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D E S I G N E D T O S A V E
SC-096/097/098** NEW
SC-01M/01N/01P** NEW
SC-AX4N* NEW
SC-AODE (95 & earlier)
SC-AODE-1 (96 & up)
SC-AXODE
SC-4R100HD
SC-E4OD
SC-4ITE
SC-42RHE
SC-46/47RHE
*Requires tooling
**Requires VB-FIX
SC-TAAT*
Full compatibility with TAAT Type II valve bodies.
Helps cure:
Delayed or harsh reverse
High or low line pressure
Low line rise
Soft shifts
Clutch failure
SC-4L60E*
Full compatibility in units 1995-up
with PWM/EC
3
control.
Helps cure:
Code 1870
Harsh 1-2
Falling out of lockup
Clutch and band failure
Poor 2-3, 3-2 shifts
Wrong gear starts
Poor line rise
Excessive endplay
Sonnax offers seven different Sure Cure
is the patented, single-sided design clutch system that outperforms OE in torque and heat
capacity without coning. ZPak is just one way Raybestos is aggressively leading the industry in
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E40D/4R100
Part # RZP-004
Ask your supplier about the NEW Z Pak
! Now Available
E40D/4R100
NOW
AVAILABLE!
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2007 ATRA. All Rights Reserved.
SCAN TOOL COMMUNICATION SCAN TOOL COMMUNICATION SCAN TOOL COMMUNICATION SCAN TOOL COMMUNICATION SCAN TOOL COMMUNICATION
AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS
Scan Tool Communication and
Network Diagnostics Table of
Contents
Scan Tool Communication and
Network Diagnostics TOC.......... 187
OEM Ser vice In for mat ion
OEM Service Information .......... 188
OEM Scan Tools ........................ 189
After Market Scan Tools ............ 190
Scan Tool and Network
Communication Essentials........ 191
J 1 9 6 2 OBD II Con n ect or
Breakout Box ............................ 192
Ford SCP................................... 193
Ford Network Wiring ................. 195
GM Class 2/Chrysler PCI .......... 196
GM Class 2 Network Wiring ...... 197
Chrysler PCI Network Wiring .... 198
GM Class2/Chrysler PCI
Diagnosis .................................. 199
Chrysler CCD............................ 200
Chrysler CCD Bus .................... 201
Chrysler SCI ............................. 202
Chrysler SCI Data Link ............. 203
CAN ........................................ 204
CAN Wiring Diagram................. 205
CAN Interface............................ 206
Vehicles Requiring Interface ..... 207
ISO 9 1 4 1 (K Lin e)
ISO ........................................ 208
ISO Wiring Diagram.................. 209
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2007 ATRA. All Rights Reserved.
OEM Service Information
Websites
r e r u t c a f u n a M s s e r d d A b e W r e r u t c a f u n a M s s e r d d A b e W
n i t r a M n o t s A m o c . o f n i h c e t n i t r a m n o t s a . w w w a i K m o c . o f n i h c e t a i k . w w w
i d u A m o c . n h a b e . w w w r e v o R d n a L m o c . o f n i h c e t r e v o r d n a l . w w w
y e l t n e B m o c . o f n i h c e t y e l t n e b . w w w i t a r e s a M m o c . o f n i h c e t i t a r e s a m . w w w
W M B m o c . o f n i h c e t w m b . w w w a d z a M m o c . o f n i h c e t a d z a m . w w w
r e l s y r h C r e l m i a D m o c . y t i r o h t u a h c e t . w w w s e d e c r e M m o c . o f n i k e t r a t s . w w w
i r a r r e F m o c . o f n i h c e t i r a r r e f . w w w i n i M m o c . o f n i h c e t i n i m . w w w
d r o F m o c . e c i v r e s t f a r c r o t o m . w w w i h s i b u s t i M m o c . o f n i h c e t i h s i b u s t i m . w w w
s r o t o M l a r e n e G m o c . o f n i h c e t m g . w w w n a s s i N n a s s i n / m o c . o f n i h c e t - n a s s i n . w w w
n o i t a r b i l a C M G m o c . m g . d i l a c / / : p t t h e h c s r o P m o c . e h c s r o p . o f n i h c e t / / : s p t t h
a r u c A / a d n o H m o c . a d n o h . o f n i h c e t . w w w b a a S m o c . o f n i h c e t b a a s / / : p t t h
i a d n u y H m o c . e c i v r e s a m h . w w w u r a b u S m o c . u r a b u s . o f n i h c e t / / : p t t h
u z u s I m o c . e c r u o s u z u s i . w w w i k u z u S m o c . p o t s t i p i k u z u s . w w w
k c u r T u z u s I m o c . e c i v r e s k c u r t u z u s i . w w w a t o y o T m o c . a t o y o t . o f n i h c e t / / : p t t h
i t i n i f n I i t i n i f n i / m o c . o f n i h c e t - n a s s i n . w w w n e g a w s k l o V m o c . n h a b e . w w w
r a u g a J m o c . o f n i h c e t r a u g a j . w w w o v l o V m o c . o f n i h c e t o v l o v . w w w
Latest up to date TSBs.
OEM DTC definitions and diagnostic information.
Reprogramming information, software, and calibration files.
Scan tool rental info.
This OEM website information is provided to help assist you in your daily needs,
some of the advantages are:
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AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS
OEM Scan Tools
Information on OEM scan tools can often be found at the auto man-
ufacturers service information website.
Some manufacturers offer scan tool rental.
OEM scan tools can be very helpful when it comes down to those difficult prob-
lems that the aftermarket tools can not find, some of the advantages are:
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2007 ATRA. All Rights Reserved.
Advantages
One tool covers many manufacturers
Disadvantages
May not have all OEM level access and functions
You should have at least two different types of scan tools
Aftermarket Scan Tools
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Mak e s u r e you r s can t ool s oft war e an d h ar dwar e ar e u p t o dat e.
Valuable time can be wasted trying to diagnose a scan tool communication prob-
lem only to find out you dont have the necessary scan tool software updates or
adapters required to communicate with the vehicle.
Get a back u p s can t ool.
Its a good idea to have a back up scan tool. You never know, your scan tool can
break down, or get broken, and leave you without the key piece of diagnostic
equipment necessary to diagnose todays vehicles. It also helps to have a scan tool
from a different manufacturer to give yourself some diversity in your diagnostic
arsenal.
A modu le n eeds t h r ee bas ic t h in gs t o commu n icat e pr oper ly.
1. Power (both keep alive power and switched ignition power) and ground.
2. Connection to functioning network circuits.
3. Other modules on the network to talk with.
Gr ou n ds ar e ver y cr it ical, es pecially in a s in gle wir e n et wor k .
Network communication is done by each module translating binary information
(1s and 0s) into voltage levels. With a single wire network or data link, each
module compares the network voltage to ground in order to tell the 1s and 0s
apart and read the data on the network. If modules have significantly different
ground voltages, they wont be able to communicate.
Ch eck for veh icle s oft war e u pdat es .
Again, much time can be wasted diagnosing a network communication problem
when the manufacturer has a software update to address the problem.
Scan Tool and Network
Communication Essentials
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2007 ATRA. All Rights Reserved.
NOTE: If you r Scan t ool DOES NOT h ave commu n icat ion wit h t h e
veh icle, ch eck for blown fu s es , es pecially on GM an d For d
applicat ion s . It is common for t h e dat a lin k con n ect or , cigar
ligh t er , an d power por t s t o all be fed fr om t h e s ame fu s e.
J1962 OBDII Connector
J1962 OBDII Connector
1. Manufacturers Discretion
2. J1850 (Bus+)
3. Manufacturers Discretion
4. Chassis Ground
5. Signal Ground
6. CAN HI
7. K line (ISO 9141)
8. Manufacturers Discretion
9. Manufacturers Discretion
10. J1850 (Bus -)
11. Manufacturers Discretion
12. Manufacturers Discretion
13. Manufacturers Discretion
14. CAN LO
15. L Line
16. Battery +
Ter min al 1 6 : Bat t er y + at all t imes
Ter min al 4 : Ch as s is Gr ou n d
Ter min al 5 : Sign al Gr ou n d
Ot h er t er min als ar e for diagn os t ic an d dat a cir cu it s , an d will
var y accor din g t o veh icle mak e, model, year an d opt ion s .
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AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS
J1962 OBDII Connector
Breakout Box
For communication problems and manual code retrieval, use a J1962 Breakout
Box. This Box is used for testing data link connector circuits and also checking for
codes.
www. s jdi s c ou n t t ools . c om
Pa r t n u mbe r NUD4 2 0 -1 6 7
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2007 ATRA. All Rights Reserved.
Ford SCP (Standard Corporate
Protocol) (PWM)
J1962 OBDII Connector
Two wire (twisted pair) differential bus.
Parallel Network; all modules share the same SCP+ and SCP- circuits.
Used for scan tool and inter-module communication.
Fault tolerant; can continue to operate in one wire mode.
When data is trasmitted, SCP+ is toggled 0- 5 volts, SCP- toggled 5- 0 volts
(SCP+ and SCP- waveforms are mirror images of each other)
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AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS
J1962 OBDII Connector
Ford SCP (PWM) Network Wiring
Refer to wiring diagram to determine where in the data circuit to check for fault.
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2007 ATRA. All Rights Reserved.
A short anywhere in the network will disable all communication. An open will
disable communication between modules on either side of the fault location.
Consider the scan tool as just another module on the network. If the whole net-
work is down, you will have no scan tool communication. If there is an open
between scan tool and another module, you will not be able to communicate
with that module.
GM Class 2/Chrysler PCI
(Progammable Communication
Interface)
J1962 OBDII Connector
Single wire network.
Used for both scan tool and inter-module communication.
When data is transmitted voltage toggles from 0-7 volts.
A Daimler-Chrysler vehicle can have either PCI or CCD bus network, but not
both.
PCI is typically not used for scan tool communication with the PCM, SCI is used
instead.
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AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS
J1962 OBDII Connector
GM Class 2 Network Wiring
Diagram
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2007 ATRA. All Rights Reserved.
PCI is essentially the same configuration as GM Class 2 with the exception of the
SCI scan tool data link for the PCM, which is used for scan tool communication
with the PCM.
The whole PCI network can be down, but scan tool will still be able to communi-
cate with PCM.
J1962 OBDII Connector
Chrysler PCI Network Wiring
Diagram
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J1962 OBDII Connector
GM Class2/Chrysler PCI Diagnosis
GM Vehicles: SP205 Splice Pack
Chrysler Vehicles: Diagnostic Junction Port
This is the common connection point, or Star connection in the network wiring.
Unplug the Star connector to isolate and check each leg of the network. With
circuits isolated, continuity can then be checked on each individual circuit leg.
Circuits can be jumped to data link connector one by one to establish scan tool
and inter-module communication with individual modules.
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2007 ATRA. All Rights Reserved.
J1962 OBDII Connector
Chrysler CCD (Chysler Collision
Detection) Bus
Two wire (twisted pair) differential bus.
Parallel network; all modules connected to the same CCD+ and CCD- circuits.
Used for inter-module and scan tool communication.
CCD bus started being Replaced by the single wire PCI bus in the late 1990s.
Not fault tolerant.
When data is transmitted, CCD+ is toggled between 2.49 - 2.55 volts, CCD- is
toggled between 2.51 - 2.45 volts (CCD+ and CCD- waveforms are mirror im
ages of each other).
CCD an d PCI Net wor k Diagn os t ic Tips :
The instrument cluster is the best visual indication of which modules are commu-
nicating.
Tachometer and engine gauge data comes from the engine control module.
Speedometer and gear position indicator data comes from the transmission
control module.
Simply looking at what is and is not functioning on the instrument cluster will
give clues as to where to look for trouble.
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AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS
J1962 OBDII Connector
CCD bus will typically have many splices in different locations in the harness,
making it a pain to track down wiring problems.
Measuring DC voltages
With a meter:
CCD+ will have about 2.49 volts,
CCD- will have about 2.51 volts.
Chrysler CCD Bus
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2007 ATRA. All Rights Reserved.
Chrysler SCI
Two wire scan tool communication link to PCM or ECM.
TCM will use CCD bus or PCI bus for scan tool communication.
Not used for inter-mudule communication, scan tool only.
Slow and fast messages are often mixed together during communication.
SCI Transmit carries data from PCM to scan tool, SCI Recieve carries data
from scan tool to PCM.
SCI Transmit circuit was designed to also work with ISO 9141 in generic
mode, to make CCD bus equipped vehicles OBDII compliant.
SCI Transmit is 0 volts until scan tool is plugged in. Scan tool will usually
default to 12 volt bias on SCI Transmit circuit until vehicle information is
entered into scan tool and PCM is selected. SCI transmit will then switch to
5 volt bias.
SCI Recieve will have 5 volt bias without scan tool plugged in.
SCI Transmit and SCI recieve independently toggle 0-5 volts during data
transmission.
(Serial Communication
Interface)Diagnostic Data Link
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AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS
The PCI or CCD bus can be down, but you will still have scan tool communication
with the PCM. Dont let this fool you into thinking the PCI or CCD bus has any
functionality.
Chrysler SCI
Diagnostic Data Link
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2007 ATRA. All Rights Reserved.
CAN
Two wire (twisted pair) differential bus
May be wired as a parallel or series bus configuration.
Used for both inter-module and scan tool communication.
Not fault tolerant. A short or open in CAN HI or CAN LO circuit will stop all
communication.
When data is transmitted CAN HI toggles between 2.5 and 3.7 volts,
CAN LO toggles between 2.5 and 1.2 volts (CAN HI and CAN LO waveforms
are mirror images of each other).
CAN (Controller Area Network) is the new standard scan tool communication link
required on all 2007 and newer vehicles.
Auto manufacturers started phasing in CAN diagnostic link in 2003.
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AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS
CAN
Two wire parallel configuration is most common, but some vehicles will use series
configuration with one module having a dedicated diagnostic link to the data link
connector.
Wiring Diagram
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2007 ATRA. All Rights Reserved.
CAN
Interface
1. Snap-On: CAN 1B
2. Tech II: CAN di module
3. Mastertech: CAN VIM
If you are using a stand alone type scan tool (NOT PC scan tool software), you
will need a CAN adapter to communicate with many 2003 and newer vehicles.
Here are some examples of adapters required for specific scan tools:
Sn ap-On : CAN 1 B
If you are using a J2534 interface with PC scan tool software, the inface has CAN
built in and DOES NOT require an additional adapter. The J2534 interface will be
discussed in the RECALIBRATION section.
EASE Dia gn os t ic s
J 2 5 3 4 In t e r fa c e
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CAN
Vehicles Requiring CAN Interface
r a e Y e k a M l e d o M r a e Y e k a M l e d o M
3 0 0 2 d r o F
s u c o F L 3 . 2
d r i b r e d n u h T L 9 . 3
5 0 0 2 c a l l i d a C R L X , S T S , X R S , S T C
3 0 0 2 n l o c n i L
. s n a r T c i t a m o t u A L 0 . 3 S L
. s n a r T c i t a m o t u A L 9 . 3 S L
5 0 0 2 t e l o r v e h C
, x o n i u q E , e t t e v r o C , t l a b o C
, R S S , u b i l a M
T X E r e z a l b l i a r T
3 0 0 2 a d z a M
6 a d z a M L 3 . 2
6 a d z a M L 0 . 3
5 0 0 2 r e l s y r h C C 0 0 3
3 0 0 2 e h c s r o P
S e n n e y a C
o b r u T e n n e y a C
5 0 0 2 e g d o D m u n g a M , o g n a r u D , a t o k a D
3 0 0 2 b a a S
) P H 5 7 1 ( n a d e S 3 - 9
) P H 0 1 2 ( n a d e S 3 - 9
5 0 0 2 d r o F
, 0 5 1 E , a i r o t c i V n w o r C
, e p a c s E , 0 5 3 E , 0 5 2 E
, n o i t i d e p x E , n o i s r u c x E
, 0 5 2 F , 0 5 1 F , r e r o l p x E
, s u c o F , d e r d n u H e v i F , 0 5 3 F
, s u r u a T , g n a t s u M , e l y t s e e r F
d r i b r e d n u h T
3 0 0 2 n r u t a S N O I 5 0 0 2 C M G
V S E y o v n E
L X y o v n E
4 0 0 2 k c i u B s u o v z e d n e R 5 0 0 2 u z u s I r e d n e c s A
4 0 0 2 c a l l i d a C R L X , X R S , S T C 5 0 0 2 p e e J e e k o r e h C d n a r G
4 0 0 2 e g d o D o g n a r u D 5 0 0 2
d n a L
r e v o R
3 R L
4 0 0 2 d r o F
, s u c o F L 3 . 2 , 0 5 1 F , r e r o l p x E
d r i b r e d n u h T , s u r u a T
5 0 0 2 s u x e L 0 7 4 X G , 0 3 4 S L , 0 0 4 S L
4 0 0 2 s u x e L 0 3 4 S L 5 0 0 2 n l o c n i L r a C n w o T , r o t a g i v a N , S L
4 0 0 2 n l o c n i L S L 5 0 0 2 a d z a M
, 8 X R , 6 a d z a M , 3 a d z a M
e t u b i r T , V P M
4 0 0 2 a d z a M 8 X R , 6 a d z a M , 3 a d z a M 5 0 0 2 s e d e c r e M 0 5 3 K L S
4 0 0 2 y r u c r e M e l b a S , r e e n i a t n u o M 5 0 0 2 y r u c r e M
, r e n i r a M , s i u q r a M d n a r G
, r e e n i a t n u o M , o g e t n o M
e l b a S
4 0 0 2 e h c s r o P
S e n n e y a C
o b r u T e n n e y a C
5 0 0 2 c a i t n o P O T G , x i r P d n a r G , 6 G
4 0 0 2 b a a S 3 - 9 5 0 0 2 e h c s r o P
S e n n e y a C
o b r u T e n n e y a C
4 0 0 2 n r u t a S N O I 5 0 0 2 b a a S
3 - 9
X 7 - 9
4 0 0 2 a t o y o T s u i r P 5 0 0 2 n r u t a S N O I
4 0 0 2 o v l o V
L 4 . 2 0 4 S
L 5 . 2 0 4 S
5 0 0 2 a t o y o T
, a m o c a T , s u i r P , n o l a v A
a i o u q e S , a r d n u T , r e n n u R 4
5 0 0 2 i d u A 6 A , 4 A 5 0 0 2 o v l o V
, 0 8 S , 0 7 V , 0 6 S , 0 5 V , 0 4 S
0 9 C X
5 0 0 2 k c i u B
, r e i n a R , e s s o r C a L
s u o v z e d n e R
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2007 ATRA. All Rights Reserved.
ISO 9141 (K Line)
Used on Asian and European vehicles, also on Ford GEM and airbag
module scan tool data link.
Single wire data link. Usually shared by several modules.
Use for scan tool communication only (not used for inter-module communi
cation).
When data is transmitted, voltage is toggled between 0 and 12 volts.
ISO (International Standards
Orginization)
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ISO 9141 (K Line)
Wiring Diagram
210
SCAN TOOL COMMUNICATION SCAN TOOL COMMUNICATION SCAN TOOL COMMUNICATION SCAN TOOL COMMUNICATION SCAN TOOL COMMUNICATION
AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS AND NETWORK DIAGNOSTICS
2007 ATRA. All Rights Reserved.
NOTES:
2 1 1 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
Recalibration
Table of Contents
J 2 5 3 2 In t er face
J2534 Interface .................... 212
Recalibr at ion PC Set -Up
Recalibration PC Set-Up....... 213
Recalibration TSBs .............. 214
GM Recalibration ................. 218
Ford Recalibration ............... 222
Chryslare Recalibration ....... 228
Toyota Recalibration ............ 232
Resetting the Shift Adapts ... 235
212 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
J2534 Interface
Manufacturer Product Web Address
Actia PassThru+XS www.actiaus.com
Blue Streak Electronics BSE-2534 Global Programmer www.bsecorp.com
Eepod McS1 www.eepod.com
Drew Technologies CarDAQ-Plus www.drewtech.com
Ease Diagnostics Universal Reprogrammer www.easediagnostics.com
Snap-On Pass Thru Pro www.snapon.com
Vetronix E6510 Flasher www.vetronix.co
J 2534 Pass Thru Manufacturers
J2534 is a scan tool and reprogramming interface standard for all auto manufac-
turers. All 2003 and newer vehicles are required to be J2534 compatible. The
J2534 interface translates data between PC and vehicle network/data link. It is
used for Pass Thru reprogramming and scan tool communication.
Most OBDII vehicles, especially domestics, can be reprogrammed via J2534 Pass
Thru. Each auto manufacturer has their own J2534 PC software for reprogram-
ming. Calibrations and J2534 software are available either from auto manufactur-
ers service information website or by purchasing a CD-ROM.
P C
J 2 5 3 4
In t e r fa c e
Ve h i c le
Di a gn os t i c
Con n ect or
2 1 3 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
Recalibration PC Setup
Make sure PC power management settings will not allow PC to go into standby or
hibernate. If PC goes into standby or hibernate during reprogramming the ECM
can be ruined.
The J2534 interface will require either RS232 or USB connection to PC, make
sure PC is apropriately equipped to connect to the J2524 interface. A wireless
card may come in handy.
214 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
A lot of diagnostic time can be wasted on problems that are fixed with program-
ming updates. OEM service websites have the most up to date TSB and
recalibration information. Common for updated calibration to address shifting
problems, engine performance problems, parts interchange, and false DTCs.
Recalibration TSBs
s e l p m a x E B S T h s a l f e R M G
r e b m u N B S T s e l c i h e V t n i a l p m o C
7 5 0 - 4 0 - 6 0 - 3 0
r e z a l b l i a r T 3 0 0 2 - 2 0 0 2
y o v n E 3 0 0 2 - 2 0 0 2
a d a v a r B 3 0 0 2 - 2 0 0 2
e n i g n e L 2 . 4 h t i w
g n i p p i l S , t f i h s 2 - 1 h s r a H
t n e m e g a g n e h s r a H , t f i h s 2 - 1
6 1 0 - 0 3 - 7 0 - 3 0
d w 2 e u V n r u t a S 3 0 0 2
e l x a s n a r t E 5 2 T V L 2 . 2 h t i w
n o i t a r b i V / r e d d u h S C C T
) M C T m a r g o r p e R (
7 0 0 - 0 3 - 7 0 - 9 9
, t h g i E y t h g i E , e r b a S e L 8 9 9 1
e l l i v e n n o B d n a , e u n e v A k r a P
e n i g n e L 8 . 3 h t i w
g n i t a r e l e c c a n e h w r e d d u h S
. p o t s a o t g n i m o c r e t f a
A 1 2 0 - 0 3 - 7 0 - 3 0
r e i l a v a C 3 0 0 2 - 5 9 9 1
u b i l a M 3 0 0 2 - 7 9 9 1
o r e l A 3 0 0 2 - 9 9 9 1
e r i f n u S 3 0 0 2 - 5 9 9 1
m A d n a r G 3 0 0 2 - 8 9 9 1
o n , g n i z i l a r t u e n r o t f i h s e r a l F
, 0 1 8 1 P s ' C T D , t f i h s 2 - 1
. t e s 5 1 8 1 P
8 0 0 - 0 3 - 7 0 - 5 0
e u V n r u t a S 3 0 0 2 - 2 0 0 2
e l x a s n a r T 5 - 3 3 F A h t i w
e r a l F 3 - 2
) M C T m a r g o r p e R (
5 0 0 - 0 3 - 7 0 - 4 0
e u V n r u t a S 4 0 0 2 - 3 0 0 2
N O I n r u t a S 4 0 0 2 - 3 0 0 2
e l x a s n a r T E 5 2 T V h t i w
r o k r a P n i e s i o n p r i h c / s s i H
) M C T m a r g o r p e R ( l a r t u e N
1 0 0 - 1 2 - 4 0 - 4 0
r e i n a R 4 0 0 2
T X E , r e z a l b l i a r T 4 0 0 2 - 2 0 0 2
L X , y o v n E 4 0 0 2 - 2 0 0 2
V U X y o v n E 4 0 0 2
a d a v a r B 4 0 0 2 - 2 0 0 2
6 2 2 G V N r o 6 2 1 G V N h t i w
e s a c r e f s n a r t
t n o r f f o t n e m e g a g n e d e y a l e D
p i l s a g n i r u d s l e e h w
. n o i t i d n o c
) M C C T m a r g o r p e R (
A 1 5 0 - 0 3 - 7 0 - 3 0
E U V n r u t a S 5 0 0 2 - 3 0 0 2
e l x a s n a r t E 5 2 T V h t i w
r o / d n a d n i r g d e e p s w o L
. g n i v i r d e l i h w n o i t a t i s e h
) M C T m a r g o r p e R (
E 6 0 0 - 1 2 - 4 0 - 2 0
r e i n a R 4 0 0 2
T X E , r e z a l b l i a r T 4 0 0 2 - 2 0 0 2
, e h c n a l a v A 4 0 0 2 - 3 0 0 2
e o h a T , n a b r u b u S
L X , y o v n E 4 0 0 2 - 2 0 0 2
L X , n o k u Y , a r r e i S 4 0 0 2 - 3 0 0 2
V U X y o v n E 4 0 0 2
e v i t c A r o t f i h S c i n o r t c e l E h t i w
e s a C r e f s n a r T
D W A / D W 4 e v i t a r e p o n I
/ D W 4 e v i t a r e p o n i , s t h g i l
0 5 5 0 C C T D , m e t s y s D W A
h t i w n o i t a c i n u m m o c o n t e s
M C C T
) M C C T m a r g o r p e R (
2 1 5 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
s e l p m a x E B S T h s a l f e R d r o F
r e b m u N B S T s e l c i h e V t n i a l p m o C
6 - 1 2 - 0 0 L 0 . 3 r e g n a R 0 0 0 2
2 - 1 g n i p p i l S r o d e y a l e D
. t f i h s
6 - 4 2 - 0 0
s e i r e S F y t u D r e p u S 9 9 9 1
s e t a d d l i u b , e n i g n e L 8 . 6 h t i w
9 9 / 3 / 7 u r h t 8 9 / 2 1 / 1
r o / d n a y l r a e , g n i t f i h s c i t a r r E
. s t f i h s e t a l
5 - 4 1 - 1 0
S L n l o c n i L 1 0 0 2 - 0 0 0 2
0 0 0 2 / 7 1 / 0 1 e r o f e b t l i u b
h s r a h , s t n e m e g a g n e d e y a l e D
d e y a l e d , s t f i h s c i t a r r e , s t f i h s
. h p m 0 2 r a e n s t f i h s n w o d
4 - 5 2 - 1 0 s u c o F 1 0 0 2 - 0 0 0 2
o i t a r t e s r a e g e v i r d l a n i F
r e t f a s t f i h s d e y a l e d : e g n a h c
o i t a r t e s r a e g e v i r d l a n i f
e l x a s n a r t r o e g n a h c
. t n e m e c a l p e r
4 - 3 2 - 2 0
g n a t s u M 2 0 0 2 - 9 9 9 1
s u c o F 2 0 0 2 - 0 0 0 2
0 5 1 F , n o i t i d e p x E 2 0 0 2 - 9 9 9 1
s e i r e s E 2 0 0 2 - 0 0 0 2
t r o p S r e r o l p x E 2 0 0 2 - 1 0 0 2
r e g n a R d n a , t r o p S , c a r T
, r a C n w o T 2 0 0 2 - 9 9 9 1
r o t a g i v a N
d o o w k c a l B 2 0 0 2
r e e n i a t n u o M 2 0 0 2
e n i g n e e n i l o s a g h t i w e v o b a l l a
t n e m u r t s n i r o M C P r e t f A
4 x 4 , t n e m e c a l p e r r e t s u l c
d e t a n i m u l l i p m a l r o t a c i d n i
. e t a r u c c a n i r e t e m o d e e p s d n a
n i k c o l b D I V m a r g o r p (
) M C P
2 - 4 2 - 2 0
e c i l o P a i r o t c i V n w o r C 3 0 0 2
2 0 0 2 / 0 3 / 6 - 2 0 0 2 / 6 2 / 3 t l i u B
r o d e n r u b , r a e g h t 4 f o s s o L
. d n a b D O d e g a m a d
0 4 - 1 2 - 3 0
0 5 3 F , 0 5 2 F 7 9 9 1
y t u D r e p u S F 0 0 0 2 - 9 9 9 1
n o i s r u c x E 0 0 0 2
e n i g n e L 3 . 7 h t i w e v o b a l l a
d e e p s h t i w e g r u s / k c u B
d e g a g n e l o r t n o c
6 1 - 5 2 - 4 0
F , n o i s r u c x E 4 0 0 2 - 3 0 0 2
y t u D r e p u S
s e i r e s E 4 0 0 2
C T D h t i w d e t a n i m u l l i L I M
r e t f a 1 7 7 0 P , 1 6 7 0 P , 6 5 7 0 P
h t i w t f i h s q r o T a g n i l l a t s n i
. s t n e n o p m o c l e v e l 5 0 0 2
5 - 4 2 - 5 0
, d e r d n u H e v i F 6 0 0 2 - 5 0 0 2
o g e t n o M
c i t a m o t u a d e e p s 6 h t i w
e r o f e b t l i u b , e l x a s n a r t
5 0 0 2 / 7 1 / 0 1
w o l s / c i t a r r e / h s r a H
n i p i t r o s t f i h s n w o d
. n o i t a t i s e h
2 - 4 2 - 8 9
1 1 - 3 1 - 8 9
, r u o t n o C 9 9 9 1 - 8 9 9 1
8 9 / 1 3 / 5 h g u o r h t t l i u b e u q i t s y M
h g u o r h t t l i u b r a g u o C 9 9 9 1
8 9 / 1 1 / 6
r o f e t a d p u n o i t a r b i l a C
t n e m e c a l p e r e c i v r e s
. e l x a s n a r t
g n i r p s , o v r e s t n e m e c a l p e R
r o f e t a d p u n o i t a r b i l a c d n a
t h g i l t a t f i h s 2 - 1 h s r a h
t f i h s n w o d 2 - 3 h s r a h , e l t t o r h t
. t f i h s p u 3 - 1 r e t f a
Recalibration TSBs
216 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
s e l p m a x E B S T h s a l f e R r e l s y r h C
r e b m u N B S T s e l c i h e V t n i a l p m o C
A 3 0 - 1 0 0 - 8 1
L 9 . 3 h t i w a t o k a D 3 0 0 2 - 2 0 0 2
, n o i s s i m s n a r t E R 2 4 , e n i g n e
2 0 0 2 / 2 2 / 1 1 e r o f e b t l i u b
t f i h s t o n l l i w n o i s s i m s n a r T
e l i h w r a e g d n o c e s f o t u o
. l l i h a g n i b m i l c
4 0 - 3 1 0 - 8 1
m a R , o g n a r u D , a t o k a D 3 0 0 2
, e e k o r e h C J K , y t r e b i L , p u k c i P
e e k o r e h C d n a r G J W d n a G W
d n a d e e p s t f i h s n o i s s i m s n a r T
L I M , s t n e m e v o r p m i l e e f
. n o i t a n i m u l l i
1 0 - 0 3 0 - 8 1
m a R , a t o k a D , n a V m a R 9 9 9 1
o g n a r u D , k c u r T
n o i s s i m s n a r t E R 6 4 h t i w
y t i l i b a r u d d n a y t i l a u q t f i h S
r o f y l l a i c e p s e , s t n e m e v o r p m i
R - N d n a D - N d e t a e p e r
. s t n e m e g a g n e
0 0 - 1 1 - 8 1
, g n i r b e S , r e g n e v A 9 9 9 1
, s u r r i C , e l b i t r e v n o C g n i r b e S
, e d r o c n o C , e z e e r B , s u t a r t S
n w o T , M 0 0 3 , S H L , d i p e r t n I
, n a v a r a C , y r t n u o C d n a
r e l w o r P , r e g a y o V
h c t u l c e g a t l o v w o L
C T D d e d d A . n o i t c e t o r p
. e g a t l o v y r e t t a b w o l : 4 1 7 1 P
6 9 - 9 2 - 8 1
n w o T , r e g a y o V , n a v a r a C 7 9 9 1
y r t n u o C d n a
g n i t f i h s e l t t u h s e l x a s n a r T
, r a e g d n 2 d n a d r 3 n e e w t e b
. e d a r g a g n i m i l c n e h w y l l a u s u
5 0 - 4 0 0 - 1 2
a c i f i c a P 4 0 0 2
s u t a r t S , g n i r b e S 4 0 0 2 - 2 0 0 2
n a d e S
, e e k o r e h C , y t r e b i L 3 0 0 2
r e l g n a r W
r e s i u r C T P , n o e N 3 0 0 2 - 2 0 0 2
, e d r o c n o C , M 0 0 3 4 0 0 2 - 2 0 0 2
d i p e r t n I
. t n e m e g a g n e d e y a l e D
d n a M C T m a r g o r p e R
. p m u p e c a l p e r
6 0 - 4 0 0 - 1 2
d n a n w o T 5 0 0 2 - 3 0 0 2
n a v a r a C , r e g a y o V , y r t n u o C
d i o n e l o s , 6 7 7 1 P C T D e s l a F
R / L n i d e h c t a l e v l a v h c t i w s
. n o i t i s o p
0 0 - 1 0 - 1 2
, o g n a r u D , n a V m a R 0 0 0 2
, k c u r T m a R , a t o k a D
e e k o r e h C
e r o f e b t l i u b E R 6 4 h t i w
9 9 / 1 0 / 2 1
e s r e v e r h s r a h t n e t t i m r e t n I
m a r g o r p e R . t n e m e g a g n e
d e t a d p u l l a t s n i d n a M C P
. y d o b e v l a v
A 8 9 - 2 0 - 1 2
d n a E A / E T 1 4 h t i w s e l c i h e v l l A
l a n r e t n i h t i w s e l x a s n a r t E L 2 4
) T F T ( . r o s n e s e g n a r
2 - 1 e t t o r h t t h g i l n o r e d d u h S
t f i h s p u 3 - 2 n o r e d d u h s , t f i h s
. n w o d k c i k 2 - 4 r o 2 - 3 r e t f a
0 0 - 4 0 - 1 2
s e i r e s E R h t i w s e l c i h e v l l A
e t a d d l i u b d n a n o i s s i m s n a r t
8 9 / 8 1 / 2 1 e r o f e b
r o n r e v o g , 3 6 7 1 P s u o e n o r r E
o o t e g a t l o v r o s n e s e r u s s e r p
. h g i h
Recalibration TSBs
2 1 7 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
s e l p m a x E B S T h s a l f e R a t o y o T
r e b m u N B S T s e l c i h e V t n i a l p m o C
1 0 - 3 0 0 G E 0 0 3 S I s u x e L 1 0 0 2
e l t t o r h t o t s t n e m e v o r p m I
t f i h s n w o d 2 - 5 d n a e s n o p s e r
. e m i t
2 0 - 4 0 0 G E
, 0 0 3 S I , 0 0 3 S G s u x e L 2 0 0 2
s s o r C t r o p S 0 0 3 S I d n a
r o , 6 0 3 0 P - 0 0 3 0 P C T D
g n i r u d t f i h s 3 - 2 h s r a h
. n o i t a r e l e c c a
2 0 - 5 0 0 G E 0 0 3 S I , 0 0 3 S G 1 0 0 2
t h g i l g n i r u d t f i h s 3 - 2 h s r a H
. n o i t a r e l e c c a e l t t o r h t
1 0 - 3 1 0 G E
h t i w y r m a C a t o y o T 2 0 0 2
E 0 4 1 U d n a e n i g n e E F - Z M 1
e l x a s n a r t
o t n o i t a r b i l a c d e t a d p U
. y t i l a u q t f i h s e v o r p m i
2 0 - 5 2 0 G E
d n a r e n n u R 4 a t o y o T 2 0 0 2
6 V a m o c a T
, 0 7 7 0 P C T D s u o e n o r r E
e c n a m r o f r e p ) C C T ( E S S
t o h n i g n i v i r d n e h w t l u a f
r o e d a r g a g n i b m i l c , r e h t a e w
. d a o l y v a e h a g n i l u a h
5 0 - 3 0 0 C T
y r m a C a t o y o T 5 0 0 2 - 4 0 0 2
5 d n a e n i g n e E F - Z M 3 h t i w
e l x a s n a r t c i t a m o t u a d e e p s
n e h w g a l t f i h s n w o D
0 2 - 0 1 m o r f g n i t a r e l e c c a
n e h w g n i t n u h r a e g , h p m
0 3 - 0 2 t a r o t a r e l e c c a f f o / n o
, ) c i f f a r t n i g n i v i r d ( h p m
y v a e h n o e s n o p s e r d e v o r p m i
. p o t s a m o r f n o i t a r e l e c c a
3 0 - 4 0 0 C T
0 0 3 S E s u x e L 3 0 0 2 - 2 0 0 2
0 3 3 S E s u x e L 5 0 0 2 - 4 0 0 2
. e v o b a s a s m o t p m y s e m a S
3 0 - 5 0 0 C T 0 3 3 X R s u x e L 5 0 0 2 - 4 0 0 2 . e v o b a s a s m o t p m y s e m a S
5 0 - 5 0 0 C T
y r m a C a t o y o T 5 0 0 2 - 4 0 0 2
5 d n a e n i g n e E F - Z M 1 h t i w
e l x a s n a r t c i t a m o t u a d e e p s
. e v o b a s a s m o t p m y s e m a S
4 0 - 6 0 0 C T 0 3 4 S L s u x e L 5 0 0 2 - 4 0 0 2
o t n o i t a r b i l a c d e t a d p U
. g n i t f i h s d e e p s w o l e c n a h n e
Recalibration TSBs
218 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
GM Recalibration
Equ ipmen t n eeded:
J2534 interface.
AC Delco TIS CDs and USB key.
Install the TIS software form the Application CD.
Install the Data CD to update TIS and access calibration data.
Ot h er con s ider at ion s :
GM calibration information website: http://calid.gm.com
A GM calibration update takes about 30 minutes.
2 1 9 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
Diagn os t ic Tool:
Select Pass-Thru or Ease J2534 device
Pr ogr a mmi n g Pr oc e s s :
Select Reprogram ECU to recalibrate existing module select Replace and Program
ECU to configure and program a new/used ECU
ECU Locat ion :
Options are for in vehicle programming (through data link connector),or Off Board
Programming (requires off board programming cables)
GM Recalibration
220 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
GM Recalibration
Select Con t r oller :
Lists modules on vehicle supported for programming
Pr ogr ammin g Type:
Normal to update to new calibration/software reconfigure if you are installing a
new or used module, or changing configuration
2 2 1 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
GM Recalibration
Calibr at ion Select ion :
This is much like the calid.gm.com website, where you will select the specific
calibration files you wish to program into the module.
222 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
Needed:
J2534 Pass Thru interface.
PC with internet connection. PC must be connected to the internet
(online) and the J2534 Pass Thru interface at the same time.
Subscription to Motorcraft Module Reprogramming and Initialization.
Download and install Ford Module Programming software from
www.motorcraftservice.com (login required).
Ford Recalibration
2 2 3 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
You will probably be instructed to remove the fuel pump, cooling fan,
and FICM (diesel application) relays or fuses. Familiarize yourself
with their locations.
Calibration information can be found in the Latest Calibration spread
sheet at www.motorcraftservice.com on the Reprogramming and
Initialization page.
Calibration number is the Module ID or Module Part Number retrieved
with a scan tool.
Calibration can be found with the catchword, or with vehicle information
and current calibration number. Use Latest Calibration spreadsheet.
Module programming software will automatically install the latest
calibration file.
It takes about one hour to reprogram a Ford.
Ford Recalibration
224 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
The catchword is a four character code on the PCM build/tear tag. It is usually
located on the PCM connector and is visible without having to remove the PCM.
Ford Recalibration
Th e cat ch wor d in t h is example is BCL2 .
Not e t h at t h e cat ch wor d is pr in t ed in lar ger ch ar act er s .
2 2 5 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
Ford Recalibration
Use the latest calibration spreadsheet to look up calibration information using
either the vehicle information (I.E. Year, model, engine size) or the catch code on
the PCM or a combination of both to help you narrow your search down.
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2007 ATRA. All Rights Reserved.
The Ford Module Programming software also enables you to change configuration
and settings on other vehicle systems, such as warning chimes, power door locks,
key programming, speedometer calibration for tire size and axle ratio, etc.
Ford Recalibration
2 2 7 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
Ford Module Reprogramming will also show any TSBs related to calibration up-
dates.
Not e: Not all u pdat ed calibr at ion s will h ave a TSB. It is common
for For d t o u pdat e calibr at ion wit h n o TSB or r efer en ce as t o wh y
t h e calibr at ion was ch an ged.
Ford Recalibration
228 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
Chrysler Recalibration
Equ ipmen t n eeded:
J2534 interface
Subscription to Tech Authority website
Download and install the DCX2534 setup
2 2 9 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
Chrysler Recalibration
Ot h er con s ider at ion s :
If the DCX2534 Update Manager program cannot be found, check:
C:\Program Files\DaimlerChrysler and set file path accordingly.
TechAuthority website has a calibration software search where you can enter
either the VIN, vehicle information, or current software number to get the most
current software part numbers.
There is also a Flash Matrix table which lists the software calibration number
update history for each vehicle model.
230 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
Chrysler Recalibration
Last two letters indicate revision level.
Select calibration and click Download. File will be downloaded into DCX2534
folder where DCX2534 application will access it.
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2007 ATRA. All Rights Reserved.
Chrysler Recalibration
DCX2534 application will read current calibration number from module
and compare it to what you have downloaded.
Calibration part number will be displayed when reprogramming
operation is complete so you can verify the new calibration has
in fact been installed.
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Toyota Recalibration
Equ ipmen t n eeded:
J2534 interface
Toyota Flash Reprogramming CD Part# 00456-REPRG-001
Order CD from Toyota Materials Distribution. Phone number 800-622-2033
$55.00 U.S. plus shipping. Disc has calibration files and all calibration related
TSBs.
Install the Calibration Update Wizard and VIN Update Wizard programs from the
disc.
Ot h er con s ider at ion s :
If the Calibration Update Wizard program cannot be found, check:
C:\Program Files\Toyota Diagnostics\Calibration Update Wizard\CUW.exe
VIN may have to be programmed into module after reprogramming, use VIN
Update Wizard.
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2007 ATRA. All Rights Reserved.
Toyota Recalibration
P0630 may set after reprogramming because the VIN can be erased by the repro-
gramming process.
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Toyota Recalibration
Use the VIN Update Wizard application to program the VIN back into the PCM.
2 3 5 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
Resetting the Shift Adapts
Ford: Disconnect battery for five (5) minutes (KAM reset), turn key on, and
touch battery cables together
Ford AF21-B: Disconnect battery for 20 minutes.
GM with Allison LCT 1000: Initiate FastLearn with scan tool, follow driving
instructions given by scan tool.
Other GM with EPC: Disconnect battery for at least 20 minutes.
Chrysler with TE, LE, RLE, RFE transmission: Execute Quicklearn function
with scan tool.
Toyota and Lexus vehicles with U series transaxles: Perform PCM Memory
Reset with scantool.
Many vehicles, specifically GM and Toyota, learn pressure up quickly, but learn
pressure down very slowly. The result can be a harsh shifting transmission that
will take a lot of driving to relearn, and may cause transmission damage in the
meantime. It is always best to perform the proper reset and relearn functions to
ensure a good working unit and a happy customer.
236 RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION RECALIBRATION
2007 ATRA. All Rights Reserved.
NOTES:
237 MERCEDES MERCEDES MERCEDES MERCEDES MERCEDES
2007 ATRA. All Rights Reserved.
Mercedes Table of Contents
Mercedes 722.6 TOC............................ 237
Identification........................................ 238
Output Shaft Planetarey Failure .......... 240
Rear Planetary Gearset Durability ....... 241
Transmission Fuilds ............................. 242
Clutch Pack Clearence Tool .................. 244
No Upshift ............................................ 245
Solenoid Operation .............................. 246
Solenoid Operation Chart .................... 248
Shifter Assembly .................................. 249
Harsh 3-2 Downshift ............................ 250
Early/Late harsh Shifts or
Soft Up/Down Shifts ............................ 251
238 MERCEDES MERCEDES MERCEDES MERCEDES MERCEDES
2007 ATRA. All Rights Reserved.
722.6/NAG 1
Transmission ID
Transmission ID Locations
#1 #2 #3
Chrysler ID
Printed Bar Code
Mercedes ID# Metal
Metal Stamp Number
Chrysler ID Dot Punched
(same Info as Bar Code)
#1 #2
#3
722.600
2102707100
0141994
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2007 ATRA. All Rights Reserved.
1. Traceability
2. Supplier Code
3. Component Code
4. Build Day (Julian Date)
5. Build Year
6. Line/Shift Code
7. Build Sequence
8. Last Three Part Number Digits
9. Revision Level
10. Transmission Part Number
11. Part Number Prefix
722.6/NAG 1
Transmission ID
Transmission ID Locations
722.600
2102707100
0141994
Ch r ys ler / Dodge / J eep
Printed Bar Code and Dot Punched Code Interpretation
Dot Punched information is duplicate Bar Code Information
Mer cedes / J agu ar / Spr in t er
Metal Stamped Interpretation
The order of the information from top to bottom can change. The row of numbers
with six digits is the transmission model. The row of numbers with ten digits is
the transmission part number. The remaining row of numbers will be the serial
number. OEM remans may only have two rows, if so the model number is not
used. The serial number is commonly used to identify updates.
(conintued)
Do n ot in t er ch an ge t r an s mis s ion s wit h differ en t model n u mber s .
It may s et r at io codes , des t r oy plan et s , or bu r n fr ict ion s !
Typical Model #: 6 digit s
Typical Par t #: 10 digit s
Typical Ser ial #: 7 digit s
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2007 ATRA. All Rights Reserved.
722.6
Output Shaft Planetary Failure
Planetary failure may be caused by installing the wrong planetary assembly.
There are two types of planetary assemblies: Three pinion and Four pinion.
The design of the planetary gears have been changed to have less thrust loads on
the needle bearings. There are two designs currently available, however there are
many different ratios. Never install a three pinion planet in place of a four pinion
planet. Make sure you order the correct part using the vehicle VIN number.
Rear Planet Assembly
Nos e Diamet er :
1 s t Des ign : 0 . 9 0 6 in
2 n d Des ign : 0 . 8 6 5 in
In s pect t h e
bear in g r ace
ar ea for damage.
(pit t in g)
NOTE: If plan et ar y damage is vis ible you MUST r eplace t h e Ou t pu t
plan et ar y, Su n gear an d Rin g gear as an as s s embly.
2 4 1 MERCEDES MERCEDES MERCEDES MERCEDES MERCEDES
2007 ATRA. All Rights Reserved.
In c or r e c t !
Tabs do n ot
Face down
Cor r e c t !
Tabs face
Ou t wa r d
(up)
(Except 722.601/612/614) ## as of 2102731 as of 21/3/00
722.621/623/624/626/628/63#/661 ## as of 2094082 as of 16/3/00
722.662 ## as of 2102731 as of 21/3/00
722.663 ## as of 2094082 as of 16/3/00
722.664/665 ## as of 2102731 as of 21/3/00
722.666/669 ## as of 2094082 as of 16/3/00
722.69 ## as of 212731 as of 21/3/00
NOTE: The helical gearing angle in the front and rear sets was changed from 18
degrees to 23 degrees to improve the life of the gear set.
Rear Planetary Gearset Durability
722.6
The following is a list of when the 2nd design went into production
Special Th an k s t o J oh n Gas t on
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Transmission Fluid
For all Jeep, Dodge or other Chrysler applications, (EXCEPT Sprinter and
Crossifre) use Fluid type ATF +4 (MS-9602)
Ch r ys ler Par t # 0 5 0 1 3 4 5 7 AA
Valvolin e Par t # VV3 4 6
Car Qu es t Par t # CQ4 4 0
722.6
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Ch r ys ler Par t #
0 5 1 2 7 3 8 2 AB
Mer cedes Par t #
A 0 0 1 9 8 9 0 7 0 3
Meet s Spec 2 3 6 . 1 0
Mer cedes Par t #
A 0 0 1 9 8 9 4 5 0 3
ATF 3 3 5 3
Meet s Spec 2 3 6 . 1 2
722.6
Transmission Fluid
For ALL Mercedes, Chrysler Sprinter and Crossfire, and Jaguar applications with
the 722.6 transmission use 236.10 and 236.12 specification fluid.
(conintued)
Other Transmission fluids that are used in Europe and rarely in North America
that are not shown here are Shell Part # ATF 3403 M115 meets spec 236.10
Shell Part # ATF 3353 meets spec 236.12
Fuches Part # ATF 3353 meets spec 236.12
244 MERCEDES MERCEDES MERCEDES MERCEDES MERCEDES
2007 ATRA. All Rights Reserved.
722.6
In order to properly check clutch pack clearence, use this tool and a press. Press
down on tool until line just disappears and then check clutch pack clearence.
Clutch Pack Clearence Tool
Spr in g Loaded
Gau gin g Tool
Pa r t # 8 9 0 1
In order to properly check the clutch pack clearence, you must use a clearence
tool.
Pr es s down on t h e t ool u n t il t h e lin e
ju s t dis appear s an d t h en ch eck t h e
clu t ch pack clear an ce.
2 4 5 MERCEDES MERCEDES MERCEDES MERCEDES MERCEDES
2007 ATRA. All Rights Reserved.
No Upshift
Output Speed Sensor at the Rear Axle
Se c i fi c a t i on s
8 0 0 t o 1 8 0 0 oh ms
722.6
Some Mercedes use a single output speed sensor mounted on the rear axle.
When it fails the transmision will not shift.
246 MERCEDES MERCEDES MERCEDES MERCEDES MERCEDES
2007 ATRA. All Rights Reserved.
Six solenoids are used to control transmission operation, ALL solenoids are pulse-
width modulated regardless or their name:
The 1-2 / 4-5 shift, 2-3 shift, and 3-4 Shift solenoids function as they
are named.
The PWM solenoid controls Lockup.
The Modulating Pressure Regulator Solenoid is the pressure control
solenoid.
The Shift Pressure Control Solenoid is unique in its function, and will be
described below.
For control of each shift transition, each of the shift solenoids uses a bank of four
valves to control clutch element apply pressure, release rate, and overlap (or tim-
ing). These valves are called:
Command Valve
Holding Pressure Shift Valve
Shift Pressure Shift Valve
Pressure Overlap Control Valve
Each shift solenoid uses four valves, so there are a total of twelve valves used to
control all shift transitions. The term for these functions and valves are called
Shift Groups.
Solenoid Operation
Solen oid Over view
Solen oid Oper at ion
722.6
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2007 ATRA. All Rights Reserved.
To make a 2-1 downshift, the computer again turns on the 1-2 / 4-5 Shift Sole-
noid to initiate the transition. Since the transmission is in second gear, it will
transition back to first gear.
Each shift transition is made in the manner described above, by energizing the
appropriate shift solenoid, making the shift transition, then the shift solenoid is
turned off when the shift is complete. When the transmission is in 1st, 2nd, 3rd,
4th, or 5th gear, NO SHIFT s olen oids ar e on .
The Shifting Pressure Control Solenoid controls the apply pressure for each tran-
sition.
The Modulating Pressure Regulator, in part, controls the release rate.
These two solenoids work together to control the overlap for each shift transition.
Solenoid Operation
722.6
(conintued)
To initiate and complete a 1-2 shift the following sequence is executed:
1. The 1-2/4-5 solenoid is turned on. This strokes the command valve and ini-
tiates the shift transition.
2. The Holding Pressure Shift Valve, Shift Pressure Shift Valve, and Pressure
Overlap Control Valve control the release rate of the B1 Brake and the apply rate
of the K1 clutch.
3. Once the transition is complete the 1-2 / 4-5 Shift Solenoid is t u r n ed off.
248 MERCEDES MERCEDES MERCEDES MERCEDES MERCEDES
2007 ATRA. All Rights Reserved.
1-2 /4-5 2-3 3-4 Modulating Shift TCC
Shift Shift Shift Pressure Pressure Pressure
Solenoid Solenoid Solenoid Control Control Control
Solenoid Solenoid Solenoid
Park
Modulate Regulate Regulate
P-to-R
Modulate Modulate Modulate
Reverse
Regulate On
R-to-N
Modulate Regulate Modulate
Neutral
Modulate Regulate Regulate
N-to-D (1
st
)
Modulate Regulate Modulate
1
st
Modulate On
1
st
to 2
nd
Modulate Modulate Modulate
2
nd
Modulate On
2
nd
to 3
rd
Modulate Modulate Modulate
3
rd
Modulate On Modulate
3
rd
to 4
th
Modulate Modulate Modulate Modulate
4
th
Modulate On Modulate
4
th
to 5
th
Modulate Modulate Modulate Modulate
5
th
Modulate On Modulate
5
th
to 4th
Modulate Modulate Modulate
4
th
Modulate On
4
th
to 3rd
Modulate Modulate Modulate
3
rd
Modulate On
3
rd
to 2nd
Modulate Modulate Modulate
2
nd
Modulate On
2
nd
to 1
st
Modulate Modulate Modulate
1
st
Modulate On
1
st
to N
Modulate Regulate Regulate
Neutral
Modulate Regulate Regulate
N to R
Modulate Regulate Modulate
Reverse
Modulate On
R to P
Modulate Regulate Regulate
Park
Modulate Regulate Regulate
ON =Regulated line pressure
Regulate = Constant Pressure
Modulate = Pulse Width Modulated (PWM)
Solenoid Application Chart
Gear
The shift solenoids are off electrically when the transmission is in any gear.
The shift solenoid is on for 1.5 seconds when shifting.
Solenoid Operation
722.6
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2007 ATRA. All Rights Reserved.
722.6
Shifter Assembly
In some cases a vehicle may come into your shop with a dead battery. In this case
the shifter will not operate properly. It will be necessary to remove the shifter
housing. Using a pencil push the Override release and move the shifter into the
desired position.
250 MERCEDES MERCEDES MERCEDES MERCEDES MERCEDES
2007 ATRA. All Rights Reserved.
722.6/NAG 1
Filter and Pressure Feed Locations
As of 0 4 8 5 8 9 5 t h e
s cr een is in s t alled t o
pr even t con t amin at ion
in t h e TCC cir cu it
As of 0 0 2 7 0 8 3 pr es s u r e feed valve
h as been in s t alled t o pr even t a
h ar s h 3 -2 down s h ift an d r oll ou t
s h ift s . Th e ch eck valve mu s t
t ou ch t h e s epar at or plat e. If it
does n t t ou ch t h e plat e, place a
s h im below t h e ch eck valve.
Harsh 3-2 Down Shift
Special Th an k s t o
Rich ar d Men t e
2 5 1 MERCEDES MERCEDES MERCEDES MERCEDES MERCEDES
2007 ATRA. All Rights Reserved.
722.6
Early/Late Harsh Shifts or Soft Up/
Down Shifts
Mas s Air flow wir in g
It is common for the wiring to have an open or short. It is NOT recommended to
repair the harness. To properly repair the harness it must be replaced.
Th e Mas s Air Flow
s en s or is u s u ally
damaged wh en t h e
wir in g h ar n es s is
s h or t e d.
Special Th an k s t o
Rich ar d Men t e
252 MERCEDES MERCEDES MERCEDES MERCEDES MERCEDES
2007 ATRA. All Rights Reserved.
NOTES:
2 5 3 HYUNDAI HYUNDAI HYUNDAI HYUNDAI HYUNDAI
2007 ATRA. All Rights Reserved.
Hyundai Table of Contents
A4 AF3 , A4 BF2 TOC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
Clutch and Band Application ..................... 254
Transaxle Identification.............................. 255
Pressure Testing ........................................ 256
Shift Feel ................................................... 258
Check Ball Locations ................................. 259
Valve Body Exploded Views ........................ 260
Solenoid Identification ............................... 262
Testing the Transaxle Operation ................ 263
Forcing the Shift ........................................ 264
No Reverse ................................................. 265
Harsh 2-3 or 2-3 Slide Bump ..................... 266
Shifts 1-3 ................................................... 267
Neutrals on the 3-4 Shift or No 4th Gear ... 268
Failed End Clutch Hub Bearing ................. 269
254 HYUNDAI HYUNDAI HYUNDAI HYUNDAI HYUNDAI
2007 ATRA. All Rights Reserved.
The clutch and band application is exactly the same as every KM series transaxle
ever made.
Clutch and Band Application
A4AF3, A4BF2
*
*
Applied or Holding
Ineffective due to the Low Reverse Clutch
The transition phase that occurs as the unit prepares to shift
2 5 5 HYUNDAI HYUNDAI HYUNDAI HYUNDAI HYUNDAI
2007 ATRA. All Rights Reserved.
With the exception of the Sonata, Hyundai has always used a unique transaxle ID
system, compared to other KM-type units. It is extremely important that you use
the right transaxle for the application you have. A mismatch will cause ratio er-
rors, which can only be resolved with using the correct planets and final drive, so
be careful.
Transaxle Identification
A4AF3, A4BF2
T Y N ID *
Tr an s axle Model
T A4AF3
U A4BF2
Pr odu ct ion Year
Y 2000
1 2001
2 2002
3 2003
4 2004
5 2005
6 2006
Fin al Dr ive Rat ios
A4AF3 A4BF2
K 3.44:1
L 3.66:1
N 4.04:1 3.98:1
Q 4.35:1
Clas s ificat ion
A4AF3 A4BF2
A 1.5L SOHC
C 2.0L Coupe
E 2.0L Sedan/Wagon
AD 1.5L DOHC
ID 1.6L DOHC
D Damper (Lock u p Con ver t er )
Not Always Used
256 HYUNDAI HYUNDAI HYUNDAI HYUNDAI HYUNDAI
2007 ATRA. All Rights Reserved.
Pressure testing for this series of transaxle is almost identical to that of every
other KM series unit. The main difference and its a significant one is that
this unit lowers pressure in 4
th
gear when the TCM/ECM turns shift solenoid C
on.
KMs dont have a mainline pressure tap. But if the unit is working properly, you
should have mainline pressure at the kickdown servo once the transmission has
shifted completely into 2
nd
, 3
rd
, and 4
th
gears.
Pressure Testing
A4AF3, A4BF2
Damper Clutch Release
Reducing
Damper Clutch Apply
Rear Clutch
Front Clutch
2 5 7 HYUNDAI HYUNDAI HYUNDAI HYUNDAI HYUNDAI
2007 ATRA. All Rights Reserved.
Pressure Testing (continued)
If you suspect an electrical problem is affecting mainline pressure, unplug the
solenoid connector: This puts the transaxle into 3
rd
gear, and turns the pressure
control solenoid off. Unless theres a leak in the system or a valve body problem,
you should have mainline pressure at the kickdown servo tap.
A4AF3, A4BF2
If pressure is out of specifica-
tion, adjust the PR screw
clockwise to lower pressure,
and counterclockwise to raise
it. Each full turn changes the
pressure about 6 PSI.
Lowers Pressure
Raises Pressure
258 HYUNDAI HYUNDAI HYUNDAI HYUNDAI HYUNDAI
2007 ATRA. All Rights Reserved.
Changing shift feel is a breeze: Turn the reducing pressure screw one way or the
other based on your need:
Softer Shift = Clockwise
Firmer Shift = Counterclockwise
This is a great tool for correcting shift complaints.
Shift Feel
A4AF3, A4BF2
Softer Shift
Firmer Shift
2 5 9 HYUNDAI HYUNDAI HYUNDAI HYUNDAI HYUNDAI
2007 ATRA. All Rights Reserved.
These graphics show the checkball locations for these units. Pay attention to the
#1 checkball with the spring.
Checkball Locations
A4AF3, A4BF2
Ch e c k
Ball #1
Pressure
Re li e f
Va lve
Ch e c k
Ball #4
Ch e c k
Ball #2
Ch e c k
Ball #3
260 HYUNDAI HYUNDAI HYUNDAI HYUNDAI HYUNDAI
2007 ATRA. All Rights Reserved.
1 Pressure Control Valve B
2 Pressure Regulator Valve
3 Torque Converter Control Valve
4 Shift Control Valve Plug
5 Rear Clutch Exhaust Valve
6 23/43 Shift Valve
7 12 Shift Valve
8 Shift Control Valve and Plug
9 High-Low Pressure Valve
10 Manual Valve
11 Pressure Control Valve A
Valve Body Exploded Views
A4AF3, A4BF2
6
5
4
3
2
1
7
8
9
10
11
2 6 1 HYUNDAI HYUNDAI HYUNDAI HYUNDAI HYUNDAI
2007 ATRA. All Rights Reserved.
Valve Body Exploded Views
(continued)
12 Control Switch Valve
13 End Clutch Valve
14 Reducing Pressure Valve
15 N-R Control Valve
16 Damper Clutch Control Valve
17 Failsafe Valve
A4AF3, A4BF2
14
15
16
13
12
17
262 HYUNDAI HYUNDAI HYUNDAI HYUNDAI HYUNDAI
2007 ATRA. All Rights Reserved.
Solenoid Identification
Swapping Pressure Control Solenoid A and Pressure Control Solenoid B will
prevent the unit from engaging in drive; it will engage in manual low.
Swapping Shift Solenoid A and Shift Solenoid B will cause the unit to shift into
neutral on the 12 shift.
Sh ift Solen oid C
(Wh i t e Wi r e )
Pr es s u r e Con t r ol A
(Bla c k Wir e )
Pr es s u r e Con t r ol B
(Blu e Wir e)
Damper Clu t ch
Con t r ol Solen oid
(Re d Wi r e )
Sh ift Solen oid A
(Br own Wir e )
Sh ift Solen oid B
(Yellow Wir e)
A4AF3, A4BF2
2 6 3 HYUNDAI HYUNDAI HYUNDAI HYUNDAI HYUNDAI
2007 ATRA. All Rights Reserved.
Testing the Transaxle Operation
Elect r on ic Pr es s u r e Con t r ol
Ch eck in g t h e Sh ift Pat t er n
Backprobe the termi-
nals with the harness
connector still con-
nected to the transmis-
sion.
(+)
()
(+)
()
PCSA PCSB
Black Boot
Yellow Boot; Black Band
Green Boot; Black Band
Green Boot
Yellow Boot
Red Boot
First Gear
Second Gear
Third Gear
Fourth Gear
Transmission Shift Pattern
Ph1
Ph2
Low
High
Heres how to connect your signal monitor to the transaxle diagnostic connector,
to check the signals from the computer to the transaxle.
To check the electronic pressure control signals, connect your high-impedance
voltmeter or scope to the wires shown.
This is the shift pattern you should see with your signal monitor:
A4AF3, A4BF2
264 HYUNDAI HYUNDAI HYUNDAI HYUNDAI HYUNDAI
2007 ATRA. All Rights Reserved.
Heres the manual shift pattern you can expect with the transaxle in failsafe:
Heres how to force the transaxle to shift electronically:
Forcing the Shift
Fir s t Gear
Secon d Gear
Th ir d Gear
Fou r t h Gear
To shift into fourth gear, the
computer reapplies power to
solenoid A solenoid B
remains de-energized and
solenoid C remains energized.
To shift into third gear,
disconnect solenoid B. To enter
3
rd
Gear, Phase 2, the computer
energizes solenoid C.
To shift into second gear,
the computer de-energizes
solenoid A; only solenoid B
remains energized.
In first gear, solenoids A
and B will receive power;
solenoid C is de-energized.
+
1
0
A
M
P
10 AMP
+
1
0
A
M
P
10 AMP
+
1
0
A
M
P
10 AM
P
+
1
0
A
M
P
10 AMP
Shift Solenoid C isnt needed for 4
th
gear once the unit has shifted into 3
rd
gear,
phase 2.
A4AF3, A4BF2
2 6 5 HYUNDAI HYUNDAI HYUNDAI HYUNDAI HYUNDAI
2007 ATRA. All Rights Reserved.
Most no-reverse problems are caused by outside electrical issues. Try unplugging
the solenoid harness and see if you get reverse. If so, you know the problem is
electrical. There are two things the computer must know to allow reverse:
1. The car isnt moving.
2. The shifters in reverse.
Pulse generator B monitors vehicle speed. Pulse generator A monitors input shaft
speed (which rotates in park and neutral). Unlike earlier KM series transaxles,
these two pulse generators are configured differently so its obvious which one
bolts where. But that doesnt mean you cant mix them up.
There are two quick tests to see if the pulse generators are mixed up:
1. Disconnect the pulse generators and see if you get reverse.
2. You can shift to drive first, and then quickly into reverse.
If either test gets reverse check the pulse generators.
The second electrical problem that can occur, but isnt nearly as common, is the
inhibitor switch doesnt report reverse to the computer. But this problem can be
intermittent, even if the inhibitor switch has failed completely. That is, if you drive
the car around, and then try reverse, the computer will sometimes allow it, even
though the inhibitor switch still didnt report reverse. The best way to test this is
to check it right at the switch.
No reverse
A4AF3, A4BF2
Pu ls e
Gen er at or B
Pu ls e
Gen er at or A
266 HYUNDAI HYUNDAI HYUNDAI HYUNDAI HYUNDAI
2007 ATRA. All Rights Reserved.
Most harsh 23 shift complaints on KM series transaxles are caused by the fric-
tion material or low shifting pressure. The harsh shift or bump that you feel is
caused when the end clutch applies. Normally the end clutch applies after the
front clutch completes the 23 shift. If the 23 shift isnt completed when the end
clutch applies, youll get a bump. As the front clutch engagement gets worse, the
harsh shift or bump gets worse.
To fix this, try increasing reducing pressure. Start with about 1 turns counter-
clockwise. In most cases thisll fix the problem. If not, try increasing it a bit more.
Keep in mind, increasing reducing pressure will make the 12, 34, and converter
clutch applies more aggressive.
If these other shifts arent too aggressive you can increase reducing pressure until
the 23 complaint is gone. Otherwise, youll need to replace the friction material
in the front clutch.
Harsh 23 or 23 Slide-Bump
Softer Shift
Firmer Shift
A4AF3, A4BF2
Adju s t me n t
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2007 ATRA. All Rights Reserved.
If shift solenoid C is stuck open, itll cause the unit to shift into 3
rd
gear on the 1
2 command. A tip that shift solenoid C is stuck open rather than a commanded 1
3 shift is that the shift will be very aggressive. Thats because the clutch applying
is the end clutch, and the end clutch isnt regulated during the apply.
The fastest way to test for this is:
Energize shift solenoid B (2
nd
gear)
Start the engine
Move the shifter to Drive
Check for pressure at the end clutch
If the end clutch is receiving pressure, either shift solenoid C is stuck open or the
control switch valve is stuck. If you want to test it further:
Move your pressure gauge to servo apply
Energize shift solenoid A (4
th
gear)
With the transaxle in 4
th
gear, shift solenoid C serves as a cutback solenoid. If
shift solenoid C is stuck open, youll have about 95 PSI at the servo, rather than
about 130 PSI. If you do have 130 PSI, check the control switch valve.
Shifts 13
A4AF3, A4BF2
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Neutrals on 34 Shift or No 4
th
Gear
The computer energizes shift solenoid C in 3
rd
gear to apply the end clutch. If the
end clutch doesnt apply, the transaxle will neutral on the 34 shift. After the
computer sees this a couple times, itll disable 4
th
gear.
The best check here is to disconnect the solenoid harness and run the car in 3
rd
gear. With a pressure gauge on the end clutch tap, see if you get pressure when
you energize shift solenoid C. If you dont get pressure, either shift solenoid C is
stuck closed or the control switch valve is stuck.
A4AF3, A4BF2
En d Clu t ch Tap
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Failed End Clutch Hub Bearing
Th is bear in g damage
in dicat es a wor n h u b
s h aft bu s h in g.
A4AF3, A4BF2
This may be the most common mechanical failure on this transaxle. There are
three main causes for this:
1. The end clutch hub bushing wears our, allowing side movement of the hub and
an uneven load on the bearing.
2. Too much clearance between the end clutch hub and bearing, allowing the
bearing to move out of place.
3. High line pressure, placing a greater load on the bearing.
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Always r eplace t h e
h u b s h aft bu s h in g
wit h a babbit -s t yle
bu s h in g.
Failed End Clutch Hub Bearing
(continued)
A4AF3, A4BF2
Try to keep the clearance between the end clutch hub and bearing below 0.020.
Aftermarket shims are available for this. To check the clearance simply use an H-
gauge.
Since theres only one sealing ring on the end clutch drum, line pressure pushes
the end clutch drum toward the bearing anytime its pressurized. Unfortunately,
Hyundai increased the sealing ring size for this unit, and consequently, increased
to load caused by this affect by 40%. Maximum line pressure should not exceed
130 psi. However, it is not uncommon to see pressure at the end clutch as high as
150 psi. 150 psi results in a load of 639 lbs of force on the bearing, compared to
554 lbs of force at 130 psi (a difference of 85 lbs of force). If your line pressure is
higher than 130 psi adjust it down at the pressure regulator adjustment on the
valve body. A good target is between 125 and 130 psi.
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