. Once the file has been copied to the StarMOBILE® device, it can be used in a Standalone mode to flash the ECU WITHOUT a network connection. 2. To use the StarMOBILE® in Pass-Through Mode requires that your StarMOBILE® is connected to the dealerships network via a wired or wireless connection. For more information on how to use the StarMOBILE in Pass-Through Mode see the StarMOBILE® training tutorials available on 'DealerCONNECT > Service > StarSCAN® and StarMOBILE® Tools > Training Aids' link or at www.dcctools.com, under the 'Training Aids' link. 3. StarMOBILE® does not need to be connected to a vehicle when retrieving a flash file for Standalone Mode. 4. Extreme care must be taken when programming a calibration into a generic PCM. Do not randomly select a calibration. Once a calibration is selected and programmed, the controller cannot be reprogrammed to a different calibration. The ECU can only be reprogrammed to a more recent version of that calibration. 5. If the flash process is interrupted or aborted, the flash should be restarted. 6. Due to the PCM / TCM programming procedure, a DTC may be set in other ECUs within the vehicle. Some DTCs may cause the MIL to illuminate. From the "Home" screen select "System View". Then select "All DTCs". Press "Clear All Stored DTCs" if there are any DTCs shown on the list.

7. When replacing a GPEC PCM for a vehicle that is equipped with a CVT, it is extremely important that the PCM and TCM both have the latest software calibrations. 8. Do not allow the battery charger to time out or the charging rate to climb above 13.5 volts during the flash process. 9. The StarSCAN® and StarMOBILE® diagnostic tools fully support Internet connectivity and must be configured for your dealership's network. For help on setting up your StarSCAN® / StarMOBILE® for the dealership's network, refer to the StarSCAN® / StarMOBILE® Quick Start Networking Guide available on 'DealerCONNECT > Service > StarSCAN® and StarMOBILE® Tools > Online Documentation' or at www.dcctools.com, under the download center. 10. The operating software in the StarSCAN® and StarMOBILE® must be programmed with the latest software release level. The software level is visible in the blue header at the top of the StarSCAN® and StarMOBILE® Desktop Client screens. For instructions on how to update your scan tool, refer to the StarSCAN® / StarMOBILE® Software Update guide available on 'DealerCONNECT > Service > StarSCAN® and StarMOBILE® Tools > Online Documentation' or at www.dcctools.com, under the download center.

PARTS REQUIRED📷 4

Qty	Part Number	DESCRIPTION
1	04275086AB	Label, Authorized Modification

Removal

The PCM (Powertrain Control Module) (3-Right Hand Drive), or (3-Left Hand Drive) is located in the

engine compartment.

Disconnect negative battery cable.

Disconnect PCM electrical connectors (5-Right Hand Drive), or (4-Left Hand Drive).

Remove PCM mounting screws (4-Right Hand Drive), or (5-Left Hand Drive).

Remove PCM (3-Right Hand Drive), or (3-Left Hand Drive) from vehicle.

Installation

The PCM (Powertrain Control Module) (3-Right Hand Drive), or (3-Left Hand Drive) is located in the

engine compartment.

Position PCM (3-Right Hand Drive), or (3-Left Hand Drive) to vehicle.

Install PCM mounting screws (4-Right Hand Drive), or (5-Left Hand Drive). Tighten screws to 8 N.m (71

in. lbs.) torque.

Connect PCM electrical connectors (5-Right Hand Drive), or (4-Left Hand Drive).

Connect negative battery cable.

CAUTION

Refer to PCM/ECM REPROGRAMMING for reprogramming procedures. If this step is not performed, a Diagnostic Trouble Code (DTC) will be set.

CAUTION

Use the scan tool to reprogram the new PCM with the vehicles original identification number (VIN) and the vehicles original mileage. If this step is not performed, a Diagnostic Trouble Code (DTC) will be set.

MODULE-STEERING CONTROL

STEERING CONTROL MODULE📷 1

This vehicle is equipped with a Steering Control Module (SCM) that is internal to the left multi-function switch housing (2). The left (lighting) multi-function switch is located on the left side of the steering column, just below the steering wheel. This switch is the primary control for the interior and exterior lighting systems. The only visible components of the switch are the control stalk (1), control knob and control sleeve that extend through the steering column shrouds on the left side of the column. The remainder of the switch including its mounting provisions and electrical connections are concealed beneath the shrouds.

The switch housing and controls are constructed of molded black plastic. A single screw (7) through a mounting tab integral to the back of the switch housing, and a slide tab integral to the bottom of the switch housing secure the switch to the mounting bracket integral to the clockspring (3). A connector receptacle containing seven terminal pins is integral to the inboard end of the switch housing and connects the SCM through a jumper wire harness (5) directly to the right (wiper) multi-function switch (6). A second connector receptacle containing four terminal pins is integral to the back of the switch housing and connects the SCM to the vehicle electrical system

through a dedicated takeout and connector of the instrument panel wire harness.

The SCM cannot be adjusted or repaired. If ineffective or damaged the entire left multi-function switch must be replaced. Refer to REMOVAL . The clockspring (with the multi-function switch mounting bracket), the left multi-function switch (with the SCM), the right multi-function switch and the jumper wire harness are each available for separate service replacement.

STEERING CONTROL MODULE

The microprocessor-based Steering Control Module (SCM) utilizes integrated circuitry to monitor hard wired analog and multiplexed inputs from both the right and left multi-function switches. In response to those inputs, the internal circuitry of the SCM allow it to transmit electronic message outputs to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) over the Local Interface Network (LIN) data bus.

In response to those inputs the internal circuitry and programming of the EMIC, which is also the LIN master module in the vehicle, allow it to control and integrate many electronic functions and features of the vehicle through both hard wired outputs and the transmission of electronic message outputs to other electronic modules in the vehicle over the Controller Area Network (CAN) data bus. See DESCRIPTION.

The SCM is connected to both a fused B(+) circuit and a fused ignition switch output (run-start) circuit. It receives a path to ground at all times. These connections allow it to remain functional regardless of the ignition switch position. Any input to the SCM that controls a vehicle system function that does not require that the ignition switch be in the ON position such as turning on the lights, prompts the SCM to wake up and transmit on the LIN data bus.

The hard wired circuits between components related to the SCM may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds.

However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SCM or the electronic controls or communication between modules and other devices that provide some features of the SCM. The most reliable, efficient, and accurate means to diagnose the SCM or the electronic controls and communication related to SCM operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

STEERING CONTROL MODULE

WARNING: To avoid serious or fatal injury on vehicles equipped with airbags, disable the Supplemental Restraint System (SRS) before attempting any steering wheel, steering column, airbag, Occupant Classification System (OCS), seat belt tensioner, impact sensor, or instrument panel component diagnosis or service. Disconnect and isolate the battery negative (ground)

cable, then wait two minutes for the system capacitor to discharge before performing further diagnosis or service. This is the only sure way to disable the SRS. Failure to take the proper precautions could result in accidental airbag deployment.

The hard wired circuits between components related to the Steering Control Module (SCM) may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds.

MODULE-TRANSMISSION CONTROL

TRANSMISSION CONTROL MODULE - DIESEL ENGINE📷 1

1 - TCM

If the vehicle is equipped with a NAG1 transmission the TCM (1) is a separate module located behind the drivers knee bolster to the right of the steering column. The TCM uses the Controller Area Network (CAN) C

high-speed intra-vehicle communications network to deliver commands to the transmission and monitor operations. A module on the automatic transmission shifter communicates range selection data to the transmission, also using the CAN-C network. This information is also displayed in the instrument cluster.

TRANSMISSION CONTROL MODULE - GASOLINE ENGINES📷 1

1 - PCM

The Transmission Control Module (TCM) is a sub-module within the Powertrain Control Module (PCM) (1). The PCM is located on the right inner fender. The NGC IV (fourth-generation) Powertrain Control Module (PCM) provides integrated electronic control of all transmission functions.

1 - TCM

If the vehicle is equipped with a NAG1 transmission the TCM (1) is a separate module located behind the drivers knee bolster to the right of the steering column.

OPERATION-TCM- DIESEL ENGINE📷 1

The transmission control module (TCM) determines the current operating conditions of the vehicle and controls the shifting process for shift comfort and driving situations. It receives this operating data from sensors and broadcast messages from other modules.

The TCM uses inputs from several sensors that are directly hardwired to the controller and it uses several indirect inputs that are used to control shifts. This information is used to actuate the proper solenoids in the valve body to achieve the desired gear.

The shift lever sensor assembly (SLSA) has sensors that are monitored by the TCM to calculate shift lever position. The reverse light switch, an integral part of the SLSA, controls the reverse light relay control circuit. The Brake/Transmission Shift Interlock (BTSI) solenoid and the park lockout solenoid (also part of the SLSA) are controlled by the TCM.

The ECM and ABS broadcast messages over the controller area network (CAN C) bus for use by the TCM. The TCM uses this information, with other inputs, to determine the transmission operating conditions.

The TCM:

determines the momentary operating conditions of the vehicle.

controls all shift processes. considers shift comfort and the driving situation.

The TCM controls the solenoid valves for modulating shift pressures and gear changes. Relative to the torque being transmitted, the required pressures are calculated from load conditions, engine rpm, vehicle speed, and ATF temperature.

The following functions are contained in the TCM:

Shift Program. Downshift Safety. Torque Converter Lock-Up Clutch. Adaptation.

This transmission does not have a TCM relay. Power is supplied to the SLSA and the TCM directly from the ignition.

The TCM continuously checks for electrical problems, mechanical problems, and some hydraulic problems. When a problem is sensed, the TCM stores a diagnostic trouble code (DTC). Some of these codes cause the transmission to go into "Limp-In" or "default" mode. Some DTCs cause permanent Limp-In and others cause temporary Limp-In. The NAG1 defaults in the current gear position if a DTC is detected, then after a key cycle the transmission will go into Limp-in, which is mechanical 2nd gear. Some DTCs may allow the transmission to resume normal operation (recover) if the detected problem goes away. A permanent Limp-In DTC will recover when the key is cycled, but if the same DTC is detected for three key cycles the system will not recover and the DTC must be cleared from the TCM with the scan tool.

TCM SIGNALS

The TCM registers one part of the input signals by direct inputs, the other part by CAN C bus. In addition to the direct control of the actuators, the TCM sends various output signals by CAN C bus to other control modules.

Selector Lever Position

A series of 12 Hall-effect switches in the SLSA inform the TCM of the position of the selector lever.

The TCM monitors the SLSA for all shift lever positions through five position circuits. The SLSA provides a low-current 12-volt signal to the TCM. The TCM compares the on/off signals to programmed combinations to determine the exact position of the shift lever.

ATF Temperature Sensor

The ATF temperature sensor is a positive temperature co-efficient (PTC) thermistor. It measures the temperature of the transmission fluid and is a direct input signal for the TCM. The temperature of the ATF has an influence on the shift time and resulting shift quality. As the temperature rises, resistance rises, and therefore, the probing voltage is decreasing. Because of its registration, the shifting process can be optimized in all temperature ranges.

The ATF temperature sensor is wired in series with the park/neutral contact. The temperature signal is transmitted to the TCM only when the reed contact of the park/neutral contact is closed because the TCM only reads ATF temperature while in any forward gear, or REVERSE. When the transmission is in PARK or NEUTRAL, the TCM will substitute the engine temperature for the ATF temperature.

Starter Interlock

The TCM monitors a contact switch wired in series with the transmission temperature sensor to determine PARK and NEUTRAL positions. The contact switch is open in PARK and NEUTRAL. The TCM senses transmission temperature as high (switch supply voltage), confirming switch status as open. The TCM then broadcasts a message over CAN bus to confirm switch status. The PCM receives this information and allows operation of the starter circuit.

N2 and N3 Speed Sensors

The N2 and N3 Input Speed Sensors are two Hall-effect speed sensors that are mounted internally in the transmission and are used by the TCM to calculate the transmission's input speed. Since the input speed cannot be measured directly, two of the drive elements are measured. Two input speed sensors were required because both drive elements are not active in all gears.

CAN C Bus Indirect Input Signals

A 2.5-volt bias (operating voltage) is present on the CAN C bus any time the ignition switch is in the RUN position. Both the TCM and the ABS apply this bias. On this vehicle, the CAN C bus is used for module data exchange only. The indirect inputs used on the NAG1 electronic control system are:

Wheel Speed Sensors. Transfer Case Switch Status. Brake Switch. Engine RPM. Engine Temperature. Cruise Control Status. Gear Limit Request. Throttle Position - 0% at idle, 100% at WOT. If open, TCM assumes idle (0% throttle opening). Odometer Mileage Maximum Effective Torque. Engine in Limp-In Mode/Mileage Where DTC Was Set.

SHIFT SCHEDULES

The basic shift schedule includes up and downshifts for all five gears. The TCM adapts the shift program according to driving style, accelerator pedal position and deviation of vehicle speed. Influencing factors are:

Road Conditions. Incline, Decline and Altitude.

Trailer Operation, Loading. Engine Coolant Temperature. Cruise Control Operation. Sporty Driving Style. Low and High ATF Temperature.

Upshift To:	1-2	2-3	3-4	4-5
Activated By	1-2/4-5	2-3	3-4	1-2/4-5

Solenoid:

Shift Point (at	17.8 km/h (11.6	32.1 km/h (19.95	67.5 km/h (41.94	73.8 km/h (45.86
35.2% of throttle)	mph)	mph)	mph)	mph)

Downshift From:	5-4	4-3	3-2	2-1
Activated By	1-2/4-5	3-4	2-3	1-2/4-5

Solenoid:

Shift Point	55.7 km/h (34.61	40.5 km/h (25.17	24.4 km/h (15.16	15.1 km/h (9.38
mph)	mph)	mph)	mph)

DOWNSHIFT SAFETY

Selector lever downshifts are not performed if inadmissible high engine RPM is sensed.

ADAPTATION

To equalize tolerances and wear, an automatic adaptation takes place for:

Shift Time. Clutch Filling Time. Clutch Filling Pressure. Torque Converter Lock-Up Control.

Adaptation data may be stored permanently and to some extent, can be diagnosed.

Driving Style Adaptation

The shift point is modified in steps based on the information from the inputs. The control module looks at inputs such as:

vehicle acceleration and deceleration (calculated by the TCM). rate of change as well as the position of the throttle pedal (fuel injection information from the ECM). lateral acceleration (calculated by the TCM). gear change frequency (how often the shift occurs).

Based on how aggressive the driver is, the TCM moves up the shift so that the present gear is held a little longer

before the next upshift. If the driving style is still aggressive, the shift point is modified up to ten steps. If the driving returns to normal, then the shift point modification also returns to the base position.

This adaptation has no memory. The adaptation to driving style is nothing more than a shift point modification meant to assist an aggressive driver. The shift points are adjusted for the moment and return to base position as soon as the inputs are controlled in a more rational manner.

Shift Time Adaptation (Shift Overlap Adaptation, Working Pressure)

Shift time adaptation is the ability of the TCM to electronically alter the time it takes to go from one gear to another. Shift time is defined as the time it takes to disengage one shift member while another is being applied. Shift time adaptation is divided into four categories:

Accelerating upshift, which is an upshift under a load. For shift time adaptation for the 1-2 upshift to take place, the transmission must shift from 1st to 2nd in six different engine load ranges vs. transmission output speed ranges. Decelerating upshift, which is an upshift under no load. This shift is a rolling upshift and is accomplished by letting the vehicle roll into the next gear. Accelerating downshift, which is a downshift under load. This shift can be initiated by the throttle, with or without kickdown. The shift selector can also be used. Decelerating downshift, which is accomplished by coasting down. As the speed of the vehicle decreases, the transmission downshifts.

Fill Pressure Adaptation (Apply Pressure Adaptation, Modulating Pressure)

Fill pressure adaptation is the ability of the TCM to modify the pressure used to engage a shift member. The value of this pressure determines how firm the shift will be.

If too much pressure is used, the shift will be hard. If too little pressure is used, the transmission may slip.

The pressure adjustment is needed to compensate for the tolerances of the shift pressure solenoid valve. The amount the solenoid valve opens as well as how quickly the valve can move, has an effect on the pressure. The return spring for the shift member provides a resistance that must be overcome by the pressure in order for shift member to apply. These return springs have slightly different values. This also affects the application pressure and is compensated for by fill pressure adaptation.

Fill Time Adaptation (Engagement Time Adaptation)

Fill time is the time it takes to fill the piston cavity and take up any clearances for a friction element (clutch or brake). Fill time adaptation is the ability of the TCM to modify the time it takes to fill the shift member by applying a preload pressure.

CONTROLLER MODES OF OPERATION

Permanent Limp-In Mode

When the TCM determines there is a non-recoverable condition present that does not allow proper transmission operation, it places the transmission in permanent Limp-In Mode. When the condition occurs the TCM turns off all solenoids as well as the solenoid supply output circuit. If this occurs while the vehicle is moving, the transmission remains in the current gear position until the ignition is turned off or the shifter is placed in the "P" position. When the shifter has been placed in "P," the transmission only allows 2nd gear operation. If this occurs while the vehicle is not moving, the transmission only allows operation in 2nd gear.

Temporary Limp-In Mode

This mode is the same as the permanent Limp-In Mode except if the condition is no longer present, the system resumes normal operation.

Under Voltage Limp-In Mode

When the TCM detects that system voltage has dropped below 8.5 volts, it disables voltage-dependant diagnostics and places the transmission in the temporary Limp-In Mode. When the TCM senses that the voltage has risen above 9.0 volts, normal transmission operation is resumed.

Hardware Error Mode

When the TCM detects a major internal error, the transmission is placed in the permanent Limp-In Mode and ceases all communication over the CAN bus. When the TCM has entered this mode normal transmission operation does not resume until all DTCs are cleared from the TCM.

Loss of Drive

If the TCM detects a situation that has resulted or may result in a catastrophic engine or transmission problem, the transmission is placed in the neutral position. Improper Ratio, Input Sensor Overspeed or Engine Overspeed DTCs cause the loss of drive.

Controlled Limp-in Mode

When a failure does not require the TCM to shut down the solenoid supply, but the failure is severe enough that the TCM places the transmission into a predefined gear, there are several shift performance concerns. For instance, if the transmission is slipping, the controller tries to place the transmission into 3rd gear and maintain 3rd gear for all forward drive conditions.

TRANSMISSION CONTROL MODULE - GASOLINE ENGINES

The TCM is the controlling unit for all electronic operations of the transmission. The TCM receives information regarding vehicle operation from both direct and indirect inputs, and selects the operational mode of the transmission. Direct inputs are hard-wired to, and used specifically by the TCM. Indirect inputs originate from other components/modules, and are shared with the TCM via the CAN bus.

Some examples of direct inputs to the TCM are:

Battery (B+) voltage Ignition "ON" voltage

Transmission Control Relay (Switched B+) Throttle Position Sensor CranKshaft Position sensor (CKP) Transmission Range Sensor (TRS) Pressure Switches (L/R, 2/4, OD) Transmission Temperature Sensor (TTS) (Integral to TRS) Input Shaft Speed Sensor Output Shaft Speed Sensor

Some examples of indirect inputs to the TCM are:

Engine/Body Identification Manifold Pressure Target Idle Torque Reduction Confirmation Speed Control ON/OFF Switch Engine Coolant Temperature Ambient/Battery Temperature Brake Switch Status Scan Tool Communication

Based on the information received from these various inputs, the TCM determines the appropriate shift schedule and shift points, depending on the present operating conditions and driver demand. This is possible through the control of various direct and indirect outputs.

Some examples of TCM direct outputs are:

Transmission Control Relay Solenoids (L/R, 2/4, OD and UD) Vehicle Speed (to PCM) Torque Reduction Request (to PCM)

Some examples of TCM indirect outputs are:

Transmission Temperature (to PCM) PRNDL Position (to CCN)

In addition to monitoring inputs and controlling outputs, the TCM has other important responsibilities and functions:

Storing and maintaining Clutch Volume Indices (CVI) Storing and selecting appropriate Shift Schedules

System self-diagnostics Diagnostic capabilities (with scan tool)

NOTE: If the TCM has been replaced, the "Quick Learn Procedure" must be performed.

CLUTCH VOLUME INDEX (CVI)📷 1

An important function of the TCM is to monitor Clutch Volume Index (CVI). CVIs represent the volume of fluid needed to compress a clutch pack.

The TCM monitors gear ratio changes by monitoring the Input and Output Speed Sensors. The Input, or Turbine Speed Sensor sends an electrical signal to the TCM that represents input shaft rpm. The Output Speed Sensor provides the TCM with output shaft speed information.

By comparing the two inputs, the TCM can determine transmission gear position. This is important to the CVI calculation because the TCM determines CVIs by monitoring how long it takes for a gear change to occur. See

1 - OUTPUT SPEED SENSOR 2 - OUTPUT SHAFT 3 - CLUTCH PACK 4 - SEPARATOR PLATE 5 - FRICTION DISCS 6 - INPUT SHAFT 7 - INPUT SPEED SENSOR 8 - PISTON AND SEAL

Gear ratios can be determined by using the scan tool and reading the Input/Output Speed Sensor values in the "Monitors" display. Gear ratio can be obtained by dividing the Input Speed Sensor value by the Output Speed Sensor value.

For example, if the input shaft is rotating at 1000 rpm and the output shaft is rotating at 500 rpm, then the TCM can determine that the gear ratio is 2:1. In direct drive (3rd gear), the gear ratio changes to 1:1. The gear ratio changes as clutches are applied and released. By monitoring the length of time it takes for the gear ratio to change following a shift request, the TCM can determine the volume of fluid used to apply or release a friction element.

The volume of transmission fluid needed to apply the friction elements are continuously updated for adaptive controls. As friction material wears, the volume of fluid need to apply the element increases.

Certain mechanical problems within the input clutch assembly (broken return springs, out of position snap rings, excessive clutch pack clearance, improper assembly, etc.) can cause inadequate or out-of-range element volumes. Also, defective Input/Output Speed Sensors and wiring can cause these conditions. The following chart identifies the appropriate clutch volumes and when they are monitored/updated:

CLUTCH VOLUMES

When Updated Proper Clutch Clutch Shift Sequence Oil Temperature Throttle Angle Volume 2-1 or 3-1 coast L/R > 21° C (70° F) < 5° 35 to 83 downshift 2/4 1-2 shift 20 to 77 5 - 54°

OD	2-3 shift	> 43° C (110° F)	48 to 150
UD	4-3 or 4-2 shift	> 5°	24 to 70

SHIFT SCHEDULES

As mentioned earlier, the TCM has programming that allows it to select a variety of shift schedules. Shift schedule selection is dependent on the following:

Shift lever position Throttle position Engine load Fluid temperature Software level

As driving conditions change, the TCM appropriately adjusts the shift schedule. Refer to the 42RLE SHIFT SCHEDULE table to determine the appropriate operation expected, depending on driving conditions.

42RLE SHIFT SCHEDULE

          Schedule                               Condition                      Expected Operation
Extreme Cold                         Oil temperature at start-up below - Park, Reverse, Neutral and 2nd
                                     27° C (-16° F)                      gear only (prevents shifting which

may fail a clutch with frequent shifts)

Cold                              Oil temperature at start-up above - - Delayed 2-3 upshift
                                  25° C (-12° F) and below 2° C       (approximately 22-31 mph)
                                  (36° F)                             - Delayed 3-4 upshift (45-53 mph)

- Early 4-3 coastdown shift (approximately 30 mph) - Early 3-2 coastdown shift (approximately 17 mph) - High speed 4-2, 3-2, 2-1 kickdown shifts are prevented - No EMCC Warm Oil temperature at start-up above - Normal operation (upshift, 2° C (36° F) and below 27° C (80° kickdowns, and coastdowns)

F) - No EMCC

Hot                               Oil temperature at start-up above - Normal operation (upshift,
                                  27° C (80° F)                       kickdowns, and coastdowns)

- Full EMCC, no PEMCC except to engage FEMCC (except at closed throttle at speeds above 70- 83 mph)

Overheat                          Oil temperature above 115° C        - Delayed 2-3 upshift (25-32 mph)
                                  (240° F) or engine coolant          - Delayed 3-4 upshift (41-48 mph)

temperature above 118° C (244° - 3rd gear FEMCC from 30-48 F) mph - 3rd gear PEMCC from 27-31 mph

Super Overheat                    Oil temperature above 127° C        - All "Overheat" shift schedule
                                  (260° F)                            features apply

- 2nd gear PEMCC above 22 mph - Above 22 mph the torque converter will not unlock unless the throttle is closed or if a wide open throttle 2nd PEMCC to 1 kickdown is made

DRIVE LEARN - RFE

When a transmission is repaired and a Quick Learn procedure has been performed on the Transmission Control Module (TCM), the following Drive Learn procedure can be performed to fine tune any shifts which are particularly objectionable.

NOTE: It is not necessary to perform the complete Drive Learn procedure every time

the TCM is Quick Learned. Perform only the portions which target the objectionable shift.

LEARN A SMOOTH 1ST NEUTRAL TO DRIVE SHIFT

Perform this procedure only if the complaint is for a delayed or harsh shift the first time the transmission is put into gear after the vehicle is allowed to set with the engine not running for at least 10 minutes. Use the following steps to have the TCM learn the 1st N-D UD CVI.

NOTE: The transmission oil temperature must be between 27-43° C (80-110° F).

1. Start the engine only when the engine and ignition have been off for at least ten (10) minutes. 2. With the vehicle at a stop and the service brake applied, record the 1st N-D UD CVI while performing a Neutral to Drive shift. The 1st N-D UD CVI accounts for air entrapment in the UD clutch that may occur after the engine has been off for a period of time. 3. Repeat step 1 and step 2 until the recorded 1st N-D UD CVI value stabilizes.

NOTE: It is important that this procedure be performed when the transmission temperature is between 27-43° C (80-110° F). If this procedure takes too long to complete fully for the allowed transmission oil temperature, the vehicle may be returned to the customer with an explanation that the shift will improve daily during normal vehicle usage. The TCM also learns at higher oil temperatures, but these values (line pressure correction values) are not available for viewing on the scan tool.

LEARN A SMOOTH NEUTRAL TO DRIVE GARAGE SHIFT

Perform this procedure if the complaint is for a delayed or harsh shift when the transmission is put into gear after the vehicle has had its first shift. Use the following steps to have the TCM learn the Norm N-D UD CVI.

NOTE: The transmission oil temperature must be between 27-43° C (80-110° F) to learn the UD CVI. Additional learning occurs at temperatures as low as -18° C (0° F) and as high as 93° C (200° F). This procedure may be performed at any temperature that experiences poor shift quality. Although the UD CVI may not change, shift quality should improve.

1. Start the vehicle engine and shift to drive. 2. Move the vehicle forward to a speed of at least 16 km/h (10 MPH) and come to a stop. This ensures no air is present in the UD hydraulic circuit. 3. Perform repeated N-D shifts at a stop while pausing in Neutral for at least 2-3 seconds and monitor Norm N-D UD CVI volume until the value stabilizes. The value will change during the N-D shift. This is normal since the UD value is different for the N-D shift then the normal value shown which is used for 4- 3 coastdown and kickdowns. Perform repeated shifts in this temperature range until the Norm N-D UD CVI value stabilizes and the N-D shifts become smooth.

LEARN THE 1ST 2-3 SHIFT AFTER A RESTART OR SHIFT TO REVERSE

Use the following steps to have the TCM learn the 1st 2-3 shift OD CVI.

NOTE: The transmission oil temperature must be above 27° C (80° F).

1. With the vehicle engine running, select reverse gear for over 2 seconds. 2. Shift the transmission to Drive and accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform a 2-3 shift while noting the 1st 2-3 OD CVI. 3. Repeat step 1 and step 2 until the 1st 2-3 upshift becomes smooth and the 1st 2-3 OD CVI stabilizes.

LEARN A SMOOTH 2-3 AND 3-4 UPSHIFT

NOTE: The transmission oil temperature must be above 43° C (110° F).

Use the following steps to have the TCM learn the OD and 4C CVI's.

1. Accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform multiple 1-2, 2-3, and 3-4 upshifts. The 2nd 2-3 shift following a restart or shift to reverse will be shown during the shift as a value between the 1st 2-3 OD CVI and the normal OD CVI. Updates to the normal OD CVI will occur after the 2nd shift into 3rd gear, following a restart or shift to reverse. 2. Repeat step 1 until the 2-3 and 3-4 shifts become smooth and the OD and 4C CVI become stable.

LEARN A SMOOTH 4-3 COASTDOWN AND PART THROTTLE 4-3 KICKDOWN

NOTE: The transmission oil temperature must be above 43° C (110° F).

Use the following steps to have the TCM learn the UD shift volume.

1. At a vehicle speed between 64-97 km/h (40-60 mph), perform repeated 4-3 kickdown shifts. 2. Repeat step 1 until the UD volume becomes somewhat stable and the shift becomes smooth.

LEARN A SMOOTH 1-2 UPSHIFT AND 3-2 KICKDOWN

Use the following steps to have the TCM learn the 2C shift volume.

NOTE: The transmission oil temperature must be above 43° C (110° F).

1. With a vehicle speed below 48 km/h (30 mph) and the transmission in 3rd gear, perform multiple 3-2 kickdowns. 2. Repeat step 1 until the 3-2 kickdowns become smooth and the 2C CVI becomes stable.

LEARN A SMOOTH MANUAL 2-1 PULLDOWN SHIFT AS WELL AS A NEUTRAL TO REVERSE SHIFT

NOTE: The transmission oil temperature must be above 43° C (110° F).

Use the following steps to have the TCM learn the LR volume.

1. With the vehicle speed around 40-48 km/h (25-30 mph) in Manual 2nd, perform manual pulldowns to Low or 1st gear at closed throttle. 2. Repeat step 1 until the LR CVI becomes stable and the manual 2-1 becomes smooth.

LEARN A SMOOTH NEUTRAL TO REVERSE SHIFT

NOTE: The transmission oil temperature must be above 43° C (110° F).

1. With the vehicle at a stop, perform Neutral to Reverse shifts until the shift is smooth. An unlearned Neutral to Reverse shift may be harsh or exhibit a double bump. 2. If any of the shifts are still not smooth after the clutch volume stabilizes, an internal transmission problem may be present.

LEARN A SMOOTH 4-5 UPSHIFT

NOTE: The transmission oil temperature must be above 43° C (110° F).

Use the following steps to have the TCM learn the Alt 2C CVI.

1. Accelerate the vehicle through 88 km/h (55 mph) at a steady 10-15 degree throttle opening and perform multiple 4-5 upshifts. 2. Repeat step 1 until the 4-5 shift become smooth and the Alt 2C CVI become stable. There is a separate 2C volume used and learned for 4-5 shifts, 2CA. It is independent of the 2C CVI learned on 3-2 kickdowns.

TCM QUICK LEARN

The quick learn procedure requires the use of the scan tool.

This program allows the electronic transmission system to recalibrate itself. This will provide the proper transmission operation. The quick learn procedure should be performed if any of the following procedures are performed:

Transmission Assembly Replacement Transmission Control Module Replacement Solenoid Pack Replacement Clutch Plate and/or Seal Replacement Valve Body Replacement or Recondition

To perform the Quick Learn Procedure, the following conditions must be met:

The brakes must be applied The engine speed must be above 500 rpm The throttle angle (TPS) must be less than three degrees

The shift lever position must stay in PARK until prompted to shift to overdrive The shift lever position must stay in overdrive after the Shift to Overdrive prompt until the scan tool indicates the procedure is complete. The calculated oil temperature must be above 16° C (60° F) and below 93° C (200° F).