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(5) Release the SKIM antenna ring retaining clips from around the ignition switch lock cylinder housing and remove the SKIM.
INSTALLATION
NOTE: If the SKIM is replaced with a new unit, a DRBIIIT scan tool MUST be used to initialize the new SKIM and to program at least two Sentry Key transponders. (Refer to 8 - ELECTRICAL/VEHICLE THEFT SECURITY - STANDARD PROCEDURE).
(1) Slide the SKIM antenna ring around the igni- tion switch lock cylinder housing and clip in place (Fig. 8).
(2) Install the retaining screw. (3) Connect the steering column wire harness con- to the Sentry Key Immobilizer Module
nector (SKIM).
Fig.8SENTRYKEYIMMOBILIZERMODULE(SKIM) 1 - SENTRY KEY IMMOBILIZER MODULE (SKIM) 2 - STEERING COLUMN 3 - SCREW 4 - WIRING HARNES
(4) Install the steering column upper and lower shrouds. Refer to Steering, Column, Shroud, Installa- tion.
(5) Connect the battery negative cable.
TRANSFER CASE CONTROL MODULE DESCRIPTION
The Transfer Case Control Module (TCCM) (Fig. 9) is a microprocessor-based assembly, controlling the 4X4 transfer case shift functions via the actuation of a shift motor and utilizing the feedback of a mode sensor assembly. Communication is via the PCI serial bus. Inputs include user selectable 4X4 modes that include 2WD, 4HI, 4LO, and Neutral. The logic and driver circuitry is contained in a molded plastic hous- ing with an embedded heat-sink and is located behind the left side of the lower instrument panel.
OPERATION
The Transfer Case Control Module (TCCM) utilizes the input from the transfer case mounted mode sen- sor, the instrument panel mounted selector switch, and the following information from the vehicle’s PCI serial bus to determine if a shift is allowed.
† Engine RPM and Vehicle Speed
ELECTRONIC CONTROL MODULES
8E - 16
TRANSFER CASE CONTROL MODULE (Continued)DR
module must receive one ignition message that denotes that the ignition is in the RUN position. † Sleep Mode will be entered, from the Reduced Power Mode, when no PCI traffic has been sensed for 20 ±1 seconds. If during Sleep Mode the module detects PCI bus traffic, it will revert to the Reduced Power mode while monitoring for ignition messages. It will remain in this state as long as there is traffic other than run or start messages, and will return to Sleep mode if the bus goes without traffic for 20 ±1
seconds.SHIFT REQUIREMENTS
Fig.9TransferCaseControlModule(TCCM)
Location
1 - INSTRUMENT PANEL 2 - TRANSFER CASE CONTROL MODULE (TCCM) 3 - TRANSFER CASE SELECTOR SWITCH
† Diagnostic Requests † Manual Transmission and Brake Applied † PRNDL † Ignition Status † ABS Messages Once the TCCM determines that a requested shift is allowed, it actuates the bi-directional shift motor as necessary to achieve the desired transfer case operating mode. The TCCM also monitors the mode sensor while controlling the shift motor to determine the status of the shift attempt.
possible power modes. These power modes are:
Several items can cause the requested shift not to be completed. If the TCCM has recognized a fault (DTC) of some variety, it will begin operation in one of four Functionality Levels. These levels are: † Level Zero - Normal Operation. † Level One - Only Mode Shifts Are Allowed. † Level Two - Only Mode Shifts and Shifts Into LOW Are Allowed (No Neutral Shifts Are Allowed). † Level Three - No Shifts Are Allowed The TCCM can also be operating in one of three † Full Power Mode is the normal operational mode of the module. This mode is achieved by normal PCI bus traffic being present and the ignition being in the RUN position. † Reduced Power Mode will be entered when the ignition has been powered off. In this state, the module will shut down power supplied to external devices, and to electronic interface inputs and out- puts. From this state the module can enter either Sleep Mode or Full Power Mode. To enter this mode, the module must receive an ignition message denot- ing that the ignition is off, or not receive any mes- sages for 5 ±0.5 seconds. To exit this mode, the
If the TCCM is in full power mode and at function- ality level zero, it uses the following criteria to deter- mine if a shift is allowed.
If any of the driver controllable conditions are not met once the shift request is recognized, the TCCM will solidly illuminate the source position’s LED and flash the desired position’s LED for all shifts except NEUTRAL. The NEUTRAL shift LED strategy will be discussed later.
(13 mph).
the TCCM.
on the PCI bus.
lowing conditions are met:
that a mode shift has been requested.
Mode shifts will be allowed regardless of trans- mission gear or vehicle speed, whenever the following conditions are met: † Front and rear wheel speed are within 21 km/hr † A change in the Selector switch state indicates † A valid mode sensor signal is being sensed by † Proper transmit/receive messages are occurring † Ignition key switch is in the RUN position. Range shifts will be allowed only if all of the fol- † Front and rear wheel speed are within 21 km/hr † A change in the Selector Switch state indicating † Transmission in NEUTRAL signal must be rec- ognized for at least 1.5 seconds ±100 msec. (Automat- ic transmissions only) † Proper transmit/receive messages are occurring † Clutch signal is recognized for 500 msec ± 50
† Vehicle speed is less than or equal to 4.8 km/hr † Ignition key switch is in the RUN position. † A valid mode sensor signal is being sensed bymsec (Manual transmissions only).
a range shift has been requested.
(3 miles per hour).
on the PCI bus.
(13 mph).
A shift into transfer case Neutral will be allowed only if all of the following conditions are met: † Front and rear wheel speed are within 21 km/hr
the TCCM.
(13 mph).
DR TRANSFER CASE CONTROL MODULE (Continued) † The recessed Neutral Selection switch has been depressed continuously for 4.0 seconds ±100 msec while all shift conditions have been continuously met. † Transmission in NEUTRAL signal recognized from the bus. (Automatic transmissions only) † Clutch signal is recognized from the bus (Manu- al transmissions only). † Proper message transmissions/receptions are occurring on the PCI bus. † Vehicle speed is less than or equal to 4.8 km/hr (3 miles per hour). † Ignition key switch is in the RUN position, engine off. † Foot Brake is applied. † A valid mode sensor signal is being sensed by the TCCM.
from the bus.(Automatic transmissions only)
A shift out of transfer case Neutral will be allowed only if all of the following conditions are met: † Front and rear wheel speed are within 21 km/hr (13 mph). † The recessed Neutral Selection switch has been depressed continuously for 1.0 seconds ±100 msec while all shift conditions have been continuously met. † Transmission in NEUTRAL signal recognized † Clutch signal is recognized from the bus (Manu- † Proper message transmissions/receptions are † Vehicle speed is less than or equal to 4.8 km/hr † Ignition key switch is in the RUN position. † Foot Brake is applied. † A valid mode sensor signal is being sensed by
occurring on the PCI bus.
al transmissions only).
(3 miles per hour).
the TCCM.
SHIFT SEQUENCES
Once all the driver controllable conditions for the requested shift have been met, the TCCM begins a shift timer with a maximum duration of 1 second per ’D’ channel transition. If the shift timer expires before the TCCM recognizes to correct mode sensor code, the shift is considered to have been blocked. The blocked shift will increment the blocked shift counter by one. The TCCM strategy for handling blocked shifts will be described later. The process the TCCM performs for the various shifts will be described first.
RANGE AND MODE SHIFTS
The process for performing all the range and mode shifts are the same. The following steps describe the process. † Allow time for Selector Switch debounce; 250
msec ±50 msec.
ELECTRONIC CONTROL MODULES
8E - 17
mode sensor code is recognized.
desired transfer case position’s LED.
† Extinguish the source gear’s LED while flashing † Engage the shift motor for a maximum of 1 sec- ond ±100 msec per ’D’ channel transition in the des- tination gear’s direction while monitoring the mode sensor channel transitions. † Disengage the shift motor when the correct † Solidly illuminate the selected gear’s LED. † Transmit a bus message that the transfer case † If the desired mode sensor code is not received after the shift timer expires (ie. a blocked or other condition exists), stop driving the motor and wait for 200 msec ±50 msec. The shift motor is then reversed in the direction back toward the source gear for up to 1.0 seconds ±100 msec. per ’D’ channel. The TCCM waits for 2.0 seconds ±50 msec. and repeats the attempt to shift to the desired position.
shift is complete.
The exception to the preceding sequence is when a shift from 4L to 2WD/AWD is requested. If 2WD/ AWD is requested from the 4L position, the transfer case is first driven to the 4H position. If the 4H posi- tion is reached, the transfer case is then driven back to the 2WD/AWD position and the shift is considered complete. If the transfer case does not reach any the 4H position, but is in the 2WD/AWD ’D’ channel, or the 2WD/AWD between gear position on the 4H side of 2WD/AWD, the shift is also considered complete.
SHIFT OUT OF NEUTRAL
shift is complete.
mode sensor code is recognized.
† Extinguish the Neutral LED. † Engage the shift motor for a maximum of 1 sec- ond ±100 msec toward the transfer case 4H mode position while monitoring the mode sensor channel transitions. † Disengage the shift motor when the correct † Extinguish the Neutral LED. † Transmit a bus message that the transfer case † If the desired mode sensor code is not received after the shift timer expires (ie. a blocked or other condition exists), stop driving the motor and wait for 200 msec ±50 msec. The shift motor is then reversed in the direction back toward the source gear for up to 1.0 seconds 100 msec. The TCCM waits for 2.0 sec- onds ±50 msec. and repeats the attempt to shift to the desired position. † When the Neutral button is released, if the 4H position is the desired position, the shift is complete. Illuminate the 4H LED. † Otherwise when the Neutral button is released, if all of the shift requirements are being met then engage the shift motor towards the desired position for 1 second ±100 msec per ’D’ channel. (if require-
ELECTRONIC CONTROL MODULES
8E - 18
TRANSFER CASE CONTROL MODULE (Continued)DR
ments for shifting are not met, illuminate the 4H LED and flash the destination LED as an indication to the driver that all of the driver controllable shift conditions are not being met). this requires another range or mode shift, begin the range/mode shift process. † If the desired mode sensor code is not received after the shift timer expires (i.e. a blocked or other condition exists), refer to the section on Blocked Shift Strategy.
If
BLOCKED SHIFT STRATEGY
When a shift is commanded, the shift motor will be driven towards its destination position, except in the case of shifting out of Neutral if 4L was selected (the transfer case will shift to the 4H position first, before proceeding to 4L). If the shift is blocked on the way to the destination, the TCCM may attempt to drive the motor back to the original position. This process will be allowed to occur 5 times. If the transfer case has reached a non-NEUTRAL ’D’ channel during the shift re-attempts, the LED for the achieved gear posi- tion is illuminated and the shift attempts are stopped. To re-attempt the desired shift, the selector switch will need to be rotated to the current position until the switch debounce timer expires then a shift will need to be requested again.
At the end of the 5th blocked attempt, the shift motor is driven towards the last known ’D’ channel position. If this motor drive allows the transfer case to reach the 2WD/AWD ’D’ channel, or the 2WD/AWD between gear position on the 4H side of 2WD/AWD, the shift is considered complete and the shift attempts are ended.
If the mode sensor is in the NEUTRAL region at the expiration of the shift timer, the TCCM will con- tinue to make the shift attempts according to the blocked shift strategy independent of whether or not the driver controlled conditions are met.
For shifts from NEUTRAL, if all 5 attempts fail to reach the desired position (which by default is 4H), the motor will be driven to stall in the direction of 4H or 4L, depending on the achieved position. If the transfer case has reached the 2WD/AWD or 4L between gear position nearest the NEUTRAL posi- tions and the shift conditions are no longer being met, the transfer case will be driven toward the cor- responding ’D’ channel. Otherwise, the transfer case will be driven in the direction opposite the last attempt with the desired target being 4H or 4L.
If the transfer case reaches the 2WD/AWD ’D’ channel when being driven in the 4H direction, then one final 1.0 second drive toward 4H is attempted. If the transfer case then reaches any of the 4H posi- tions, the shift is considered complete and the 4H LED is illuminated. If the transfer case is still the
2WD/AWD position, the shift is considered complete and the 2WD/AWD LED is illuminated.
NOTE: If after the 5th blocked shift and reversal attempt, if the transfer case position is in the NEU- TRAL region, shift attempts will continue until a non-NEUTRAL ’D’ channel is reached.
SHIFT REVERSAL TARGETS
If the shift timer expires (1 second per ’D’ channel) and the transfer case has not reached the desired position, all shifts will attempt to return to their original position with the exceptions of: † If the intended shift is going to the High rail from Low and can’t make it, but it can make the 2WD/AWD position, the motor stops at that position. The TCCM will not attempt to cross back over NEU- TRAL if it does not have to. This means that there was a block on the first attempt to go to 4H and the transfer case has made it through NEUTRAL to a known good position, then the motor will go back only to the 2WD/4WD position and execute the remainder of the attempts from there. † For shifts out of NEUTRAL, any time a shift is commanded out of NEUTRAL, the system needs to get out. The TCCM should never go to NEUTRAL unless the driver is commanding it and all required conditions are being met
ENCODER DRIFT CORRECTION
Whenever a shift is completed, the TCCM stores the position in memory as the transfer case’s intended position. The TCCM continuously monitors the mode sensor and if the mode sensor drifts toward into a NEUTRAL region sensor position for 2.0 sec- onds, the TCCM will perform a motor drive to correct the drift. The transfer case will be driven toward the intended position for 1.0 seconds 100 msec. The TCCM will wait for 2.0 seconds ±50 msec. and repeat the attempt to shift to the desired position. This will continue until the intended position is reached.
SHIFT MOTOR BRAKING
Two modes of shift motor braking are employed to improve shift performance, static and dynamic. Static shift motor braking is utilized under the following conditions: † Whenever the transfer case is in the 2WD/AWD † Whenever an invalid mode sensor
or 4L ’D’ channel position.
code is
present.
Static motor braking is achieved by applying +12V
on both shift motor wires.
NOTE: Static Shift Motor Braking is independent of ignition key position.
DR TRANSFER CASE CONTROL MODULE (Continued) SHIFT ATTEMPT LIMIT
ELECTRONIC CONTROL MODULES
8E - 19
To protect the transfer case system, the TCCM will impose a limit on the number of shifts that can occur over a calibrated time period. The system will monitor the number of ’D’ channel segment transitions that occur in any 30 second time period. If the number of segment transitions is 30 or greater, the system will go into a default mode. The default mode of operation for shifting is that the number of allowed ’D’ channel tran- sitions permitted to occur will be 3 over each 15 second ±100 msec calibrated window of time. After 5 minutes ±100 msec, the motor can be assumed to have cooled down and the system will revert to normal operation. The following rules also apply to the shift limit: † The attempt limit will not prevent shifts coming out of NEUTRAL, they will be allowed regardless of the counter/timer. † Any shift that is in progress when the counter reaches a maximum count in time will be allowed to complete before the default mode is entered. D-chan- nel transitions during this period will not be counted towards the default mode limit. † A block, regardless of the direction, whether towards destination or back towards reversal target (shift timer expiring), will count as a value of 2 tran- sitions towards the 30 segment transitions to go into default mode as defined above. Current attempt limit values are 30 transitions in 30 seconds and default mode values are 3 transitions every 15 seconds for 5
minutes.TRANSMISSION CONTROL MODULE DESCRIPTION
The Transmission Control Module (TCM) (Fig. 10) may be sub-module within the Powertrain Control Module (PCM) or a standalone module, depending on the vehicle engine. The PCM, and TCM when equipped, is located at the right rear of the engine compartment, near the right inner fender.
OPERATION
The Transmission Control Module (TCM) controls all electronic operations of the transmission. The TCM receives information regarding vehicle opera- tion from both direct and indirect inputs, and selects the operational mode of the transmission. Direct inputs are hardwired to, and used specifically by the TCM. Indirect inputs are shared with the TCM via the vehicle communication bus. Some examples of direct inputs to the TCM are: † Battery (B+) voltage † Ignition “ON” voltage † Transmission Control Relay (Switched B+)
Fig.10PCM/TCMLocation
1 - RIGHT FENDER 2 - TRANSMISSION CONTROL MODULE 3 - POWERTRAIN CONTROL MODULE
† Throttle Position Sensor † Crankshaft Position Sensor † Transmission Range Sensor † Pressure Switches † Transmission Temperature Sensor † Input Shaft Speed Sensor † Output Shaft Speed Sensor † Line Pressure Sensor Some examples of indirect inputs to the TCM are: † Engine/Body Identification † Manifold Pressure † Target Idle † Torque Reduction Confirmation † Engine Coolant Temperature † Ambient/Battery Temperature † DRBIIIt Scan Tool Communication Based on the information received from these var- ious inputs, the TCM determines the appropriate shift schedule and shift points, depending on the present operating conditions and driver demand. This is possible through the control of various direct and indirect outputs. Some examples of TCM direct outputs are: † Transmission Control Relay † Solenoids † Torque Reduction Request Some examples of TCM indirect outputs are: † Transmission Temperature (to PCM) † PRNDL Position (to BCM) In addition to monitoring inputs and controlling outputs, the TCM has other important responsibili- ties and functions: † Storing and maintaining Clutch Volume Indexes (CVI)† Storing and selecting appropriate Shift Schedules † System self-diagnostics † Diagnostic capabilities (with DRBIIIt scan tool)
DR
ELECTRONIC CONTROL MODULES
8E - 20
TRANSMISSION CONTROL MODULE (Continued)NOTE: If the TCM has been replaced, the “Quick Learn Procedure” must be performed. (Refer to 8 - ELECTRI- CAL/ELECTRONIC CONTROL MODULES/TRANSMIS- SION CONTROL MODULE - STANDARD PROCEDURE)
BATTERY FEED
A fused, direct battery feed to the TCM is used for continuous power. This battery voltage is necessary to retain memory in the TCM. When the battery (B+) is disconnected, this memory is lost. When the bat- tery (B+) is restored, this memory loss is detected by the TCM and a Diagnostic Trouble Code (DTC) is set.
CLUTCH VOLUME INDEXES (CVI)
An important function of the TCM is to monitor Clutch Volume Indexes (CVI). CVIs represent the vol- ume of fluid needed to compress a clutch pack.
The TCM monitors gear ratio changes by monitor- ing the Input and Output Speed Sensors. The Input, or Turbine Speed Sensor sends an electrical signal to the TCM that represents input shaft rpm. The Out- put Speed Sensor provides the TCM with output shaft speed information.
By comparing the two inputs, the TCM can deter- mine transmission gear position. This is important to the CVI calculation because the TCM determines CVIs by monitoring how long it takes for a gear change to occur (Fig. 11).
Gear ratios can be determined by using the DRBIIIt Scan Tool and reading the Input/Output Speed Sensor values in the “Monitors” display. Gear ratio can be obtained by dividing the Input Speed Sensor value by the Output Speed Sensor value.
For example, if the input shaft is rotating at 1000
rpm and the output shaft is rotating at 500 rpm, then the TCM can determine that the gear ratio is 2:1. In direct drive (3rd gear), the gear ratio changes to 1:1. The gear ratio changes as clutches are applied and released. By monitoring the length of time it takes for the gear ratio to change following a shift request, the TCM can determine the volume of fluid used to apply or release a friction element.The volume of transmission fluid needed to apply the friction elements are continuously updated for adaptive controls. As friction material wears, the vol- ume of fluid need to apply the element increases.
Certain mechanical problems within the input clutch assembly can cause inadequate or out-of-range element volumes. Also, defective Input/Output Speed Sensors and wiring can cause these conditions. The following chart identifies the appropriate clutch vol- umes and when they are monitored/updated:
Fig.11ExampleofCVICalculation
1 - OUTPUT SPEED SENSOR 2 - OUTPUT SHAFT 3 - CLUTCH PACK 4 - SEPARATOR PLATE 5 - FRICTION DISCS 6 - INPUT SHAFT 7 - INPUT SPEED SENSOR 8 - PISTON AND SEAL
CLUTCH VOLUMES
Clutch
When Updated
Proper Clutch
Volume
L/R
2C
OD 4C
UD
2-1 or 3-1
downshift3-2 kickdown
shift
2-3 upshift 3-4 upshift
4-3 kickdown
shift
45 to 134
25 to 85
30 to 100
30 to 8530 to 100
SHIFT SCHEDULES
As mentioned earlier, the TCM has programming that allows it to select a variety of shift schedules. Shift schedule selection is dependent on the following: † Shift lever position † Throttle position † Engine load † Fluid temperature † Software level As driving conditions change, the TCM appropri- ately adjusts the shift schedule. Refer to the follow- ing chart to determine the appropriate operation expected, depending on driving conditions.
DR TRANSMISSION CONTROL MODULE (Continued)
ELECTRONIC CONTROL MODULES
8E - 21
Schedule
Condition
Expected Operation
Extreme Cold
Oil temperature below -16° F
Super Cold
Oil temperature between -12° F and 10° F
Cold
Warm
Hot
Overheat
Oil temperature between 10° F and 36° F
Oil temperature between 40° F and 80° F
Oil temperature between 80° F and 240° F
Oil temperature above 240° F or engine coolant temperature above 244° F
-Park, Reverse, Neutral and 1st and 3rd gear only in D position, 2nd gear only in Manual 2 or L -No EMCC - Delayed 2-3 upshift - Delayed 3-4 upshift - Early 4-3 coastdown shift - High speed 4-2, 3-2, 2-1 kickdown shifts are prevented -Shifts at high throttle openings willl be early. - No EMCC -Shift schedule is the same as Super Cold except that the 2-3
upshifts are not delayed. - Normal operation (upshift, kickdowns, and coastdowns) - No EMCC - Normal operation (upshift, kickdowns, and coastdowns) - Normal EMCC operation - Delayed 2-3 upshift - Delayed 3-4 upshift - 3rd gear FEMCC from 30-48 mph - 3rd gear PEMCC above 35 mph - Above 25 mph the torque converter will not unlock unless the throttle is closed or if a wide open throttle 2nd PEMCC to 1 kickdown is madeSTANDARD PROCEDURE
STANDARD PROCEDURE - TCM QUICK LEARN The quick learn procedure requires the use of the
DRBt scan tool.
This program allows the electronic transmission system to recalibrate itself. This will provide the proper transmission operation. The quick learn pro- cedure should be performed if any of the following procedures are performed:
† Transmission Assembly Replacement † Transmission Control Module Replacement † Solenoid Pack Replacement † Clutch Plate and/or Seal Replacement † Valve Body Replacement or Recondition To perform the Quick Learn Procedure, the follow- † The brakes must be applied † The engine speed must be above 500 rpm † The throttle angle (TPS) must be less than 3
degreesing conditions must be met:
prompted to shift to overdrive
† The shift lever position must stay in PARK until † The shift lever position must stay in overdrive after the Shift to Overdrive prompt until the DRBt indicates the procedure is complete † The calculated oil temperature must be above
60° and below 200°
STANDARD PROCEDURE - DRIVE LEARN
When a transmission is repaired and a Quick Learn procedure has been performed on the Trans- mission Control Module (TCM), the following Drive Learn procedure can be performed to fine tune any shifts which are particularly objectionable.
NOTE: It is not necessary to perform the complete Drive Learn procedure every time the TCM is Quick Learned. Perform only the portions which target the objectionable shift.
ELECTRONIC CONTROL MODULES
8E - 22
TRANSMISSION CONTROL MODULE (Continued) LEARN A SMOOTH 1ST NEUTRAL TO DRIVE SHIFT Perform this procedure only if the complaint is for a delayed or harsh shift the first time the transmis- sion is put into gear after the vehicle is allowed to set with the engine not running for at least 10 min- utes. Use the following steps to have the TCM learn the 1st N-D UD CVI.DR
itor Norm N-D UD CVI volume until the value stabi- lizes. The value will change during the N-D shift. This is normal since the UD value is different for the N-D shift then the normal value shown which is used for 4-3 coastdown and kickdowns. Perform repeated shifts in this temperature range until the Norm N-D UD CVI value stabilizes and the N-D shifts become smooth.
NOTE: The transmission oil temperature must be between 80 - 110°F (27 - 43°C).
(1) Start the engine only when the engine and ignition have been off for at least ten (10) minutes. (2) With the vehicle at a stop and the service brake applied, record the 1st N-D UD CVI while per- forming a Neutral to Drive shift. The 1st N-D UD CVI accounts for air entrapment in the UD clutch that may occur after the engine has been off for a period of time.
(3) Repeat Step 1 and Step 2 until the recorded 1st
N-D UD CVI value stabilizes.
NOTE: It is important that this procedure be per- formed when the transmission temperature is between 80 - 110°F (27 - 43°C). If this procedure takes too long to complete fully for the allowed transmission oil temperature, the vehicle may be returned to the customer with an explanation that the shift will improve daily during normal vehicle usage. The TCM also learns at higher oil tempera- tures, but these values (line pressure correction values) are not available for viewing on the DRBT III.
LEARN A SMOOTH NEUTRAL TO DRIVE GARAGE SHIFT
Perform this procedure if the complaint is for a delayed or harsh shift when the transmission is put into gear after the vehicle has had its first shift. Use the following steps to have the TCM learn the Norm N-D UD CVI.
NOTE: The transmission oil temperature must be between 80 - 110°F (27 - 43°C) to learn the UD CVI. Additional learning occurs at temperatures as low as 0°F and as high as 200°F. This procedure may be performed at any temperature that experiences poor shift quality. Although the UD CVI may not change, shift quality should improve.
(1) Start the vehicle engine and shift to drive. (2) Move the vehicle forward to a speed of at least 16 km/h (10 MPH) and come to a stop. This ensures no air is present in the UD hydraulic circuit.
(3) Perform repeated N-D shifts at a stop while pausing in Neutral for at least 2-3 seconds and mon-
LEARN THE 1ST 2-3 SHIFT AFTER A RESTART OR SHIFT TO REVERSE
Use the following steps to have the TCM learn the
1st 2-3 shift OD CVI.
NOTE: The transmission oil temperature must be above 80°F (27°C).
(1) With the vehicle engine running, select reverse
gear for over 2 seconds.
(2) Shift the transmission to Drive and accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform a 2-3 shift while noting the 1st 2-3 OD CVI.
(3) Repeat Step 1 and Step 2 until the 1st 2-3
upshift becomes smooth and the 1st 2-3 OD CVI sta- bilizes.LEARN A SMOOTH 2-3 AND 3-4 UPSHIFT
NOTE: The transmission oil temperature must be above 110°F (43°C).
Use the following steps to have the TCM learn the
OD and 4C CVI’s.
(1) Accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform multiple 1-2, 2-3, and 3-4 upshifts. The 2nd 2-3 shift following a restart or shift to reverse will be shown during the shift as a value between the 1st 2-3 OD CVI and the normal OD CVI. Updates to the normal OD CVI will occur after the 2nd shift into 3rd gear, following a restart or shift to reverse.
(2) Repeat Step 1 until the 2-3 and 3-4 shifts become smooth and the OD and 4C CVI become sta- ble.
LEARN A SMOOTH 4-3 COASTDOWN AND PART THROTTLE 4-3 KICKDOWN
NOTE: The transmission oil temperature must be above 110°F (43°C).
Use the following steps to have the TCM learn the
UD shift volume.
(1) At a vehicle speed between 64-97 km/h (40-60
MPH), perform repeated 4-3 kickdown shifts.
DR TRANSMISSION CONTROL MODULE (Continued)
ELECTRONIC CONTROL MODULES
8E - 23
(2) Repeat Step 1 until the UD volume becomes
somewhat stable and the shift becomes smooth.
LEARN A SMOOTH 1-2 UPSHIFT AND 3-2
KICKDOWNUse the following steps to have the TCM learn the
2C shift volume.
NOTE: The transmission oil temperature must be above 110°F (43°C).
(1) With a vehicle speed below 48 km/h (30 MPH) and the transmission in 3rd gear, perform multiple 3-2 kickdowns.
(2) Repeat Step 1 until the 3-2 kickdowns become
smooth and the 2C CVI becomes stable.
LEARN A SMOOTH MANUAL 2-1 PULLDOWN SHIFT AS WELL AS A NEUTRAL TO REVERSE SHIFT
NOTE: The transmission oil temperature must be above 110°F (43°C).
Use the following steps to have the TCM learn the
LR volume.
(1) With the vehicle speed around 40-48 km/h (25-30 MPH) in Manual 2nd, perform manual pull- downs to Low or 1st gear at closed throttle.
(2) Repeat Step 1 until the LR CVI becomes stable
and the manual 2-1 becomes smooth.
LEARN A SMOOTH NEUTRAL TO REVERSE SHIFT
NOTE: The transmission oil temperature must be above 110°F (43°C).
(1) With the vehicle at a stop, perform Neutral to Reverse shifts until the shift is smooth. An unlearned Neutral to Reverse shift may be harsh or exhibit a double bump.
(2) If any of the shifts are still not smooth after the clutch volume stabilizes, an internal transmis- sion problem may be present.
LEARN A SMOOTH 4-5 UPSHIFT
NOTE: The transmission oil temperature must be above 110°F (43°C).
Use the following steps to have the TCM learn the
Alt 2C CVI.
(1) Accelerate
through 88 km/h (55mph) at a steady 10-15 degree throttle opening and perform multiple 4-5 upshifts.
vehicle
the
(2) Repeat Step 1 until
the 4-5 shift become smooth and theAlt 2C CVI become stable. There is a separate 2C volume used and learned for 4-5 shifts, 2CA. It is independent of the 2C CVI learned on 3-2
kickdowns.DR
ENGINE SYSTEMS
8F - 1
ENGINE SYSTEMS
TABLE OF CONTENTS
BATTERY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 1
CHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
page
page
BATTERY SYSTEM
TABLE OF CONTENTS
page
page
BATTERY SYSTEM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
DIAGNOSIS AND TESTING - BATTERYSYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . 6
SPECIAL TOOLSBATTERY SYSTEM SPECIAL TOOLS
. . . . . . . 7
BATTERY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
DIAGNOSIS AND TESTING - BATTERY . . . . . . . 7
STANDARD PROCEDURESTANDARD PROCEDURE - BATTERY
CHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
STANDARD PROCEDURE - BUILT-IN
INDICATOR TEST . . . . . . . . . . . . . . . . . . . . . 10
STANDARD PROCEDURE - OPEN-CIRCUIT
VOLTAGE TEST . . . . . . . . . . . . . . . . . . . . . . . 10
STANDARD PROCEDURE - IGNITION-OFF
DRAW TEST . . . . . . . . . . . . . . . . . . . . . . . . . 11
BATTERY SYSTEM DESCRIPTION
A single 12-volt battery is standard factory-in- stalled equipment on gasoline engine equipped mod- els. Diesel engine equipped vehicles utilize two 12-volt batteries connected in parallel. All of the com- ponents of the battery system are located within the engine compartment of the vehicle. The battery sys- tem for this vehicle, covers the following related com- ponents, which are covered in further detail later in this section of the service manual:
STANDARD PROCEDURE - USING MICRO
420 BATTERY TESTER . . . . . . . . . . . . . . . . . 12
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14BATTERY HOLDDOWN
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14BATTERY CABLES
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
DIAGNOSIS AND TESTING - BATTERYCABLES
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 17BATTERY TRAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 17
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 18† Battery - The storage battery provides a reli- able means of storing a renewable source of electrical energy within the vehicle. † Battery Cables - The battery cables connect the battery terminal posts to the vehicle electrical system. † Battery Holddown - The battery holddown hardware secures the battery in the battery tray in the engine compartment. † Battery Tray - The battery tray provides a secure mounting location in the vehicle for the bat- tery and an anchor point for the battery holddown hardware.
BATTERY SYSTEM
8F - 2
BATTERY SYSTEM (Continued)For battery system maintenance schedules and jump starting procedures, see the owner’s manual in the vehicle glove box. Optionally, refer to the Lubri- cation and Maintenance section of this manual for the proper battery jump starting procedure. While battery charging can be considered a maintenance procedure, the battery charging procedure and related information are located later in this section of the service manual. This was done because the bat- tery must be fully-charged before any battery system diagnosis or testing procedures can be performed.
OPERATION
The battery system is designed to provide a safe, efficient, reliable and mobile means of delivering and storing electrical energy. This electrical energy is required to operate the engine starting system, as well as to operate many of the other vehicle acces- sory systems for limited durations while the engine and/or the charging system are not operating. The battery system is also designed to provide a reserve of electrical energy to supplement the charging sys- tem for short durations while the engine is running and the electrical current demands of the vehicle exceed the output of the charging system. In addition to delivering, and storing electrical energy for the vehicle, the battery system serves as a capacitor and voltage stabilizer for the vehicle electrical system. It absorbs most abnormal or transient voltages caused by the switching of any of the electrical components or circuits in the vehicle.
DIAGNOSIS AND TESTING - BATTERY SYSTEM The battery, starting, and charging systems in the vehicle operate with one another and must be tested as a complete system. In order for the engine to start and the battery to maintain its charge properly, all of the components that are used in these systems must perform within specifications. It is important that
DR
the battery, starting, and charging systems be thor- oughly tested and inspected any time a battery needs to be charged or replaced. The cause of abnormal bat- tery discharge, overcharging or early battery failure must be diagnosed and corrected before a battery is replaced and before a vehicle is returned to service. The service information for these systems has been separated within this service manual to make it eas- ier to locate the specific information you are seeking. However, when attempting to diagnose any of these systems, it is important that you keep their interde- pendency in mind.
The diagnostic procedures used for the battery, starting, and charging systems include the most basic conventional diagnostic methods, to the more sophisticated On-Board Diagnostics (OBD) built into the Powertrain Control Module (PCM). Use of an induction-type milliampere ammeter, a volt/ohmme- ter, a battery charger, a carbon pile rheostat (load tester), a 12-volt test lamp and/or special service tools may be required. All OBD-sensed systems are monitored by the PCM. Each monitored circuit is assigned a Diagnostic Trouble Code (DTC). The PCM will store a DTC in electronic memory for any failure it detects. Always check the PCM for stored trouble codes before returning the vehicle to service. Refer to Charging System for the proper charging system test procedures. Refer to Starting System for the proper starting system test procedures.
MICRO 420 BATTERY TESTER
The Micro 420 automotive battery tester
is designed to help the dealership technician diagnose a defective battery. Follow the instruction manual sup- plied with the tester to properly diagnose a battery. If the instruction manual is not available, refer to the standard procedure in this section, which includes the directions for using the Micro 420 bat- tery tester.
DR BATTERY SYSTEM (Continued)
BATTERY SYSTEM 8F - 3
CONDITION
POSSIBLE CAUSES
CORRECTION
BATTERY SYSTEM DIAGNOSIS
THE BATTERY SEEMS WEAK OR DEAD WHEN ATTEMPTING TO START THE ENGINE.
1. The electrical system ignition-off draw is excessive.
2. The charging system is faulty.
3. The battery is discharged.
4. The battery terminal connections are loose or corroded.
5. The battery has an incorrect size or rating for this vehicle. 6. The battery is faulty.
7. The starting system is faulty.
8. The battery is physically damaged.
1. Refer to the IGNITION-OFF DRAW TEST Standard Procedure for the proper test procedures. Repair the excessive ignition-off draw, as required. 2. Determine if the charging system is performing to specifications. Refer to Charging System for additional charging system diagnosis and testing procedures. Repair the faulty charging system, as required. 3. Determine the battery state-of-charge using the Micro 420 battery tester. Refer to the Standard Procedures in this section for additional test procedures. Charge the faulty battery, as required. 4. Refer to Battery Cables for the proper battery cable diagnosis and testing procedures. Clean and tighten the battery terminal connections, as required. 5. Refer to Battery System Specifications for the proper size and rating. Replace an incorrect battery, as required. 6. Determine the battery cranking capacity using the Micro 420 battery tester. Refer to the Standard Procedures in this section for additional test procedures. Replace the faulty battery, as required. 7. Determine if the starting system is performing to specifications. Refer to Starting System for the proper starting system diagnosis and testing procedures. Repair the faulty starting system, as required. 8. Inspect the battery for loose terminal posts or a cracked and leaking case. Replace the damaged battery, as required.
BATTERY SYSTEM
8F - 4
BATTERY SYSTEM (Continued)DR
BATTERY SYSTEM DIAGNOSIS
CONDITION
POSSIBLE CAUSES
CORRECTION
THE BATTERY STATE OF CHARGE CANNOT BE MAINTAINED.
1. The battery has an incorrect size or rating for this vehicle.
1. Refer to Battery System Specifications for the proper specifications. Replace an incorrect battery, as required.
2. The battery terminal connections are loose or corroded.
3. The electrical system ignition-off draw is excessive.
4. The battery is faulty.
5. The starting system is faulty.
6. The charging system is faulty.
7. Electrical loads exceed the output of the charging system. 8. Slow driving or prolonged idling with high-amperage draw systems in use.
1. The battery is faulty.
2. Refer to Battery Cable for the proper cable diagnosis and testing procedures. Clean and tighten the battery terminal connections, as required. 3. Refer to the IGNITION-OFF DRAW TEST Standard Procedure for the proper test procedures. Repair the faulty electrical system, as required. 4. Test the battery using the Micro 420 battery tester. Refer to Standard Procedures for additional test procedures. Replace the faulty battery, as required. 5. Determine if the starting system is performing to specifications. Refer to Starting System for the proper starting system diagnosis and testing procedures. Repair the faulty starting system, as required. 6. Determine if the charging system is performing to specifications. Refer to Charging System for additional charging system diagnosis and testing procedures. Repair the faulty charging system, as required. 7. Inspect the vehicle for aftermarket electrical equipment which might cause excessive electrical loads. 8. Advise the vehicle operator, as required.
1. Test the battery using the Micro 420 battery tester. Charge or replace the faulty battery, as required.
THE BATTERY WILL NOT ACCEPT A CHARGE.
ABNORMAL BATTERY DISCHARGING
Any of the following conditions can result in abnor-
mal battery discharging:
1. A faulty or incorrect charging system compo- nent. Refer to Charging System for additional charg- ing system diagnosis and testing procedures.
2. A faulty or incorrect battery. Use Micro 420 bat- tery tester and refer to Battery System for additional battery diagnosis and testing procedures.
3. A faulty circuit or component causing excessive
ignition-off draw.
4. Electrical loads that exceed the output of the charging system. This can be due to equipment
installed after manufacture, or repeated short trip use.
5. A faulty or incorrect starting system component. Refer to Starting System for the proper starting sys- tem diagnosis and testing procedures.
6. Corroded or loose battery posts and/or terminal
clamps.
7. Slow driving speeds (heavy traffic conditions) or prolonged idling, with high-amperage draw systems in use.
CLEANING
The following information details the recommended cleaning procedures for the battery and related com-
BATTERY SYSTEM 8F - 5
DR BATTERY SYSTEM (Continued)
ponents. In addition to the maintenance schedules found in this service manual and the owner’s man- ual, it is recommended that these procedures be per- formed any time the battery or related components must be removed for vehicle service.
(1) Clean the battery cable terminal clamps of all corrosion. Remove any corrosion using a wire brush or a post and terminal cleaning tool, and a sodium bicarbonate (baking soda) and warm water cleaning solution (Fig. 1).
Fig.2CleanBattery-Typical
1 - CLEANING BRUSH 2 - WARM WATER AND BAKING SODA SOLUTION 3 - BATTERY
(5) Clean any corrosion from the battery terminal posts with a wire brush or a post and terminal cleaner, and a sodium bicarbonate (baking soda) and warm water cleaning solution (Fig. 3).
Fig.1CleanBatteryCableTerminalClamp-Typical 1 - TERMINAL BRUSH 2 - BATTERY CABLE
(2) Clean the battery tray and battery holddown hardware of all corrosion. Remove any corrosion using a wire brush and a sodium bicarbonate (baking soda) and warm water cleaning solution. Paint any exposed bare metal.
(3) If the removed battery is to be reinstalled, clean the outside of the battery case and the top cover with a sodium bicarbonate (baking soda) and warm water cleaning solution using a stiff bristle parts cleaning brush to remove any acid film (Fig. 2). Rinse the battery with clean water. Ensure that the cleaning solution does not enter the battery cells through the vent holes. If the battery is being replaced, refer to Battery System Specifications for the factory-installed battery specifications. Confirm that the replacement battery is the correct size and has the correct ratings for the vehicle.
(4) Clean the battery thermal guard with a sodium bicarbonate (baking soda) and warm water cleaning solution using a stiff bristle parts cleaning brush to remove any acid film.
Fig.3CleanBatteryTerminalPost-Typical
1 - TERMINAL BRUSH 2 - BATTERY CABLE 3 - BATTERY
BATTERY SYSTEM
8F - 6
BATTERY SYSTEM (Continued) INSPECTIONThe following information details the recommended inspection procedures for the battery and related components. In addition to the maintenance sched- ules found in this service manual and the owner’s manual, it is recommended that these procedures be performed any time the battery or related compo- nents must be removed for vehicle service.
(1) Inspect the battery cable terminal clamps for damage. Replace any battery cable that has a dam- aged or deformed terminal clamp.
(2) Inspect the battery tray and battery holddown
hardware for damage. Replace any damaged parts.
(3) Slide the thermal guard off of the battery case (if equipped). Inspect the battery case for cracks or other damage that could result in electrolyte leaks. Also, check the battery terminal posts for looseness. Batteries with damaged cases or loose terminal posts must be replaced.
(4) Inspect the battery thermal guard (if equipped) for tears, cracks, deformation or other damage. Replace any battery thermal guard that has been damaged.
(5) Inspect the battery built-in test indicator sight glass (if equipped) for an indication of the battery condition. If the battery is discharged, charge as required. Refer the proper battery built-in indicator test procedures. Also refer to Standard Procedures for the proper battery charging procedures.
to Standard Procedures for
SPECIFICATIONS
The battery Group Size number, the Cold Cranking Amperage (CCA) rating, and the Reserve Capacity (RC) rating or Ampere-Hours (AH) rating can be
DR
found on the original equipment battery label. Be certain that a replacement battery has the correct Group Size number, as well as CCA, and RC or AH ratings that equal or exceed the original equipment specification for the vehicle being serviced. Battery sizes and ratings are discussed in more detail below. † Group Size - The outside dimensions and ter- minal placement of the battery conform to standards established by the Battery Council International (BCI). Each battery is assigned a BCI Group Size number to help identify a correctly-sized replace- ment.† Cold Cranking Amperage - The Cold Crank- ing Amperage (CCA) rating specifies how much cur- rent (in amperes) the battery can deliver for thirty seconds at -18° C (0° F). Terminal voltage must not fall below 7.2 volts during or after the thirty second discharge period. The CCA required is generally higher as engine displacement increases, depending also upon the starter current draw requirements. † Reserve Capacity - The Reserve Capacity (RC) rating specifies the time (in minutes) it takes for bat- tery terminal voltage to fall below 10.5 volts, at a discharge rate of 25 amperes. RC is determined with the battery fully-charged at 26.7° C (80° F). This rat- ing estimates how long the battery might last after a charging system failure, under minimum electrical load.† Ampere-Hours - The Ampere-Hours (AH) rat- ing specifies the current (in amperes) that a battery can deliver steadily for twenty hours, with the volt- age in the battery not falling below 10.5 volts. This rating is also sometimes identified as the twenty- hour discharge rating.
Part Number
56029449AB 56029451AB 56028450AA 56028452AA 56028452AB 56029396AA 56029382AA
BATTERY CLASSIFICATIONS & RATINGS
BCI Group Size
Classification
Cold Cranking
Amperage
65
65
65
65
65
65
65600
750
600
750
700
700
700Reserve Capacity
120 Minutes 150 Minutes 120 Minutes 150 Minutes 130 Minutes 130 Minutes 130 Minutes
Ampere -
Hours
Load Test Amperage
66
75
66
75
70
70
70300
375
300
375
350
350
350DR BATTERY SYSTEM (Continued) SPECIAL TOOLS
BATTERY SYSTEM SPECIAL TOOLS
Micro420BatteryTester
BATTERY DESCRIPTION
BATTERY SYSTEM 8F - 7
A large capacity, low-maintenance storage battery (Fig. 4) is standard factory-installed equipment on this model. Models equipped with a diesel engine must utilize two 12-volt batteries connected in paral- lel. Male post type terminals made of a soft lead material protrude from the top of the molded plastic battery case to provide the means for connecting the battery to the vehicle electrical system. The battery positive terminal post is physically larger in diameter than the negative terminal post to ensure proper bat- tery connection. The letters POS and NEG are also molded into the top of the battery case adjacent to their respective positive and negative terminal posts for to Battery Cables for more information on the battery cables that connect the battery to the vehicle electrical sys- tem.
identification confirmation. Refer
The battery is made up of six individual cells that are connected in series. Each cell contains positively charged plate groups that are connected with lead straps to the positive terminal post, and negatively charged plate groups that are connected with lead straps to the negative terminal post. Each plate con- sists of a stiff mesh framework or grid coated with lead dioxide (positive plate) or sponge lead (negative plate). Insulators or plate separators made of a non- conductive material are inserted between the positive and negative plates to prevent them from contacting or shorting against one another. These dissimilar metal plates are submerged in a sulfuric acid and water solution called an electrolyte.
The factory-installed battery has a built-in test indicator (hydrometer). The color visible in the sight glass of the indicator will reveal the battery condi- tion. Refer to Standard Procedures for the proper built-in indicator test procedures. The factory-in- stalled low-maintenance battery has non-re- movable battery cell caps. Water cannot be added to this battery. The battery is not sealed and has vent holes in the cell caps. The chemical composition of the metal coated plates within the low-mainte- nance battery reduces battery gassing and water loss, at normal charge and discharge rates. There- fore, the battery should not require additional water in normal service. Rapid loss of electrolyte can be caused by an overcharging condition.
Fig.4Low-MaintenanceBattery-Typical
1 - POSITIVE POST 2 - VENT 3 - CELL CAP 4 - TEST INDICATOR (IF EQUIPPED) 5 - CELL CAP 6 - VENT 7 - NEGATIVE POST 8 - GREEN BALL 9 - ELECTROLYTE LEVEL 10 - PLATE GROUPS 11 - LOW-MAINTENANCE BATTERY
DIAGNOSIS AND TESTING - BATTERY
The battery must be completely charged and the terminals should be properly cleaned and inspected before diagnostic procedures are performed. Refer to Battery System Cleaning for the proper cleaning pro- cedures, and Battery System Inspection for the proper battery inspection procedures. Refer to Stan- dard Procedures for the proper battery charging pro- cedures.
8F - 8
BATTERY SYSTEM BATTERY (Continued) MICRO 420 BATTERY TESTERThe Micro 420 automotive battery tester
is designed to help the dealership technician diagnose the cause of a defective battery. Follow the instruc- tion manual supplied with the tester to properly diagnose a battery. If the instruction manual is not available, refer to the standard procedure in this sec- tion, which includes the directions for using the Micro 420 battery tester.
WARNING: IF THE BATTERY SHOWS SIGNS OF FREEZING, LEAKING OR LOOSE POSTS, DO NOT TEST, ASSIST-BOOST, OR CHARGE. THE BATTERY MAY ARC INTERNALLY AND EXPLODE. PERSONAL INJURY AND/OR VEHICLE DAMAGE MAY RESULT.
WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN AND AROUND THE BATTERY. DO NOT SMOKE, USE FLAME, OR CREATE SPARKS NEAR THE BAT- TERY. PERSONAL INJURY AND/OR VEHICLE DAM- AGE MAY RESULT.
WARNING: THE BATTERY CONTAINS SULFURIC ACID, WHICH IS POISONOUS AND CAUSTIC. AVOID CONTACT WITH THE SKIN, EYES, OR CLOTHING. IN THE EVENT OF CONTACT, FLUSH WITH WATER AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT OF THE REACH OF CHILDREN.
A battery that will not accept a charge is faulty, and must be replaced. Further testing is not required. A fully-charged battery must be load tested to determine its cranking capacity. A battery that is fully-charged, but does not pass the load test, is faulty and must be replaced. Always test battery using the Micro 420 battery tester before attempting to replace a battery under the manufactures war- ranty provisions.
NOTE: Completely discharged batteries may take several hours to accept a charge. Refer to Standard Procedures for the proper battery charging proce- dures.
STANDARD PROCEDURE
STANDARD PROCEDURE - BATTERY CHARGING
Battery charging can be performed fast or slow, in terms of time. Slow battery charging is the best means of restoring a battery to full potential. Fast battery charging should only be performed when
DR
battery charging.
absolutely necessary due to time restraints. A battery is fully-charged when: † All of the battery cells are gassing freely during † A green color is visible in the sight glass of the † Three hydrometer tests, taken at one-hour inter- indicate no increase in the temperature-cor- † Open-circuit voltage of the battery is 12.65 volts
vals, rected specific gravity of the battery electrolyte.
battery built-in test indicator.
or above.
WARNING: NEVER EXCEED TWENTY AMPERES WHEN CHARGING A COLD (-1° C [30° F] OR LOWER) BATTERY. THE BATTERY MAY ARC INTER- NALLY AND EXPLODE. PERSONAL INJURY AND/OR VEHICLE DAMAGE MAY RESULT.
CAUTION: Always disconnect and isolate the bat- tery negative cable before charging a battery. Do not exceed sixteen volts while charging a battery. Damage to the vehicle electrical system compo- nents may result.
CAUTION: Battery electrolyte will bubble inside the battery case during normal battery charging. Elec- trolyte boiling or being discharged from the battery vents indicates a battery overcharging condition. Immediately reduce the charging rate or turn off the charger to evaluate the battery condition. Damage to the battery may result from overcharging.
CAUTION: The battery should not be hot to the touch. If the battery feels hot to the touch, turn off the charger and let the battery cool before continu- ing the charging operation. Damage to the battery may result.
NOTE: Models equipped with the diesel engine are equipped with two 12-volt batteries, connected in parallel (positive-to-positive and negative-to-nega- tive). In order to ensure proper charging of each battery, these batteries MUST be disconnected from each other, as well as from the vehicle electrical system while being charged.
Some battery chargers are equipped with polarity- sensing circuitry. This circuitry protects the battery charger and the battery from being damaged if they are improperly connected. If the battery state-of- charge is too low for the polarity-sensing circuitry to detect, the battery charger will not operate. This makes it appear that the battery will not accept charging current. See the instructions provided by
DR BATTERY (Continued)
BATTERY SYSTEM 8F - 9
the manufacturer of the battery charger for details on how to bypass the polarity-sensing circuitry.
After the battery has been charged to 12.4 volts or greater, perform a load test to determine the battery cranking capacity. Refer to Standard Procedures for the proper battery load test procedures. If the battery will endure a load test, return the battery to service. If the battery will not endure a load test, it is faulty and must be replaced.
Clean and inspect the battery hold downs, tray, terminals, posts, and top before completing battery service. Refer to Battery System Cleaning for the proper battery system cleaning procedures, and Bat- tery System Inspection for the proper battery system inspection procedures.
CHARGING A COMPLETELY DISCHARGED BATTERY
The following procedure should be used to recharge a completely discharged battery. Unless this proce- dure is properly followed, a good battery may be needlessly replaced.
(1) Measure the voltage at the battery posts with a voltmeter, accurate to 1/10 (0.10) volt (Fig. 5). If the reading is below ten volts, the battery charging cur- rent will be low. It could take some time before the battery accepts a current greater than a few milliam- peres. Such low current may not be detectable on the ammeters built into many battery chargers.
Fig.5Voltmeter-Typical
(2) Disconnect and isolate the battery negative cable. Connect the battery charger leads. Some bat- tery chargers are equipped with polarity-sensing cir- cuitry. This circuitry protects the battery charger and the battery from being damaged if they are improp- erly connected. If the battery state-of-charge is too low for the polarity-sensing circuitry to detect, the battery charger will not operate. This makes it appear that the battery will not accept charging cur- rent. See the instructions provided by the manufac-
turer of the battery charger for details on how to bypass the polarity-sensing circuitry.
they provide. The amount of
(3) Battery chargers vary in the amount of voltage and current time required for a battery to accept measurable charging current at various voltages is shown in the Charge Rate Table. If the charging current is still not mea- surable at the end of the charging time, the battery is faulty and must be replaced. If the charging cur- rent is measurable during the charging time, the bat- tery may be good and the charging should be completed in the normal manner.
CHARGE RATE TABLE
Voltage
16.0 volts maximum
14.0 to 15.9 volts 13.9 volts or less
Hours
up to 4 hours up to 8 hours up to 16 hours
CHARGING TIME REQUIRED
depending upon the following factors:
The time required to charge a battery will vary, † Battery Capacity - A completely discharged heavy-duty battery requires twice the charging time of a small capacity battery. † Temperature - A longer time will be needed to charge a battery at -18° C (0° F) than at 27° C (80° F). When a fast battery charger is connected to a cold battery, the current accepted by the battery will be very low at first. As the battery warms, it will accept a higher charging current rate (amperage). † Charger Capacity - A battery charger that supplies only five amperes will require a longer charging time. A battery charger that supplies twenty amperes or more will require a shorter charg- ing time. † State-Of-Charge - A completely discharged bat- tery requires more charging time than a partially discharged battery. Electrolyte is nearly pure water in a completely discharged battery. At first, the charging current (amperage) will be low. As the bat- tery charges, the specific gravity of the electrolyte will gradually rise.
The Battery Charging Time Table gives an indica- tion of the time required to charge a typical battery at room temperature based upon the battery state-of- charge and the charger capacity.
BATTERY SYSTEM
8F - 10
BATTERY (Continued)BATTERY CHARGING TIME TABLE
Charging Amperage Open Circuit
Voltage
5 Amps
10
Amps
20 Amps
Hours Charging @ 21° C
12.25 to 12.49
6 hours
(70° F) 3 hours
12.00 to 12.24
10 hours
5 hours
10.00 to 11.99
14 hours
7 hours
Below 10.00
18 hours
9 hours
1.5
hours 2.5
hours 3.5
hours 4.5
hoursSTANDARD PROCEDURE - BUILT-IN INDICATOR TEST
If equipped, an indicator (hydrometer) built into the top of the battery case provides visual informa- tion for battery testing (Fig. 6). Like a hydrometer, the built-in indicator measures the specific gravity of the battery electrolyte. The specific gravity of the electrolyte reveals the battery state-of-charge; how- ever, it will not reveal the cranking capacity of the battery. A load test must be performed to determine the battery cranking capacity. Refer to Standard Pro- cedures for the proper battery load test procedures.
Fig.6Built-InIndicator
1 - SIGHT GLASS 2 - BATTERY TOP 3 - GREEN BALL 4 - PLASTIC ROD
Before testing, visually inspect the battery for any damage (a cracked case or cover, loose posts, etc.) that would cause the battery to be faulty. In order to obtain correct indications from the built-in indicator, it is important that the battery be level and have a clean sight glass. Additional light may be required to view the indicator. Do not use open flame as a source of additional light.
To read the built-in indicator, look into the sight glass and note the color of the indication (Fig. 7). The
DR
indicates
each color
battery condition that described in the following list:
is † Green - Indicates 75% to 100% battery state-of- charge. The battery is adequately charged for further testing or return to service. If the starter will not crank for a minimum of fifteen seconds with a fully- charged battery, the battery must be load tested. Refer to Standard Procedures for the proper battery load test procedures. † Black or Dark - Indicates 0% to 75% battery state-of-charge. The battery is inadequately charged and must be charged until a green indication is visi- ble in the sight glass (12.4 volts or more), before the battery is tested further or returned to service. Refer to Standard Procedures for the proper battery charg- ing procedures. Also refer to Diagnosis and Testing for more information on the possible causes of the discharged battery condition. † Clear or Bright - Indicates a low battery elec- trolyte level. The electrolyte level in the battery is below the built-in indicator. A maintenance-free bat- tery with non-removable cell caps must be replaced if the electrolyte level is low. Water must be added to a low-maintenance battery with removable cell caps before it is charged. Refer to Standard Procedures for the proper battery filling procedures. A low electro- lyte level may be caused by an overcharging condi- tion. Refer to Charging System for the proper charging system diagnosis and testing procedures.
Fig.7Built-InIndicatorSightGlassChart STANDARD PROCEDURE - OPEN-CIRCUIT VOLTAGE TEST
A battery open-circuit voltage (no load) test will show the approximate state-of-charge of a battery. This test can be used in place of the hydrometer test when a hydrometer is not available, or for mainte- nance-free batteries with non-removable cell caps.
Before proceeding with this test, completely charge the battery (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/BATTERY - STANDARD PROCEDURE).
(1) Before measuring the open-circuit voltage, the surface charge must be removed from the battery.
DR BATTERY (Continued)
Turn on the headlamps for fifteen seconds, then allow up to five minutes for the battery voltage to stabilize.
(2) Disconnect and isolate both battery cables, neg-
ative cable first.
(3) Using a voltmeter connected to the battery posts (see the instructions provided by the manufac- turer of the voltmeter), measure the open-circuit volt- age (Fig. 8).
Fig.8TestingOpen-CircuitVoltage-Typical
See the Open-Circuit Voltage Table. This voltage reading will indicate the battery state-of-charge, but will not reveal its cranking capacity. If a battery has an open-circuit voltage reading of 12.4 volts or greater, it may be load tested to reveal its cranking capacity (Refer to 8 - ELECTRICAL/BATTERY SYS- TEM/BATTERY - STANDARD PROCEDURE).
OPEN CIRCUIT VOLTAGE TABLE
Open Circuit Voltage
Charge Percentage
11.7 volts or less
12.0 volts 12.2 volts 12.4 volts
12.6 volts or more
0% 25% 50% 75% 100%
BATTERY SYSTEM 8F - 11
STANDARD PROCEDURE - IGNITION-OFF DRAW TEST
The term Ignition-Off Draw (IOD) identifies a nor- mal condition where power is being drained from the battery with the ignition switch in the Off position. A normal vehicle electrical system will draw from five to thirty-five milliamperes (0.005 to 0.035 ampere) with the ignition switch in the Off position, and all non-ignition controlled circuits in proper working order. Up to thirty-five milliamperes are needed to enable the memory functions for the Powertrain Con- trol Module (PCM), digital clock, electronically tuned radio, and other modules which may vary with the vehicle equipment.
A vehicle that has not been operated for approxi- mately twenty days, may discharge the battery to an inadequate level. When a vehicle will not be used for twenty days or more (stored), remove the IOD fuse from the Integrated Power Module (IPM). This will reduce battery discharging. Excessive IOD can be caused by: † Electrical items left on. † Faulty or improperly adjusted switches. † Faulty or shorted electronic modules and compo- nents.† An internally shorted generator. † Intermittent shorts in the wiring. If the IOD is over thirty-five milliamperes, the problem must be found and corrected before replac- ing a battery. In most cases, the battery can be charged and returned to service after the excessive IOD condition has been corrected.
(1) Verify that all electrical accessories are off. Turn off all lamps, remove the ignition key, and close all doors. If the vehicle is equipped with an illumi- nated entry system or an electronically tuned radio, allow the electronic timer function of these systems to automatically shut off (time out). This may take up to three minutes. See the Electronic Module Igni- tion-Off Draw Table for more information.
Module
Radio
Audio Power
Amplifier
Powertrain Control
Module (PCM)
ELECTRONIC MODULE IGNITION-OFF DRAW (IOD) TABLE
Time Out?
(If Yes, Interval And Wake-Up Input)
No
No
No
IOD
1 to 3
milliamperes
up to 1
milliampere
0.95 milliampere
IOD After Time
Out
N/A
N/A
N/A
BATTERY SYSTEM
8F - 12
BATTERY (Continued)Module
ElectroMechanical Instrument Cluster
(EMIC)
Combination Flasher
ELECTRONIC MODULE IGNITION-OFF DRAW (IOD) TABLE
Time Out?
(If Yes, Interval And Wake-Up Input)
IOD
No
No
0.44 milliampere
0.08 milliampere
DR
IOD After Time
Out
N/A
N/A
(2) Determine that the underhood lamp is operat- ing properly, then disconnect the lamp wire harness connector or remove the lamp bulb.
(3) Disconnect the battery negative cable. (4) Set an electronic digital multi-meter to its highest amperage scale. Connect the multi-meter between the disconnected battery negative cable ter- minal clamp and the battery negative terminal post. Make sure that the doors remain closed so that the illuminated entry system is not activated. The multi- meter amperage reading may remain high for up to three minutes, or may not give any reading at all while set in the highest amperage scale, depending upon the electrical equipment in the vehicle. The multi-meter leads must be securely clamped to the battery negative cable terminal clamp and the bat- tery negative terminal post. If continuity between the battery negative terminal post and the negative cable terminal clamp is lost during any part of the IOD test, the electronic timer function will be activated and all of the tests will have to be repeated.
(5) After about three minutes, the high-amperage IOD reading on the multi-meter should become very low or nonexistent, depending upon the electrical equipment in the vehicle. If the amperage reading remains high, remove and replace each fuse or circuit breaker in the Integrated Power Module (IPM), one at a time until the amperage reading becomes very low, or nonexistent. Refer to the appropriate wiring information in this service manual for complete Inte- grated Power Module fuse, circuit breaker, and cir- cuit identification. This will isolate each circuit and identify the circuit that is the source of the high-am- perage IOD. If the amperage reading remains high after removing and replacing each fuse and circuit breaker, disconnect the wire harness from the gener- ator. If the amperage reading now becomes very low or nonexistent, refer to Charging System for the proper charging system diagnosis and testing proce- dures. After the high-amperage IOD has been cor- rected, switch the multi-meter to progressively lower amperage scales and, if necessary, repeat the fuse and circuit breaker remove-and-replace process to identify and correct all sources of excessive IOD. It is now safe to select the lowest milliampere scale of the multi-meter to check the low-amperage IOD.
CAUTION: Do not open any doors, or turn on any electrical accessories with the lowest milliampere scale selected, or the multi-meter may be damaged.
(6) Observe the multi-meter reading. The low-am- perage IOD should not exceed thirty-five milliam- peres (0.035 ampere). If the current draw exceeds thirty-five milliamperes, isolate each circuit using the fuse and circuit breaker remove-and-replace process in Step 5. The multi-meter reading will drop to within the acceptable limit when the source of the excessive current draw is disconnected. Repair this circuit as required; whether a wiring short, incorrect switch adjustment, or a component failure is at fault.
STANDARD PROCEDURE - USING MICRO 420
BATTERY TESTERFig.9MICRO420BATTERYTESTER
Always use the Micro 420 Instruction Manual that was supplied with the tester as a reference. If the Instruction Manual is not available the following pro- cedure can be used:
DR BATTERY (Continued)
WARNING: ALWAYS WEAR APPROPRIATE EYE PROTECTION AND USE EXTREME CAUTION WHEN WORKING WITH BATTERIES.
BATTERY TESTING
(1) If testing the battery OUT-OF-VEHICLE, clean the battery terminals with a wire brush before test- ing. If the battery is equipped with side post termi- nals, install and tighten the supplied lead terminal stud adapters. Do not use steel bolts. Failure to prop- erly install the stud adapters, or using stud adapters that are dirty or worn-out may result in false test readings.
(2) If testing the battery IN-THE-VEHICLE, make certain all of the vehicle accessory loads are OFF, including the ignition. The preferred test position is at the battery terminal. If the battery is not accessible, you may test using both the positive and negative jumper posts. Select TESTING AT JUMPER POST when connecting to that location.
(3) Connect the tester (Fig. 9) to the battery or jumper posts, the red clamp to positive (+) and the black clamp to negative (–).
NOTE: Multiple batteries connected in parallel must have the ground cable disconnected to perform a battery test. Failure to disconnect may result in false battery test readings.
(4) Using the ARROW key select in or out of vehi-
cle testing and press ENTER to make a selection.
(5) If not selected, choose the Cold Cranking Amp (CCA) battery rating. Or select the appropriate bat- tery rating for your area (see menu). The tester will then run its self programmed test of the battery and display the results. Refer to the test result table noted below.
CAUTION: If REPLACE BATTERY is the result of the test, this may mean a poor connection between the vehicle’s cables and battery exists. After discon- necting the vehicle’s battery cables from the bat- tery, retest the battery using the OUT-OF-VEHICLE test before replacing.
(6) While viewing the battery test result, press the CODE button and the tester will prompt you for the last 4 digits of the VIN. Use the UP/DOWN arrow buttons to scroll to the correct character; then press ENTER to select and move to the next digit. Then press the ENTER button to view the SERVICE CODE. Pressing the CODE button a second time will return you to the test results.
BATTERY SYSTEM 8F - 13
BATTERY TEST RESULTS
GOOD BATTERY
Return to service
