Dodge Neon / Neon SRT-4. Manual - part 622

Reverse
Second Gear
No upshifts or downshifts are possible. The posi-

tion of the manual valve alone allows the three
ranges that are available. Although vehicle perfor-
mance is seriously degraded while in this mode, it
allows the owner to drive the vehicle in for service.

Once the DRBIII

t is in the Transmission portion

of the diagnostic program, it constantly monitors
the PCM to see if the system is in Limp-in mode. If
the transaxle is in Limp-in mode, the DRBIII

t will

flash the red LED.

3.2.1

AUTOSTICK FEATURE (IF
EQUIPPED)

This feature allows the driver to manually shift

the transaxle when the shift lever is pulled into the
AutoStick position. When in AutoStick mode, the
instrument cluster displays the current gear.

3.2.2

TRANSMISSION OPERATION AND
SHIFT SCHEDULING AT VARIOUS
OIL TEMPERATURES

The transmission covered in this manual has

unique shift schedules depending on the tempera-
ture of the transmission oil. The shift schedule is
modified to extend the life of the transmission while
operating under extreme conditions.

The oil temperature is measured with a Temper-

ature Sensor on the transmission. The Temperature
Sensor is an integral component of the Transmis-
sion Range Sensor (TRS). If the Temperature Sen-
sor is faulty, the transmission will default to a
calculated oil temperature. Oil temperature will
then be calculated through a complex heat transfer
equation

using

engine

coolant

temperature,

battery/ambient temperature, and engine off time
from the Body Control Module (BCM). These inputs
are received from the PCI bus periodically and used
to initialize the oil temperature at start up. Once
the engine is started, the PCM updates the trans-
mission oil temperature based on torque converter
slip speed, vehicle speed, gear, and engine coolant
temperature to determine an estimated oil temper-
ature during vehicle operation. Vehicles using cal-
culated oil temperature track oil temperature rea-
sonably

accurate

during

normal

operation.

However, if a transmission is overfilled, a transmis-
sion oil cooler becomes restricted, or if a customer
drives aggressively in low gear, the calculated oil
temperature will be inaccurate. Consequently the
shift schedule selected may be inappropriate for the
current conditions. The key highlights of the vari-
ous shift schedules are as folows:
Extreme Cold: Oil temperature at start up below
-26.6°C (-16°F)

> Goes to Cold schedule above -24°C (-12°F) oil

temperature

> Park, Reverse, Neutral and 2nd gear only

(prevents shifting which may fail a clutch
with frequent shifts)

Cold: Oil temperature at start up above -24°C
(-12°F) and below 2.2°C (36°F)

> Goes to Warm schedule above 4.4°C (40°F) oil

temperature

> Delayed 2-3 upshift approximately 35-50

Km/h (22 - 31 MPH)

> Delayed 3-4 upshift 72-85 Km/h (45-53 MPH)

> Early 4-3 coastdown shift approximately 48

Km/h (30 MPH)

> Early 3-2 coastdown shift approximately 27

Km/h (17 MPH)

> High speed 4-2, 3-2, 2-1 kickdown shifts are

prevented

> No EMCC

Warm: Oil temperature at start up above 2.2°
(36°F) and below 27°C (36°F)

> Goes to a Hot schedule above 27°C (80°F) oil

temperature

> Normal operation (upshifts, kickdowns, and

coastdowns)

> No EMCC

Hot: Oil temperature at start up above 27°C (80°F)

> Goes to a Overheat schedule above 115°C

(240°F) oil temperature

> Normal operation (upshifts, kickdowns, and

coastdowns)

> Full EMCC, No PEMCC except to engage

FEMCC, except at closed throttle at speeds
above 113-133 Km/h (70-83 MPH)

Overheat: Oil temperature above 115°C (240°F) or
engine coolant temperature above 115C° (240°F)

> Goes to a Hot below 110°C (230°F) oil temper-

ature or a Super Overheat above 135°C
(275°F) oil temperature

> Delayed 2-3 upshift 40-51 Km/h (25-32 MPH)

> Delayed 3-4 upshift 66-77 Km/h (41-48 MPH)

> 2nd gear PEMCC above 35 KM/h (22 MPH)

> Above 35 Km/h (22 MPH) the torque converter

will not unlock unless the throttle is closed
(i.e. at 80 Km/h (50 MPH) a 4th FEMCC to 3rd
FEMCC shift will be made during a part
throttle kickdown or a 4th FEMCC to 2nd
PEMCC shift will be made at wide open
throttle) or if a wide open throttle 2nd
PEMCC to 1 kickdown is made.

> 3rd gear FEMCC from 48-77 Km/h (30-48

MPH)

GENERAL INFORMATION

> 3rd gear PEMCC from 43-50 Km/h (27-31

MPH)

> DTC P0218 is set

Super Overheat: Oil temperature above 135°C
(275°F) or Engine coolant temperature above 124°C
(255°F)

> Goes back to Overheat below 124°C (255°F) oil

temperature

> AutoStick feature is disabled

> DTC P1797 is set

Causes for operation in the wrong tempera-
ture shift schedule: Extreme Cold or Cold shift
schedule at start up:

> Temperature Sensor circuit.

> Overheat or Super Overheat shift schedule

after extended operation:

> Operation in city traffic or stop and go traffic

> Engine idle speed too high

> Aggressive driving in low gear

> Trailer towing in OD gear position (use 3

position (or A/S 3rd) if frequent shifting oc-
curs)

> Cooling system failure causing engine to op-

erate over 110°C (230°F)

> Engine coolant temperature stays low too long

- If engine coolant temperature drops below
65°C (150°F), the transmission will disengage
EMCC. Extended operation with the EMCC
disengaged will cause the transmission to
overheat.

> Brake switch issue will cause the EMCC to

disengage.

Extended

oepration

with

the

EMCC disengaged will cause the transmis-
sion to overheat.

> Tranmission fluid overfilled

> Transmission cooler or cooler lines restricted

> Transmission Temperature Sensor circuit

3.3

DIAGNOSTIC TROUBLE CODES

Diagnostic trouble codes (DTC’s) are codes stored

by the Powertrain Control Module (PCM) that help
us diagnose Transmission problems. They are
viewed using the DRBIII

t scan tool.

Always begin by performing a visual inspection of

the wiring, connectors, cooler lines and the trans-
mission. Any obvious wiring problems or leaks
should be repaired prior to performing any diagnos-
tic test procedures. Some engine driveability prob-
lems can be misinterpreted as a transmission prob-
lem. Ensure that the engine is running properly
and no engine DTC’s are present that could cause a
transmission complaint.

If there is a communication bus problem, trouble

codes will not be accessible until the problem is
fixed. The DRBIII

t will display an appropriate

message. The following is a possible list of causes
for a bus problem:

– open or short to ground/battery in PCI bus

circuit.

– internal failure of any module or component on

the bus

Each diagnostic trouble code is diagnosed by

following a specific testing sequence. The diagnostic
test procedures contain step-by-step instructions
for determining the cause of a transmission diag-
nostic trouble code. Possible sources of the code are
checked and eliminated one by one. It is not neces-
sary to perform all of the tests in this book to
diagnose an individual code. These tests are based
on the problem being present at the time that the
test is run.
All testing should be done with a fully charged
battery.

If the PCM records a DTC that will adversely

affect vehicle emissions, it will request (via the
communication bus) that the PCM illuminate the
Malfunction Indicator Lamp (MIL). Although these
DTC’s will be stored in the PCM immediately as a 1
trip failure, it may take up to five minutes of
accumulated trouble confirmation to set the DTC
and illuminate the MIL. Three consecutive success-
ful OBDII (EURO STAGE III OBD) trips or clearing
the DTC’s with a diagnostic tool (DRBIII

t or equiv-

alent) is required to extinguish the MIL. When the
Transmission Control system requests that the
PCM illuminate the MIL, the PCM sets a DTC
P0700 ($89) to alert the technician that there are
DTC’s in the Transmission Control System. This
must also be erased in the PCM in order to extin-
guish the MIL.

3.3.1

HARD CODE

Any Diagnostic Trouble Code (DTC) that is set

whenever the system or component is monitored is
a HARD code. This means that the problem is there
every time the Transmission Control System checks
that system or component. Some codes will set
immediately at start up and others will require a
road test under specific conditions. It must be
determined if a code is repeatable (Hard) or inter-
mittent before attempting diagnosis.

3.3.2

ONE TRIP FAILURES

A One Trip Failure, when read from the Trans-

mission Control System, is a hard OBDII (EURO
STAGE III OBD) code that has not matured for the
full 5 minutes to a hard fault. This applies to codes
that will only set after 5 minutes of substituted gear
operation.

GENERAL INFORMATION

3.3.3

INTERMITTENT CODE

A diagnostic trouble code that is not there every

time the Transmission Control System checks the
circuit or function is an a intermittent code. Some
intermittent codes, such as codes P1684(12),
P0891(14),

P0888(15),

P0725(18),

P1694(19),

P0871(21),

P0846(22),

P0841(24),

P0706(28),

P0120(29),

P0750(41),

P0755(42),

P0760(43),

P0765(44),

P0715(56),

P0720(57),

P1794(58),

P0951(70), P1799(74), P0884(76), P1687(77), and
P1652(78) are caused by wiring or connector prob-
lems. However intermittent codes 50 - 54 are usu-
ally caused by intermittent hydraulic seal leakage
in the clutch and/or accumulator circuits. Problems
that come and go like this are the most difficult to
diagnose, they must be looked for under the specific
conditions that cause them.

3.3.4

STARTS SINCE SET COUNTER

For the most recent code, the Starts Since Set

counter counts the number of times the vehicle has
started since it was last set. The counter will count
up to 255 starts. Note that this code only applies to
the last or most recent code set.

When there are no diagnostic trouble codes stored

in memory, the DRBIII

t will display NO DTC’S

PRESENT and the reset counter will show
“STARTS SINCE CLEAR =XXX

The number of starts helps determine if the

diagnostic trouble code is hard or intermittent.

– If the count is less that 3, the code is usually a

hard code.

– If the count is greater than 3, it is considered

an intermittent code. This means that the
engine has been started most of the time
without the code recurring.

3.3.5

TROUBLE CODE ERASURE

A Diagnostic trouble code will be cleared from

Transmission Control System memory if it has not
reset for 40 warm-up cycles.

A warm-up cycle is defined as sufficient vehicle

operation such that the coolant temperature has
risen by at least 22°C (40°F) from engine starting
and reaches a minumum temperature of 71°C
(160°F).

The Malfunction Indicator Lamp (MIL) will turn

off after 3 good trips or when the DTC’s are cleared
from the Transmission Control System.

3.3.6

EATX DTC EVENT DATA

EATX DTC EVENT DATA can be used as a

diagnostic aid when experiencing Electronic Trans-
missions with intermittent problems. When a Diag-
nostic Trouble Code (DTC) is set, the vehicles EATX
inputs are stored in the controller memory and are
retrievable with the DRBIII

t. This information can

be helpful when a DTC can not be duplicated.

The EATX DTC EVENT DATA is located in the

DRBIII

t, under the Transmission system menu, in

the sub-screen Miscellaneous. It is a good practice
to document the EATX DTC EVENT DATA before
beginning any diagnostic or service procedure.

A thorough understanding of how the transmis-

sion works is beneficial in order to interpret the
data correctly. These skills are necessary in order to
avoid an incorrect diagnosis.

A MASTERTECH video and reference book was

produced in January 2002 that explains many of
the features of the EATX DTC EVENT DATA with
several examples on how to interpret the informa-
tion and suggested training material to help under-
stand all the specifics.

EATX DTC EVENT DATA can only be erased by:

1. Disconnecting the battery.

2. Performing a DRBIII

t QUICK LEARN proce-

dure.

3. Reprogramming the EATX/NGC controller.

Erasing Transmission DTCs does not clear the

EATX DTC EVENT DATA.

3.3.7

LIST OF DIAGNOSTIC TROUBLE
CODES (DETAILED DESCRIPTIONS
FOLLOW LIST)

The Transmission Control System may report

any of the following DTC’s.

GENERAL INFORMATION

The Transmission Control System may report any of the following DTC’s.
DTC

P-Code

Name of Code

Limp-in MIL

P0613

Internal TCM

Yes

P1684

Battery was disconnected

P0613

Internal TCM

Yes

P0891

Transmission Relay always on

Yes

P0888

Relay output always off

Yes

P0605

Internal TCM

Yes

P0604

Internal TCM

Yes

P0725

Engine speed sensor circuit

Yes

P1694

Bus communication with engine module

-2

P0890

Switched battery

Yes

P0871

OD pressure switch sense circuit

Yes

-1

P0846

2/4 pressure switch sense circuit

Yes

P0841

LR pressure switch sense circuit

Yes

P0706

Check shifter signal

P0124

Throttle Position Sensor/APPS intermittent

Yes

-3

P0122

Throttle Position Sensor/APPS low

Yes

-3

P0123

Throttle Position Sensor/APPS high

Yes

-3

P0870

OD hydraulic pressure test failure

Yes

P0845

2/4 hydraulic pressure test failure

Yes

P0992

2-4/OD hydraulic pressure test failure

Yes

P0944

Loss of prime

P1790

Fault immediately after shift

P1775

Solenoid switch valve latched in TCC position

Yes

P0740

Torque converter clutch control circuit

Yes

P0750

LR Solenoid circuit

Yes

P0755

2/4 Solenoid circuit

Yes

P0760

OD Solenoid circuit

Yes

P0765

UD Solenoid circuit

Yes

P0613

Internal TCM

P1776

Solenoid switch valve latched in LR position

Yes

P0736

Gear ratio error in reverse

Yes

P0731

Gear ratio error in 1st

Yes

P0732

Gear ratio error in 2nd

Yes

P0733

Gear ratio error in 3rd

Yes

P0734

Gear ratio error in 4th

Yes

P0715

Input speed sensor error

Yes

P0720

Output speed sensor error

Yes

P1794

Speed sensor ground error

Yes

P0952

AutoStick input circuit low

P0953

AutoStick input circuit high

P1797

Manual shift overheat

P0897

Worn out/burnt transaxle fluid

P0711

Transmission temperature sensor performance

P0712

Transmission temperature sensor low

P0713

Transmission temperature sensor high

P0714

Transmission temperature sensor intermittent

P0218

High temperature operation activated

P0884

Power up at speed

P1687

No communication with the MIC

GENERAL INFORMATION

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