![]() To help diagnose this problem, raise the front wheels off the ground and see whether these codes reset with no load on the vehicle. It also is a good practice to tag exchange units so that the sprocket-tooth count is known to ensure that the correct transmission for that vehicle is installed. ![]() Use the charts in Figures 10 and 11 to ensure that the sprocket-tooth count matches the vehicle application. Because the PCM is comparing the signals of the engine-speed and turbine-speed sensors, the PCM assumes that the converter clutch is slipping and stores the preceding codes because of an incorrect gear ratio caused by the incorrect sprocket-tooth count. The sprocket-tooth count determines the target gear ratio that the PCM should see. These complaints can be caused by installing incorrect drive and/or driven sprockets (See Figure 9), or by installing an exchange unit that has an incorrect sprocket-tooth count. When these codes are cleared, they return on the next road test. Diagnosis of the TCC system reveals no faults. When code retrieval is completed, code 628 for TCC slippage, code P0741 for TCC stuck off or code P1744 for a TCC performance fault may be stored. Seven-Terminal Repair Kit ………………….15305887ĭuring the road test after an overhaul, the Malfunction Indicator Lamp (MIL) begins to flash and the system defaults to Failure Mode Effects Management (FMEM).Note:Ī connector-repair kit also is available for the seven-terminal connector (See Figure 5). See Figures 6, 7 and 8 for identification and function of the terminals in the park/neutral switch. To avoid taking the time to rewire the connector for the park/neutral switch, unless necessary, remove the added guide rail in the new switch with a utility knife to allow the original connector to plug in (See Figure 5). The new park/neutral switch has an added guide rail that the original switch did not have, which means the original connector does not have a provision for the added guide rail and will not plug into the new switch. As if that weren’t enough, all the wires in the connector-repair kit are white! The technician now has to cut away the old connector, wire in the new connector, solder the connections and shrink-wrap the splices. It doesn‘t fit! When checking with the parts dealer, the technician is told that he must buy a connector-repair kit that will plug into the new switch. Harsh engagements and shifts, with storing of code 43 for a malfunction in the knock-sensor circuit.Īfter replacing the park/neutral switch (See Figure 4), the technician is unable to attach the four-terminal connector to the new switch. We also have provided updated information on gear ratios for the 1997-99 4T60-E.On a Chrysler A-518, no or late third gear may be because some grooves for the direct-clutch inner seal were cut too deeply into the direct drum.Oil venting from the filler tube on FordĪODE/4R70W could be caused by the conical screen in the case being blocked.Installing incorrect drive and/or driven sprockets on Ford AXODE/AX4S/AX4N can cause several fault codes to be stored. ![]() ![]() Watch your step in replacing the park/neutral switch on Cadillacs with 4T80-E transmissions.Using a long bellhousing bolt in a shallow hole when re-installing the 4T65-E in a 1999 or later Oldsmobile Intrigue can damage an engine-oil passageway.Incorrect installation of knock sensors can cause high line pressure and result in code 43 being stored on GM trucks and vans with gasoline engines.There are 73 possible codes for these models, and all of them are covered in step-by-step Cummins Troubleshooting documents. ![]() This system was used on the popular N14 and M11 engines. The Cummins CELECT system was introduced in 1990 and used through 1994. ![]()
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