Dodge Neon / Neon SRT-4. Manual - part 626

ture can affect shift quality, torque converter lock-
up, and when and if some diagnostics are run. A
failed temperature sensor could affect the OBDII
diagnostics, therefore when a fault is detected in
the temperature sensor circuit, transmission tem-
perature will be based on a calculated temperature
value.
Transmission effects: When the fault is set,
calculated temperature is substituted for mea-
sured temperature, however the fault code is
stored only after three consecutive occurrences of
the fault.
Possible causes:

> Temperature sensor

> Temperature sensor wiring circuit.

> Internal controller

Name of code: P0714(7D) - Transmission temper-
ature sensor intermittent
When monitored: Every 7 milliseconds with the
engine running and no loss of prime DTC set.
Set condition: Temperature reading change
greater than maximum change allowed per loop.
Theory of operation: The temperature sensor
(thermistor) is used to sense the temperature of the
transmission fluid. Transmission fluid tempera-
ture can affect shift quality, torque converter lock-
up, and when and if some diagnostics are run. A
failed temperature sensor could affect the OBDII
diagnostics, therefore when a fault is detected in
the temperature sensor circuit, transmission tem-
perature will be based on a calculated temperature
value.
Transmission effects: When the fault is set,
calculated temperature is substituted for mea-
sured temperature, however the fault code is
stored only after three consecutive occurrences of
the fault.
Possible causes:

> Temperature sensor

> Temperature sensor wiring circuit.

> Internal controller

3.3.9

QUICK LEARN

The Quick Learn function customizes adaptive
parameters of the PCM to the transmission char-
acteristics of a vehicle. This gives the customer
improved “as received” shift quality compared to
the initial parameters stored in the PCM.

Notes about Quick Learn Features

The nature of the Quick Learn function requires
that certain features must be taken into consider-
ation.

> Quick Learn should generally not be used as

a repair procedure unless directed by a repair

or diagnostic procedure. If the transmission
system is exhibiting a problem that you think
is caused by an invalid CVI, you should try to
relearn the value by performing the appropri-
ate driving maneuvers. In most cases, if a
quick learn makes a vehicle shift better, the
vehicle will return with the same problem.

> Before performing Quick Learn, it is impera-

tive that the vehicle be shifted into OD with
the engine running and the oil level set to the
correct level. This step will purge air from the
clutch circuits to prevent erroneous clutch
volume values which could cause poor initial
shift quality.

> If an unused PCM is installed on a vehicle

with a HOT engine, Quick Learn will cause
the PCM to report a cold calculated oil tem-
perature. This requires monitoring the calcu-
lated oil temperature using the DRBIII

t. If

the temperature is below 15°C (60°F), the
transmission must be run at idle or driven in
gear until it goes above 15°C (60°F). If the
temperature is above 93°C (200°F), the trans-
mission must cool to below 93°C (200°F).

> First gear is engaged in overdrive after Quick

Learn is completed. Place the vehicle in park
after performing Quick Learn.

The Quick Learn function should be performed:

– Upon installation of a new service PCM

– After replacement or rebuild of internal trans-

mission components or the torque converter

– If one or more of the clutch volumes indexes

(CVI’s) contain skewed readings because of
abnormal conditions.

To perform the Quick Learn procedure, the follow-
ing conditions must be met.

– It is imperative that the vehicle be shifted into

OD with the engine running and the oil level
set to the correct level. This step will purge
the air in the clutch circuits to prevent erro-
neous clutch volume values, which could
cause poor initial shift quality.

– Place the selector lever in neutral.

– The brakes must be applied.

– The engine must be idling.

– The throttle angle (TP sensor) must be less

than 3 degrees.

– The shift lever position must stay in neutral

until prompted to shift into OD.

– The shift lever must stay in OD after the

“Shift to Overdrive” prompt until the DRBIII

indicates the procedure is complete.

GENERAL INFORMATION

– The oil temperature must be between 15°C

(60°F) and 93°C (200°F).

NOTE:

The

above

conditions

must

maintained during the procedure to keep the
procedure from being aborted.

The Quick Learn procedure is performed with

the DRBIII

t by selecting “Transmission” system

then

“Miscellaneous”

functions,

then

“Quick

Learn”. Follow the procedure instructions dis-
played on the DRBIII

3.3.10

CLUTCH VOLUMES

Theory of Operation: The volumes of the trans-
mission fluid needed to apply the friction elements
are continuously monitored and learned for adap-
tive controls. As the clutch friction material wears,
the volume of fluid needed to apply the clutch
increases. The following are typical clutch vol-
umes, the clutches may be damaged if the volumes
are greater or less than the specified below:

The LR clutch volume is updated when doing a 2-1
or 3-1 coast down shift. The transmission temper-
ature must be between 21-49°C (70-120°F). The
clutch volume should be between 35 and 83.
The 2/4 clutch volume is updated when doing a 1-2
shift. The transmission temperature must be above
43°C (110°F). The clutch volume should be between
20 and 77.
The OD clutch volume is updated when doing a 2-3
shift. The transmission temperature must be above
43°C (110°F). The clutch volume should be between
40 and 150.

The UD clutch volume is updated when doing a 4-3
or 4-2 shift. The transmission temperature must be
above 43°C (110°F). The clutch volume should be
between 24 and 70.

Transmission effects: These codes usually set
with other DTC’s, which indicates an internal
transmission problem.
Possible causes:

> Clutch pack clearance out of spec

> Snap ring out of position or broken

> Broken return spring

> Hydraulic leak into clutch circuit with near-zero

volume

3.3.11

ELECTRONIC PINION FACTOR (IF
APPLICABLE)

Using the following steps, the pinion factor can

be checked and/or reset using the DRBIII

1. Select Transmission system, then Miscella-

neous functions, then Pinion Factor. The
DRBIII

t will display the current tire size.

2. If the tire size is incorrect, press the Enter key

and then select the correct size.

3. Press the Page Back key to exit the reset proce-

dure.

Notes About Electronic Pinion Factor Features
The nature of the electronic pinion factor requires
that certain features must be taken into consider-
ation.

> If no pinion factor is stored in an installed

PCM, the vehicle speedometer will not oper-
ate, engine speed will be limited to 2300
RPM, and catalyst damage may occur.

> Selecting a wrong tire size will cause the

speedometer to be inaccurate and will also
cause any speed related features to operate
improperly.

NOTE: After replacing the PCM, you must
reprogram pinion factor

3.4

USING THE DRBIII

Refer to the DRBIII

t user’s guide for instruc-

tions and assistance with reading trouble codes,
erasing trouble codes, and other DRBIII

t func-

tions.

3.5

DRBIII

T ERROR MESSAGES

Under normal operation, the DRBIII

t will dis-

play one of only two error messages:

– User−Requested WARM Boot

– User−Requested COLD Boot

GENERAL INFORMATION

If the DRBIII

t should display any other error

message, record the entire display and call the
S.T.A.R. Center.

3.5.1

DRBIII

T DOES NOT POWER UP

(BLANK SCREEN)

If the LED’s do not light or no sound is emitted at

start up, check for loose cable connections or a bad
cable. Check the vehicle battery voltage. A mini-
mum of 11 volts is required to adequately power
the DRBIII

If all connections are proper between the

DRBIII

t and the vehicle or other devices, and the

vehicle battery is fully charged, an inoperative
DRBIII

t may be the result of faulty cable or vehicle

wiring. For a blank screen, refer to the appropriate
Body Diagnostic manual.

3.5.2

DISPLAY IS NOT VISIBLE

Low temperatures will affect the visibility of the

display. Adjust the contrast to compensate for this
condition.

3.5.3

SOME DISPLAY ITEMS READ “---”

This is caused by the scrolling the DRBIII

display a single line up or down. The line which
was scrolled onto the screen might read “---”. Use
the page down or page up function to display the
information.

3.6

TRANSMISSION SIMULATOR (MILLER
TOOL #8333) AND ELECTRONIC
TRANSMISSION ADAPTER KIT
(MILLER TOOL #8333-1A)

NOTE: Remove the starter Relay when using
the transmission simulator

•

Failure to remove the Starter Relay can
cause a PCM - No Response condition.

•

The removal of the Starter Relay will also
prevent the engine from starting in gear.

•

The

Transmission

Simulator

will

not

accurately diagnose intermittent faults.

The transmission simulator, simply put, is an

electronic device that simulates the electronic func-
tions of any EATX or NGC controlled transmission.
The transmission Simulators basic function is to
aid the technician in determining if an internal
transmission problem exists or if the problem re-
sides in the vehicle wiring or control module. It is
only useful for electrical problems. It will not aid in
the diagnosis of a failed mechanical component,

but it can tell you that the control module and
wiring are working properly and that the problem
is internal.

The ignition switch should be in the lock position

before attempting to install the simulator. Follow
all instructions included with the simulator. If the
feedback from the simulator is in doubt, you can
verify it’s operation by installing it on a known
good vehicle. A “known good vehicle” would be
defined as a vehicle that does not set any DTC’s
and drives and shifts as expected.

One important point to remember is that the

Simulator receives it’s power from the Trans Relay
Output circuit. If the transmission system is in
Limp−in (Relay open), the simulator will not oper-
ate. This is not really an indication of a problem,
but an additional symptom. If the simulator does
not power up (‘‘P’’ led lit), this is an indication that
the problem is still present with the simulator
hooked up. This indicates that the problem is in the
wiring or control module and not the transmission.

Miller Tool # 8333-1A consists of the adapter

cables and overlay necessary to adapt the 8333
simulator to TE/AE/LE/RLE transmissions.

4.0

DISCLAIMERS, SAFETY,
AND WARNINGS

4.1

DISCLAIMERS

All information, illustrations and specifications

contained in this manual are based on the latest
information available at the time of publication.
The right is reserved to make changes at any time
without notice.

4.2

SAFETY

4.2.1

TECHNICIAN SAFETY INFORMATION

WARNING: ENGINES PRODUCE CARBON
MONOXIDE THAT IS ODORLESS, CAUSES
SLOWER REACTION TIME, AND CAN LEAD
TO SERIOUS INJURY. WHEN THE ENGINE IS
OPERATING, KEEP SERVICE AREAS WELL
VENTILATED OR ATTACH THE VEHICLE
EXHAUST SYSTEM TO THE SHOP EXHAUST
REMOVAL SYSTEM.

Set the parking brake and block the wheels

before testing or repairing the vehicle. It is espe-
cially important to block the wheels on front-wheel
drive vehicles: the parking brake does not hold the
drive wheels.

Some operations in this manual require that

hydraulic tubes, hoses, and fittings, disconnected

GENERAL INFORMATION

for inspection or testing purposes. These systems,
when fully charged contain fluid at high pressure.

Before disconnecting any hydraulic tubes, hoses

or fittings, be sure that the system is fully depres-
surized.

When servicing a vehicle, always wear eye pro-

tection and remove any metal jewelry such as
watchbands or bracelets that might make an inad-
vertent electrical contact.

When diagnosing a Transmission system prob-

lem, it is important to follow approved procedures
where applicable. These procedures can be found in
the service information. Following these proce-
dures is very important to the safety of individuals
performing diagnostic tests.

4.2.2

VEHICLE PREPARATION FOR
TESTING

Make sure the vehicle being tested has a fully

charged battery. If it does not, false diagnostic
DTC’s or error messages may occur. It is extremely
important that accurate shift lever position data be
available to the PCM. The accuracy of any DTC
found in memory is doubtful unless the Shift Lever
Test, performed on the DRBIII

t Scan Tool, passes

without failure.

4.2.3

SERVICING SUB-ASSEMBLIES

Some components of the Transmission system

are intended to be serviced in assembly only. At-
tempting to remove or repair certain system sub-
components may result in personal injury and/or
improper system operation. Only those compo-
nents with approved repair and installation proce-
dures in the service information should be ser-
viced.

4.2.4

DRBIII

T SAFETY INFORMATION

WARNING: EXCEEDING THE LIMITS OF THE
DRBIII

MULTIMETER IS DANGEROUS. IT

CAN

EXPOSE

YOU

SERIOUS

POSSIBLY

FATAL

INJURY.

CAREFULLY

READ AND UNDERSTAND THE CAUTIONS
AND THE SPECIFICATION LIMITS.

•

Follow the vehicle manufacturer’s service speci-
fications at all times.

•

Do not use the DRBIII

t if it has been damaged.

•

Do not use the test leads if the insulation is
damaged or if metal is exposed.

•

To avoid electrical shock, do not touch the test
leads, tips, or the circuit being tested.

•

Choose the proper range and function for the
measurement. Do not try voltage or current
measurements that may exceed the rated capac-
ity.

•

Do not exceed the limits shown in the table.

FUNCTION

INPUT LIMIT

Volts

0 - 500 volts peak AC
0 - 500 volts DC

Ohms (resistance)*

0 - 1.12 megohms

Frequency Measured
Frequency Generated

0 - 10 kHz

Temperature

-58 - 1100°F
-50 - 600°C

*Ohms cannot be measured if voltage is present.
Ohms can be measured only in a non-powered
circuit.

•

Voltage between any terminal and ground must
not exceed 500v DC or 500v peak AC.

•

Use caution when measuring voltage above 25v
DC or 25v AC.

•

The circuit being tested must be protected by a
10A fuse or circuit breaker.

•

Use the low current shunt to measure circuits up
to 10A. Use the high current clamp to measure
circuits exceeds 10A.

•

When testing for the presence of voltage or
current, make sure the meter is functioning
correctly. Take a reading of a known voltage or
current before accepting a zero reading.

•

When measuring current, connect the meter in
series with the load.

•

Disconnect the live test lead before disconnect-
ing the common test lead.

•

When using the meter function, keep the
DRBIII

t away from spark plug or coil wires to

avoid measuring error from outside interference.

4.3

WARNINGS

4.3.1

VEHICLE DAMAGE WARNINGS

Before disconnecting any control module, make

sure the ignition is “lock” position. Failure to do so
could damage the module.

When testing voltage or continuity at any control

module, use the terminal side (not the wire end) of
the connector. Do not probe a wire through the
insulation; this will damage it and eventually
cause it to fail because of corrosion.

Be careful when performing electrical tests so as

to prevent accidental shorting of terminals. Such
mistakes can damage fuses or components. Also, a

GENERAL INFORMATION

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