B40C Transmission

B40C/B35C
ALLISON TRANSMISSION
GENERAL DESCRIPTIONS
ALLISON HD 4560 PR
• HD … AUTOMATIC TRUCK TRANSMISSION
• 3 …… MEDIUM DUTY
• 5 ……. WIDE RATIO
• 6 ………NUMBER OF FORWARD RANGES
• O ……...RESEVED FOR MAJOR MODEL CHANGES
• P ………POWER TAKEOFF (PTO)
• R ………OUTPUT RETARDER
HD 4560 TRANSMISSION
1 Breather 4 Engine speed 7 Serial number 10 Wiring harness

sensor plate
2 Cooler ports 5 Turbine speed 8 Output speed
sensor sensor
3 Main press port 6 Filler tube 9 Output shaft
 COPYRIGHT REFERENCE PAGE

BELL EQUIPMENT TRAINING TRANSMISSION 1
B40C/B35C
TRANSMISSION IDENTIFICATION
The transmission identification plate is located on the right-rear side of the transmission.
The identification plate shows the transmission serial number, part number (assembly
number), and model number. Use all three numbers when ordering parts.
TORQUE CONVERTER
OPERATIONAL OVERVIEW
The torque converter provides a hydro-mechanical coupling that supplies rotational input
from the engine to the transmission’s gearing.

B40C/B35C
TORQUE CONVERTER OPERATION

The HD torque converter has four main components:
The pump, stator, turbine, and lock-up clutch
The converter’s pump is bolted to the converter cover.
The pump rotates at engine speed
• As the pump rotates, fluid enters from around the pump hub.
• Centrifugal force causes fluid to be thrown around the outside of the pump and over
to the converter turbine.
• Once the force reaches a certain point, the fluid begins to spin the turbine.
The converter’s turbine is splined to the transmission turbine shaft.
• Fluid from the converter pump strikes the turbine’s vanes and eventually forces the
turbine to rotate.
• Since the turbine is splined to the turbine shaft, the turbine shaft rotates and supplies
input to the transmission’s gearing.
• Fluid exits the turbine near its hub and flows to the stator.
The stator redirects fluid back to the converter pump.
• When fluid from the turbine hits the front of the stator blades, the stator locks against
its one-way clutch.
• Fluid leaving the locked stator is directed back to the pump at an accelerated rate,
increasing torque.
• As the turbine gains speed, it directs oil to the back side of the stator blades, causing
the stator to “freewheel”.
• Fluid flowing through the freewheeling stator is no longer accelerated and does not
increase torque.
• As turbine speed increases, flow through the stator becomes smoother and eventually
stops.

B40C/B35C
STATOR ONE-WAY CLUTCH OPERATION
The stator’s one-way clutch provides locking and freewheeling action.

• A series of rollers and springs are located inside the stator.
• When fluid strikes the front of the stator blades, the stator tries to rotate in a
counterclockwise direction.
• This wedges the rollers into the small side of the tapered cavity, the stator is locked
and can’t rotate that direction.
• When fluid strikes the back side of the stator blades, the stator begins to rotate in a
clockwise direction.
• The wedged rollers are released, and the one-way clutch’s design allows the stator to
rotate in a clockwise direction.

B40C/B35C
VORTEX FLOW
Vortex flow occurs when the stator is in the locked position.

• Fluid is directed from the pump to the turbine.
• The turbine is still stalled or moving slowly.
• Fluid exiting the turbine strikes the front face of the stator blades.
• This locks the stator
• The locked stator directs fluid back to the pump at an accelerated rate.
• This helps the pump increase torque by adding an extra “push.”

B40C/B35C
ROTARY FLOW
Rotary flow occurs when the stator is in the freewheeling position.

• As the turbine begins to rotate and its speed increases, the fluid exiting the turbine
strikes the back of the stator blades.
• This frees the one-way clutch and allows the stator to rotate.
• The fluid flow through the stator becomes much smoother and slowly ceases.
• This eliminates the torque increase.

B40C/B35C
LOCK-UP CLUTCH OPERATION
The torque converter’s fluid coupling will never allow turbine speed to equal engine
speed.
• Once rotary flow has been achieved and certain speed and range Requirements are
met, the torque converter attains “lock-up.”
• This physical connection between the converter turbine and pump allows the turbine
to rotate at engine speed.
Lock-up clutch components include:
The backing plate - located directly in front of the turbine and bolted to the converter
front cover.
• The backing plate always rotates at engine speed.
• A torsional damper and lock-up clutch plate assembly - located next to the
backing plate. It’s splined directly to the turbine.
• The lock-up clutch piston - located inside the converter front cover.
• It’s splined to the converter front cover and always rotates at engine speed.
• Hydraulic fluid forced between the front cover and lock-up clutch piston causes the
piston to move. This “sandwiches” the clutch plate between the piston and backing
plate, forcing the clutch plate to rotate at engine speed.
• Since the clutch plate is splined to the turbine, the transmission’s input equals engine
RPM.

B40C/B35C
STALL TESTING
Stall testing is performed to determine whether a power complaint is due to an engine
problem or transmission malfunction.
Stall speed is the maximum engine RPM attainable when the engine is at full throttle and
when the torque converter turbine is not moving, or “stalled.”
During stall test, compare actual engine speed at full throttle stall with established engine
manufacturer’s specifications
STALL TEST PROCEDURE
To bring oil temperature up to stall testing temperature:
1. Ensure that all oil levels are correct.
2. Place chocks in front and behind wheels.
3. Ensure that no person is working on or under the machine.
4. Start the engine and let it idle.
5. Apply the park brake.
6. Let the air pressure build up until the low air pressure buzzer goes off.
7. Converter out temperature must be watched (if Prolink is available connect it and
Select the sump oil temperature before step 4.
8. Push the brake pedal down and keep it down.
9. Select first gear.
10. Push accelerator pedal until engine is running at 1000RPM and keep at this RPM for
no longer than 20 seconds.
11. Remove foot from accelerator pedal and select neutral.
12. Push accelerator until engine is running at 1000RPM and keep there for no longer
than 10-15 seconds.
13. Remove foot from accelerator pedal.
14. Repeat steps 9 to 14 until the converter temperature reaches 45 degrees Celsius,
Then repeat steps 9 to 14 but taking the engine RPM up to maximum.
15. Repeat steps 9 to 15 until converter temperature is more than 100 degrees Celsius
(212 ºF), but not exceeding 125 degrees Celsius (275 ºF) and sump oil temperature
is more than 65 degrees Celsius (149 ºF) - if Prolink is available.

B40C/B35C
Checking of stall RPM:

1. Bring converter temperature up to 100 degrees Celsius (212º F) as described above.
2. Select first gear and apply foot brake pedal and keep it down.
3. Push accelerator pedal all the way down.
4. After 10 - 15 seconds the RPM will stabilize.
5. This stabilised RPM will be the stall RPM. (Refer to table below.)
6. Do not keep the accelerator pedal fully depressed for longer than 30 seconds .
7. Remove foot from accelerator pedal.
8. Select neutral.
9. Let engine idle for at least 1 minute before switching off.
NOTE: NEVER STALL FOR LONGER THAN 30 SECONDS.
NOTE: IF YOU HAVE A PROLINK AVAILABLE THE OPTIMUM RANGE TO STALL IN
IS FOURTH RANGE.
NOTE: ALWAYS REFER TO LATEST SERVICE BULLETIN FOR STALL SPEED
SPECIFICATIONS.
ADT STALL SPEEDS (As per service bulletin 2000/006)
Machine Engine Power(kw) Rpm Low Idle High idle Stall
(Rpm) (Rpm) (Rpm)
B17C 6x4 OM366A 129KW 2600 600+_20 2770+-50 1683
B20C 6X4 OM366LA 171KW 2400 700+_20 2610+_50 1911
B20CE OM366LA 171KW 2400 700+_20 2610+_50 1911
6X6
B25C 6X4 OM366LA 185KW 2500 700+_20 2710+_50 1987
B25C6X6 OM366LA 185KW 2500 700+_20 2710+_50 1987
B25CR OM366LA 185KW 2500 700+_20 2710+_50 1987
B30CE OM442 195KW 2100 600+_20 2300+-50 1781
6X6
B35C 6X6 OM442A 250KW 2100 700+_20 2300+_50 1418
B40C6X6 OM442LA 320KW 2100 700+_20 2300+_50 1568

B40C/B35C
ANALYZING STALL TEST RESULTS

If stall test readings are 150 RPM higher or lower than specifications....
• The stall test readings are acceptable.
• Stall test readings may vary slightly above or below specifications, depending on
ambient temperature, altitude, tachometer variations and other conditions.
If stall test readings are 200 RPM or more below specifications....
• The engine may be down on power
• The engine may not be attaining full fuel
If stall test readings are extremely low (about 30% lower than specifications...
• The engine may be severely down on power
• The engine may not be attaining full fuel
• The converter stator may be freewheeling
If stall test readings are 200 RPM or more above specifications...
• The transmission may have slipping clutches
• Transmission oil level might be too low or high
• Converter out pressure may be too low due to internal transmission problem.
If stall test readings are normal, but there are high converter out temperatures
after cool down...
• The converter stator may be stuck
• The transmission cooling system may not be operating properly
• The engine cooling system may not be operating properly.

B40C/B35C
TROUBLE SHOOTING A FREEWHEELING STATOR

A freewheeling stator can cause extremely low stall speeds.
• To verify a freewheeling stator prior to tear down, road test the vehicle.
• If the vehicle has no power at low speed, but performs normally at high speeds, the
stator may be freewheeling.
• Elevated oil temperatures or no full-throttle upshifts can also indicate a freewheeling
stator.
TROUBLESHOOTING A STUCK STATOR
A stuck stator can cause high converter out temperatures after cool down, despite normal
stall test readings.
• A stuck stator can also prevent the vehicle from reaching its top speed
and/or transmission overheating at highway speeds.
• to verify a stuck stator prior to tear down, stall test as follows:
• Stall until converter out temperature reaches 120-130°C (250- 270 degrees
Fahrenheit.)
• Place the transmission in neutral, then accelerate the engine to between 1200 and
1500-RPM for 2 to 3 minutes.
• If the converter out temperature doesn’t drop, the stator may be stuck or the
engine/transmission cooling system may be malfunctioning.
If tests confirm that the converter stator is suspect, remove the transmission,
disassemble the torque converter and inspect the stator, springs, rollers and race
STALL TORQUE RATIO

Stall torque ratio reflects the amount of turbine shaft torque the converter developes
compared to the amount of torque the engine developes.
• Example - if the converter configuration provides a 2 : 1 stall torque ratio, the torque
converter is capable of delivering twice the engine’s torque to the transmission
gearing.
• THE STALL RATIO OF THE B40C / B35C RATIO IS 1.9 : 1

B40C/B35C
PLANETARY GEARS AND POWER FLOWS
PLANETARY GEAR SETS
The HD transmission uses three sets of planetary gears.

• Understanding basic planetary gear operation is critical to understanding the HD’s
operating principles.
• Planetary gear sets consist of a sun gear, planetary pinion gears (held by a carrier)
and a ring gear.
• Gear relationships:
• When two gears with external teeth mesh, their rotation is opposite each other.
• Example - the sun gear and pinion gears.
• When a gear with external teeth meshes with a gear with internal teeth, they rotate in
the same direction.
• Example - the pinion gears and the ring gear.
• These gear relationships provide the basis for planetary gear operation.

B40C/B35C
THE BASIC LAWS OF PLANETARY GEAR SETS
SUN CARRIER RING SPEED TORQUE DIRECTION

INPUT OUTPUT HELD MAXIMUM INCREASE SAME AS
REDUCTION INPUT
HELD OUTPUT INPUT MINIMUM INCREASE SAME AS
REDUCTION INPUT
OUTPUT INPUT HELD MAXIMUM REDUCTION SAME AS
INCREASE INPUT
HELD INPUT OUTPUT MINIMUM REDUCTION SAME AS
INCREASE INPUT
INPUT HELD OUTPUT REDUCTION INCREASE OPPOSITE OF
INPUT
OUTPUT HELD INPUT INCREASE REDUCTION OPPOSITE OF
INPUT
WHEN ANY TWO MEMBERS ARE HELD TOGETHER SPEED AND DIRECTION ARE
SAME AS INPUT; RATIO 1:1
When one planetary component is held and another is rotated, or “input,” the third
member becomes an output mechanism.
Depending on which components are held and input, the planetary gear set can develop
various output ratios:
• Decrease input speed
• Increase input speed
• Provide direct, 1 : 1 drive
• Create reverse

B40C/B35C
CLUTCHES
Clutches provide the input and holding power planetary gear sets required for operation.
• Clutches in the HD transmission can be either rotating or stationary.
• Rotating clutches supply rotational input to other shafts or components.
• The HD transmission’s rotating clutches are located in the rotating clutch module.
• Stationary clutches hold components in place, allowing other components to be input
and output.
• The HD has three stationary clutches that hold planetary gear components.
• Clutches consist of two intertwined sets of clutch plates and a piston.
• Two kinds of plates are used - fiber, “friction,” plated and steel, “reaction” plates.
• Plates are alternated in the clutch assembly so that they sandwich each other.
• One set of clutch plates is splined to an inner component, the other is splined to an
outer component (The housing).
• Even though the plates are intertwined, they rotate independently, when not applied.
• The clutch assembly has a piston and spring assembly.
• When the clutch is applied, the piston forces the intertwined plates together as one
unit.
• When the clutch is released, the spring assembly returns the piston.

B40C/B35C
• If one of the components splined to the clutch plates is stationary, the clutch is a
“stationary clutch”.
• If both components splined to the clutch plates are capable of rotating the clutch is a
“rotating clutch.”
HD TRANSMISSION PLANETARY CONFIGURATION
The HD’s planetary gear sets are labeled P1, P2 and P3.
• P3 Planetary configuration:
The P3 carrier is connected directly to the output shaft
• The P3 sun gear is part of the main shaft module
• The P3 ring gear is connected directly to the P2 carrier.
• The P2 carrier is connected directly to the P3 ring gear.
• The P2 sun gear is part of the main shaft module
• The P2 ring gear is connected directly to the P1 carrier.
• The P1 carrier is connected directly to the P3 ring gear
• The P1 sun gear is connected directly to the rotating clutch module (it always rotates
at turbine speed)
• The P1 ring gear is not connected to any planetary components.

B40C/B35C
HD TRANSMISSION CLUTCH CONFIGURATION
Each ring gear has a corresponding clutch.

• Clutches are labeled C5 (holds the P3 ring gear), C4 (holds the P2 ring gear) and C3
(holds the P1 ring gear)
• Two rotating clutches are located inside the rotating clutch module.
• C1 is the smaller inner clutch - when applied, it transmits rotational input to the main
shaft.
• C2 is the larger outer clutch - when applied, it rotates the P2 carrier.
CLUTCHES C1 C2 C3 C4 C5
REVERSE X X
R NEUTRAL X
A FIRST X X
N SECOND X X
G THIRD X X
E FOURTH X X
S FIFTH X X
SIXTH X X
Page 17: (A3) Sectional view of Allison transmission

B40C/B35C
NEUTRAL POWER FLOW
C2 C3 C4 C5
C1
INPUT OUTPUT
NEUTRAL
P1 P2 P3
In neutral, only C5 clutch is applied

• Rotational power from the torque converter is not transmitted beyond the rotating
clutch module and the P1 planetary sun gear.
• If the vehicle is rolling while in neutral, different clutches may be applied.
• This controls the speed of rotating components under varying conditions.
• Depending on output shaft speed, the transmission may attain N1, N2, N3 or N4 - this
corresponds to clutches C5, C4, C3 and C4 respectively.

B40C/B35C
1ST RANGE POWER FLOW
C2 C3 C4 C5
C1
INPUT OUTPUT
FIRST
GEAR
P1 P2 P3
In first range, the C1 and C5 clutches are applied.

• C1 locks the turbine shaft and main shaft together.
• The P3 sun gear is part of the main shaft module, so it becomes input for the P3
Planetary set.
• C5 holds the P3 ring gear.
• Since the P3 sun gear is input and the P3 ring gear is held, the P3 carrier becomes
the output.
• The P3 carrier is splined directly to the output shaft.

B40C/B35C
2ND RANGE POWER FLOW
C2 C3 C4 C5
C1
INPUT OUTPUT
SECOND
GEAR
P1 P2 P3
In second range, the C1 and C4 clutches are applied and the P2 and P3 planetary sets
work together to provide the appropriate output.
• The C1 clutch locks the turbine shaft and main shaft together.
• This drives the P2 sun gear
• The C4 clutch holds the P2 ring gear
• Since the P2 sun gear is input and the P2 ring gear is held, the P2 carrier becomes
output.
• The P3 sun gear is splined to the main shaft, so it’s rotating.
• The P3 ring gear is splined to the P2 carrier, so it’s rotating, but at a slower rate than
the P3 sun gear.
• The P3 ring gear acts like a held member, and the P3 sun gear becomes input.
• The P3 carrier becomes output, and it’s splined to the output shaft.

B40C/B35C
3RD RANGE POWER FLOW
C2 C3 C4 C5
C1
INPUT OUTPUT
THIRD
GEAR
P1 P2 P3
In third range C1 and C3 clutches are applied and all three planeteries work together to
provide the appropriate output.
• The C1 clutch locks the main shaft to the turbine shaft, and the rotating clutch module
rotates the P1 ring gear.The C3 clutch holds the P1 ring gear.
• Since the P1 sun gear is input and the P1 ring gear is held, the P1carrier becomes
output.The P2 sun gear is rotating with the main shaft.
• The P2 ring gear is splined to the P1 carrier, so its rotating.
• Since the P2 ring gear is rotating slower than the P2 sun gear, it acts like a held
member. The P2 sun gear is input , the P2 ring gear is held so the P2 carrier
becomes output.The P3 sun gear is rotating with the main shaft
• The P3 ring gear is splined to the P2 carrier, so it’s rotating with the P2 carrier, at a
slower speed than the P3 sun gear.
• The P3 sun gear is input, the P3 ring gear acts like a held member, and the P3 carrier
(which is splined to the output shaft) becomes output.
B40C/B35C
4TH RANGE POWER FLOW
C2 C3 C4 C5
C1
INPUT OUTPUT
FOURTH
GEAR
P1 P2 P3
In fourth range, both rotating clutches (C1 and C2) are applied.
• The C1 clutch locks the turbine shaft to the main shaft.
• The C2 clutch locks the turbine shaft to the P2 carrier.
• Since no stationary clutches are applied, all three planetary sun gears, carriers and
ring gears rotate the same speed and direction as the turbine shaft.
• The P3 carrier is the output and it’s splines directly to the output shaft.
• Since all componenets are rotating together, the fourth range final gear ratio is 1 to 1,
or direct drive.

B40C/B35C
C2 C3 C4 C5
C1
INPUT OUTPUT
FIFTH
GEAR
P1 P2 P3
In fifth range, the C2 and C3 clutches are applied and all three planetary sets work
together to create the appropriate output.
• The P1 sun gear is rotating with the rotating clutch module.The C3 clutch is holding
the P1 ring gear stationary.The P1 carrier becomes output.
• The P2 carrier is rotating at turbine speed (the C2 clutch locks the turbine to the P2
carrier). The P2 ring gear is splined to and rotating with the P1 carrier.
• The P2 carrier is rotating faster than the P2 ring gear, so it’s input and the ring gear
acts like a held member.The P2 sun gear acts like a held member.
• The P2 sun gear rotates the main shaft and the P3 sun gear.The P3 ring gear is
splined to and rotating with the P2 carrier.
• The P3 sun gear is rotating faster than the P3 ring gear, so the sun gear is input and
the ring gear acts a a held member.The P3 carrier becomes output, and it’s splined to
the output shaft.This gearing combination creates an overdrive.

B40C/B35C
C2 C3 C4 C5
C1
INPUT OUTPUT
SIXTH
GEAR
P1 P2 P3
In six range, the C2 and C4 clutches are applied and the P2 and P3 planetary sets work
together to create the appropriate output.
• The C2 clutch locks the P2 carrier to the turbine shaft.
• The C4 clutch holds the P2 ring gear.
• Since the P2 carrier is input and the P2 ring gear is held, the P2 sun gear becomes
output
• The P2 sun gear rotates the main shaft and the P3 sun gear.
• The P2 carrier is splined to and rotating the P3 ring gear.
• The P3 sun gear is input, the P3 ring gear acts like a held member.
• The P3 carrier becomes output, and it’s splined to the output shaft.
• This gearing combination creates overdrive.

B40C/B35C
REVERSE RANGE POWER FLOW
C2 C3 C4 C5
C1
INPUT OUTPUT
REVERSE
P1 P2 P3
In reverse, the C3 and C5 clutches are applied and all three planetary gears work
together to create output.
• The P1 sun gear is rotating with the rotating clutch module. The P1 ring gear is held
by the C3 clutch. The P1 carrier becomes output. The P1 carrier is splined to the P2
ring gear. The P2 ring gear becomes input for the P2 planetary set. The C5 clutch
holds the P3 ring gear. T he P3 ring gear is splined to the P2 carrier. Since the P2
ring gear is input and the P2 carrier is held, the P2 sun gear becomes output
• Since the carrier is the held member, the P2 sun gear rotates opposite (counter-
clockwise) the input component’s direction. The P2 sun gear rotates the main shaft in
the opposite direction (counter-clockwise).
• Since the P3 sun gear rotates with the main shaft, it also rotates in the opposite
direction (counter-clockwise). The P3 sun gear becomes reverse input for the P3
planetary set. The P3 ring gear is held by the C5 clutch.
• The P3 carrier becomes reverse output, and it’s splined to the output shafts.

B40C/B35C
HYDRAULIC SYSTEM
SYSTEM FUNCTION
The hydraulic system generates, directs, and controls the pressure and flow of
transmission fluid (hydraulic fluid) within the transmission. Transmission fluid is the
power-transmitting medium in the torque converter. Its velocity drives the converter
turbine. Its flow cools and lubricates the transmission. Its pressure operated the various
control valves and applies the clutches.
TRANSMISSION HYDRAULIC
The primary components of the transmission hydraulic system are the transmission fluid,
the charging pump, three integral filters, the control module, the breather, the cooler, and
the C3 pressure switch. The hydraulic system circuits are the main pressure circuit, the
main control circuit, the torque converter circuit, the cooler/lubrication circuit, the clutch-
apply circuits, the exhaust circuit, and the exhaust backfill circuit.
The charging pump supplies transmission pressure and flow throughout the hydraulic
system. The charging pump draws fluid through the suction filter from the transmission
sump, and pumps the fluid, under pressure, into the hydraulic system through the main
filter. Solenoids and valves, located in the transmission control module, control the flow
and pressure of the hydraulic fluid. Transmission fluid flows to specific clutches to
achieve range shifts. Fluid for the cooler/lubrication circuit flows through the lubrication
filter.
The C3 pressure switch, located in the C3 clutch circuit, monitors circuit pressure. The
ECU receives data from the C3 pressure switch to determine if C3 clutch operations have
performed as expected. An accumulator/relay valve is located ahead of the C3 pressure
switch to dampen high-frequency hydraulic pulses in the clutch-apply circuit to prevent
early failure of the C3 pressure switch.

B40C/B35C
MAIN-PRESSURE CIRCUIT
The main-pressure circuit supplies the primary source of fluid pressure to the hydraulic
system. The main pressure regulator valve controls the pressure in this circuit. The
main-pressure regulator valve converts charging pump pressure to main pressure and
regulates main pressure based upon input from the overdrive knockdown valve, the
converter flow valve, and control main pressure.
The main-pressure regulator valve is held upward by spring force at the bottom of the
valve. Main-pressure flows to the top of the regulator valve. The main-pressure regulator
valve is pushed downward when the main fluid pressure reaches a level high enough to
overcome the spring force, pressing downward the main-pressure regulator valve and
permitting excess fluid to exhaust, reducing main pressure.
This regulated main pressure is routed to seven areas in the hydraulic system.
Passages in the control module direct main pressure to the input side of each of the six-
solenoid regulator valves and to the control main regulator valve.
Pressure at the output side of each solenoid regulator valve is “clutch feed pressure.”
Pressure at the output side of the control main regulator valve is “control main pressure.”
SOLENOIDS AND SOLENOID
REGULATOR VALVES
The ECU controls the solenoids in the control module and the solenoids control the
solenoid regulator valve. The solenoids direct control main pressure to the top of a
solenoid regulator valve, causing it to move against its spring. Control main pressure
forces the valve downward against spring force, blocks off the exhaust backfill circuit, and
allows main pressure to move through the valve passage into the clutch feed circuit,
applying the clutch. When control main pressure is cut off from the top of the solenoid
regulator valve, the valve spring forces the valve back to the top of its travel allowing the
clutch-apply circuit to be exhausted to sump through passages in the exhaust backfill
circuit and the clutch is released.

B40C/B35C
CLUTCH APPLICATION
Two clutches must be applied to attain a forward or reverse range. The clutch
application chart lists the clutches that are applied in each of the forward ranges, neutral,
and reverse, the corresponding energized solenoids, the C1 and C2 latch valve positions,
and the converter flow valve position.
HYDRAULIC OPERATION DURING ELECTRICAL INTERRUPTION

The solenoid regulator valves are controlled by solenoids that control transmission clutch
applications. The ECU electrically controls the solenoids, which control the solenoid
regulator valves. Interruption of electrical power results in the solenoid regulator valves
locking in their normally open or closed state. To minimize the impact of an electrical
interruption. WT series incorporate a system that enables the transmission to default to
totally hydraulic operation. The C1 and C2 latch valves have been designed into the
clutch circuits to provide this default feature.
RANGE CLUTCHES SOLENOIDS C1 LATCH C2 LATCH CONVERTER

APPLIED ENERGIZED VALVE VALVE FLOW
POSITION POSITION VALVE
POSITION
Neutral N1 C5 A,B,E UP UP DOWN
Reverse C3,C5 A,B,C,E UP UP DOWN
First C1,C5 B,E,G* DOWN DOWN* DOWN
Second C1,C4,Lockup B,D,F,G* DOWN DOWN* UP
Third C1,C3,Lockup B,C,F,G DOWN DOWN UP
Fourth C1,C2,Lockup F,G DOWN DOWN UP
Fifth C2,C3,Lockup A,C,G,F DOWN DOWN UP
Sixth C2,C4,Lockup A,D,F UP DOWN UP
A and B solenoids are normally open (when not energized).
C,D,E,F and G solenoids are normally closed (when not energized).
*G solenoid is ON in 1st and 2nd range but is switched OFF for the duration of the 1st to 2nd
upshift and the 2nd to 1st downshift.

B40C/B35C
LATCH VALVES
When a clutch is applied, clutch feed pressure is routed through the latch valve to the
clutch piston. Clutch-apply pressure against the lands of the latch valve hold the latch
valve in place or, in normally closed valve, allows the fluid to simply flow through the
valves. During an electrical interruption, the latch valve cause the transmission to engage
specific clutches based on the range in which transmission was operating when the
interruption occurred.
The latch valves are activates by normally - closed solenoid G. When solenoid G is
energized, control main pressure flows to the top of the C1 and C2 latch valves. This
pressure forces the valves downward to connect the necessary flow passages for clutch
engagement.
During an electrical interruption, the latch valves and the two normally open solenoids (A
and B) enable the transmission to operate in a “limp home” mode allowing the operator to
drive the vehicle to a location where it can be serviced. The default system enables the
transmission to revert to total hydraulic operation and provides safe operation during a
electrical power interruption by shifting to a specific pre-determined range.
The following lists the operating range and the pre-determined default range the
transmission will shift to in the event of an electrical interruption:
OPERATING RANGE RANGE THE TRANSMISSION WILL SHIFT TO IN

ORDER TO “LIMP HOME”
Sixth Fifth
Second through to Fifth Fourth
First Third
Neutral Neutral - no clutches engaged
Reverse Neutral - no clutches engaged
NOTE :
The lockup clutch will always disengage during an electrical interruption or during
critical transmission malfunction.

B40C/B35C
CONTROL MAIN CIRCUIT
The control main circuit supplies the steady pressure necessary to actuate the solenoid
regulator valves. The control main circuit receives its pressure from the main pressure
circuit and, when needed, helps lower main pressure. The control main regulator valve
removes pressure to provide smooth, consistent control main pressure which aids
accurate solenoid regulator valve movement.
Control main pressure is directed to each solenoid regulator valve and the overdrive
knockdown valve.
When control main pressure is directed to the top of the solenoid regulator valve, control
main pressure pushes against the valve, overcomes spring force and moves the valve
downward. Downward movement of a solenoid regulator valve opens passages that
allow main pressure to flow past the valve to the clutch circuits.
TORQUE CONVERTER CIRCUIT
When the torque converter is operating as a hydraulic coupling, a high, constant flow of
fluid is required to cool and fill the converter. During lockup operation, cooling is no
longer required and high flow is unnecessary.
The converter flow valve, located in the control module, opens to release the fluid
pressure in the converter, allowing the fluid to flow from the converter into the
cooler/lubrication circuit.
To attain lockup, pressurized fluid must flow to the lockup piston. The lockup solenoid
regulator valve in the control module directs fluid pressure to the lockup clutch piston.
Movement of the solenoid regulator valve allows regulated main pressure to be delivered
to the lockup piston and engage the clutch. If a critical transmission malfunction or
electrical interruption occurs, the ECU disengages the lockup clutch.

B40C/B35C
CONVERTER-IN PRESSURE CIRCUIT
The converter regulator valve is located in the torque converter circuit and ensures the
converter receives correct pressure from the main pressure regulator.
LOW (BELOW NORMAL) CONVERTER-IN PRESSURE
The converter regulator valve remains seated due to converter-in pressure being less
than the valve spring force. The converter-in fluid flows through the converter flow valve,
through the converter, back through the converter flow valve, through the orifice in the
valve body separator plate, and through the converter regulator valve to the cooler. The
orifice in the valve body separator plate allows increased converter pressure at low
charging pump (engine) speed.
NORMAL CONVERTER-IN PRESSURE

Converter-in pressure is sufficient to move the converter regulator valve slightly against
its spring force. This slight movement allows converter-out fluid to flow through the
converter regulator regulator valve from both the separator plate orifice and the converter
flow valve. Fluid flow to the cooler is increased, reducing converter-out pressure.
EXCESSIVE CONVERTER-IN PRESSURE

Converter-in pressure in excess of approximately 900kPa (130 psi) moves the converter
regulator valve far enough against its spring to route excessive pressure to the suction
side of the charging pump. Converter-out fluid continues to flow through the converter
flow valve, through both fluid passages, and to the cooler.

B40C/B35C
EXTREMELY HIGH CONVERTER-IN PRESSURE
Transmission fluid not only transmits torque and pressure but also lubricates and cools
the transmission, protecting it from wear, rust, and failure due to overheating. Heat and
wear-control is essential to ensuring the transmission will perform satisfactorily
throughout its service life.
The cooler/lubrication circuit is fed by the converter flow valve as fluid is calculated to and
from the torque converter. A lubrication regulator valve in the cooler/lubrication circuit
ensures sufficient lubrication pressure. The lubrication pressure, fed through the
converter flow valve, overcomes lubrication regulator valve spring force.
Fluid is calculated through the cooler/lubrication circuit to the cooler unit, It is then
moved through the cooler/lubrication circuit to lubricate and cool bearings, planetary
gears, clutches, shafts, support equipment and all other moving components of the
transmission.
EXHAUST CIRCUIT
The exhaust circuit is the relief circuit for the transmission hydraulic system. Pressure in
this circuit is minimal and the fluid flowing through the exhaust circuit is returned to the
sump. Fluid flows into the exhaust circuit from the main pressure circuit and the exhaust
backfill circuit when the pressures exceed the levels maintained by the regulator valves.
EXHAUST BACKFILL CIRCUIT
When a clutch is disengaged, pressure in the clutch circuit is exhausted to sump through
the exhaust backfill circuit. Low exhaust backfill pressure exists in the clutch feed
passage. When a clutch is released pressure in the exhaust backfill circuit is controlled
by the exhaust backfill valve. The low pressure keeps the clutch feed passages free of
air. The absence of air in the system is vital for controlling clutches since air
compresses, causing a shift to be either too hard or too soft.

B40C/B35C
HYDRAULICS
The HD’s hydraulic system is closed loop.

• Hydraulic fluid begins its journey in the sump, travels though the system to perform
various tasks, then returns to the sump to cycle again and again.
• Hydraulic fluid is the basis for valve and clutch operation .Fluid also provides cooling
and lubrication for the transmission’s internal components.
• The flow of hydraulic fluid through the system is initiated by the charging pump.
• The charging pump is driven by the torque converter pump and always rotates at
engine speed.
MAIN PRESSURE REGULATOR
The charging pump draws fluid from the sump and forces it into the main pressure
regulator.
• This valve adjusts and controls the system’s main pressure.
• Charging pump pressure is directed through the main pressure regulator to the top of
the valve.
• This forces the valve down against spring pressure and allows a certain amount of
pressure to exhaust.
• The spring pressure and fluid pressure equalize themselves at a preset pressure
rating.
• During certain ranges, additional pressurized fluid is directed to the main pressure
regulator to help lower main pressure

B40C/B35C
CONTROL MAIN REGULATOR
Main pressure leaving the main pressure regulator is directed to the control main
pressure regulator.
The control main pressure regulator is another regulating valve.
• Main pressure enters, then is directed to the top of the valve.
• This forces the valve down against spring pressure, reducing main pressure to about
100 psi.
• This new pressure is called “control main pressure”.
Control main pressure is directed to a series of solenoids.
• Solenoids are controlled by the Electronic Control System.
• Solenoids are energized and de-energized by signals from the Electronic Control
System’s Electronic Control Unit (ECU).
• Pressure from the control main regulator is directed to each solenoid.
• Solenoid design allows control main pressure to “cascade” to the next solenoid in line.
Main pressure from the main pressure regulator is directed to each solenoid regulator
valve.
• Solenoid regulator valve design allows main pressure to “cascade” to the next
solenoid regulator valve.
SOLENOIDS
Solenoids can be either “normally open”, or “normally closed”.

• Normally closed solenoids are closed when they are de-energized.They must be
electrically energized to allow control main pressure to move the solenoid regulator
valve down.
• Normally open solenoids are open when they are de-energized.
• They must be energized to exhaust control main pressure on top of the solenoid
regulator valve, allowing the valve to move up.

B40C/B35C
NORMALLY OPEN SOLENOIDS
When normally open solenoids are de-energized they’re open. Main pressure oil (3) goes
through them to the other solenoids (4) and to the clutch apply circuit (1). When normally
open solenoids are energized, control pressure (2) moves the regulator valve (5) blocking
main pressure oil to the clutch apply circuit (1). Clutch apply (1) is open to the exhaust
backfill valve venting the oil to tank (sump)
1
1
2 2
5 5
4 3 4 3
NORMALLY OPEN, NORMALLY OPEN,

DE-ENERGIZED ENERGIZED
T123470

B40C/B35C
NORMALLY CLOSED SOLENOIDS
When normally closed solenoids are de-energized they are closed, main pressure oil (3)
is blocked from the clutch apply circuit (1). Control pressure is exhausted from the top of
the regulator valve (5) and it moves up. Oil from the clutch apply circuit (1) is allowed
into the backfill circuit and is regulated at a low pressure by the backfill valve. When
normally closed solenoids are energized control pressure (2) moves the regulator valve
and main pressure oil (3) is sent to the clutch apply circuit (1). Main pressure oil also
Cascades to other solenoids (4).
1
1
2 2
5 5
4 3 4 3
NORMALLY CLOSED NORMALLY CLOSED

SOLENOID SOLENOID
T123471 DE-ENERGIZED ENERGIZED

B40C/B35C
The HD’s hydraulic system utilizes six solenoids and regulator valve assemblies.
• Each solenoid is labeled by a letter.
• Solenoids A and B are normally open.
• All other solenoids are normally closed.
• Each solenoid and solenoid regulator valve controls a clutch applies circuit.
1. Solenoid A controls the C1 clutch apply circuit.
2. Solenoid B controls the C2 clutch apply circuit.
3. Solenoid C controls the C3 clutch apply circuit.
4. Solenoid D controls the C4 clutch apply circuit.
5. Solenoid E controls the C5 clutch apply circuit.
6. Solenoid F controls the lock-up clutch apply circuit.
7. Solenoid G controls the latching valves. (C1 and C2)
8. Solenoid H controls the retarder function.
THE FOLLOWING PAGES ( 38- 46 ) DETAIL THE HYDRAULIC OIL FLOW OF THE
ALLISON HD 4560 P. AN EXPLAINATION FOR EACH CIRCUIT FOLLOWS LATER
IN THIS SECTION.

B40C/B35C
TORQUE CONVERTER AND LUBE PRESSURE CIRCUITS – OVERVIEW
As the main pressure regulator valve moves down, it allows pressure into the torque
converter circuit.
• Pressure flows from the main pressure regulator, through the converter flow valve,
through the converter and back to the converter
• Pressure exiting the converter flow valve is directed into the lube circuit.
• Here, pressure flows through the cooler, the lube filter, out to lubricated parts, then
“deadheads” at the converter flow valve.
• The lube circuit’s pressure is controlled by the lube pressure regulator.
• Depending on the range, lube pressure runs at either 22 or 17 psi.
• The lube pressure regulator also controls converter circuit pressure, but the converter
relief valve protects against extremely high pressure and surges (130 p.s.i.).
• Pressure exhausted from the lube pressure regulator and converter relief valves is
directed to the inlet side of the charging pump.
• This minimizes oil churn and aeration that might occur if the valves exhausted to
sump.

B40C/B35C
CONVERTER FLOW VALVE OPERATION
The converter flow valve’s position is controlled by the lock-up clutch apply circuit.
• When solenoid F is energized the main pressure enters the lock-up clutch apply
circuit, the converter flow valve is forced up.
• When the converter flow valve is up (during lock-up), pressure from the main pressure
regulator flows through the converter flow valve directly into the lube pressure circuit.
• Fluid flows through the cooler, lube filter, lube pressure regulator and out to lubricated
components.
• But since the converter flow valve is up, lube pressure is directed through the flow
valve and feeds the torque converter.
• Fluid flows through the converter flow valve, through the converter and back to the
converter flow valve.
• Fluid exhausts through an orifice in the converter flow valve.
• The converter is receiving less fluid / pressure than it was when the flow valve was
down.
• But since the converter is in lock-up, less fluid is required.
• When solenoid F is energized, main pressure in the clutch apply circuit is also
directed to the main pressure regulator.
• This helps lower main pressure.
OVERDRIVE KNOCKDOWN VALVE
The overdrive knockdown valve receives constant control main pressure.

• This valve is also two clutch apply circuits directed to it - C1 and C2.
• Depending on the transmission range, the overdrive knockdown valve sends either
control main or main pressure to the main pressure regulator.
• These pressures help the main pressure regulator reduce main pressure.

B40C/B35C
OVERDRIVE KNOCKDOWN VALVE OPERATION - C1 APPLIED

When the C1 clutch is applied (1st, 2nd, 3rd and 4th), the overdrive knockdown valve is
positioned down.
• This sends control main pressure to the main pressure regulator.
• This “boost” of control main pressure helps the main pressure regulator lower main
pressure.
OVERDRIVE KNOCKDOWN VALVE OPERATION - C2 APPLIED

In 5th and 6th, the C2 clutch is applied and the overdrive knockdown valve is positioned
up (C1 clutch is exhausted).
• This sends main pressure to the main pressure regulator.
• This “boost” of main pressure helps the main pressure regulator lower main pressure
even more.
• This also sends main pressure to the lube pressure regulator.
• This helps lift the lube regulator off its seat, lowering lube pressure from 22 to 17 psi.
The lube pressure schedule:

• In neutral, reverse, 1st, 2nd and 3rd - 22 psi.
• In 4th, 5th and 6th - 17 psi.
• In 4th range, both the C1 and C2 clutches are applied.
The pressure in the C1 clutch apply circuit keeps the overdrive knockdown valve
positioned down, so only control main pressure flows to the main pressure regulator.
• Main pressure from the C2 clutch apply circuit “deadheads” at the overdrive
knockdown valve, but is directed to the lube pressure regulator.

B40C/B35C
MAIN PRESSURE IN NEUTRAL AND REVERSE

Main pressure in the HD transmission varies depending on the range attained.
• In neutral and reverse, the main pressure regulator doesn’t receive outside help.
• Main pressure is 275 to 305 psi.
MAIN PRESSURE IN 1st AND 2nd, NO LOCK-UP

In 1st and 2nd, before lock-up, control main pressure from the overdrive knockdown
valve assists main pressure regulator operation.
MAIN PRESSURE IN 2nd, 3rd AND 4th, LOCK-UP

In 2nd, 3rd and 4th ranges with lock-up applied, control main pressure from the overdrive
knockdown valve and main pressure from the lock-up apply circuit assist main pressure
regulator operation.
MAIN PRESSURE IN 5th AND 6th, LOCK-UP

In 5th and 6th ranges with lock-up applied, main pressure from the overdrive knockdown
valve and the lock-up apply circuit assist main pressure regulator operation.
MAIN PRESSURE
N, R 275 - 305 psi
1, 2 No Lock-up 235 - 265 psi
2, 3, 4 Lock-up applied 170 - 194 psi
5, 6 Lock-up applied 160 - 178 psi
LUBE PRESSURE
N, R, 1, 2, 3 22 psi
4, 5, 6 17 psi

B40C/B35C
EXHAUST BACKFILL PRESSURE

Exhausted clutch apply circuits are charged with exhaust backfill pressure.
• This low pressure ensures clutches are applied smoothly, with no delays.
• Exhaust backfill pressure is maintained by the exhaust backfill valve.
• The exhaust backfill circuit is initially charged through the control main pressure
regulator valve’s exhaust port.
• When the exhaust backfill valve needs to relieve, it moves down against its spring,
exhausting to sump.
• Once backfill pressure is sufficient, the valve moves back to its seat.
• Exhaust backfill pressure is approximately 2 to 3 p.s.i.
PRESSURE POINTS
Front
2
3
4
7 5
8 6
Rear
9
View from Underneath S003345FM
1 Lockup Clutch 4 C4 Clutch 7 C2 Clutch

2 Lube Pressure 5 C3 Clutch 8 Main Pressure
3 C1 Clutch 6 C5 Clutch 9 Drain Plug

B40C/B35C
ELECTRONIC CONTROL SYSTEM

SYSTEM COMPONENTS
The electronic control system for the WT Series consists of two major groups, external
controls and internal controls.
External electronic control system components:
• Electronic control unit (ECU)
• Vehicle interface module (VIM)
• Throttle position sensor (TPS)
• Engine speed sensor
• Output speed sensor
• Shift selector
• Wiring harness
Internal electronic control system components:
• C3 pressure switch
• Turbine speed sensor
• A through E clutch solenoids
• Lock-up clutch solenoid F
• Forward latch solenoid G
• Retarder solenoid H
• Sump temperature sensor
• Internal wiring harness

B40C/B35C
ELECTRONIC CONTROL UNIT (E C U)
The Electronic Control Unit (ECU) is a microcomputer that is the brain of the control
system. The ECU may be configured as an integral part of the shift selector or may be
installed in a separate location. Input from the operator is sent to the ECU via the shift
selector and vehicle interface wiring. The ECU determines shift sequences, shift timing,
and clutch apply and release pressures. Data sent to the ECU are: shift selector
position; throttle position; engine, turbine and output speeds; and any special
function(s) operating. The ECU compiles and processes this data.
The ECU is programmed to provide the most suitable operating characteristics for
variations in load terrain, or environment, and to adjust for clutch wear. Signals
processed by the ECU allow the microcomputer to determine the characteristics of a shift
in progress. The ECU includes an Electrically Erasable Programmable Read Only
Memory (EEPROM) chip programmed with the optimum shift calibration for the specific
vocation. Shift characteristics are compared to the programmed optimum shift profile
stored in the EEPROM. If the reported shift characteristics are not within programmed
limits, the ECU alters solenoid valve modulation to bring the shift within the limits. This
“learning” process of comparing and adjusting shift parameters is referred to as “closed
loop logic”. When optimum shift parameters are first programmed into the ECU, the
adaptive control is in Fast Adaptive mode. In Fast Adaptive mode, the ECU makes large
changes to the shift parameters. The Slow Adaptive mode starts after a shift is repeated
and the turbine speed matches the stored optimum. In Slow Adaptive mode, adaptive
changes are smaller. Change the ECU back to Fast Adaptive with the DDR after any
transmission replacement. By changing to Fast Adaptive mode, the ECU will adapt to
the different transmission more quickly.
The ECU is also programmed to protect the transmission and other vehicle driveline
components from abuse by inhibiting actions such as full-throttle neutral-to-range shifts
and high-speed direction changes.
In addition, the ECU determines if a system malfunction exists and stores diagnostic
codes related to the malfunction. The codes, accessed by the operator or service
mechanic, are used in diagnosing persistent or intermittent trouble in the system.

B40C/B35C
PULSE WIDTH MODULATION ( P W M )
During application and release of a clutch, the signal from the ECU to a solenoid is
modulated at an established frequency, causing the steel check ball in the solenoid to
rapidly open and close the solenoid passage. This is known as Pulse Width Modulation
(PWM). This action allows control main pressure to gradually build to a maximum. The
gradual increase in control main pressure to the top of the solenoid regulator valve
causes the valve to move downward gradually and smoothly.
The hydraulic pressure in the clutch circuit increases steadily with the gradual movement
of the solenoid regulator valve.
Frequency is defined as the number of times in one second that a modulated electrical
signal (voltage in this case) completes an on-off cycle. Frequency is measured in units of
hertz (Hz). Cycles per second and hertz are the same. For example, a signal modulated
at a frequency of 10 Hz completes ten cycles every second. An example of a modulated
signal is illustrated .
ON ON ON ON ON ON
O O O
F F F
F OFF F OFF OFF F
25% 75% 50% 50% 75% 25%
1 CYCLE 1 CYCLE 1 CYCLE

B40C/B35C
PULSE WIDTH MODULATION WAVEFORMS (SOLENOID DUTY CYCLE)
The electrical signal to the WT solenoids has a frequency of 63 Hz during a shift. This
means that each second is divided into 63 cycles of segments during which the voltage
will be ON for a period of time. The percentage of time the voltage is present inside each
1/63rd of a second is called the solenoid duty cycle.A 100 percent duty cycle indicates a
maximum signal to the solenoid. A zero percent duty cycle indicates minimum or no
signal to the solenoid.
The ECU, using the pulse width modulation programming, varies the width (percentage)
of the voltage ON time during a cycle. As the pulse width (or duty cycle) is increased, the
solenoid is On longer. This, in turn, causes the solenoid regulator valve to apply or
exhaust a clutch with optimum shift quality.
A typical WT clutch apply solenoid command curve is presented in Figure 11 to
demonstrate how duty cycle affects clutch-apply pressure. The upper curve represents
the clutch pressure command or duty cycle during a shift. The lower waveform
represents the actual pressure at the clutch piston during the same shift.

B40C/B35C
UPSHIFT CLUTCH CONTROL
The upper curve on the chart represents turbine speed during a typical upshift. The
middle curve represents an example of the solenoid duty cycle for the oncoming clutch.
The lower curve represents the solenoid duty cycle for the off-going clutch.
During a shift, changes in engine speed are reflected by changes in turbine speed.
When an upshift occurs, turbine speed decreases reflecting the change in the
transmission mechanical gear ratio. After the shift is complete, the vehicle continues to
accelerate, and the turbine speed will begin to rise.
When the turbine reaches a designated rpm, the shift initiation point, the ECU commands
an automatic range upshift to begin .
• At shift initiation, the solenoid is commanded full ON for a period of time. This time is
called Volume Ratio and refers to the amount of time needed to fill the cavity behind
the clutch piston with fluid and begin the piston moving. The solenoid duty cycle
during this period is 100 % (maximum flow).
• At the end of Volume Ratio, the oncoming clutch is at its Initial Oncoming Pressure.
• The solenoid is signaled by the ECU to increase pressure to the oncoming clutch at
the Open Loop Ramp Rate.
PRESSURE
SHIFT INITIAL
ONCOMING INITIATION ONCOMING
CLUTCH- 100% PRESSURE
PRESSURE
COMMAND
(DUTY CYCLE) 0% CLUTCH HOLD
FROM THE ECU
TIME
CLOSED LOOP
CONTROL
CLUTCH
FILL TIME
(VOLUME
PRESSURE
RATIO) FIXED TIME TO

RAMP RATE FULL APPLY
(TFA)
MAIN PRESSURE
ONCOMING
CLUTCH- BACKFILL
ACTUAL PRESSURE
PRESSURE
TIME

B40C/B35C
• During Volume Ratio and Open Loop Ramp Rate of the oncoming clutch, the off-going
clutch-apply pressure is decreasing.
• After Turbine Speed Pull Down is detected, the ECU enters Closed Loop Control of
the oncoming clutch. Closed Loop Control is the period when the ECU is actively
controlling shift quality by modulating the signal to the solenoid. Closed Loop Control
continues until the clutch has almost completely stopped slipping. This enables the
change in turbine speed to be maintained at an optimum rate.
• When synchronous peed associated with the oncoming clutch is detected by the ECU,
the oncoming clutch is commanded to Time To Full Apply.
• During this interval, the ECU sends a full ON command to the solenoid that fully
applies the clutch and completes the upshift. After Time To Full Apply, the solenoid
enters a Clutch Hold state, also referred to as Submodulation. In Submodulation, the
solenoid is controlled by a very high frequency PWM signal. This process limits the
amount of electrical current passing through the solenoid coil, keeping the solenoid
coil temperature down.
SHIFT PULL DOWN SYNCHRONOUS

INITIATION DETECTED SPEED DETECTED
(TURBINE SPEED =
OUTPUT SPEED x GEAR RATIO
OF ONCOMING CLUTCH)
TURBINE
SPEED
INITIAL
ONCOMING
100% PRESSURE 100%
ONCOMING
CLUTCH ON ON
PRESSURE
COMMAND 0% CLUTCH HOLD
(SUBMODULATION)
INITIAL
OFF-GOING OFF-GOING
CLUTCH PRESSURE
PRESSURE 100%
COMMAND
APPLY PRESSURE 0%
DECREASING
TIME
CLOSED LOOP
CONTROL
CLUTCH
FILL TIME TIME TO
PRESET
(VOLUME FULL APPLY
(OPEN LOOP)
RATIO) (TFA)
RAMP RATE

B40C/B35C
SHIFT SELECTORS
2
1
R mode
3
N
S005089
Pushbutton selectors contain an illuminated digital display. If a transmission fluid level

sensor is installed, the digital display shows transmission fluid level. When diagnostic
mode is selected, the digital display shows current or historical diagnostic code(s).

B40C/B35C
PUSHBUTTON SHIFT SELECTOR
The buttons available on the pushbutton selector are:

• R - Press this button to select Reverse
• N - Press this button to select Neutral. The ECU automatically places
the transmission in Neutral at start-up.
• D - Press this button to select Drive Range. The number of forward ranges
will appear.
• ↑ - Up arrow
• ↓ - Down arrow
The up and down arrows, are used when a specific range is required .When the up and
down arrows are pressed simultaneously the display will give you the oil level display
.When pressed again simultaneously the diagnostic display is shown.When pressed
again the neutral is dislpayed
MODE- The MODE button is used when diagnostic codes are logged and you need
to erase them .To erase the codes the mode button is held until the led has
flashed three times twice.
HOLD UPSHIFT SHIFT SCHEDULE
The hold upshift shift schedule prevents engine overspeed by upshifting the transmission
into the next higher range. The hold upshift shift schedule is not activated unless the
transmission is in a range lower than the highest available range. Hold upshifts occur at
speeds higher than those for normal upshifts.

B40C/B35C
PRESELECT DOWNSHIFT SHIFT SCHEDULE
The preselect downshift shift schedule permits the driver to preselect a lower range. The
transmission will downshift when an overspeed condition will not result after the shift.
The downshifts occur at speeds higher than those at which normal downshifts occur.
VEHICLE INTERFACE MODULE ( V I M )
The Vehicle Interface Module (VIM) provides the necessary relays, fuses, and
connection points for interface between the ECU and the vehicle electrical system. The
VIM contains two 10-amp fuses and either two or five relays in a bolted, watertight box.
A spare socket is provided for a sixth relay. The VIM is designed before transmission
installation to match the vehicle 12-volt or 24-volt electrical system.
The two 10-amp fuses in the VIM protect the main power to ECU circuit and the ECU to
ignition circuit. The VIM relays provide switched outputs to a specific function when
actuated by the ECU. Two relays provide outputs to the reverse warning and neutral
start circuits and three relays plus one spare socket are available for special function
outputs.
Additional circuits from the ECU directly through the VIM provide output to the electronic
speedometer, the dimmer control, and the DO NOT SHIFT indicator. The battery ground
also connects with and passes through the VIM.

B40C/B35C
ELECTRONIC THROTTLE POSITION SENSOR ( T P S )
(TPS) is a sliding resistor sensor and is attached to the engine fuel control linkage. The
sensor is actuated by the mechanical vehicle throttle cable that causes the contacts of
the resistor to move along the resistive strip and continuously sends the exact throttle
position to the transmission ECU.
A B
C
THROTTLE POSITION
SENSOR
The ECU delivers a constant voltage to one terminal of the TPS resistive strip. The other
TPS terminal connects to ground. The resistor contacts of the TPS are connected to
provide input to the ECU. As the contacts slide along the resistive strip, a voltage is sent
to the ECU. At each increment of 0.178 mm (0.007 inch) along the resistive strip, the
contacts deliver a different voltage to the ECU. The different voltages are converted into
counts). The counts correspond to the 0.178 mm (0.007 inch) of throttle sensor
movement. The ECU uses this information to determine the percentage of throttle
opening .

B40C/B35C
THROTTLE POSITION SENSOR CONT.

THROTTLE
POSITION
SENSOR
LINKAGE CONTACTS RESISTIVE STRIP
ERROR 14 COUNTS 233 COUNTS ERROR

ZONE ZONE
APPROX
19MM (3/4”) STROKE
CLOSED OPEN
FULLY FULLY
THROTTLE THROTTLE EXTENDED
RETRACTED
5MM 46MM
0,2” 1.8”
0MM 48MM
0,9”
The throttle position sensor is self-calibrating within its normal operating range. Each
time the vehicle is started and the ECU is initialized, the ECU adjusts the TPS count by
reducing the count between closed throttle and wide-open throttle. This calibration
enables the ECU to compensate for TPS cable wear.
The transmission ECU must be calibrated to receive the correct type of throttle signal.

B40C/B35C
T.P.S. ADJUSTMENTS AND SETTINGS
INTRODUCTIONS
This section details the procedures for adjusting and setting the Throttle Position Sensor
The correct setting of the TPS directly influences the machine’s performance.
Correct adjustment will ensure optimum machine performance.
The TPS setting should be checked and adjusted if necessary
The procedures involved require the use of the Pro-Link 9000 micro processor,
The following steps must be followed in the TPS setting:
• Ensure the correct engine low idle speed (Refer to latest bell bulletin)
• Ensure the correct engine high idle speed (Refer to latest bell bulletin)
• Set the accelerator pedal travel
• Set the TPS values
• Reset the throttle calibration
Each of the above steps are detailed in this section.
TOOLS AND EQUIPMENT
The following tools and equipment are required to set the TPS:
• Pro-Link 9000 micro processor and data cable
• 2 X 8 mm spanners
• 10 mm spanner
• 13 mm spanner
• Flat screwdriver
Note: The setting and adjustment procedures are performed easier and more efficiently
with two people.

B40C/B35C
Pro-Link 9000 Microprocessor

Note: The following is a brief description of the microprocessor and functions which are
relevant to setting the TPS.
The Pro-Link 9000 is a microprocessor-based test instrument, which connects to the
transmission’s Electronic Control Unit (ECU).
It is programmed to interpret the ECU signals and provide read-outs for use in diagnosis.
The Pro-Link 9000 comprises the following components (relevant to the TPS setting
procedure):
MICRO PROCESSOR SYSTEMS INC.
s005021
Display Screen (1) The display screen is a read-out window which contains and LCD.
Data Cable Plug Socket (2) The data cable is plugged into this socket. The connection at
the other end is to the ECU.
Keypad (3) The 10 numeric keys on the keypad are arranged calculator-style.
The UP and DOWN arrows are used to scroll through a display.
The LEFT and RIGHT arrows are used to toggle between choices given on the display.
The FUNCTION key is used to select operating modes.
The ENTER key enables the operator to make a selection, confirm a selection or instruct
the processor to continue to the next step.
SETTING PROCUEDURES
WARNING
The procedures involve performing tasks on the machine while the bonnet is
raised and the engine is running. Observe all safety precautions with regard to
loose clothing and mounting and dismounting the machine.

B40C/B35C
CONNECT THE PRO-LINK 9000 MICRO PROCESSOR
Park the machine on firm level ground in

the straight ahead position, apply the park /
emergency brake and switch OFF the
engine.
• Locate the ECU connection for the Pro-
link data cable.
• The ECU connector is located under the
dashboard on the left
The terminal can be plugged in only one

way, do not force it if it doesn’t seat on
the first try
• Connect the data cable terminal (1)
F001405
The terminal can be plugged in only one

way, do not force it if it doesn’t seat on
the first try.
• Connect the data cable terminal (1) to
the top of the Pro-Link and secure by
tightening the two captive thumbscrews.
(2)

B40C/B35C
• Switch on the ignition. Check that the

Pro-Link is on. After the initialisation
sequence the display screen will display
the following.
Before accurate TPS values can be obtained, the idle speeds and must be checked
first. For High and low idle speeds of the relevant Bell Equipment C# range refer to
Service bulletin 2000/006. Bell Service Bulletins are continually being Changed and
One should follow the latest Bulletin .
Setting of the engine low idle speed:

Shut down the engine.
The low idle of the engine is set on the
governor. To ensure that it is set correctly,
the throttle link rod (1) is removed to
ensure that it does not interfere with the
low idle setting procedure.
Start the engine and allow to warm up to

operating temperature.Press enter on the
Pro-Link Keypad. Once data list is
displayed use the up and down keys to
scroll through the data list until this screen
is displayed. (The values may differ)

B40C/B35C
Check the value for INPUT SPD RPM on

the display screen.
If the low idle speed is rpm 700 ± 20
(Bulletin 2000/006) no adjustment is
required.If not , Loosen off the lock nut (2)
and adjust the low idle adjusting screw (1)
to the correct rpm then tighten lock nut (2).
HIGH IDLE SPEED

Shut the engine down apply the park brake
and remove the spring (1), bearing in mind
that the accelerater rod has already been
removed.
Start the engine and physically move the

accelerater bracket over by hand until it
comes up against the high idle stop (1) and
take the reading from the prolink.The rpm
should be 2300 ± 50 (Bulletin 2000/006).
If the high idle rpm is incorrect refer to
the nearest Bosch agent or Bell service
centre.

B40C/B35C
SETTING THE THROTTLE POSITION SENSOR COUNTS
Shut the engine down

• Slacken off ball joint (1)
• Physically move the fuel lever over to

the high idle stop.
• Slide the TPS bracket (1) over insuring
that it does not come up against the cap
screw (2) Make sure there is a minimum
gap of ±2mm.
• Tighten balljoint (1) which will lock the

TPS bracket to the fuel lever.
• Once secure physically move the fuel
lever over to the high ide stop again to
check you have a minimum of ±2mm
clearance.

B40C/B35C
THE COUNTS MUST BE BETWEEN 50

TO 55 AT LOW IDLE
Turn on the ignition.
Loosen the clamping bracket and move the
link (1) until the TPS CNTS value on the
Pro-Link display screen is 53cnts. Make
sure that the fuel lever is against the low
idle stop
• Thighten the clamping bracket securely.
• Ensure that the link has free movement
and is not pinched at the bolt by
manually sliding it forward and back.
Check that the setting has not changed.
CHECK THE HIGH IDLE COUNTS

Physically move the fuel accelerater over to high idle stop.
The TPS CNTS value on the Pro-Link display screen must be within the 135 and 180
band at hight idle (preferably 150). If values not obtained contact nearest Bell service
centre.
• Fit back the accelerater rod (1)and

spring (2).
Start the engine let the air pressure build
up to system pressure 9bar.Shut down
engine and turn ignition on.Check that the
fuel lever goes from low idle stop to high
idle stop using accelerater pedal.
• Check the low / high counts again.

B40C/B35C
RESET THE THROTTLE CALIBRATIION
Press the FUNCTION button, and with the

EXIT TO MAIN MENU message displayed,
press the ENTER key.The World
transmission function menu is displayed.
Use the keypad arrows to scroll to ACTION

REQUESTS.Press ENTER the ACTION
REQUESTS MENU will be displayed with a
sub-menu with five different choices.Scroll
down with the keypad arrow keys until
RESET THROTTLE CALIBRATION is
displayed.
Press ENTER A confirmation screen will

be displayed. Use the < or > arrow keys to
select YES. The brackets will move to
select the required response.Press ENTER
with YES selected.
After a few seconds the reset will be

confirmed. Press ENTER.
Use the FUNCTION key and the keypad
arrow keys to return to the DIAGNOSTIC
MENU.

B40C/B35C
• Re-select the following screen:

• With the engine running check the TPS
PERCENT.
• At engine low idle the value must be
ZERO (0) and the TPS CNTS must be
between 50 and 55.
• Increase the engine speed to full
throttle.
• At engine high idle the value will be
100% and the TPS CNTS will be
between 135 and 180.(peferably 150)
• Switch off the engine and disconnect
the Pro-Link.
ALTERNATIVE TPS SETTING PROCEDURE

It is advisable to use the Pro-link to set the TPS but the following procedure can be used
if the Pro-Link is not available.
SET THE ENGINE LOW IDLE SPEED

• Set the low idle speed as described previously.
• Use the tachometer to ensure that the low idle speed is correct .
SET THE ENGINE HIGH IDLE SPEED

• Set the high idle speed as described previously.
• Use the tachometer to ensure that the high idle speed is correct .

B40C/B35C
CHECK THE ACCELERATOR ROD TRAVEL

• Set the travel as described previously.
SET THE TPS

• Make up a short wiring loom, which can be inserted directly into the throttle position
sensor or use pins A and B on the TPS plug.
• The wiring loom that needs to be made up needs to connect to the top and middle
pins of the sensor. The top pin is ground, while the middle pin is your output.
• Remove the loom that is inserted into the TPS and insert the made up loom.
• Using a multimeter across the two wires, measure the resistance. To ensure at low
idle that the counts are between fifty (50) and fifty five (55) counts, the resistance read
on the multimeter must be between 4,6 Kohms and 4,9 Kohms.
• Check the resisitance at high idle. If the resistance is between 8,9 Kohms and
11,3 Kohms, then the band of eighty five (85) to one hundred and thirty (130)
counts above low idle has been met.
• Ensure the clamp has been fastened.
• Remove the made up loom and insert the machines TPS loom back into the throttle
position sensor.
RESET THE THROTTLE CALIBRATION

Reset the throttle calibration by switching the ignition 2 times.

B40C/B35C
SPEED SENSORS
There are three speed sensors in the WT Series. The are the engine speed sensor, the
turbine speed sensor, and the output speed sensor (The speed sensors send rpm
information to the ECU. The ECU processes speed sensor data and TPS data to
determine proper shift points, to monitor the current range, to perform ratio tests, and to
compile diagnostic data.
The speed sensors operate on the magnetic flux principle. Each sensor is constructed of
insulated wire wrapped around an iron core enclosed in a molded casing. The tip of the
iron core is exposed at the end of the sensor and is directed at raised ribs or gear teeth
on the rotating component.
An electrical current is passed through the coils of the sensor producing a magnetic field,
or flux, at the end of the iron core. This flux is disturbed by the ribs or gear teeth on the
rotating member causing the current at the sensor to pulse. When this occurs, a voltage
in the form of positive to negative pulse waves is produced. The ECU converts the
pulses to rpm for speed determination.
SPEED SENSOR LOCATIONS
Engine speed sensors are externally mounted in the torque converter housing, directed
at the ribs producing from the torque converter.
The turbine speed sensor is internally mounted in the valve body, directed at ribs
protruding from the rotating clutch module.
The output speed sensor is externally mounted in the rear cover or in the retarder
housing, if so equipped. The output speed sensor is directed at the teeth of a gear
splined to the output shaft.

B40C/B35C
WIRING HARNESSES
EXTERNAL WIRING HARNESS
The transmission uses a single external wiring harness to connect the various electronic
system components. Control system configuration for various vocations may be adapted
to operator needs and to vehicle requirements. The basic harness provides connections
to the ECU from the following:
• Shift selector
• Transmission bulkhead connector
• Throttle Position Sensor (TPS) or Serial Communication Interface (SCI) data link
• Engine speed sensor
• Transmission output speed sensor
• Diagnostic data reader (DDR)
• Vehicle interface wiring and the vehicle interface module
• MD3560 PR models equipped with an output retarder have retarder connectors
.

B40C/B35C
EXTERNAL HARNESS

B40C/B35C
INTERNAL WIRING HARNESS
The internal wiring harness provides connection between the external harness and
solenoids, turbine speed sensor, C3 pressure switch, transmission fluid level sensor, and
the sump temperature sensor.
NOTE: The diagnostic tests described in this section are dependent upon information
from the speed sensors. Diagnostic codes indicating a condition requiring correction may
be due to faulty speed sensors when no mechanical cause appears to be present.
RANGE / SHIFT TESTS
During each shift the ECU performs three tests to check the range of transmission is in
and to verify that a shift is being made properly. These tests are the range verification
test, the off-going ratio test, and the oncoming ratio test.
SHIFT PULL DOWN SYNCHRONOUS

INITIATION DETECTED SPEED DETECTED
(TURBINE SPEED =
OUTPUT SPEED x GEAR RATIO
OF ONCOMING CLUTCH)
TURBINE
SPEED
RANGE VERIFICATION TEST RANGE VERIFICATION TEST
TIME
CLOSED LOOP
CONTROL
TIME TO
FULL APPLY ONCOMING RATIO TEST
(TFA)
OFF-GOING RATIO TEST

B40C/B35C
RANGE VERIFICATION
Range verification is continuously tested when a shift is not in progress. Range

verification verifies that the current range attained is the range commanded by the ECU.
This test checks the current gear ratio by comparing the turbine and output speeds.
This speed ratio is then compared to the speed ratio (stored in memory) of the range the
ECU has commanded. If the two ratios do not match, a diagnostic code is logged and
the ECU commands an appropriate response to the condition.
OFF-GOING RATIO TEST
The off-going ratio test is performed while a shift is in progress. Within a set time after a
shift has been commanded, the ECU determines the ratio between turbine speed and
output speed. The speed ratio is compared to the speed ratio of the previous range.
If the previous speed ratio is still present after a period of time, the ECU assumes the off-
going clutch did not release. The shift will be tried twice to verify the condition.
If the previous speed ratio is still present, a diagnostic code is logged and the ECU
commands the transmission to the previous range. The off-going ratio test is applied
during the interval between the turbine speed Shift Initiation point and the Pull Down
Detected point.
ONCOMING RATIO TEST
The oncoming ratio test is performed near the end of a shift in progress. The oncoming
ratio test checks turbine speed and output speed to determine if the transmission is in the
range commanded by the ECU. When the ratios do not match, the ECU assumes the
oncoming clutch did not come on and will log a diagnostic code.

B40C/B35C
DO NOT SHIFT LIGHT
The electronic control system is programmed to inform the operator of a problem with the
transmission system and automatically take action to protect the operator, vehicle, and
transmission. To do this, the ECU restricts shifting, turns on the DO NOT SHIFT (DNS)
light on the instrument panel, and registers a diagnostic code.
NOTE: For some problems, diagnostic codes may be registered without the ECU
activating the DO NOT SHIFT light. Check the ECU periodically for the presence of
diagnostic codes or any time there is a transmission-related concern.
Each time the engine is started, the DO NOT SHIFT light will illuminate, then turn off after
a few seconds. This momentary lighting is to show that the light does not illuminate
during ignition, or if the light remains on after ignition, the system should be checked
immediately.
Continued illumination of the DNS light during vehicle operation (other than start-up)
indicates that the ECU has signaled a diagnostic code. Illumination of the DNS light is
accompanied by eight seconds of short beeps from the shift selector. The beeps are
audible indications that shifts are being restricted. The SELECT digit on the shift selector
display will be blank and the ECU may not respond to shift selector requests. Use a
Diagnostic Data Reader (DDR) and the instructions that are with the Reader to gain
access to diagnostic code information.
The indications from the shift selector are provided to inform the operator that the
transmission is not performing as designed and is operating with reduced capabilities.
Before turning the ignition off, the transmission may be operated for a short time in the
selected range in order to “limp home” for service assistance.
Generally, while the DNS light is on, upshifts and downshifts will be restricted and
direction changes will not occur. Pushbutton shift selectors do not respond to any
operator shift requests while the DNS light is illuminated. The lockup clutch is
disengaged when transmission shifting is restricted or during any critical transmission
malfunction.

B40C/B35C
TRANSMISSION DIAGNOSTICS
AUTODETECT FEATURE
Autodetect is active on the first 24 engine starts or 49 engine starts, depending upon the
component or sensor being detected . Autodetect takes place within the first 30 seconds
of each engine start monitored. Autodetect searches for the presence of the following
transmission components or data inputs:
Retarder Present, Not Present
Oil Level Sensor (OLS) Present, Not Present
Throttle Analog, J1939, J1587
Engine Coolant Temperature Analog, J1939, J1587
Even after autodetect has been completed, it can be reset to monitor an additional group
of engine starts. Reset may be necessary if a device known to be present is not detected
or if an auto detectable component or sensor was added after the initial vehicle build.
Reset is accomplished by using the Pro-Link ®. Using a WTEC III Pro-Link ®, select
“RESET TO UNADAPTED SHIFTS”.
Using a WTEC III Pro-Link ®, select “RESET AUTODETECT PARAMETERS”.
Autodetect does not remember what was detected on the previous engine start. For
example, if a retarder was detected on engine start 23, H solenoid diagnostics would be
performed until the ECU is turned off. If the H solenoid then failed prior to engine start
24,autodetect would not know that a retarder was present on engine start 24 and no
diagnostics would be conducted for solenoid H. Additional details for each of the four
detectable features

B40C/B35C
OIL LEVEL SENSOR
No oil level sensor diagnostics take place until the OLS is detected. Frequently check for
the presence of oil level diagnostics if the transmission is known to contain an OLS. If an
OLS is not detected during the first 24 engine starts, autodetect continues through engine
start number 49. Autodetect stops between engine start 24 and 49 when an OLS is
detected or concludes that no OLS is present if the OLS is not detected on engine start
number 49. If an OLS is known to be present, but has not been detected, then
troubleshooting of the OLS circuit is required, reset autodetect or manually select the
OLS function using the Pro-Link®.
Throttle Source
Whenever autodetect is functioning and no throttle source is found, a code 26 00 is

logged. If a data link throttle source is detected, autodetect stops looking for that
function. However, if no analog throttle source was detected prior to engine start 25,
autodetect continues for engine starts 25 through 49. Autodetect for analog throttle stops
as soon as a device is detect or at engine start 49. If an analog throttle source is known
to be present at engine start 49, but is not detected, troubleshooting of the analog throttle
circuit is required. After the analog throttle circuit is repaired, reset autodetect or
manually select the analog throttle function using the Pro-Link ®. An engine throttle
source must be present. A PWM throttle source requires a unique calibration or must
be manually selected using the Pro-Link ®.

B40C/B35C
IMPORTANT INFORMATION IN THE TROUBLESHOOTING PROCESS
Before beginning the troubleshooting process, read and understand the following:
Ÿ WTEC III wire identification presents the wire number followed by the ECU terminal
source (ie ,157-S30). If there is a letter suffix following the wire number, there is a
splice between the ECU source and wire destination (ie 136A-S16) .
Ÿ Shut off the engine and ignition before any harness connectors are disconnected or
connected.
Ÿ When disconnecting a harness connector, be sure that pulling force is applied
to the connector itself and not the wires extending from the connector.
Ÿ Resistance checks involving the wiring between the ECU connectors and other
components adds about one ohm of resistance to the component resistance shown.
Ÿ Inspect all connector terminals for damage. Terminals may have bent or lost the
necessary tension to maintain firm contact.
Ÿ Clean dirty terminal or connectors with isopropyl alcohol and a cotton swab, or a good
quality, non-residue, non-lubricating, cleaning solvent such as LPS Electro Contact
Cleaner ®.

B40C/B35C
WIRE CHECK PROCEDURES
CHECKING OPENS, SHORTS BETWEEN WIRES AND SHORTS TO GROUND

ON THE WIRING HARNESS
Note : Always make sure that the terminal and connectors are secure.
Ÿ Thoroughly clean corroded or dirty terminals. If dirty or corroded terminals are the
probable cause of the problems, reconnect the clean connectors and operate the
vehicle normally.
Ÿ If all connectors are clean and connected correctly, determine which wires in the
chassis harness are indicated by the diagnostic code. For example, Code 41 12,
indicates an open or short-to-ground in the solenoid A circuit - wires 102-T1 and
120-T4.
Ÿ Check continuity of wires 102-T1 and 120-T4 by performing a continuity chech as
shown below.
Ÿ Disconnect the blue “T”connector from the ECU and disconnect the harness from the
transmission main connector. At one end of the harness, using jumper wire a,connect
wire 102-T1 and 120-T4 to each other, being careful not to distort the terminals.
Jumping the wires together creates a circuit between wires 102-T1 and 120-T4
Ÿ On the opposite end of the harness, check the continuity of the jumpered pair. No
continuity in a jumpered pair circuit (infinite resistance reading) indicates an open in
the wire being tested. Locate and repair the damaged portion of the wire.
TRANSMISSION CONNECTOR
WIRING HARNESS
JUMPER
ECU
“T” CONNECTOR
VOLT/OHM-
METER
(VOM)
0 OHMS OHMS
Circuit has continuity. Jumper Circuit does not have continuity due
from 102 or 120 to another wire to a broken wire (open circuit).
produces a complete circuit. VOM VOM reading is very high
reading is near zero Ohms. (infinite Ohms or OL Ð overlimit).

B40C/B35C
CHECKING OPENS, SHORTS BETWEEN WIRES cont.
If the continuity check is good (0-2 ohms resistance), remove the jumpers. check the
harness for shorts between wires and shorts-to-ground by performing the following
Ÿ At the ECU end of the harness, touch one probe to one wire of the circuit being
tested and touch the other probe to each terminal (in both connectors), then touch the
probe to chassis ground as shown below. Do this for both wires in the circuit being
tested.
Ÿ If at any time the multimeter shows zero to low resistance, or the meter’s continuity
beeper sounds, there is a short between the two points being probed - wire-to-wire or
wire-to-ground. Isolate and repair the short.
TRANSMISSION CONNECTOR
WIRING HARNESS
ECU
“T” CONNECTOR
Wires shorted
together
Shorted to
ground on
metal frame
rail
Ground
to metal
frame rail
VOLT/OHM-
METER
(VOM)
0 OHMS 0 OHMS
Two wires have frayed and are shorted Harness has been chafed and one or more
together. Continuity beeper of VOM will wires are shorted-to-ground. VOM continuity
sound, or reading will go to zero Ohms beeper will sound, or reading will go to zero
when these two wires are probed with Ohms when meter is probing between this wire
the VOM. and chassis ground.

B40C/B35C
CHECKING OPENS, SHORTS BETWEEN WIRES AND SHORTS TO GROUND

ON THE TRANSMISSION CONNECTOR.
Ÿ Disconnect the external wiring harness from the transmission.

Ÿ Inspect the connectors. Any terminals which are corroded or dirty must be
thoroughly cleaned.
Ÿ If the connectors are clean and connected correctly, determine which wires in the
harness to test. Use the diagnostic code system to locate the wire terminals. For this
example, Code 41 12 indicates an open or short-to-ground in solenoid “A” circuit -
wires 102-T1 and 120-T4 .
At the transmission connector, check the resistance of the A solenoid circuit. Resistance
of a solenoid circuit should be 2-5ohms - covering a temperature range of -18° to 149
°C (0 ° F to 300 ° F). Refer to solenoid Resistance to Temperature chart . No continuity
in the circuit (infinite resistance) indicates an open in the internal harness, the feed
through connector, or the solenoid coil. Locate and repair the open in the internal
harness or replace the internal harness, replace the feedthrough connector, or replace
the solenoid.
FEEDTHROUGH SOLENOID
HARNESS
CONNECTOR
VOLT/OHM-
METER
(VOM)
INFINITE ( ) OHMS
2-5 OHMS Circuit does not have continuity due to a
AT NORMAL OPERATING broken wire (open circuit). VOM reading is
TEMPERATURE* very high (infinite ohms or OLÐoverlimit).
Circuit has continuity. This could also be due to an open solenoid
coil or bad connection.

B40C/B35C
CHECKING OPENS, SHORTS BETWEEN WIRES AND SHORTS TO GROUND CONT.
If the resistance check is good, check the harness for shorts between wires and to
ground by performing the following:
Ÿ At the transmission connector, touch one probe of the multimeter to one wire of the
circuit being tested and touch the other probe to each terminal in the connector and to
chassis ground. Do this for both wires in the circuit being tested.
Ÿ If the multimeter shows zero to low resistance, or the continuity beeper sounds, there
is a short between the two points being probed, wire-to-wire or wire-to-ground.
Isolate and repair the short
Shorted
to metal
FEEDTHROUGH
HARNESS
CONNECTOR
SOLENOIDS
Bare wires
touching
each other
VOLT/OHM-
METER
(VOM)
0 OHMS 0 OHMS
Two wires have frayed and are shorted Harness has been chafed and one or more
together. Continuity beeper of VOM will wires are shorted to ground. VOM continuity
sound, or reading will go to zero Ohms beeper will sound or meter reading will go
when these two wires are probed with to zero Ohms when meter is probing between
the VOM. this wire and chassis ground.
.NOTE: When conducting circuit checks that include the external harness,
add 1 ohm to the values shown. speed sensor resistance is 270-330
ohms. C3 pressure switch resistance is 2 ohms maximum when
switch is closed and 20,000 ohms minimum when switch open

B40C/B35C
OIL LEVEL SENSOR
Check the Transmission Fluid Level
Always check the fluid level at least twice. If the readings are not consistent, check and
clean the transmission breather.There are three methods for checking the transmission
fluid level, they are as follows:
Ÿ The dipstick check when the transmission fluid is cold.
Ÿ The dipstick check when the transmission fluid is hot.
Ÿ A fluid level check using the push-button shift selector.
The Cold Check determines if the transmission has sufficient fluid to be operated safely
until a Hot Check can be made.
A cold check may be performed after initial start-up and the presence of transmission
fluid has been con-firmed. The sump fluid temperature is then typically 16°C to 49°C
(60°F to 120°F)
Note: Check the transmission fluid temperature on the master display unit.(MFA10)
Ÿ Ensure that the machine is parked on a level surface and the park brake is applied.
Ÿ Start the engine and run it at idle in N (Neutral) for approximately one minute.
Ÿ Shift to D (Drive) and then to R (Reverse) to expel all air from the transmission
circuits and fill the system with fluid.
Ÿ Shift to N (Neutral) and leave the engine at idle.
Ÿ With the engine running, unscrew and remove the dipstick from the tube and wipe
Ÿ Clean the end of the tube before inserting the dipstick.
Ÿ Insert the dipstick into the tube and remove to check the fluid level.
Ÿ Repeat check procedure to verify the reading.
HOT HOT COLD COLD

FULL ADD FULL ADD

B40C/B35C
Ÿ If the fluid level is within the “Cold Full and Cold Add” band the transmission may be
operated until the fluid is hot enough to perform a “Hot Check”.
Ÿ If the fluid level is not within the “Cold Full and Cold Add” band, add or drain
transmission fluid as necessary to bring it within the band.
The fluid level rises as the fluid temperature in-creases. DO NOT fill above the
“Cold Full” mark if the transmission fluid is below normal operating temperatures.
Normal operating temperature is 71°C to 93°C (160°F to 200°F).
The transmission must not be operated for ex-tended periods until a “Hot Check”
has verified proper fluid level. Dipstick Check - Transmission Fluid HOT
(Hot Check)
The Hot Check verifies proper fluid level. Ensure that the transmission fluid has reached
normal operating temperature; 71°C to 93°C (160°F to 200°F)
Note: Check the transmission fluid temperature on the master display unit.
Ÿ Allow the engine to run at idle in N (Neutral).
Ÿ Unscrew and remove the dipstick from the tube and wipe clean.
Ÿ Clean the end of the tube before inserting the dipstick.
Ÿ Insert the dipstick into the tube and remove to check the fluid level.
Ÿ Repeat the check procedure to verify the reading.
Ÿ The safe operating fluid level is within the “Hot Full and Hot Add” band .
HOT HOT COLD COLD

FULL ADD FULL ADD
Ÿ If the fluid level is not within the “Hot Full and Hot Add” band, add or drain
transmission fluid as necessary to bring it within the band.

B40C/B35C
PUSH-BUTTON CHECK - (ELECTRONIC TRANSMISSION FLUID LEVEL CHECK)
The electronic method of checking the transmission fluid level incorporates a fluid level
sensor to display the fluid level on the shift selector. The electronic method compensates
for transmission fluid temperature between 65°C to 104°C (149°F to 220°F). Any
temperature below 65°C (149°) or above 104°C (220°F) will result in an Invalid for
Display condition. The normal operating temperature of the transmission
fluid is 71°C to 93°C (160°F to 200°F), measured at the transmission sump. The reading
obtained on the digital analogue will show the temperature measured at the transmission
convertor out. Note that this temperature is normally higher than the sump temperature.
The following procedure must be used to check the transmission fluid level using the
push-button shift selector:
Ÿ Allow the engine to run at idle in N (Neutral).
Ÿ Press the . (UP) and (DOWN) arrow buttons (1) simultaneously.

Note: The fluid level check may be delayed until the following conditions are met:
Ÿ The fluid temperature is above 65°C (149°F) and below 104°C (220°F).
Ÿ The transmission is in neutral.
Ÿ The machine has been stationary for approxi-mately two minutes to allow the fluid to
settle.
Ÿ The engine is at idle.
Ÿ The transmission output shaft is stopped.

B40C/B35C
Note: The indication of a delayed fluid level check is a flashing display and a digital
countdown from 8 to1.
Ÿ Check the characters displayed.
Ÿ The fluid level information is sequentially dis-played on the digital analogue as in the
following examples:
Correct Fluid Level
“O” then “L” are displayed (”OL” represents ‘Fluid (oil) Level Check Mode), followed by
“O” then “K”. The “OK” display indicates the fluid is within the “OK” zone. The sensor
display and the transmission dipstick may not agree because the oil level sensor
compensates for fluid temperature.
Low Fluid Level
“L” then “O” (”LO” represents Low Oil Level) and the number of quarts that the
transmission fluid is low e.g. “0” then “2” indicates 2 additional quarts/litres of fluid will
bring the fluid level within the middle of the “OK” zone)
Note: 1 quart is approximately equal to 1 litre.
High Fluid Level
“H” then “I” (”HI” represents High Oil Level) and the number of quarts that the
transmission is over-filled e.g. “0” then “1” indicates 1 quart/litres of fluid above the full
transmission level.
Note: The maximum Low Oil level and High Oil level values are “04”. If the transmission
fluid level is lower or higher than 4 quarts/litres, the fluid level will have
to be checked twice to obtain the correct reading.

B40C/B35C
If a condition occurs which prevents the display of fluid level information, the Invalid for
Display will show the reason as follows:
Invalid for Display
Ÿ “O” then “L” is displayed (”OL” represents ‘Fluid (oil) Level Check Mode), followed by
a numerical display. The numerical display is a fault code and indicates conditions are
not correct to receive the fluid level information, or that there is a system malfunction.
The numbers are fault codes.
Ÿ The fault codes are as follows:
CODE CAUSE OF CODE

0X --- Settling time too short
50 --- Engine speed (rpm) too low
59 --- Engine speed (rpm) too high
65 --- N (Neutral) must be selected
70 --- Sump fluid temperature too low
79 --- Sump fluid temperature too high
89 --- Output shaft rotation
95 --- Sensor Failure *
Ÿ Speed sensor, throttle sensor, temperature sensor,
or oil level sensor.
Ÿ Correct the problem as indicated above.

Ÿ When all the conditions have been met, the countdown resumes where it stopped.
Ÿ To exit the fluid level display mode, press any range button on the push-button shift
selector.

B40C/B35C
DIAGNOSTIC CODES
DIAGNOSTIC CODE MEMORY
Diagnostic codes are logged in a list in memory (sometimes referred to as the queue),
listing the most recently occurring code first and logging up to five codes). The codes
contained in the list have information recorded as shown in the table below (codes are
examples). Access to the code list position, main code, subcode and active indicator is
through either the shift selector display or the Pro-Link ® diagnostic tool. Access to
ignition cycle counter and event counter information is through the diagnostic tool only.
Example Code List
Code List Main Code Subcode Active Ignition Event

Position Indicator Cycle Counter
Counter
d1 21 12 YES ‘00 10
d2 41 12 YES ‘00 ‘04
d3 23 12 NO ’08 ‘02
d4 34 12 NO 12 ‘01
d5 56 11 NO 22 ‘02
Displayed on shift selector and diagnostic YES = LED Not available on shift
tool d= “diagnostic” indicator selector display
illuminated

B40C/B35C
The following paragraphs define the different parts of the code list.
Code List Position. The position which a code occupies in the code list. Positions are
displayed as “d1” through “d5” (Code List Position #1 through Code List Position #5)
Main Code. The general condition or area of fault detected by the ECU.
Subcode. The specific area or condition related to the main code in which a fault is
detected.
Active Indicator. Indicates when a diagnostic code is active. The LED indicator on the
shift selector is illuminated or the diagnostic tool displays YES.
Ignition Cycle Counter. Determines when inactive diagnostic codes are automatically
cleared from the code list. The counter is increased by one each time a normal ECU
power down occurs (ignition turned off). Inactive codes are cleared from the code list
after the counter exceeds 25..)
Event Counter. Counts the number of occurrences of a diagnostic code. If a code is
already in the code list and the code is again detected, that code is moved to position d1,
the active indicator is turned on, the Ignition Cycle Counter is cleared and 1 is added to
the Event Counter.
CODE READING AND CODE CLEARING

Diagnostic codes can be read and cleared by two methods: by using the Pro-Link ®
9000 diagnostic tool or by entering the diagnostic display mode and using the shift
selector display. The method of reading and clearing codes described in this section
refers to entering the diagnostic display mode by the proper button movement on the shift
selector.
The diagnostic display mode may be entered for viewing of codes at any speed. Active
codes can only be cleared when the output speed = 0

B40C/B35C
READING CODES.
Enter the diagnostic display mode by pressing the ñ (Up) and ò (Down) buttons at the
same time on pushbutton selector
NOTE: If a DO NOT SHIFT condition is present (CHECK TRANS light

illuminated) at this time, the shift selector may or may not respond
to requested range changes.
NOTE: If an oil level sensor is present, then fluid level will be displayed
first. diagnostic code display is achieved by simultaneously
depressing the ñ (Up) and ò (Down) arrow buttons a second time or
the “Display mode” button a second time.
The code list or queue position is the first time displayed, followed by the main code and
the subcode. Each item is displayed for about one second. The display cycles
continuously until the next code list position is accessed by pressing the MODE button.
The following list represents the display cycle using code 25 11 as an example:.....
1. Code list position - d, 1
2. Main code - 2, 5
3. Subcode - 1, 1
4. Cycle repeats - d, 1, 2, 5, 1, 1
To view the second, third, fourth and fifth positions (d2, d3, d4 and d5), momentarily
press the MODE button as explained above.
Momentarily press the MODE button after the fifth position is displayed to restart the
sequence of code list positions.
An active code is indicated by the illumination of the LED indicator when a code position
is displayed while in the diagnostic display mode. In the normal operating mode, the LED
indicator illuminates to show a secondary mode operation.

B40C/B35C
Any code position which does not have a diagnostic code logged will display “-” for both
the main and subcodes. No diagnostic codes are logged after an empty code position.
Clearing Active Indicators. A diagnostic code’s active indicator can be cleared, which
allows the code inhibit to be cleared but remains in the queue as inactive.
The active indicator clearing methods are:
Ÿ Power down - All active indicators, except code 69 34 (refer to the code chart), are
cleared at ECU power done.
Ÿ Self-clearing - Some codes will clear their active indicator when the condition causing
the code is no longer detected by the ECU.
Ÿ Manual - Some active indicators can be cleared manually, while in the diagnostic
display mode, after the condition causing the code is corrected.
If an active indicator is cleared while the transmission is locked

CAUTION: in a forward range or reverse (fail-to-range), the transmission
will remain in the forward range or reverse after the clearing
procedure is completed. Neutral must be manually selected.
Manually Clearing Codes and Active Indicators from the Code List. To clear active
indicators or all codes:
Ÿ Enter the diagnostic display mode.
Ÿ Press and hold the MODE button for approximately three seconds until the LED
indicator flashes. All active indicators are cleared. To remove all inactive codes,
press and hold the MODE button for about ten seconds until the LED indicator flashes
again. All active indicators will be cleared at ECU power down.
Ÿ Codes that cannot be manually cleared will remain.
Existing the diagnostic display mode. Exit the diagnostic display mode using one of the
following procedures:
Ÿ On a pushbutton shift selector, press the ñ (Up) ò (Down) arrow buttons at the same
time or press any range button, D, N, or R. This shift (D, N, or R) is commanded if
not inhibited by an active code.

B40C/B35C
DIAGNOSTIC CODE RESPONSE
Do Not Shift (DNS) Response

Ÿ Release lockup clutch and inhibit lockup operation.
Ÿ Inhibit all shifts.
Ÿ Turn on the CHECK TRANS light.
Ÿ Display the range attained.
Ÿ Ignore any range selection inputs from the pushbutton selector.
Do Not Adapt (DNA) Response

Ÿ The ECU stops adaptive shift control while the code is active.
SOLenoid OFF (SOL OFF) Response

Ÿ All solenoids are commanded off (turning solenoids “A” and “B” off electrically causes
them to be on hydraulically).
Return to Previous Range (RPR) Response)

When the speed sensor ratio or C3 pressure switch tests associated with a shift are
notsuccessful, the ECU commands the same range as commanded before the shift.
Neutral No Clutches (NNC) Response .When certain speed sensor ratio or C3 pressure
switch tests are not successful, the ECU commands a neutral condition with no clutches
applied.

B40C/B35C
CODE 13 XX - ECU INPUT VOLTAGE
Main code 13 indicates either a high or low input voltage. Low voltage is less than 8
volts. High voltage is over 33 volts.
Common causes for low voltage code are:
Ÿ Bad batteries
Ÿ Faulty vehicle charging system
Ÿ No dedicated power and ground connection directly to the battery or through an
electronic bus bar to the battery
Common causes for the high voltage code are:
Ÿ Faulty vehicle alternator

Ÿ Faulty vehicle voltage regulator
In the event of a power loss, the transmission fails to the ranges indicated in the
following, depending upon which latch valve releases first:
Attained Range Fail to Range

Reverse and neutral Neutral
Low, 1 3C
2, 3, 4 4C usually, 3C sometimes
5 4C usually, 5C sometimes
6 5C
NOTE: The ECU turns off at approximately 6.5 volts.
Main Code Subcode Meaning

13 12 Battery voltage to the ECU too low
13 13 Battery voltage to the ECU too low (medium)
13 23 Battery voltage to the ECU too high

B40C/B35C
CODE 13 XX - ECU INPUT VOLTAGE

Troubleshooting:
Ÿ Connect the diagnostic tool and turn on vehicle ignition. Select
Diagnostic data to find input voltage. Record reading.
Ÿ Turn off vehicle ignition and remove the connectors from the ECU.
Ÿ Check system voltage at wire 136A and 136C, pin V1 and V16. If power is low or
high at this point, and the diagnostic tool reading is also low or high, the vehicle
wiring is suspect. Check for fuse problems, loss of battery-direct power and
ground, faulty charging system / batteries, and loose or dirt connections Power
may also be low or high at pins V1 and V16 (system power) if the
batteries/charging system is faulty. Bad grounds may also cause incorrect input
power readings.
Ÿ If power is correct but the diagnostic tool reading indicates incorrect voltage,
closely inspect terminals V1 and V16 or S16; make sure they are not corroded or
deformed. Clean or replace as necessary.
If the voltage condition is intermittent, closely inspect the vehicle wiring for transmission
system power and grounds. Check for loose, dirty or painted connections. Check the
VIM for loose, incorrect, or overheating relays or fuses. Check for wires that are chafed
and touching other components.If no other cause is found, replace the ECU.
If replacing the ECU corrects the problem, reinstall the original (bad) ECU to confirm that
the problem is in the ECU. If the original ECU now works, inspect the ECU connectors
for any corrosion or damage which may cause an intermittent condition. If the original
problem recurs, reinstall the replacement ECU.
Voltage Chart
Voltage Condition
33.0 High Fail Limit
(High Set Point)
32 Maximum Continuous ECU Voltage
‘10.0 Cannot Compensate With Sub-Modulation (Bad Shifts).
(Medium Low Set point) Adaptive logic stops functioning
‘8.0 Low Voltage Fail Limit, Set Code, DNS
7.0 Software Off (ECU loses power)
(Low Set Point)
4.5 Neutral Start Off

B40C/B35C
CODE 14 XX - OIL LEVEL SENSOR (OLS)
The oil level sensor (OLS) must have been recognised by autodetect or manually
selected using the Pro-Link ® Manual) before these codes can be logged.
Code 14 12 indicates the ECU has detected a voltage signal in the low error zone.
Code 14 12 can be caused by:
Ÿ Faulty wiring to the OLS

Ÿ A faulty OLS
Ÿ A faulty ECU
CAUTION: Never use a volt/ohm meter to measure any parameters on the OLS.
Damage to the OLS will result.
OLS ground wire 135B is common to the TPS and the RMR devices. A power wire short-
to-ground for any of these devices will cause “sensor failed low” codes (21 12 and 64 12)
and shutdown of the electronic pushbutton or lever selector. An OLS signal open or
short-to-ground results in a code 14 12 only. Code 14 23 is programmed out of all
calibrations.
A permanent maximum voltage signal generates a steady OLS sensor maximum count
and a maximum fluid level overfill indication. A maximum overfill indication occurs if
signal wire 165 or power wire 124 is shorted to battery or the ground wire (wire 135) is
open between the OLS and the sump temperature sensor branch. An open in the ground
circuit wire 135 in the portion common to the OLS, TPS and RMR devices results in code
14 12, 21 23, and 64 23.
If the ECU software supports it, Oil Level Sensor counts can be read by a DDR with Pro-
Link ® version 3.0 (or later). For a complete description of fluid level checking
procedures using the oil level sensor.
NOTE: Intermittent connections or lack of battery-direct power and

ground connections can cause this and other electronic control
codes.

B40C/B35C

14 12 Oil Level sensor failed low
14 23 Oil level sensor failed high (not used)
NOTE: Fluid level, using dipstick, Battery voltage, ECU input voltage
Other diagnostic codes.
Ÿ Troubleshooting:
Attach the DDR and display fluid level information. The fluid must be in the
operating temperature range and the engine must have been idling, in neutral, for
two minutes before fluid level data can be displayed. If the fluid level message on
the DDR is OIL-CHECK CODES or OL 9 5 (sensor failure) on the shift selector
display, check for active failure codes for the engine speed sensor, output speed
sensor, temperature sensor, or OLS. Repair the failed sensors as required.
Maximum overfill sensor counts are between 166 and 255, even if the engine is
off. Maximum underfill sensor counts are between 166 and 255, even if the
engine is off. Maximum underfill sensor counts are between 5 and 35. Refer to
the Oil Level Sensor codes.
Ÿ If code 14 12 is active and sensor counts are less than 5, check for an open or
short-to-ground on wire 124B and 165 between the ECU and the sensor. Isolate
and repair any wiring or connector problems. Replace the oil level sensor if no
wiring or connector problems are found. Refer to the transmission Service Manual
for proper placement procedure.
Ÿ Check for shorts-to-battery on wires 165 and 124B between the ECU and the
sensor or an open on wire 135, if the fluid level indication on the DDR or shift
selector display is maximum overfill and sensor counts are steady at 166 to 255.
Isolate and repair any wiring or connector problems. Replace the oil level sensor
if no wiring or connector Problems are found. Refer to the transmission Service
Manual for proper placement procedure.

B40C/B35C
Ÿ A new sensor’s operation can be verified before it is installed by connecting the

sensor to the internal wiring harness and using an unmounted feed through
connector to the external harness. Connect the DDR and display sensor counts.
Correct operation is indicated if the DDR displays 5 to 35 counts with the sensor
upright and 166 and 255 counts when upside down.
Ÿ If no other cause is found, replace the ECU. If replacing the ECU corrects the
problem, reinstall the original (bad) ECU to confirm that the problem is in the ECU.
If the original ECU now works, inspect the ECU connectors for any corrosion or
damage which may cause an intermittent condition. If the original problem recurs,
reinstall the replacement ECU.

B40C/B35C
CODE 21 XX - THROTTLE OR PWM FAULT
The throttle sensor must have been recognised by autodetect or manually selected using
the Pro-Link ® (see WTEC III Pro-Link ® Manual) before these codes can be logged.
Main code 21 indicates the throttle position sensor has been retracted or extended by its
linkage into an error zone. This may be due to a fault with the sensor, or a fault in the
wiring to the sensor or to the ECU. This code may also indicate a PWM signal problem.
Code 21 12 is set when the ECU receives TPS counts of 14 or less. Code 21 23 is set
when the ECU senses TPS counts of 233 - 255. Whenever a code 21 XX condition is
detected, the system uses default throttle values and shifts will not adapt.
NOTE: Code 21 XX in conjunction with code 33 XX or code 14 XX

indicates the potential loss of common ground wire 135 between
the throttle, temperature sensor, and oil level sensor.

21 12 Throttle position sensor failed low
and ECU signals throttle default
value
21 23 Throttle position sensor failed high
and ECU signals a throttle default
value
Troubleshooting:
Ÿ Plug in the DDR, select Diagnostic Data, and read throttle counts and percent. If
the TPS failed high (code 21 23), the problem may be toward the full throttle end
of the TPS travel. If the TPS failed low (code 21 12), the problem may be at the
closed throttle end of the TPS travel.
NOTE: Code 21 12 can result when the +5V line (wire 124) which powers
the analogue sensor is shorted to ground. Wire 124 also powers
the OLS, RMR, retarder temperature sensor, sump temperature
sensor, and shift selector.

B40C/B35C
CODE 21 XX - THROTTLE OR PWM FAULT
Ÿ If counts are high but the percentage never reaches 100 percent, TPS linkage
may have bound up and overstroked the TPS to set a false 100 percent reading.
After TPS overstroking ceases, the TPS will not automatically return to 100
percent. After the TPS is correctly installed and adjusted use the Pro-Link ® to
reset throttle calibration or cycle the ignition 5 times to reset the 0 percent and 100
percent settings. See the TPS section of this book for installation and adjustment
procedures.
Ÿ If the throttle counts do not change or are erratic, check the throttle sensor wiring
for opens, shorts between wires, or shorts-to-ground. If wiring problems are found,
isolate and repair the fault.
Ÿ If the wiring is satisfactory, replace the throttle position sensor and adjust its
linkage so the counts are not in the error zones.
Ÿ If the throttle sensor and its linkage adjustment are correct and the wiring
to the sensor is satisfactory, the condition is intermittent. Replace the
sensor and properly adjust the new sensor.
Ÿ If the condition recurs, use spare harness wires for the throttle sensor circuit.
Ÿ If the condition persists, replace the ECU. If replacing the ECU corrects
the problem, reinstall the original (bad) ECU to confirm that the problem
is in the ECU. If the original ECU now works, inspect the ECU
connectors for any corrosion or damage which may cause an intermittent
condition. If the original problem recurs, reinstall the replacement ECU.
NOTE: A good throttle position sensor should have resistance of:
(a) 9000 - 15,000 ohms across terminal A and C.
(b) 5000 ohms, moving to 9000 - 15,000 ohms as TPS is stroked (measured
across terminals A and B).

B40C/B35C
CODE 22 XX - SPEED SENSOR/CIRCUITRY FAULT
Main code 22 indicates a fault within a speed sensor, the wiring to a speed sensor,
incorrect speed sensor gap, or damaged bumps or teeth which create the speed signal.
This fault is determined by the reasonableness of a speed sensor signal when compared
with the other two speed sensors and the commanded range. A speed sensor will not
pass the reasonableness test if there is no signal at all from the sensor when a signal
should be present.
NOTE: If the engine speed sensor code (22 14) is active and a range
verification test is failed, the range verification code will not be
set but a DO NOT SHIFT response is commanded.
Main Code Subcode Failed Sensor

22 14 Engine Speed
22 15 Engine Speed
22 16 Engine Speed
Troubleshooting:
Ÿ Check to see if the sensor is loose, missing, or disconnected. If not , disconnect the
wiring harness from the sensor and measure the resistance of the sensor (see chart
below). Also check the terminals for dirt, corrosion, or damage. If resistance is not
correct, replace the sensor.
Resistance Temp ºC Temp º F

200 Ω -40 -40
300 Ω 20 68
400 Ω 110 230
Ÿ Remove the transmission harness connector from the ECU. Check the sensor circuit
(in the external harness) for open wire, shorts between wire, or short-to-ground.
Isolate and repair any faults.
Ÿ If no opens or shorts are found, the condition must be intermittent. Replace the
sensor indicated by the trouble code. Before replacing a speed sensor, check the
sensor for physical damage or contamination. Refer to the appropriate transmission
Service Manual for proper replacement procedure.

B40C/B35C
CODE 22 XX - SPEED SENSOR/CIRCUITRY FAULT
Ÿ If the condition recurs, install new wiring (twisted-pair) for the sensor circuit between
the ECU and the transmission.
Ÿ If the condition again recurs, connect the diagnostic tool and select the speed signal
indicated by the trouble code. Drive the vehicle and watch the speed reading on the
diagnostic tool. If the signal is erratic, sensor gap, vehicle vibration, an external AC
signal source, or intermittent connector contact may be inducing the erratic signal.
Inspect the sensor and its surrounding for irregularities that would affect sensor gap.
Isolate and correct any abnormal vehicle vibrations (particularly driveline and
abnormal engine torsionals and recheck.)
Ÿ If the condition persists, replace the ECU. If replacing the ECU corrects the problem,
reinstall the original (bad) ECU to confirm that the problem is in the ECU. If the
original ECU now works, inspect the ECU connectors for any corrosion or damage
which may cause an intermittent condition. If the original problem recurs, reinstall the
replacement ECU.

B40C/B35C
CODE 23 XX - SHIFT SELECTOR
Main code 23 indicates a fault with a shift selector or the wiring between a shift selector
and the ECU.
23 12 Primary shift selector fault - a cateye
type display may occur
23 14 Secondary shift selector fault - a
cateye type display may occur
23 16 Shift selector display line fault
Troubleshooting:
Ÿ Clear the active indicator for code 23 XX. If code recurs, continue to next step.
Ÿ Check for a poor connection at the shift selector.
NOTE: Code 23 12 can result when the +5V line (wire 124) which powers
the shift selector is shorted to ground. Wire 124 also powers the
TPS, OLS, RMR, retarder temperature sensor, and sump oil
temperature sensor.
Ÿ Disconnect the selector “S”harness connector from the ECU and from the shift
selector and check for opens, shorts, and shorts-to-ground between the shift
selector and ECU . Repair as needed .
Ÿ If no problem is found with the shift selector connection or wiring, replace the shift
selector.
Ÿ If the condition persists, replace the ECU. If the replacing the ECU corrects the

B40C/B35C
CODE 24 XX - SUMP FLUID TEMPERATURE
Main code 24 indicates the ECU has detected either a high or low fluid temperature in
the transmission sump (via the sump temperature sensor in the internal harness). All
shifts are inhibited when code 24 12 is set (only Neutral range operation is allowed). No
upshifts are allowed above a calibration range when code 24 23 is set. All inhibits are
cleared when the temperature conditions are normal. A related code is 33 12 which
indicates a temperature reading outside the usable range of the sensor and indicates a
probable sensor failure.

24 12 Sump fluid temperature cold
24 23 Sump fluid temperature hot
Troubleshooting: Code 24 12:
Ÿ If code 24 12 is set and the outside temperature is between - 32º C (25º F) and - 7º C
(+20º F), the ECU will allow reverse, neutral and second-range start operation. Only
hold override upshifts are allowed. (See Table on next page). The sump must be
warned to an acceptable temperature to avoid logging codes and transmission
diagnostic response.
NOTE: Code 24 12 can result when the +5V line (wire 124) which
powers the sump temperature sensor is shorted to ground. Wire 124 also
powers the TPS, OLS, RMR, retarder temperature sensor, and shift selectors.
Ÿ If ambient temperature does not match the sump temperature reading (check
using diagnostic tool), compare resistance versus sump fluid temperature (see
next page). Then check the sensor wiring for opens, shorts, or shorts-to-ground.
Ÿ If the sensor wiring is satisfactory, drain the fluid, remove the control module, and
replace the temperature sensor .
Ÿ If the condition persist, replace the ECU. If replacing the ECU corrects the

B40C/B35C
24 XX - SUMP FLUID TEMPERATURE

damage that may cause an intermittent condition. If the original problem recurs, reinstall
the replacement ECU.
Transmission Operation as a Function of Temperature
Condition Version 9
Software
ºC ºF
Temperature sensor failed high (refer to code 33 23) 177 351
Hot fluid (code 24 23) adaptive turned off; maximum range limited 128 262
(not limited in “emergency” calibration)
Output funciton “on” for sump over temp above this temperature 121 250
Output function “off” for sump over temp below this temperature 116 240
Cool/cold fluid; adaptive turned off 34 93
Turbine reasonableness and speed tie-up tests turned off 0 32
Medium cold fluid R, N, D allowed,2nd range start (hold override -7 19
upshifts only)
All C3 Pressure Switch tests turned off -32 -25
Temperature sensor failed low (refer to code 33 12) -45 -49
TEMPERATURE VS RESISTANCE
2900
2700
Temperature sensor resistance in OHMS
2500
2300
2100
1900
1700
1500
1300
1100
900
700
500
-60 -20 0 20 40 60 80 100 120 140 160 180

-40
Sump temperature in degrees C
Temperature Sensor Chart

B40C/B35C
Code 24 23:
Ÿ Install temperature gauges for transmission temperature and engine water

temperature. Drive the vehicle. Verify that the code can be reproduced and verify
the reading shown on the diagnostic tool. Observe the gauges and check for hot
fluid when the code is produced.
Ÿ If the fluid is not hot when the code is produced, remove the transmission
“T”harness connector at the ECU and the transmission. Check the fluid
temperature sensor wiring for opens, shorts, and shorts-to-ground. Compare the
resistance readings of the sensor and the actual temperature as shown on the
gauge with. If wiring problems or a great difference between temperature and
resistance compared with the chart are found, drain the fluid, remove the control
module and replace the temperature sensor . If wiring problems are found, repair
or replace as necessary.
Ÿ If the fluid is hot when the code is produced, observe the gauges to see if the
engine became hot before the transmission. If the engine cooling system is
overheating and heating the transmission, the problem is with the engine or its
cooling system.
Ÿ If the transmission became hot before the engine, allow the vehicle to idle for 3-5
minutes and check the transmission fluid level. Correct the fluid level if necessary.
Ÿ Attach pressure gauges to the cooling system (from a “to cooler” connection to
point after the cooling circuit filter) and check for pressure drop problems. If
pressure drop is excessive , check for a plugged cooler filter, collapsed lines,
obstructions, ect.
Ÿ If the fluid level is correct and the cooling circuits satisfactory, drain the fluid,
remove the control module, and inspect for damaged valve body gaskets.
Replace any damaged gaskets .
Ÿ If no problems are found in the control module area, remove the transmission and
disassemble, inspection for causes of overheating (stuck stator, plugged orifices,
dragging clutches, etc.)

B40C/B35C
External Hydraulic Circuit Characteristics

Basic, PTO, 93º C (200º F) Sump Temperature
MD3560PR
Converter Operation Maximum Cooler Flow
Input rpm Flow Pressure Drop
L/s gpm kPa psi
600 0.1 1.6 2 0.3
800 0.23 3.7 8 1.2
1200 0.47 7.4 45 6.5
1400 0.6 9.5 70 10.2
1600 0.72 11.4 93 13.5
2000 0.9 14.3 147 21.3
2400 1.07 17 198 28.7
3200 1.1 17.4 217 31.5
Lockup Operation Maximum Cooler Flow

L/s gpm kPa psi
600 0.1 1.6 2 0.3
900 0.23 3.7 4 0.6
1200 0.5 7.9 12 1.7
1400 0.63 10 20 2.9
1600 0.77 12.2 27 3.9
2000 0.95 15.1 40 5.8
2400 1.12 17.8 51 7.4
2800 1.22 19.3 59 8.6
3200 1.28 20.3 65 9.4
Converter Operation Maximum Allowable Pressure Drop

L/s gpm kPa psi
600 0.22 3.4 0 0
800 0.38 6.1 0 0
1200 0.55 8.7 0 0
1400 0.8 12.7 0 0
1600 1.03 16.4 0 0
2000 1.13 18 0 0
2400 1.2 19 0 0
3200 0.85 13.5 549 79.6

B40C/B35C
Converter Operation Maximum Allowable Pressure Drop

L/s gpm kPa psi
600 0.22 3.4 0 0
800 0.38 6.1 0 0
1200 0.55 8.7 0 0
1400 0.8 12.7 0 0
1600 1.03 16.4 0 0
2000 1.13 18 0 0
2400 1.2 19 0 0
2800 1.1 17.4 770 111.7
3200 1.1 17.4 791 114.7

B40C/B35C
CODE 25 XX - OUTPUT SPEED SENSOR, DETECTED AT ZERO SPEED, X RANGE
Main code 25 occurs if the output speed sensor reports a zero speed reading while both
engine and turbine speeds are approximately equal, turbine speed is above a calibration
value, and neutral is not selected or commanded. Main code 25 indicates either the
output speed sensor has failed or the required oncoming clutch or clutches did not come
on. Code 25 11 can be generated by a false turbine speed reading. This may be due to
cross talk between solenoid and turbine speed sensor circuits caused by direct wire-to-
wire short or by water in the electrical connectors.
NOTE: If code 25 XX isin memory at ECU initialisation (ignition on), all
display segments are illuminated.
Main Subcode Meaning Applied

Code Clutches
25 0 Output speed sensor, detected at zero speed, Low range C3, C6
25 11 Output speed sensor, detected at zero speed, 1st range C1, C5
25 22 Output speed sensor, detected at zero speed, 2nd range C1, C4
25 33 Output speed sensor, detected at zero speed, 3rd range C1, C3
25 44 Output speed sensor, detected at zero speed, 4th range C1, C2
25 77 Output speed sensor, detected at zero speed, Reverse C3, C5
NOTE:Intermittent connections or lack of battery-direct power and ground

connections can cause this and other codes.
Troubleshooting:
Ÿ Check the transmission fluid level and ensure correct fluid level.
Ÿ Check for the presence of code 22 16. If code 22 16 is in the code list, go to code
22 XX section and follow troubleshooting steps for code 22 16.
Ÿ Connect the Pro-Link® 9000 with ignition on, engine off; check for indication of
turbine speed. If the output speed sensor and wiring are satisfactory, install
pressure gauges into the appropriate clutch pressure taps. See if either of the
clutches has low or no pressure.

B40C/B35C
CODE 25 XX - OUTPUT SPEED SENSOR, DETECTED AT ZERO SPEED, X RANGE

Ÿ Lack of pressure in C1 in first range may be due to a G solenoid stuck closed.
Ÿ If a clutch is leaking pressure, drain the fluid, remove the control module and
check for damaged valve body gaskets and stuck or sticky valves. If no problems
are found, replace the solenoids for the clutches used in the range indicated by
the code.
Ÿ If, after detecting leaking pressure and replacing solenoids, the problem persists,
check for worn clutch or piston seals. Remove the transmission and repair or
replace as necessary .
Ÿ This code requires accurate output and turbine speed readings. If there were no
transmission problems detected, use the diagnostic tool and watch the speed
readings for noise (erratic signals) from low speed to high speed in the range
indicated by the code.
Ÿ If a noisy sensor is found, check the sensor resistance (refer to the sensor
resistance chart below) and check its wiring for opens, shorts and shorts-to-
ground (see code 22 XX). Also closely check the terminals in the connectors for
corrosion, contamination, or damage. Ensure the wiring to the sensors is a
properly twisted wire pair. Replace the sensor if its resistance (refer to Service
Manual for proper procedure) is incorrect and isolate and repair any noted wiring
problems. (Use twisted pair if new speed sensor circuit is needed in external
harness.
Resistance Temp. ºC Temp. ºC
200 Ω -40 -40
300 Ω 20 68
400 Ω 110 230
If no apparent cause for the code can be located, replace the turbine and output speed
sensors.
Ÿ If the condition persists, replace the ECU. If replacing the ECU corrects the

B40C/B35C
CODE 26 XX - THROTTLE SOURCE NOT DETECTED
Main code 26 occurs when the ECU has not detected either a throttle source or an
engine coolant source. This is a new code related to the auto detect feature which is
described on page one.
Main Subcode Meaning

Code
26 0 Throttle source not detected
26 11 Engine coolant source not detected
Code 26 00 means that the ECU has not detected the presence of engine throttle data or
analogue circuitry. For details about auto detect or using Pro-Link® to select a throttle
source.
Code 26 11 means that the ECU has not detected the presence of engine coolant
temperature data or analogue circuitry. For details about auto detect or using Pro-Link®
to select n engine coolant temperature source.
Troubleshooting
Ÿ When code 26 00 is logged and an analogue TPS is known to be installed, refer to

code 21 XX for troubleshooting steps. If a J1587 or J1939 throttle signal is used,
refer to code 66 00 for troubleshooting steps.
Ÿ When code 26 11 is logged and if an analogue engine coolant temperature sensor
is being used, refer to 62 XX for troubleshooting steps. If a J1587 or J1939 engine
coolant temperature signal is being used, refer to code 66 00 for troubleshooting
steps.

B40C/B35C
CODE 32 XX - C3 PRESSURE SWITCH
Main code 32 indicates the transmission gear ratio is correct, but the C3 pressure switch
is open when it should be closed.

32 0 C3 switch open in low range
32 33 C3 switch open in third range
32 55 C3 switch open in fifth range
32 77 C3 switch open in reverse range
Troubleshooting:
Ÿ Disconnect the transmission “T” harness connector at the ECU and the
transmission. Check the C3 switch circuit for opens, shorts to other wires, or
shorts-to-ground. If wiring problems are found, isolate and repair. The C3
pressure switch closes at ±206.80 kPa (30 ± 7 psi); resistance should be 2 ohms
maximum when the switch is closed and 20,000 ohms minimum when the switch
is open.
Ÿ If problems are not found in the external harness, drain the fluid, remove the
control module, and check the internal harness for opens, shorts between wires,
or shorts-to-ground (refer to the proper transmission Service Manual). If wiring
problems are found, isolate and repair.
Ÿ If no wiring problems are found, replace the C3 pressure switch.
Ÿ If the problem recurs, use spare wires for the C3 pressure switch circuit.
Ÿ If the problem recurs again, replace the internal harness.

B40C/B35C
CODE 33 XX - SUMP OIL TEMPERATURE SENSOR
Main code 33 indicates the sump temperature sensor is providing a signal outside the
use able range of the ECU. This code indicates the sensor failed showing abnormally
high or low temperature readings. Main code 33 can be caused by a component or
circuit failure or by extremely high or low temperatures. There are no operational inhibits
related to main code 33. The ECU assumes a hardware failure and that transmission
temperatures are normal (93ºC; 200 º F). Temperature above or below normal cause
poor shift quality.
NOTE: Code 33 23 in conjunction with code 21 23 indicates the loss of

common ground (wire 135) between the throttle and temperature
sensors.

33 12 Sump oil temperature sensor failed low
33 23 Sump oil temperature sensor failed high
Troubleshooting:
NOTE: Code 33 12 can be caused when the +5V power line (wire 124)
is shorted to ground or open. Wire 124 also provides power for
the OLS, TPS, RMR, retarder temperature sensor, and shift
selectors.
Ÿ If possible, check the sump temperature with a DDR. If a DDR is not available,
use the shift selector display to determine if the code is active . Disconnect the
transmission “T” harness at the ECU and check resistance of the sensor and
compare with the chart on the next page.
Ÿ If Step (1) reveals that the extreme temperature indication is no longer present,
the temperature extremes. Also, you may be experiencing an intermittent problem
and the code will not be active. Proceed cautiously, it is unlikely there is a sensor
hardware fault.
Ÿ Disconnect the external harness at the transmission. Check the connectors and
terminals for dirt, corrosion, or damage. Clean or replace as necessary.

B40C/B35C
CODE 33 XX - SUMP OIL TEMPERATURE SENSOR

2900
2700
2500
2300
2100
1900
1700
1500
1300
1100
900
700
500
-60 -20 0 20 40 60 80 100 120 140 160 180

-40
Ÿ Check the sensor wires in the external harness for opens (code 33 23), shorts
between wires, or shorts-to-ground (code 33 23), shorts between wires, or shorts-
to-ground (code 33 12 ). If wiring problems are found, isolate an repair.
Ÿ If no harness problems are found check the feed through harness connector for
damage. If the feed through harness connector is satisfactory, drain the fluid,
remove the control module and replace then sensor.
Ÿ If the problem recurs, use spare wires in the external harness for the temperature
sensor circuit.

B40C/B35C
CODE 34 XX - CALIBRATION COMPATIBILITY OR CHECKSUM FAULT
Main code 34 indicates there is a problem with the calibration.

34 12 Factory calibration compatibility number wrong
34 13 Factory calibration checksum
34 14 Power off block checksum
34 15 Diagnostic queue block checksum
34 16 Real-time block checksum
34 17 Customer modifiable constants checksum.
NOTE: Copying the current calibration from the ECU and reloading it will
not correct the fault. The calibration must be downloaded
directly from PCCS.
Ÿ Troubleshooting:
If the code set is 34 14 and it occurs in conjunction with code 35 00, proceed to
find the cause for code 35 00 and correct it.
Ÿ After the cause for code 35 00 has been corrected, drive the vehicle to see if code
34 14 recurs. If code 34 14 recurs, proceed to the next step.
Ÿ Reprogram the correct calibration. Contact your nearest Allison distributor/dealer
location qualified to do recalibration. Be certain the calibration and the software
level are compatible.
Ÿ If the code recurs after reprogramming, replace the ECU.
Ÿ If the code set is 34 17, reprogram the GPI/GPO package after re-calibration of
the ECU.

B40C/B35C
CODE 35 XX - POWER INTERRUPTION
Main code 35 indicates the ECU has detected a complete power loss before the ignition
was turned off or before ECU shutdown is completed. When this happens, the ECU is
not able to save the current operating parameters in memory before turning itself off.
Main
Code Subcode Meaning
35 0 Power interruption. (Not an active code; only appears after ower
is restored.) During power interruption, DNS light is not
illuminated and the transmission will not shift.
35 16 Real-time write interruption. (Power interruption at the same time
the ECU is recording a critical code to the real time-time section.)
Troubleshooting:
Ÿ If the vehicle has a master switch controlling battery power to the ECU and an
ignition switch, turning the master switch off before turning the ignition switch off can
cause this code. Turning the master switch off before ECU shutdown is completed
will also cause this code. No troubleshooting is necessary.
Ÿ If improper switch sequencing is not the cause, check ECU power and ground for
opens, shorts, and shorts-to-ground. Not using battery-direct power and battery
ground connections can cause this code. A defective charging system, or open
battery fuse or fusible link can also cause this code. The battery fuse or fusible link
may be at the battery or in the VIM. Dirty, corroded, or painted power and ground
connections can also cause this code.
Ÿ If all system power and ground connections are satisfactory and the problem, reinstall
the original (bad) ECU to confirm that the problem is in the ECU. If the original ECU
now works, inspect the ECU connectors for any corrosion or damage which may
cause an intermittent condition. If the original problem reoccurs, reinstall the
replacement ECU.

B40C/B35C
CODE 36 00 - HARDWARE AND SOFTWARE NOT COMPATIBLE
Main code 36 00 indicates the system has detected a mismatch between the ECU
hardware and the ECU software.
Correction requires the installation of software that is compatible with the ECU hardware
involved. (If a different calibration is required, update the ECU hardware to be
compatible.)

B40C/B35C
CODE 42 XX - SHORT-TO-BATTERY IN SOLENOID CIRCUIT
Main code 42 indicates the ECU has detected a short-to-battery condition in a solenoid
wiring circuit. The DO NOT SHIFT response is activated when some subcodes are
detected, all solenoids are turned off and the CHECK TRANS light s illuminated. All
solenoids have a driver on the low (ground) side which can turn of the solenoid. All
solenoids also have a driver on the high (power) side of the solenoid. Even though the
high side driver can be turned off, a short-to-battery means the solenoid is continuously
powered at an unregulated 12 or 24 volts instead of a regulated (pulse width modulated)
voltage. The low side driver will not tolerate direct batter current and will open, causing
the solenoid to be deenergized.
NOTE: For subcodes 12, 13, 14, 15, 16, 22 - neutral start is inoperable; all
display segments are on if the code is logged during ECU
initialisation (ignition on). Subcodes 21, 23, 24 and 26 will not
trigger the CHECK TRANS light.

42 12 Short-to-battery A Solenoid Circuit
42 13 Short-to-battery B Solenoid Circuit
42 14 Short-to-battery C Solenoid Circuit
42 15 Short-to-battery D Solenoid Circuit
42 16 Short-to-battery E Solenoid Circuit
42 21 Short-to-battery F Solenoid Circuit
42 22 Short-to-battery G Solenoid Circuit
42 23 Short-to-battery H Solenoid Circuit
42 24 Short-to-battery J Solenoid Circuit
42 26 Short-to-battery N Solenoid Circuit

ground connections may cause this and other codes.
Also, check battery and ECU input voltages.
Energising the solenoids and listening for ball/plunger movement
is sometimes useful in troubleshooting.
“N” solenoid on the retarder accumulator has a 12 ohm coil and
is not correlated to sump.

B40C/B35C
PROBING THE CONNECTOR
When testing the control system from the feed through connector with the internal
harness connected, the resistance of each solenoid can be measured by using a VOM.
Solenoid Resistance vs. Temperature
WT SOLENOID RESISTANCE
spec value = 3.26 +- .2 OHMS at 20 C
5.2
5 MAXIMUM OHMS
4.8
Solenoid resistance in OHMS
4.6
4.4
4.2
4
3.8
3.6
3.4
3.2 MINIMUM OHMS
3
2.8
2.6
2.4
2.2
2
-20 0 20 40 60 80 100 120 140
Troubleshooting:
Ÿ Make sure the transmission connector is tightly connected. If the connector is

properly connected, disconnect the wiring harness at the transmission. Check the
connector for corroded or damaged terminals. Clean or replace as necessary.
Ÿ Test each solenoid circuit at the transmission connector for shorts between the
solenoid circuit being diagnosed and all other terminals in the connector. Refer to the
system schematic and /or chart to identify wires in the internal harness which are
connected. If a short is found, isolate and repair the short. The short will probably be
in the internal wiring harness.
Ÿ If multiple code 42’s occur (42 12, 42 13, 42 14, 42 12, 42 16, 42 22, and 42 24) and
wiring and solenoids check okay, the A-Hi driver is probably failed open.

B40C/B35C
Ÿ Replace the ECU. If replacing the ECU corrects the problem, reinstall the original
(bad) ECU to confirm that the problem is in the ECU. If the problem recurs, reinstall
the new ECU to complete the repair.
Ÿ If code 42 21 occurs repeatedly and the F solenoid and wiring checks okay, the F-Hi
or F-Lo driver may be failed open. Follow first step on this page.
Ÿ If codes 42 23 and 42 26 occur repeatedly and solenoids and wiring check okay, the
H and N-Hi driver may be failed open.Follow first step on this page.
Ÿ If the short is not found at the transmission connector, disconnect the transmission
“T” harness connector at the ECU and check the wires of the solenoid circuit for
shorts between the solenoid wires. If the short is found in one of the wires, isolate
and repair it or use a spare wire.
Ÿ If the short is not found in either the transmission or the harness, the condition must
be intermittent.
Ÿ Drain the fluid, remove the control module and closely inspect the internal harness for
damage. Repair or replace as necessary.
Ÿ If the condition recurs, use spare wire (s) in the transmission harness for the solenoid
circuit indicated by the trouble code.
replacement ECU.

B40C/B35C
CODE 44 XX - SHORT-TO-GROUND IN SOLENOID CIRCUIT
Main code 44 indicates the ECU has detected a short-to-ground in a solenoid or its
wiring. The DO NOT SHIFT response is activated when some subcodes are detected, all
solenoids are turned off, and the CHECK TRANS light is illuminated.
NOTE: For subcodes 12, 13, 14, 15, 16, 22 - neutral start is inoperable.
Subcodes 21, 23, 24 and 26 do not trigger the CHECK TRANS light
Solenoid Resistance Vs Temperature
WT SOLENOID RESISTANCE
spec value = 3.26 +- .2 OHMS at 20 C
5.2
5 MAXIMUM OHMS
4.8
Solenoid resistance in OHMS
4.6
4.4
4.2
4
3.8
3.6
3.4
3.2 MINIMUM OHMS
3
2.8
2.6
2.4
2.2
2
-20 0 20 40 60 80 100 120 140

B40C/B35C
CODE 44 XX - SHORT-TO-GROUND IN SOLENOID CIRCUIT
Troubleshooting:
Ÿ Check the transmission connector and make sure it is tightly connected. If the
connector is properly connected, disconnect the harness at the transmission and
inspect the terminals in the transmission harness and feed through harness
connectors. Clean or replace as necessary .
Ÿ If the connector is connected, clean and not damaged, check the solenoid circuit in
the transmission for shorts to other wires. Refer to the system schematic and/or chart
to identify wires in the internal harness which are connected. If the short circuit is
found, drain the fluid, remove the control module, and isolate the short. The short is
probably in the feed through harness, or the solenoid itself.
Ÿ If the short is not found in the transmission, disconnect the transmission harness
connector at the ECU and inspect the terminals for damage or contamination. Clean
or replace as necessary. If the terminals are satisfactory, check the wires of the
solenoid circuit in the transmission harness for shorts-to-ground or shorts between
wires. If a short is found in one of the wires, isolate and repair it or use a spare wire
in the external harness.
Ÿ If the short is not found in either the transmission or the harness, the condition must
be intermittent.
Ÿ Drain the fluid, remove the control module, and closely inspect the solenoid and
internal harness for damage. Repair or replace as necessary.
Ÿ If the condition recurs, use spare wire(s) for the solenoid circuit indicated by the
diagnostic code.
replacement ECU.

B40C/B35C
CODE 45 XX - OPEN CONDITION IN SOLENOID CIRCUIT
Main code 45 indicates the ECU has detected either an open circuit condition in a
solenoid coil or the wiring to that solenoid. The DO NOT SHIFT response is activated
when some subcodes are detected, all solenoids are turned off, and the CHECK TRANS
light is illuminated.

Solenoid Resistance Vs Temperature
PROBING THE CONNECTOR
When testing the control system from the feed through connector with the internal
harness connected, the resistance values versus temperature.
Ÿ Troubleshooting:
Check the transmission connector and make sure it is tightly connected. If the
connector is properly connected, disconnect the harness at the feed through harness
connector and check the terminals in the transmission harness connectors.
Ÿ If the connector is connected, clean and not damaged, check the solenoid circuit in
the transmission for opens. Refer to the system schematic and/or chart to identify
wires in the internal harness which are connected. If the open circuit is found, drain
the fluid, remove the control module, and isolate the open. The fault will be in the
feed through harness or the solenoid itself.

B40C/B35C
CODE 45 XX - OPEN CONDITION IN SOLENOID CIRCUIT

Ÿ If the open is not found at the transmission connector, disconnect the transmission
harness connector at the ECU and inspect ther terminals in the connector and the
ECU for damage or contamination. Clean or replace as necessary. If the terminals
are saticsfactory, check the wires of the solenoid circuit in the transmission harness
for continuity. If the open is found none of the wires, isolate and repair it or use a
spare wire in the external harness.
Ÿ If multiple code 45’s occur (45 12, 45 13, 45 14, 45 15, 45 16, 45 22, and 45 24), and
wiring and solenoids check okay, the A-Hi driver is probably failed open.
Ÿ Replace the ECU. If replacing the ECU corrects the problem, reinstall the original
(bad) ECU to confirm that the problem is in the ECU. If the problem recurs, reinstall
the new ECU to complete the repair.
Ÿ If code 45 21 occurs repeatedly and the F solenoid and wiring checks okay, the F-Hi
or F-Lo driver may be failed open. Follow Step three on this page.
Ÿ If codes 45 23 and 45 26 occur repeatedly and solenoids and wiring check okay, the
H and N-Hi driver may be failed open. Follow Step three on this page.
Ÿ If the open is not found in either the transmission or the harness or the ECU drivers,
the condition must be intermittent.
Ÿ Drain the fluid, remove the control module, and closely inspect the solenoid and
internal harness for damage. Repair or replace as necessary .
Ÿ If the conditions recurs, use spare wire(s) for the solenoid circuit indicated by the
diagnostic code.
replacement ECU.

B40C/B35C
CODE 46 XX - OVERCURRENT TO SOLENOIDS
Main code 46 indicates that an over current condition exists in one of the switches
sending power to the transmission control solenoids.

46 21 Overcurrent, F-High solenoid circuit
46 26 Overcurrent, N and H-High solenoid circuit
46 27 Overcurrent, A-High solenoid circuit
Troubleshooting:
Ÿ Probable cause in a wiring problem. A solenoid wire is probably shorted to ground

which would cause an over current condition.
Ÿ Follow the troubleshooting steps for code 44 XX.

B40C/B35C
CODE 51 XX - OFFGOING RATIO TEST DURING SHIFT (TIE-UP TEST)
Main code 51 indicates a failed off going ratio test. An off going ratio test occurs during a
shift and uses turbine and output speed sensor readings to calculate the ratio between
them. The calculated speed sensor ratio is then compared to the programmed speed
sensor ratio of the commanded range. After a shift is commanded, the ECU, after a
period of time, expects the old ratio to be gone. If the ratio does not change properly, the
ECU assumes the off going clutch did not release. The shift is retried if conditions still
exist to schedule the shift. If the second shift is not successfully completed, code 51 XX
is set and the ECU returns the transmission to the previous range. The operator of the
vehicle will feel the return to the previous range. Additional codes could be logged for
other shifts where “X” indicates the range from and “Y” indicates the range to.
NOTE: This test is not performed below a calibrated transmission output

speed of 200 rpm.

51 1 Low-1 upshift
51 10 1-Low downshift
51 12 1-2 upshift
51 21 2-1 downshift
51 23 2-3 upshift
51 24 2-4 upshift
51 35 3-5 upshift
51 42 4-2 downshift
51 43 4-3 downshift
51 45 4-5 upshift
51 46 4-6 upshift
51 53 5-3 downshift
51 64 6-4 downshift
51 65 6-5 downshift
51 XY X-Y upshift or downshift

B40C/B35C

ground connections may cause this and other codes.
Troubleshooting:
Ÿ Incorrect fluid level can cause 51 series codes. Allow the vehicle to idle for 3-4
minutes and check the transmission fluid level. If the level is not correct, add or drain
fluid to correct level.
Ÿ If the fluid level is correct, connect a pressure gauge into the pressure tap for the off
going clutch indicated by the code. Make the shift indicated by the code or use the
Pro-Link® diagnostic tool clutch test mode to put the transmission in the off going and
oncoming ranges .
Ÿ If the off going clutch stays pressurised, drain the fluid, remove the control module,
disassemble the control module and clean it, inspecting for damaged valve body
gaskets and stuck or sticky valves. Inspect the transmission forsigns of clutch
damage indicating the need to remove and overhaul the transmission (refer to the
transmission .
Ÿ If the clutch is not applied hydraulically, check turbine and output speed sensor wiring
for opens, shorts, and shorts-to-ground (see code 22 XX, Seed Sensor/Circuitry).
Also, check the resistance of the speed sensor (300 ± 30 ohms), refer to code 22 XX,
temperature variation chart). If problems are found, repair or replace the speed
sensors. The consistency of the speed sensor signals can also be checked by
watching the speed sensor signal on the diagnostic tool while driving the vehicle. If a
speed sensor signal is very erratic, replace the sensor. Before replacing a speed
sensor, check the sensor for proper installation, damage, or contamination.
Ÿ If the problem has not been isolated, replace the solenoid for the off going clutch

B40C/B35C
Ÿ If after replacing the solenoid the problem persists, install another ECU. If this
corrects the problem, temporarily reinstall the old ECU to verify the repair.
Ÿ If this does not correct the problem, reinstall the original ECU and check for
mechanical problems. The clutch may be mechanically held (coned, burned and
welded, etc.). It may be necessary to remove the transmission and repair or rebuild
as required .
NOTE: Any speed sensor readings on turbine or output speed sensors
when the transmission is in gear and the vehicle is stopped (zero
turbine and zero output speed) indicates noise causing a false
sensor reading. Be sure the speed sensor circuits are properly
connected with good clean connections. Be sure the circuit is a
twisted-pair and that the chassis ground is properly connected.

B40C/B35C
CODE 52 XX - OFFGOING C3 PRESSURE SWITCH TEST DURING SHIFT
Main code 52 indicates a failed C3 pressure switch test. When a shift is commanded and
C3 is the off going clutch, the ECU expects the C3 pressure switch to open within a
period of time after the shift is commanded. If the ECU does not see the switch open, it
assumes C3 has not released. If conditions for a shift exist, the shift is retried. If the C3
pressure switch still remains closed, the code is logged and the DO NOT SHIFT
response is commanded. If the code is set during a direction change, neural with no
clutches is commanded, otherwise the transmission is commanded to the previous
range. Additional codes could be logged for other shifts where “X” indicates the range
from and “Y” indicates the range to.
NOTE: C3 tests are turned off below a calibrated temperature of - 32º C

(-25º F).

52 1
52 8 L-N1 shift
52 32 3-2 downshift
52 34 3-4 upshift
52 54 5-4 downshift
52 56 5-6 upshift
52 71 R-1 shift
52 72 R-2 shift
52 78 R-N1 shift
52 79 R-2 shift (R to NNC to 2)
52 99 N3-N2 shift
52 XY L-1 upshift
Troubleshooting:
Ÿ Use the Pro-Link® diagnostic tool to check the state of the C3 pressure switch.
Ÿ Check the C3 pressure switch wiring for a short-to-power or a switch stuck closed
(refer to code 32 XX). If a short is found, isolate and repair; or replace the switch if it
is stuck closed.

B40C/B35C
CODE 52 XX - OFFGOING C3 PRESSURE SWITCH TEST DURING SHIFT
Ÿ If a fault is not found with the C3 pressure switch or circuitry, connect a pressure
gauge to the C3 pressure tap.
Ÿ Drive the vehicle to make the shift indicated by the code or use the DDR clutch test
mode. Compare actual C3 pressure value with the table of specifications .
Ÿ If C3 is being held on hydraulically (C3 remains pressurised), drain the fluid, remove
the control module, disassemble and clean the control module, checking for damaged
valve body gaskets or stuck and sticky valves .
Ÿ If the problem recurs, use spare wire(s) for the C3 pressure switch in the external
harness.
Ÿ If the problem again recurs, replace the C solenoid .
replacement ECU.

B40C/B35C
CODE 53 XX - OFFGOING SPEED TEST (DURING SHIFT)
Main code 53 indicates a failed off going speed test. The speed test during a shift is
designed to ensure neutral is attained during shifts to neutral. This test compares engine
speed to turbine speed. If neutral is selected and turbine speed is found to be much
lower than engine speed, the ECU sees this as neutral not being attained. The
transmission is commanded to Neutral with No Clutches and code 53 XX is set.
Additional codes could be logged for other shifts where “X” indicates the range from and
“Y” indicates the range to.
NOTE: This test is not performed if neutral output is below 200 rpm or
when temperatures are below a calibrated 0º C (32º F).

53 8 L-N1 shift
53 18 1-N1 shift
53 28 2-N1 shift
53 29 2-N2 shift
53 38 3-N1 shift
53 39 3-N3 shift
53 48 4-N1 shift
53 49 4-N3 shift
53 58 5-N1 shift
53 59 5-N3 shift
53 68 6-N1 shift
53 69 6-N4 shift
53 78 R-N1 shift
53 99 N3-N2 or N2-N3 shift
53 XY X-Y shift
Troubleshooting:
Ÿ Be sure the transmission is warm and the fluid level is correct. Correct transmission
fluid level as necessary.
Ÿ Using the DDR, check the engine and turbine speed sensor signals under steady
conditions. If a tachometer is available, compare the tachometer reading with the
engine rpm reading on the diagnostic tool. Check signals in neutral, at idle, high idle
and maximum no load rpm. If a signal is erratic, check sensor wiring for opens,
shorts, and shorts-to-ground (refer to code 22 XX). Check all connections for dirt and
corrosion. If wiring problems are found repair or replace as necessary.

B40C/B35C
CODE 53 XX - OFFGOING SPEED TEST (DURING SHIFT)

Ÿ If fluid and wiring are satisfactory, install a pressure gauge in the pressure tap for the
off going clutch. Make the shift indicated by the code using the clutch test mode of
the Pro-Link® diagnostic tool. If the pressure gauge shows clutch pressure (above 55
kPa or 8 psi) remains in the off going clutch, drain the fluid and remove the control
module. Disassemble and clean the control module and check for damaged valve
body gaskets and stuck or sticky valves, particularly latch valves and solenoid
second-stage valve.
Ÿ If excessive clutch pressure is not remaining in the off going clutch, replace the
engine speed sensor and the turbine speed sensor .
Ÿ If the control module is removed to replace the turbine seed sensor (MD, B 300, B
400), clean the control module and inspect for stuck or sticky valves (particularly the
latch valves and solenoid G second stage valve). Check the rotating clutch drum to
which the turbine speed sensor is directed for damage, contamination, or signs of
contact between the drum and the sensor.
Ÿ If the problem recurs, replace the solenoid(s) for the off going clutch(es) .
Ÿ If the problem again recurs, the off going clutch must be held on mechanically (coned,
burned, etc.). Remove the transmission and repair or rebuild as necessary .
replacement ECU.

B40C/B35C
CODE 54 XX - ONCOMING SPEED TEST (AFTER SHIFT)
Main code 54 indicates a failed oncoming ratio test. The ratio test after a shift is failed
when the ECU has commanded the end of a shift and has not seen the transmission shift
into the target range (comparing turbine and output speeds). Erratic reading from speed
sensors are a likely cause of an oncoming ratio test failure. If conditions for a shift still
exist, the shift will be retried one more time. If the ratio test is still not met, a code is
logged and the DO NOT SHIFT response is commanded. If the code is set during a
direction change, Neutral with No Clutches is commanded, otherwise the transmission is
commanded to the previous range. Code 54 12 can also be caused by the ECU being
calibrated for a close ratio transmission and installed with a wide ratio
transmission, or vice versa. Additional codes could be logged for other shifts where
“X” indicates the range from and “Y” indicates the range to.

B40C/B35C

NOTE: This test is not performed below a calibrated transmission output
speed of 200 rpm.
Code
54 1 L-1 upshift
54 7 L-R shift
54 10 1-L downshift
54 12 1-2 upshift - incorrect calibration, wide ratio vs. close ratio
54 17 1-R shift
54 21 2-1 downshift
54 23 2-3 upshift
54 24 2-4 upshift
54 27 2-R shift
54 32 3-2 downshift
54 34 3-4 upshift
54 35 3-5 downshift
54 42 4-2 downshift
54 43 4-3 downshift
54 45 4-5 upshift
54 46 4-6 downshift
54 53 5-3 downshift
54 54 5-4 downshift
54 56 5-6 upshift
54 64 6-4 downshift
54 65 6-5 downshift
54 70 R-L shift
54 71 R-1 shift
54 72 R-2 shift
54 80 N1-L shift
54 81 N1-1 shift
54 82 N1-2 shift
54 83 N1-3 shift
54 85 N1-5 shift
54 86 N1-6 shift
54 92 N2-2 shift
54 93 N3-3 shift
54 95 N3-5 shift
54 96 N4-6 shift
54 XY X to Y shift

B40C/B35C
Troubleshooting:
Ÿ After the transmission is at operating temperature, allow the vehicle to idle on level
ground for 3-4 minutes. Check transmission fluid level. If improper fluid level is
found, correct as necessary. Improper fluid level could be the cause of the code (not
enough or too much fluid may produce inadequate clutch pressure).
Ÿ Connect a pressure gauge and check main pressure. If pressure is not adequate, the
pump is possibly worn.
Ÿ If the fluid level is correct, check the turbine and output speed sensors for accurate,
steady signals using the diagnostic tool (check with vehicle stopped and in range to
confirm a zero speed reading from the turbine and output speed sensors). Check the
wiring for opens and shorts (refer to code 22 XX) and the sensor coils for proper
resistance. If problems are found, repair or replace as necessary.
Ÿ If sensor and wiring resistance are acceptable, connect a pressure gauge (s) to the
pressure tap for the oncoming clutches indicated by the code . Make the shift
indicated by the code by operating the vehicle or by using the diagnostic tool’s clutch
test mode.
Ÿ If the clutch pressure does not show on the gauge(s), the control module is probably
not commanding the clutch on. Drain the fluid and remove the control module.
Disassemble and clean the control module, inspect for stuck or sticking valves.
Ÿ Internal leakage is indicated by the clutch pressure gauge showing that pressure is
being sent to the clutch but the clutch fails to hold. The fault may be: missing or
damaged face seals, burnt clutch, leaking piston sealrigs, or damaged control module
gaskets. Drain the fluid, remove the control module and inspect the face seals and
control module gaskets. If the seals and gaskets are satisfactory, replace the
solenoid (s) indicated by the code. If replacing the solenoid does not eliminate the
code, remove the transmission and repair as necessary.
If clutch pressures are correct and the clutch appears to be holding, replace the
output and turbine speed sensors.

B40C/B35C
Ÿ If the problem recurs, use the diagnostic tool to check the speed sensor signals for
erratic readings. Possible causes of erratic speed readings are: loose sensors,
intermittent contact in the wiring, vehicle-induced vibrations, or speed sensor wiring
that is not a properly twisted-pair. If necessary, use a twisted-pair for a new speed
sensor circuit - Service Harness Twisted Shielded Pair.
replacement ECU.

B40C/B35C
CODE 55 XX - ONCOMING C3 PRESSURE SWITCH (AFTER SHIFT)
Main code 55 indicates the C3 clutch is the oncoming clutch in a shift and the C3
pressure switch did not close at the end of the shift. When this code is set, the DO NOT
SHIFT response and Neutral with No Clutches is commanded. On the N1 to R shift the
transmission is commanded to the previous range. Additional codes could be logged for
other shifts where “X” indicates the range from and “Y” indicates the range to.

55 7 Oncoming C3PS (after shift), L-R shift
55 17 Oncoming C3PS (after shift), 1-R shift
55 27 Oncoming C3PS (after shift), 2-R shift
55 87 Oncoming C3PS (after shift), N1-R shift
55 97 Oncoming C3PS (after shift), N1-L to R shift
55 XY Oncoming C3PS (after shift), X to Y shift
Troubleshooting:
Ÿ After the transmission is at operating temperature, allow vehicle engine to idle on

level ground for 3-4 minutes. Check transmission fluid level. If improper fluid level is
found, correct as necessary. Improper fluid level could be the cause of the code (note
enough or too much fluid may produce inadequate clutch pressure.
Ÿ Connect a pressure gauge and check main pressure. If pressure is not adequate, the
pump is possibly worn.
Ÿ If fluid and main pressure are adequate, connect a pressure gauge to the C3 pressure
tap on the transmission and make the shift indicated by the code by operating the
vehicle or by using the Pro-Link® diagnostic tool’s clutch test mode.
Ÿ If, when making the shift and producing the code, the C3 clutch does not show any
pressure, drain the fluid and remove the control module. Disassemble, clean, and
inspect the control module for stuck or sticky valves (particularly the “C” solenoid
second stage valve). If no obvious problems are found, replace the “C” solenoid and
reassemble .

B40C/B35C
CODE 55 XX - ONCOMING C3 PRESSURE SWITCH (AFTER SHIFT)
Ÿ If, when making the shift and producing the code, the C3 clutch does not show any
pressure, drain the fluid and remove the control module. Disassemble, clean, and
inspect the control module for stuck or sticky valves (particularly the “C” solenoid
second stage valve). If no obvious problems are found, replace the “C” solenoid and
reassemble .
Ÿ If the gauge shows pressure being sent to the clutch but the clutch is not building
adequate apply pressure, the clutch is probably worn, has leading piston or face
seals, or the control module gaskets are damaged. Drain the fluid, remove the control
module and inspect the face seals and valve body gaskets. If the face seals or
control module gaskets are not damaged, remove and repair the transmission .
Ÿ If the gauge shows adequate clutch apply pressure, the problem is with the C3
pressure switch or its wires. Check the C3 pressure switch wires in the transmission
harness for opens, shorts, or shorts-to-ground (see code 32 XX). If found, isolate and
repair the C3 pressure switch circuit. .
Ÿ If the problem is not in the transmission harness, drain the fluid and remove the
control module. Check the feed through harness assembly for opens. If wiring
problems are found, repair as necessary. If no wiring problems are found, replace the
C3 pressure switch. Refer to the transmission Service Manual for proper procedure.
replacement ECU.

B40C/B35C
CODE 56 XX - RANGE VERIFICATION RATIO TEST (BETWEEN SHIFTS)
Main code 56 indicates a failed range verification speed sensor ratio test. the ratio test
occurs after a shift and determines if a clutch has lost torque carrying capability. If output
speed is above programmed output speed for a range but the correct speed sensor ratio
is not present, the DO NOT SHIFT response is commanded and a range which can carry
the torque without damage is commanded or attempted. Turbine and output speed
sensor readings are used to calculate the actual ratio that is commanded ratio. Main
code 56 can also be caused by the ECU being calibrated for a close ratio transmission
and installed with a wide ratio transmission, or vice versa.

Code
56 0 Range verifiaction ratio test (between shifts) L
56 11 Range verification ratio test (between shifts) 1
56 77 Range verification ratio test (between shifts) R
Troubleshooting:
Ÿ After the transmission is at operating temperature, allow vehicle to idle on level
ground for 3-4 minutes. Check the transmission fluid level. If improper fluid level
could be the cause of the code. Not enough or too much fluid may produce
inadequate clutch pressure.
Ÿ Connect a pressure gauge and check main pressure. If the pressure is not adequate,
the pump is probably worn.
Ÿ If main pressure is adequate, check clutch pressure for the range indicated is with in
spec. The transmission range indicated by the trouble code can be found by using
the diagnostic tool’s clutch test mode and check clutch pressure.

B40C/B35C
CODE 56 XX - RANGE VERIFICATION RATIO TEST (BETWEEN SHIFTS)
Ÿ If a clutch is leaking pressure, drain the fluid, remove the control module and check
for damaged control module gaskets and stuck or sticking valves. Also look for
damaged or missing face seals. If no problems are found, replace the solenoids for
the clutches used in the range indicated by the code.
Ÿ If replacing solenoids does not correct the pressure problem, a worn clutch or worn
piston seals are probably the source of the pressure leak. Remove the transmission
and repair or replace as necessary .
Ÿ This code requires accurate output and turbine speed readings. If there were no
transmission problems detected, use the diagnostic tool and check the speed sensor
signals for noise (erratic signals) from low speed to high speed in the range indicated
by the code.
Ÿ If a noisy sensor is found, check the resistance of the sensor (300 ± 30 ohms), refer
to the code 22 XX temperature variation chart) and its wiring for opens, shorts, and
shorts-to-ground (refer to code 22 XX). Carefully check the terminals in the
connectors for corrosion, contamination, or damage. Ensure the wiring to the sensors
is a properly twisted wire pair. Replace a speed sensor if its resistance is incorrect.
Isolate and repair any wiring problems. (Use a twisted-pair if a new speed sensor
circuit is needed - Service Harness Twisted Shielded Pair .
Ÿ If no apparent cause for the code can be found, replace the turbine and output speed
sensors .
replacement ECU.

B40C/B35C
CODE 57 XX - RANGE VERIFICATION C3 PRESSURE TEST BETWEEN SHIFTS)
Main code 57 indicates failure of the range verification C3 pressure switch test. This
determines if the C3 pressure switch is closed when it should be open. The test occurs
when a range is commanded that does not use the C3 clutch (neutral, 1, 2, 4, and 6).
The code is set if the C3 pressure switch is closed when it should be open. If C3 clutch
comes on when not needed, three clutches are applied and a transmission tie-up occurs.
The ECU will command a range which does use the C3 and activate the DO NOT SHIFT
response.
Main Subcode Meaning Replace

Code Solenoid
57 11 Range verification C3 pressure switch while in 1st B
57 22 Range verification C3 pressure switch while in 2nd C
57 44 Range verification C3 pressure switch while in 4th C
57 66 Range verification C3 pressure switch while in 6th A
57 88 Range verification C3 pressure switch while in N1 C
57 99 Range verification C3 pressure switch while in N2 or N4 C
Troubleshooting:
Ÿ Disconnect the harness from the transmission. Check the C3 pressure switch circuit
at the feed through harness connector for continuity (refer to code 32 XX).
Ÿ Continuity at the feed through harness connector indicates the C3 pressure switch is
closed or the C3 circuit is shorted together. Drain the fluid, remove the control
module (refer to the transmission Service Manual), and isolate the short. The fault is
either a shorted feed through harness or stuck C3 pressure switch. Repair or replace
as necessary.
Ÿ If there is no continuity at the transmission, disconnect the transmission harness
connector from the ECU and check the C3 pressure switch wires in the transmission
harness for shorts. Use the system wiring diagram to identify wires which are
connected. If a shorted C3 pressure switch circuit in the external harness is found,
isolate and repair.

B40C/B35C
CODE 57 XX - RANGE VERIFICATION C3 PRESSURE TEST BETWEEN SHIFTS)
Ÿ If the C3 pressure switch or circuit is not shorted either in the transmission or the
external harness, connect a pressure gauge in the C3 pressure tap (refer to Appendix
B for pressure tap location). Drive the vehicle in the range indicated by the code or
use the diagnostic tool’s clutch test mode to attain that range.
Ÿ If the gauge shows C3 pressure is present in the range indicated by the code, drain
the fluid and remove the control module (refer to the transmission Service Manual).
Check for damaged valve body gaskets or stuck or sticking valves. Repair or replace
as necessary. If no obvious defects are found, replace the listed solenoid.
Ÿ If the gauge show C3 pressure is not present in the range indicated by the code, drain
the fluid and remove the control module (refer to the transmission Service Manual).
Replace the C3 pressure switch.
which may cause an intermittent condition.

B40C/B35C
CODE 61 XX - RETARDER OIL TEMPERATURE HOT
Main code 61 indicates the ECU has detected a hot fluid condition in the output retarder.
Possible causes (but not all causes) for hot fluid are:
Ÿ Prolonged retarder use.
Ÿ Low fluid level.
Ÿ High fluid level.
Ÿ A retarder apply system that allows the throttle and retarder to be applied
simultaneously.
Ÿ Cooler inadequately sized for retarder.
If the validity of the hot fluid diagnosis is in question, temperature can be checked by
using a temperature gauge at the retarder-out port or by reading temperature with the
Pro-Link® diagnostic tool. Another method of checking retarder temperature is to
remove the “T” connector at the ECU and measure resistance (ohms) between terminals
T28 and T25. Compare the resistance value in below if the result is within the expected
operating range.
Transmission Retarder Operation as a Function of Temperature
Description Version 8*
MD and HD Retarder, Light On 330º F
MD and HD Retarder, Light Off 318º F
MD and HD Retarder, Set Hot Code (61 00) 335 º F
MD and HD Retarder, Clear Code 323 º F
MD and HD Retarder, Capacity Reduction 300-330 º F
MD and HD Retarder, Reducted Capacity (retarder light begins flashing) 295 º F
MD and HD Retarder, Reduced Capacity (retarder light stops flashing) 290 º F
MD and HD Retarder, Auto Pre select On (after 12 seconds of retarder apply at 289 º F
retarder temperature shown - range to be pre selected is a customer calibratable
value)
MD and HD Retarder, Auto Pre select Off 289 ºF
MD and HD Retarder, Auto Pre select On (after 12 seconds of retarder apply at 180-220 º F
retarder temperature shown (actual value is a customer calibratable value which
must be approved by the Allison calibration committee)
MD and HD Retarder, Auto Pre select Off
MD and HD Retarder, Flashing Retarder Temperature Light Begins (shows that 284 º F
pre select downshifts are invoked)
MD and HD Retarder, Flashing Retarder Temperature Light Stops (closed throttle 279 º F
downshifts not pre selected)
* Calibration values are subject to change

B40C/B35C
CODE 61 XX - RETARDER OIL TEMPERATURE HOT
2900
2700
2500
2300
2100
1900
1700
1500
1300
1100
900
700
500
-60 -20 0 20 40 60 80 100 120 140 160 180

-40
The retarder temperature sensor is located externally on the HD retarder housing and
under the plate on the MD retarder housing. When retarder temperature reaches a
preset level, a retarder hot temperature light is illuminated.

B40C/B35C
CODE 62 XX - RETARDER TEMPERATURE SENSOR
Main code 62 indicates the retarder temperature sensor or engine coolant sensor or
circuitry is providing a signal outside the usable range of the ECU. Main code 62 can be
the result of a hardware failure or an actual extremely high or low temperature condition.

62 12 Retarder temperature sensor failed low (-45º C; 49 º F)
62 23 Retarder temperature sensor failed high (178º C; 352 º F)
62 32 Engine coolant sensor failed low
62 33 Engine coolant sensor failed high
Troubleshooting:
NOTE: A combination of codes 62 23, 33 23, and 21 23 indicates a

problem with one of the branches of the common ground wire
(wire 135) between the throttle and temperature sensors.
NOTE: Code 62 12 can be caused when the +5V power line (wire 124) is
shorted to ground or open. Wire 124 also provides power for the
OLS, TPS, RMR, sump temperature sensor, and shift selectors.
Ÿ Check the retarder temperature or engine coolant temperature with a DDR. If a DDR
is not available, use the shift selector display to determine if the code is active (cycle
the ignition on and off at least once since the code was logged to clear the code’s
active indicator). If a condition that is unreasonable for the current conditions exists,
go to Step (3).
Ÿ If Step (1) reveals that the extreme temperature indication is no longer present, the
temperature limit could have been reached due to operational or ambient temperature
extremes. Proceed cautiously as it is unlikely there is a sensor hardware fault.
Ÿ Remove the connector at the ECU. Measure resistance between harness terminals
T25 and T28 or between harness terminals V9 and V24. Compare resistance value
to resistance chart to see if reading is within expected operating range.

B40C/B35C
CODE 62 XX - RETARDER TEMPERATURE SENSOR
Ÿ Disconnect the sensor connector and remove the connector at the ECU. Check the
sensor and the ECU terminals for dirt, corrosion, and damage. Clean or replace as
necessary.
Ÿ Check the temperature sensor circuit for opens (code 62 23 or 62 33), shorts between
wires, and short-to-ground (code 62 12 or 62 32). If a wiring problem is found, isolate
and repair.
Ÿ If no wiring problem is found, replace the retarder or engine coolant temperature
sensor.
Ÿ If the problem recurs, run spare wires for the retarder or engine coolant temperature
circuit.
Ÿ If the condition continues to recur, replace the ECU. If replacing the ECU corrects the
problem, reinstall the original (bad) ECU to confirm that the problem is in the ECU. If
the original ECU now works, inspect the ECU connectors for any corrosion or damage
replacement ECU.

B40C/B35C
CODE 63 XX - INPUT FUNCTION FAULT
Code 63 00 is set when one of the two inputs for Auxiliary Function Range Inhibit
(Special) is in a different state (on or off) from the other input for longer than two minutes.
When this condition is detected, code 63 00 is set. The transmission will not be inhibited
in shifting from neutral to range.

63 0 Auxiliary Function Range
Inhibit (Special) inputs states
are different
63 26 Kickdown input failed on
63 40 Service brake status failed on
Subcode 26 is set when kickdown switch is detected ON while TPS is less than 90
percent. Kickdown shifts are inhibited when code 63 26 is active and remains active
during the transistion to the throttle end above 90 percent TPS. Kickdown shifts are also
inhibited when code 21 XX or 66 00 is active.
Subcode 40 is set when output accelerations sensed while signal from input switch is
present. When code 63 40 is active, neutral-to-range shifts will no be allowed with
Automatic Neutral for PTO-Special. Also, when a code 63 40 is active, the Service Brake
Status (wire 137) is ignored and the ratarder will not operate.
Ÿ Troubleshooting: Code 63 00
Use the DDR to identify the two input wires programmed with Auxiliary Function
Range Inhibit (Special). Inspect the input wiring, connectors, and switches to
determine why the input states are different. Correct any problems which are found.
replacement ECU.
Ÿ Code 63 26..........Inspect kickdown switch.
Ÿ Code 63 40..........Inspect service brake status switch.

B40C/B35C
CODE 64 XX - RETARDER MODULATION REQUEST DEVICE FAULT
Main code 64 indicates the ECU has detected a voltage signal from the retarder
modulation request sensor (consisting of a module and a retarder control device) in either
the high or low error zone. These codes can be caused by faulty wiring, faulty
connections to the resistance module or retarder control device, a faulty resistance
module, a faulty retarder control device, or a faulty ECU. Power wire 124 and ground
wire 135 for the retarder modulation request sensor are a common power and ground
with the TPS and OLS devices. A short-to-ground on the common power wire causes a
“sensor failed low” code for the other devices (codes 21 12 and 14 12). An open or a
short-to-ground on retarder modulation request sensor signal wire 164 12 only.
A TPS failure changes the status of the output retarder. The retarder is enabled by the
Service Brake Status (wire 137) when a TPS code is active (21 XX). If code 63 40 is also
active, the Service Brake Status (wire 137) is ignored and the retader will not work.
Retarder response problems may not cause retarder modulation request sensor
diagnostic codes. If response question occur, test the retarder control devices for proper
voltage signals at each of the percentage of retarder application settings. Table 6-8
contains the voltage measurements for each device's application percentage and
resistance's measured across terminals A and C of the retarder request sensor. Use
test wiring harness J 41339 when conducting voltage tests.

64 12 Retarder Modulation Request sensor
failed Low (14 counts and below)
64 23 Retarder Modulation Request sensor
failed High (232 counts and above)

B40C/B35C

ground connections can cause this and other electronic control
codes.
Troubleshooting:
NOTE: Code 64 12 can be caused when the +5V power line (wire 124) is
shorted to ground or open. Wire 124 also provides power for the
OLS, TPS, sump temperature sensor, retarder temperature
sensor, and shift selectors.
Ÿ Plug in the DDR and set to read retarder counts and percent (0 percent will be
between 15 and 60 counts and 100 percent will be between 150 and 233 counts). A
retarder request sensor failed high code can be caused by a short-to-battery of either
signal wire 164 or power wire 124 or an open on ground wire 135. An open in the
portion of the ground circuit common to the TPS and OLS devices will also result in a
code 21 23 and a high fluid level reading. A retarder request sensor failed low code
can be caused by an open or short-to-ground on either signal wire 164 or power wire
124.
Ÿ Isolate and repair any wiring problems found. See Appendix E for connector service
information.
Ÿ If no wiring or connector problems are found, check the retarder request sensor
voltages for each position on each of the retarder request sensors used on the
vehicle. If two resistance modules are used, disconnect one of them when measuring
voltage signals from the other. If problems are found, replace the resistance modules
or retarder control devices.
Ÿ If the problem persists, replace the ECU. If replacing the ECU corrects the problem,
replacement ECU.

B40C/B35C
RMR Device Resistance Checks
Resistance Check in Wiring to Control

Resistance Module* Voltage Signal** Device
Description Terminals Resistance +- 5% % Retarder Voltage +- 0.2v Device Terminal
Application
Auto Full On A to C 12 K 100 3.6 No connections
Pressure Switch
Full On A to C 32 K 0 1.1 A
High 100 3.6 B
3-Step E-10R A to C 32 K 0 1.1 A
Bendix
Pedal 32 1.9 B
58 2.8 C
100 3.6 D
6-Step Hand A to C 32 K
Lever-
Off 0 1.1 +
Position 1 14 1.5 1
Position 2 28 1.9 2
Position 3 45 2.3 3
Position 4 65 2.8 4
Position 5 82 3.2 5
Position 6 100 3.6 6
Auto ½ On A to C 12 K 50 2.4 No connections
3 Pressure A to C 32 K 0 1.1
Switches -
Low 32 1.9 A
B
Medium 68 2.8 A
B
High 100 3.6 A
B
Auto 1/3 On A to C 21.4 K
2 Pressure
Switches
Auto 32 1.9 A
Medium 68 2.8 B
High 100 3.6 A
B
Dedicated Pedal No Checks Interface not 0 0.7 - 1.2 A
a resistance
module
100 3.4 - 3.5 B
C
* Resistance module must be disconnected from the wiring harness and retarder control device
** These voltages must be measured between terminals A and B

B40C/B35C
CODE 66 XX - SCI (SERIAL COMMUNICATION INTERFACE) FAULT
The datalink for throttle sensor or engine coolant temperature must have been
recognised by auto detect or manually selected using the Pro-Link® (see WTEC III Pro-
Link® Manual) before these codes can be logged.
Main code 66 indicates the ECU is expecting to get its throttle position signal or engine
coolant signal across a serial communication interface from a computer-controlled
engine. Either the engine computer is not sending the throttle or engine coolant
information or the wiring between the engine and transmission computers has failed.

66 0 SCI (Serial Communication Interface) fault
66 11 SCI Engine coolant source fault
Active Indicator Clearing Procedure:
Ÿ Power down
Ÿ Manual - excepts subcodes 33, 35, 36, 41, 42 and 43
Ÿ Self-clearing - subcode 42 and subcodes 33, 35, 36 and 41; after an ECU
reset
NOTE: Subcode 34 cannot be cleared.
Troubleshooting:
Ÿ For subcodes 27, 28 and 29 check for shorts to battery before replacing the ECU.
Follow the troubleshooting steps for code 42 XX for checking shorts to battery. If no
shorts are found, replace the ECU. If replacing the ECU corrects the problem,
problem recurs, reinstall the new ECU to complete the repair.
Ÿ For all other subcodes, replace the ECU.

B40C/B35C
ECU CONNECTOR “S” (BLACK)
COLOR CODE BLACK
16 1
32 17
Terminal Color Wire No. Description Termination Point (s)

No.
1 White 142-S1 Serial Communication Interface, DDRP-J, DDRD-A,OBDII-7
High
2 Tan 159-S2 Diagnostic Communication Link VIWS-A
(IS09141)
3 Pink 124-S3 Sensor Power RMR-C, PSS-N, SSS-N
4 Yellow 146-S4 Ignition Sense VIWS-E, DDRP-H, DDRD-
C,OBII-16
0 Orange 170-S5 Primary Shift Selector, Data Bit 1 PSS-A
6 Green 171-S6 Primary Shift Selector, Data Bit 2 PSS-B
7 Blue 172-S7 Primary Shift Selector, Data Bit 4 PSS-C
8 Yellow 173-S8 Primary Shift Selector, Data Bit 8 PSS-D
9 Tan 174-S9 Primary Shift Selector, Parity PSS-E
10 Green 175-S10 shift Selector Mode Input PSS-M, SSS-M
11 Yellow 119-S11 General Purpose Input 4 VIWS-M
12 Green 182-S12 CAN Controller Shield (J1939) J1939C
13 Pink 183-S13 CAN Controller, High (J1939) J1939A
14 Blue 180-S14 Shift Selector Display PSS-S, SSS-S
15 Orange 176-S15 General Purpose Output 6 PSS-L, SSS-L, VIWS-L
16 Pink 136-S16 Battery Power PSS-R, SSS-R
17 Blue 151-S17 Serial Communication Interface, DDRP-K, DDRD-B, OBDII-15
Low
18 Tan 166-S18 General Purpose Output 7 VIWS-N
19 Green 135-S19 Analog Ground RMR-A
20 Yellow 164-S20 Retarder Modulation Request RMR-B
21 Orange 190-S21 Secondary Shift Selector, Data Bit SSS-A
1
22 Green 191-S22 Secondary Shift Selector, Data Bit SSS-B
2
23 Blue 192-S23 Secondary Shift Selector, Data Bit SSS-C
4
24 Yellow 193-S24 Secondary Shift Selector, Data 8 SSS-D
25 Tan 194-S25 Secondary Shift Selector, Parity SSS-E
26 Blue 169-S26 General Purpose Input 12 VIWS-S
27 Blue 163-S27 General Purpose Input 6 VIWS-R
28 Yellow 126-S28 General Purpose Input 9 VIWS-C
29 Grey 184-S29 CAN Controller, Low (J1939) J1939-B
30 Tan 157-S30 Vehicle Speed VIWS-D
31 Green 115-S31 Check Transmission VIWS-B
32 Grey 143-S32 Battery Ground PSS-P, SSS-P, VIWS-P, DDRP-
A, DDRD, OBDII-5

B40C/B35C
ECU CONNECTOR “T” (BLUE)

COLOR CODE BLUE
16 1
32 17
Terminal Color Wire No. Description Termination Point(s)

No.
1 Orange 102-T1 Solenoid Power, Solenoids A, D, and TRANS-A
J (MD 3070 only)
2 Tan 121-T2 Solenoid Power, Solenoids B and E TRANS-H
3 Green 107-T3 Solenoid Power, Solenoid F TRANS-E
4 White 120-T4 A Solenoid, Low TRANS-G
5 Green 103-T5 C Solenoid, Low TRANS-B
6 Tan 129-T6 E Solenoid, Low TRANS-K
7 White 104-T7 G Solenoid, Low TRANS-C
8 Blue 111-T8 J Solenoid, Low TRANS-E
9 Pink 124-T9 Sensor Power TRANS-D, TPS-C, RMR-C
10 Blue 156-T10 Throttle Position Sensor TPS-B
11 Yellow 164-T11 Retarder Modulation Request RMR-B
12 White 162-T12 C3 Pressure Switch Input TRANS-X
13 Yellow 195-T13 Transmission Identification TRANS-W
14 Tan 141-T14 Engine Speed Sensor, High NE-A
15 Orange 149-T15 Turbine Speed Sensor, High NT-A (HD), TRANS-V (MD)
16 Yellow 139-T16 Output Speed Sensor, High NO-A, TCASE-C (MD
3070),RMOD-C (MDR)
17 Yellow 130-T17 Solenoid Power, Solenoids C and G TRANS-L
18
19 Yellow 116-T19 Solenoid Power, Solenoids H and N HSOL-B, NSOL-B, TRANS-g,

TCASE-B (MD 3070), RMOD-
B (MDR)
20 Orange 128-T20 B Solenoid, Low TRANS-J
21 Blue 131-T21 D Solenoid, Low TRANS-M
22 White 110-T22 F Solenoid, Low TRANS-F
23 White 127-T23 H Solenoid, Low HSOL-A (HD), RMOD-A
(MDR), TCASE-A (MD 3070)
24 Blue 101-T24 N Solenoid, Low NSOL-A (HD and MD),
TRANS-F (MD 3070)
25 Green 135-T25 Analog Ground RMR-A, RTEMP-B (HD),
RMOD-F (MD)
26 Blue 165-T26 Oil Level Sensor Input TRANS-Y
27 Tan 147-T27 Sump Temperature Sensor Input TRANS-P
28 Orange 138-T28 Retarder Temperature Sensor Input RTEMP-A (HD), RMOD-E
(MD)
29
30 Orange 150-T30 Engine Speed Sensor, Low NE-B

31 Blue 140-T31 Turbine Speed Sensor, Low NT-B, TRANS-U (MD)
32 Green 148-T32 Output Speed Sensor, Low NO-B, TCASE-D (MD 3070),
RMOD-D (MDR)

B40C/B35C
ECU CONNECTOR “V” (GREY)

COLOR CODE GREY
16 1
32 17

No.
1 Pink 136-V1 Battery Power VIM-E1
2 White 114-V2 General Purpose Output 1 VIM-F3
3 Orange 132-V3 General Purpose Output 2 VIM-B1
4 white 113-V4 Reverse Warning VIM-F2
5 White 167-V5 General Purpose Output 8 VIWV-V
6 Tan 123-V6 Neutral Start VIM-D1
7
8 Pink 124-V8 Sensor Power TPS-C

9 Blue 179-V9 Engine Water Temperature VIWV-M
10 Blue 156-V10 Throttle Position Sensor TPS-B
11 Green 155-V11 General Purpose Input 1 VIWV-A
12 Yellow 153-V12 General Purpose Input 2 VIWV-B
13 Blue 118-V13 General Pupose Input 3 VIWV-C
14 Tan 177-V14 General Purpose Input 10 VIWV-S
15
16 Pink 136-V16 Battery Power VIM-E2

17 Grey 143-V17 Battery Ground VIM-A1
18 White 125-V18 General Purpose Output 4 VIM-C2
19 Green 105-V19 General Purpose Output 5 VIWV-E
20 Tan 157-V20 Vehicle Speed VIM-B2
21
22 Tan 112-V22 General Purpose Output 3 VIM-D2

23
24 Green 135-V24 Analog Ground TPS-A, VIWV-N

25 Grey 144-V25 Chassis Ground RNGTRM
26 Yellow 146-V26 Ignition Sense VIM-F1
27 White 154-V27 General Purpose Input 5 VIWV-D
28 Orange 178-V28 General Purpose Input 11 VIWV-R
29 Orange 137-V29 General Purpose Input 7 VIWV-U
30 Green 117-V30 General Purpose Input 8 VIWV-P
31 Yellow 161-V31 Digital Ground (GPI) VIWV-L
32 Grey 143-V32 Battery Ground VIM-A2

B40C/B35C
Deutsch Bulkhead Connector, ECD

CAVITY A
N
CAVITY B
J P
a
H
g
RECEPTACLE (PINS) PLUG (SOCKETS)
Terminal Color Wire No. Description Termination Points *

No. *
A Orange 102-T1 Solenoid Power, Solenoids ECU-T1, TRANS-A
A, D, and J (MD 3070 only)
B Green 103-T5 C Solenoid, Low ECU-T5, TRANS-B
C White 104-T7 G Solenoid, Low ECU-T7, TRANS-C
D Pink 124-T9 Sensor Power ECU-T9, TRANS-D, TPS-C, RMR-C
E Green 107-T3 Solenoid Power, Solenoid F ECU-T3, TRANS-E
F White 110-T22 F Solenoid, Low ECU-T22, TRANS-F
G White 120-T4 A Solenoid, Low ECU-T4, TRANS-G
H Tan 121-T2 Solenoid Power, Solenoids ECU-T2, TRANS-H
B and E
J Orange 128-T20 B Solenoid, Low ECU-T20, TRANS-J
K Tan 129-T6 E Solenoid, Low ECU-T6, TRANS-K
L Yellow 130-T17 Solenoid Power, Solenoids ECU-T17, TRANS-L
C and G
M Blue 131-T21 D Solenoid, Low ECU-T21, TRANS-M
N Green 135-T25 Analog Ground ECU-T25, TRANS-N, TPS-A, RMR-A,
RTEMP-B (HD), RMOD-F (MD)
P Tan 147-T27 Sump Temperature Sensor ECU-T27, TRANS-P
Input
Q Green 148-T32 Output Speed Sensor, Low ECU-T32, NO-B, TCASE-D (MD
3070), RMOD-D (MDR)
R Yellow 139-T16 Output Speed Sensor, High ECU-T16, NO-A, TCASE-CB (MD
3070), RMOD-C (MDR)
S Orange 150-T30 Engine Speed Sensor, Low ECU-T30, NE-B
T Tan 141-T14 Engine Speed Sensor, High ECU-T14, NE-A
U Blue 140-T31 Turbine Speed Sensor, Low ECU-T31, NT-B (HD), TRANS-U (MD)
V Orange 149-T15 Turbine Speed Sensor, High ECU-T15, NT-A (HD), TRANS-V (MD)
W Yellow 195-T13 Transmission Identification ECU-T13, TRANS-W
X White 162-T12 C3 Pressure Switch Input ECU-T12, TRANS-X
Y Blue 165-T26 Oil Level Sensor Input ECU-T27, TRANS-Y
Z
a Yellow 164-T11 Retarder Modulation ECU-T11, RMR-B

Request
b Blue 156-T10 Throttle Position Sensor ECU-T10, TPS-B
c White 127-T23 H Solenoid, Low ECU-T23, HSOL-A (HD), RMOD-A
(MDR), TCASE-A (MD 3070)
d Orange 138-T28 Retarder Temperature ECU-T28, RTEMP-A (HD), RMOD-E
Sensor Input (MD)
e Blue 11-T8 J Solenoid, Low ECU-T8, TRANS-E

B40C/B35C
Deutsch Bulkhead Connector, ECD Cont.

BULKHEAD CONNECTOR FOR “T” HARNESS (Receptacle With Sockets, Plug With Pins) (cont’d)
Terminal No. * Color Wire No. Description Termination Point*
f Blue 101-T24 N Solenoid, Low ECU-T24, NSOL-A
(HD AND MD),
TRANS-f (MD 3070)
g Yellow 116-T19 Solenoid Power, ECU-T19, HSOL-B,
Solenoids H and N NSOL-B, TRANS-g,
TCASE-B (MD
3070), RMOD-B
(MDR)
REMOTE SHIFT SELECTOR CONNECTOR - PRIMARY SELECTOR

S K
D
W
COLOR CODE
GREEN
T A
L E
RECEPTACLE
NOTE:LETTERS I,O,Q NOT USED
Terminal Color Wire No. Description Termination Points*

No. *
A Orange 170-S5 Primary Shift Selector, Data Bit 1 ECU, S5
B Green 171-S6 Primary Shift Selector, Data Bit 2 ECU, S6
C Blue 172-S7 Primary Shift Selector, Data Bit 4 ECU, S7
D Yellow 173-S8 Primary Shift Selector, Data Bit 8 ECU, S8
E Tan 174-S9 Primary Shift Selector, Parity ECU, S9
F
L Orange 176-S15 General Purpose Output 6 VIWS-L, SSS-L

M Green 175-S10 Shift Selector Mode Output SSS-M
N Pink 124-S3 Sensor Power RMR-C, SSS-N
P Grey 143-S32 Battery Ground VIWS-P, SSS-P, DDRP-A,
DDRD-E, OR OBDII-5
R Pink 136-S16 Battery Power SSS-R
S Blue 180-S14 Shift Selector Display SSS-S
T White 186 Dimmer Input A SSS-T
U Yellow 187 Dimmer Input B SSS-U
V Grey 188 Dimmer Ground SSS-V
W

B40C/B35C
SPEED SENSOR CONNECTOR
A B A B
SPEED SENSOR ACCUMULATOR (N SOLENOID)
Terminal No. Color Wire No. Description Termination Point (s)

A Tan 141-T14 Engine Speed ECU-T14
Sensor Hi
B Orange 150-T30 Engine Speed ECU-T30
Sensor Lo
TURBINE SPEED SENSOR CONNECTOR (HD ONLY)

A Orange 149-T15 Turbine Speed ECU-T15
Sensor Hi
B Blue 140-T31 Turbine Speed ECU-T31
Sensor Lo
OUTPUT SPEED SENSOR CONNECTOR

A Yellow 139-T16 Output Speed ECU-T16
Sensor Hi
B Green 148-T32 Output Speed ECU-T32
Sensor Lo
ACCUMULATOR (N) SOLENOID

A Blue 101-T24 N Solenoid Lo ECU-T24
B Yellow 116-T19 N Solenoid Hi ECU-T19

B40C/B35C
Diagnostic Connector (Packard)
G F
H E
J D
K C
L B
M A

A Grey 143-S32 Battery (-) ECU-S32, VIWS-P,
PSS-P, SSS-P
H Yellow 146-S4 Ignition Signal (+) ECU-S4, VIWS-E
J White 142-S4 Serial ECU-S1, SCI-A
Communicator (+)
K Blue 151-S17 Serial ECU-S17, SCI-B
Communication (-)

B40C/B35C
VIW-V CONNECTOR
S
R K
P
W D
COLOR CODE BLUE COLOR CODE WHITE
HARNESS CONNECTOR
T A
L E
VIW-V VIW-S

No.
A Green 155-V11 General Purpose Input 1 ECU-V11, VIWV-A
B Yellow 153-V12 General Purpose Input 2 ECU-V12, VIWV-B
C Blue 118-V13 General Purpose Input 3 ECU-V13, VIWV-C
D White 154-V27 General Purpose Input 5 ECU-V27, VIWV-D
E Green 105-V19 General Purpose Output 5 ECU-V19, VIWV-E
F
L Yellow 161-V31 Digital Ground (GPI) ECU-V31, VIWV-L

M Blue 179-V9 Engine Water Temperature ECU-V9, VIWV-M
N Green 135-V24 Analog Ground ECU-V24, TPS-A,
VIWV-N
P Green 117-V30 General Purpose Input 8 ECU-V30, VIWV-P
R Orange 178-V28 General Purpose Input 11 ECU-V28, VIWV-R
S Tan 177-V14 General Purpose Input 10 ECU-V14, VIWV-S
T
U Orange 137-V29 General Purpose Input 7 ECU-V29, VIWV-U

V White 167-V5 General Purpose Output 8 ECU-V5, VIWV-V
W

B40C/B35C
VIW-S CONNECTOR Cont.

No.
A Tan 159-S2 Diagnostic Communication Link ECU-S2, VIWS-A
(ISO9141)
B Green 115-S31 Check Transmission ECU-S31, VIWS-B
C Yellow 126-S28 General Purpose Input 9 ECU-S28, VIWS-D
D Tan 157-S30 Vehicle Speed ECU-S30, VIWS-D
E Yellow 146-S4 Ignition Sense ECU-S4, VIWS-E,
DDRP-H, DDRD-C
F
L Orange 176-S15 General Purpose Output 6 ECU-S15, VIWS-L,

PSS-L, SSS-L
M Yellow 119-S11 General Purpose Input 4 ECU-S11, VIWS-M
N Tan 166-S18 General Purpose Output 7 ECU-S18, VIWS-N
P Grey 143-S32 Battery Ground ECU-S32, VIWS-P,
PSS-P, SSS-P,
DDRP-A, DDRD-E
R Blue 163-S27 ECU-S27, VIWS-R
S Blue 169-S26 General Purpose ECU-S26, VIWS-S

T White 186 Dimmer Input A VIWS-T, PSS-T, SSS-
T
U Yellow 187 Dimmer Input B VIWS-U, PSS-U, SSS-
U
V Grey 188 Dimmer Ground VIWS-V, PSS-V, SSS-
V
W

B40C/B35C
THROTTLE POSITION SENSOR CONNECTOR
A B C

No.
A Green 135-T25 or 135-V24 Analog Ground ECU-T25 OR V24; TRANS-N;
RMR-A, RMOD-F OR B; VIWV-N
B Blue 156-T10 or V10 TPS Signal ECU-T10 OR V10
C Pink 124-T9 or V8 TPS Hi ECU-T9 OR V8; RMR-C
RETARDER RESISTANCE MODULE/INTERFACE CONNECTOR
A B C

No.
A Green 135-t25 or S19 Analog Ground ECU-T25 OR S19; TRANS-N,
RMOD-F; TPS-A
B Yellow 164-T11 or S20 Retarder Mod. ECU-T11 OR SO 20
C Pink 124-T9 or S3 Retarder Mod. Hi ECU-T9 OR S4; TRANS-D, PSS-N,
SSS-N

B40C/B35C
RETARDER TEMPERATURE SENSOR CONNECTOR
B A

No.
A Orange 138-T28 Retarder Temperature Input ECU-T28
B Green 135-T25 Analog Ground ECU-T25; TRANS-N; TPS-A;
RMR-A

B40C/B35C
VIM CONNECTOR (HARNESS)
A1 A3
F1 F3

No.
A1 Grey 143-V17 Battery (-) ECU-V17
A2 Grey 143-V32 Battery (-) ECU-V32
A3 Reserved
B1 Orange 132-V3 GPO 2 ECU-V3

B2 Tan 157-V20 Speedometer Signal ECU-V20
B3 Reserved
C1 Reserved
C2 White 125-V18 GPO 4 ECU-V18

C3 Reserved
D1 Tan 123-V6 Neutral Start ECU-V6

D2 Tan 112-V22 GPO 3 ECU-V22
D3 Reserved
E1 Pink 136-V1 Battery (+) ECU-V1

E2 Pink 136-V16 Battery (+) ECU-V16
E3 Reserved
F1 Yellow 146-V26 Ignition Sense (+) ECU-V26

F2 White 113-V4 Reverse Warning ECU-V4
F3 White 114-V2 GPO 1 ECU-V2

B40C/B35C
VIM CONNECTOR (HARNESS 30-WAY)
A1
K3

No.
A1 Blue 313NO Reverse Warning Relay - Normally Open
A2 Yellow 314CM Output Wire 114 Relay - Common
A3 Blue 314NO Output Wire 114 Relay - Normally Open
B1 Yellow 313CM Reverse Warning Relay - Common
B2 Green 314NC Output Wire 114 Relay - Normally Closed
B3 Reserved
C1 Orange 346 Ignition Power
C2 Green 312NC Output Wire 112 Relay - Normally Closed
C3 Reserved
D1 Green 325NC Output Wire 125 Relay - Normally Closed
D2 Green 332NC Output Wire 132 Relay - Normally Closed
D3 Reserved
E1 Yellow 325CM Output Wire 125 Relay - Common
E2 Yellow 332CM Output Wire 132 Relay - Common
E3 Blue 332NO Output Wire 132 Relay - Normally Open
F1 Blue 323NO Neutral Start Relay - Normally Open
F2 Yellow 312CM Output Wire 112 Relay - Common
F3 Blue 312NO Output Wire 112 Relay - Normally Open

B40C/B35C
G1 Yellow 323CM Neutral Start Relay - Common
G2 Reserved
G3 Reserved
H1 Reserved
H2 White 357UF Speedometer - Unfiltered
H3 Reserved
J1 Pink 336A Battery Power
J2 Pink 336C Battery Power
J3 Reserved
K1 Grey 343A Battery Ground
K2 Grey 343C Battery Ground
K3 Reserved

B40C/B35C
RESISTANCE MODULE TYPE 5
6 3
5 2
4 1
NC +
Terminal No. Wire Color

+ White
1 Blue
2 Orange
3 Violet
4 Green
5 Yellow
6 Red
Page 169: (A3) Transmission wiring schematic

B40C/B35C
GENERAL TROUBLESHOOTING OF PERFORMANCE COMPLAINTS
IMPORTANT:
Make the following general checks before beginning specific troubleshooting, removing
the transmission, or removing attached components.
Are there active diagnostic codes?

Is the lever shift selector lever in N (Neutral) to allow starting the engine?
Is the battery properly connected and charged?
Is isolated battery properly connected (if used)?
Is the fluid level correct?
Is voltage to the ECU correct?
Is the engine Properly tuned?
Is fuel flow to the engine correct?
Are wheel chocks in place?
Is air flow to the cooler and radiator unrestricted?
Is the driveline properly connected?
Are there signs of fluid leakage under the vehicle? What is the origination
point?
Are hydraulic connections correctly made and not leaking?
Is vehicle acceleration from a stop changed?
Are electrical connections correctly made?
Are there any other obvious vehicle or transmission p roblems?
After making these general checks use the various sections of this manual to isolate the
listed problems. The following charts address specific vehicle complaints. Some
complaints involve diagnostic codes, so all troubleshooting checks should involve
checking the system for diagnostic codes.

B40C/B35C
Problem Probable Cause Suggested Remedy
SHIFT SELECTOR No communication between the Refer to code 23 XX in

DISPLAYS “CATEYE” AND ECU and a remote shift selector Troubleshooting Procedure
VEHICLE IS NOT
OPERABLE
VEHICLE WILL NOT START Shift selector not in neutral Select N (Neutral) and restart
(ENGINE WILL NOT
CRANK)
Dead battery Recharge battery
Disconnected battery Reconnect battery
Faulty starter circuit Repair vehicle starter circuit
Faulty neutral start relay Replace neutral start relay
Faulty wiring in neutral start Repair wiring
circuit
Voltage to ECU too low Check battery and charging system
voltage
Faulty ignition wire (146) Repair wire 146
Lack of battery voltage on Circuit Repair Circuit 123 or replace ECU
123 from ECU when in neutral
All display segments of No calibration installed in ECU Load Calibration

display lighted Voltage to ECU too low Check battery and charging system
voltage
CHECK TRANS LIGHT WILL

NOT GO OUT AT START-
UP
A. Vehicle Drives Normally Faulty CHECK TRANS light, Replace relay or repair circuit
relay, or circuit.

B40C/B35C

CHECK TRANS LIGHT WILL

NOT GO OUT AT START-
UP (cont’d)
A. Vehicle Drives Normally An LED rather than a lamp is Install a lamp rather than an LED for
installed for the CHECK TRANS the CHECK TRANS light
light and LED is partially lighted
from leakage current
B. Vehicle Does Not Drive Faulty ECU Replace the ECU
Engine does not start Repair engine starting system
Faulty harness Repair harness
Faulty interface wiring to vehicle Repair wiring

electrical system
CHECK TRANS LIGHT Intermittent power to ECU Check input power to the ECU and
FLASHES correct if necessary
INTERMITTENTLY
Loose wiring to CHECK TRANS Repair wiring

light
Faulty or incorrect ground wire Repair ground circuit

attachment
Intermittent opening in Circuit Repair Circuit 115

115
NO CHECK TRANS LIGHT Faulty light bulb or socket Replace light bulb or socket
AT IGNITION
Incorrect wiring to and from Repair wiring

CHECK TRANS light bulb
Faulty wiring harness Check wiring between ECU and

CHECK TRANS light.
Circuit 115 open Repair Circuit 115

Faulty ECU Replace ECU

B40C/B35C
ECU WILL NOT TURN OFF Faulty ignition switch Replace ignition switch
WHEN IGNITION SWITCH
OFF
Externally-generated speed Find source of false speed sensor

sensor signals signals (s) and correct problem
TRANSMISSION WILL NOT Engine rpm too high Reduce engine rpm (it may be
SHIFT TO FORWARD OR necessary to re-elect Neutral also,
REVERSE (STAYS IN and the D or R)
NEUTRAL)
Low fluid level Add fluid to proper level.
Throttle position sensor or Refer to throttle position sensor for

linkage is not functioning correct set-up.
properly
Voltage to ECU too low Check vehicle battery and charging

system
Shift selector is not functioning Replace shift selector

properly
Disconnected or dirty connectors Perform connector checkout
Faulty wiring harnesses Repair harness
Speed sensor (s) not functioning Repair or replace speed sensor (s) or
properly circuitry
Faulty ECU Replace the ECU

B40C/B35C
TRANSMISSION WILL NOT Input function wire open and Check input function programming
SHIFT TO FORWARD OR auxiliary function range inhibit in with Pro-Link®. Correct wiring or
REVERSE (STAYS IN the calibration switch problem which does not allow
NEUTRAL) (cont’d) input function wire to be grounded.
Auxiliary Function Range Inhibit- Apply brakes with high force

Standard - hooked up to brake
pressure
TRANSMISSION WILL NOT Auto-neutral or quick-to-neutral Repair quick-to-neutral circuit

STAY IN FORWARD OR circuit (input function) faulty
REVERSE
Leaking at solenoid assembly Rebuild solenoid assembly
Faulty solenoid - leaking Replace solenoid
TRANSMISSION WILL NOT Low engine power Correct engine problem, see Engine
MAKE A SPECIFIC SHIFT Service Manual
Incorrect fluid level Correct fluid level
Extreme fluid temperature Inspect cooling system and fluid level
Faulty speed sensor/circuit Repair circuit or replace speed sensor

(s) (see code 22 XX)
Faulty temperature sensor/circuit Check for temperature reading which

inhibits shifts
Incorrect calibration Install proper calibration
Faulty shift selector Replace shift selector

B40C/B35C
TRANSMISSION WILL NOT Hydraulic problem Refer to Range Clutch

MAKE A SPECIFIC SHIFT Troubleshooting section
(cont’d)
Faulty ECU Replace ECU
TRANSMISSION DOES NOT Engine idle speed too fast Adjust engine idle speed
SHIFT PROPERLY (ROUGH (neutral to range shift)
SHIFTS, SHIFTS
OCCURRING AT TOO LOW
OR TOO HIGH SPEED)
Faulty throttle sensor/circuit Refer to throttle sensor section for

installation and operation information
ECU input voltage low Check power, ground, charging

system, and battery function
Incorrect shift calibration for Install correct calibration

vehicle
Instrument panel tachometer Repair or replace tachometer

incorrect
Incorrectly calibrated electronic Calibrate electronic speedometer

speedometer
Faulty speed sensor/circuit Repair circuit or replace speed sensor

(see code 22 XX)
Loose speed sensor Tighten speed sensor retaining

bracket bolt

B40C/B35C
Problem Probable Suggested Remedy
TRANSMISSION DOES NOT Crossed wires in harness Check for crossed wires and correct
SHIFT PROPERLY (ROUGH
SHIFT, SHIFTS
OCCURRING AT TOO LOW
OR TOO HIGH SPEED)
(cont’d)
Intermittent problems Check wiring harnesses and

connectors
Loose or damaged speed gear Replace output bearing nut sensor

retainer
Control spool valve sticking Overhaul valve body assembly
Sticking stage 2 solenoid valve Overhaul valve body assembly
Incorrect calibration Install correct calibration
RETARDER PERFORMANCE COMPLAINTS
A. Retarder Does Not Apply Retarder enable input not Turn on retarder enable switch (if
activated present).
Retarder enable switch not Replace retarder enable switch (if

working present).
ABS input is active (if vehicle is None-This is normal. If ABS is active,

equipped with ABS) retarder will not apply.
Retarder request below 10.2 Use DDR to determine counts

percent signaled by each RMR device
present. At least 15 counts are
required for some retarder apply and
150-232 counts are required for full
apply. Replace RMR device, based
on test results.

B40C/B35C
RETARDER PERFORMANCE COMPLAINTS
A. Retarder Does Not Apply Closed throttle not sensed Use DDR to check throttle signal.
(cont’d) Throttle must be below 9.8 percent
before retarder will apply. Readjust
or replace TPS. Exception: If TPS
has failed and Service Brake Status
input is sensed by ECU, the retarder
will still be applied.
Active code inhibiting retarder Correct cause for setting these codes:
42 23, 44 23, 46 26, 64 12, 64 23 or
69 29
Transmission output speed Raise output speed to above 350 rpm

below 350 rpm (450 rpm for (450 rpm for HD/B 500)
HD/B 500)
Transmission not in forward Shift to a forward range

range
B. Reduced Retarder Effect Retarder accumulator solenoid Correct cause for setting these codes:
not being energized 42 26, 44 26, 45 26, or 69 26.
ECU sensing false overheat Use DDR or VOM to check retrader

condition temperature sensor. Replace sensor
as required.
C. Less Retarder Effect Than Transmission fluid aerated due Check transmission fluid level and
Expected to incorrect level correct as required
Wrong retarder control regulator Check retarder charging pressure.

valve spring Change retarder control valve
regulator spring, if necessary

B40C/B35C
ABNORMAL ACTIVITIES OR RESPONSE
A. Excessive Creep in First Engine idle speed too high Adjust to correct idle speed - between
and Reverse Gears 500-800 rpm (refer to Vehicle Service
Manual)
B. No Response to Shift Shift selector not properly Check shift selector response with
Selector connected diagnostic tool. If no response, check
remote connection and replace if
necessary
Using wrong selector on dual Use other selector

station equipment
Faulty shift selector Replace shift selector
Main pressure low Refer to Low Pressure section
Control spool valves sticking Overhaul valve body assembly

(C1, C3 or C5 clutch pressure
low)
C. Vehicle Moves Forward in C1 clutch failed or not released Rebuild C1 clutch

Neutral*
D. Vehicle Moves Backward C3 clutch failed or not released Rebuild C3 clutch assembly
in Neutral

B40C/B35C
Problem Probable Cause Suggested
EXCESSIVE FLARE - TPS Adjustment

ENGINE OVERSPEED ON
FULL-THROTTLE
UPSHIFTS
- Overstroke
- Loose - Tighten loose bolts or connections
Incorrect calibration Correct calibration
ECU input voltage low Check electrical system and all

connections from battery and ECU
Incorrect fluid level Add Fluid to proper level
Low main pressure See Low Pressure section
Erratic speed sensor signal See code 22 XX
Sticking stage 2 solenoid valve Clean and repair stage 2 valve

(see Solenoid and Clutch
sections)
Piston seals leaking or clutch Overhaul transmission

plates slipping in range involved
RANGE CLUTCH TROUBLESHOOTING SECTION
EXCESSIVE SLIPPAGE Incorrect calibration Verify calibration

AND CLUTCH CHATTER
ECU input voltage low Check power, ground, charging

system, and battery functions

B40C/B35C
EXCESSIVE SLIPPAGE Throttle position sensor out of Adjust or replace throttle position
AND CLUTCH CHATTER adjustment or failed sensor
Cont’d
Incorrect speed sensor reading See code 22 XX
Main pressure low Refer to the Low Pressure section
Lockup clutch not applied Inspect lockup clutch system wiring,

pressure and controls; repair as
necessary
A. Ranges 1, 2, 3, 4, Only (6- C1 clutch slipping, leaks at Inspect control module gasket, C1
Speed) splitline gasket, leaks at rotating clutch plates, and piston and rotating
clutch seals, leaks at piston seals; replace/rebuild as necessary
seals, C1 clutch plates worn
B. Ranges 4, 5, 6 Only (6- C2 clutch slipping, leaks at Inspect control module gasket, C2
Speed) splitline gasket leaks at rotating clutch plates, and piston and rotating
clutch seals, leaks at piston seals; replace/rebuild as necessary
seals, C2 clutch plates worn
C. Ranges 3, 5, R Only (6- C3 clutch slipping, leaks at face Inspect control module face seals, C3
Speed) seals, leaks at piston seals, C3 clutch plates, and piston seals;
clutch plates worn replace/rebuild as necessary

B40C/B35C

EXCESSIVE SLIPPAGE
AND CLUTCH CHATTER
(cont’d)
D. Ranges 2, 6 Only (6- C4 clutch slipping, leaks at face Inspect control module face seals, C4
Speed) seals, leaks at piston seals, C4 clutch plates, and piston seals;
E. Ranges 1, R Only (6- C5 clutch slipping, leaks at face Inspect control module face seals, C5
Speed) seals, leaks at piston seals, C5 clutch plates and piston seals;
LOW PRESSURE SECTION
A. Low Main Pressure in All Incorrect fluid level Correct fluid level
Ranges
Oil filter element clogged or Replace oil filter

faulty

B40C/B35C
A. Low Main Pressure in All Plugged or faulty suction filter Clean or replace oil suction filter
Ranges element and refill the transmission
Main pressure regulator valve Overhaul control module assembly

sticking
Main pressure regulator valve Check spring and replace if

spring weak, broken, or missing necessary
Control module body leakage Replace or rebuild control module

(separator plate not flat, assembly. Care should be taken
separator plate gasket leakage, when removing and labeling shift
loose control valve body bolts) springs
Faulty or incorrect fluid pressure Repair or replace gauge

gauge
Oil pump worn or damaged Replace or rebuild oil pump

B40C/B35C
C. Low Lubrication Pressure Incorrect fluid level Correct fluid level
Plugged lube filter Change filter
Excessive internal fluid leakage Check other pressures (above items);

also check control module mounting
bolts; lubrication valve and spring
Broken or damaged converter Replace damaged or broken parts

regulator retaining pin
Cooler lines restricted or leaking Check for kinks, leakage; reroute or

replace lines as necessary
Lubrication valve sticking Replace lubrication valve
Cooler plugged Clean or replace cooler
Faulty gauge Repair or replace gause
ABNORMAL STALL SPEED
A. High Stall Speeds Not in gear Select D (Drive)
Low fluid level, aerated fluid Add fluid to proper level
Clutch pressure low Refer to Low Pressure section

B40C/B35C
ABNORMAL STALL
SPEEDS
A. High Stall Speeds cont’d C1 or C5 clutch slipping. Note: Rebuild C1 or C5 clutch

Use the diagnostic tool to check
turbine speed
Higher power engine Confirm proper engine match
B. Low Stall Speeds Engine not performing efficiently Refer to Vehicle Engine
(may be due to plugged or Manufacturers Manual or Vehicle
restricted injectors, high altitude Service
conditions, dirty air filters, out of
time, throttle linkage, electronic
engine controls problem)
Stall speeds of 66 percent of Replace or rebuild converter

normal implies freewheeling assembly
stator
Incorrect torque converter Install correct torque converter
OVERHEATING IN ALL Aerated Fluid - incorrect fluid Adjust fluid to proper level, check for
RANGES level defective pump
Air flow to cooler obstructed Remove air flow obstruction

B40C/B35C
OVERHEATING IN ALL Engine overheat Correct overheat situation (refer to

RANGES (cont’d) Vehicle Service Manual)
Inaccurate temperature gauge or Replace gauge and / or sending unit

sending unit
Inaccurate sump temperature Replace temperature sensor or

sensor internal harness
Transmission cooler lines Connect cooler lines properly

reversed
Fluid cooler lines restricted Remove restrictions, clean or replace

line
Torque converter (wrong Replace or repair converter

converter, no lockup, stuck assembly.Note: Stuck stator will not
stator, or slipping stator) allow cool down in neutral
Cooler flow loss due to internal Overhaul transmission

leakage
Inadequate cooler sizing See vehicle OEM for specifications
Excessive cooler circuit pressure Check for plugged cooler, lines too
drop small, collapsed hose, too many
elbows in circuit

B40C/B35C
FLUID COMES OUT OF Dipstick loose Tighten cap, replace if necessary

THE FLUID FILL TUBE
AND/OR BREATHER
Fluid level too high Drain to proper level
Fluid level too low Add fluid to proper level
Breather stopped up - clogged Clean or replace breather
Fluid contaminated with foreign Drain and replace fluid. Locate and
liquid fix source of additional fluid
Dipstick or fill tube seal worn Replace seals or dipstick
Incorrect dipstick marking Calibrate dipstick
NOISE OCCURRING Low fluid level Add fluid to proper level

INTERMITTENTLY
(BUZZING)
Air leak in oil suction screen Replace oil suction screen canister
canister
Clogged filters Replace filters
Aerated fluid causes noisy pump Correct fluid level

B40C/B35C
NOISE OCCURRING Low main pressure causes main See Low Pressure section
INTERMITTENTLY regulator valve to oscillate
(BUZZING) (cont’d)
LEAKING FLUID (OUTPUT Faulty or missing seal at output Install new lip-type seal in rear of
SHAFT) flange transmission housing
Machine lead on output flange Replace flange

seal surface
Flange worn at seal surface Replace flange
Insufficient seal around seal OD When replacing seal, apply sealant
Damaged, missing, or loose Replace and/or torque output flange

output flange bolts bolts
Damaged or missing flange Replace flange button O-ring

button O-ring
Damaged or missing flange Replace O-rings

button O-ring
TRANSMISSION INPUT Front seal leaks Replace front seal
Converter leaks Check converter seals, cracked

converter pump tangs, converter
cover, or converter housing porosity;
replace parts as required
PTO driveline out of specification Bring driveline into specification

B40C/B35C
DIRTY FLUID Failure to change fluid and filters Change fluid and install new filters
Excessive heat Refer to Overheating section
Damaged fluid filter/seals Replace oil filter/seals
Substandard fluid Use recommended fluid
Clutch/transmission failure Overhaul transmission

POWER TAKEOFF (PTO)*
A. Leaks Damaged or cocked seal Replace seal
PTO flange grooved at seal Replace PTO flange
Loose flange Inspect flange and bolts; replace if

necessary and properly torque
Loose bolts or damaged gaskets Replace gasket and/or properly

torque bolts
Loose or damaged hydraulic Tighten fittings (replace if necessary)

lines (clutched drive)
B. Noisy PTO Faulty driven component Replace faulty driven component
Gears or bearings worn, Rebuild PTO with new gears or

damaged, or contaminated bearings

B40C/B35C
WELDING ON THE VEHICLE

When frame or other welding is required on the vehicle, take the following precautions to
protect the electronic control components.
• DISCONNECT THE WIRING HARNESS CONNECTORS AT THE TRANSMISSION

ECU
• DISCONNECT THE POSITIVE AND NEGATIVE FROM THE BATTERY, AND ANY
ELECTRONIC CONTROL GROUND WIRES CONNECTED TO THE FRAME.
• COVER ELECTRONIC COMPONENTS AND WIRING TO PROTECT THEM FROM
HOT SPARKS, etc.
• DO NOT CONNECT WELDING CABLES TO ELECTRONIC CONTROL
COMPONENTS.


B40C Transmission

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B40C Transmission

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B40C/B35C

1 Breather 4 Engine speed 7 Serial number 10 Wiring harness

 COPYRIGHT REFERENCE PAGE

 COPYRIGHT REFERENCE PAGE

TORQUE CONVERTER OPERATION

 COPYRIGHT REFERENCE PAGE

STATOR ONE-WAY CLUTCH OPERATION

The stator’s one-way clutch provides locking and freewheeling action.

 COPYRIGHT REFERENCE PAGE

Vortex flow occurs when the stator is in the locked position.

 COPYRIGHT REFERENCE PAGE

Rotary flow occurs when the stator is in the freewheeling position.

 COPYRIGHT REFERENCE PAGE

LOCK-UP CLUTCH OPERATION

 COPYRIGHT REFERENCE PAGE

 COPYRIGHT REFERENCE PAGE

Checking of stall RPM:

 COPYRIGHT REFERENCE PAGE

ANALYZING STALL TEST RESULTS

 COPYRIGHT REFERENCE PAGE

TROUBLE SHOOTING A FREEWHEELING STATOR

STALL TORQUE RATIO

 COPYRIGHT REFERENCE PAGE

PLANETARY GEARS AND POWER FLOWS

PLANETARY GEAR SETS

The HD transmission uses three sets of planetary gears.

 COPYRIGHT REFERENCE PAGE

THE BASIC LAWS OF PLANETARY GEAR SETS

SUN CARRIER RING SPEED TORQUE DIRECTION

 COPYRIGHT REFERENCE PAGE

 COPYRIGHT REFERENCE PAGE

HD TRANSMISSION PLANETARY CONFIGURATION

 COPYRIGHT REFERENCE PAGE

HD TRANSMISSION CLUTCH CONFIGURATION

Each ring gear has a corresponding clutch.

Page 17: (A3) Sectional view of Allison transmission

 COPYRIGHT REFERENCE PAGE

NEUTRAL POWER FLOW

In neutral, only C5 clutch is applied

 COPYRIGHT REFERENCE PAGE

1ST RANGE POWER FLOW

In first range, the C1 and C5 clutches are applied.

 COPYRIGHT REFERENCE PAGE

2ND RANGE POWER FLOW

 COPYRIGHT REFERENCE PAGE

3RD RANGE POWER FLOW

4TH RANGE POWER FLOW

 COPYRIGHT REFERENCE PAGE

5TH RANGE POWER FLOW

 COPYRIGHT REFERENCE PAGE

6TH RANGE POWER FLOW

 COPYRIGHT REFERENCE PAGE

REVERSE RANGE POWER FLOW

 COPYRIGHT REFERENCE PAGE

 COPYRIGHT REFERENCE PAGE

SOLENOIDS AND SOLENOID

 COPYRIGHT REFERENCE PAGE

HYDRAULIC OPERATION DURING ELECTRICAL INTERRUPTION

RANGE CLUTCHES SOLENOIDS C1 LATCH C2 LATCH CONVERTER

 COPYRIGHT REFERENCE PAGE

OPERATING RANGE RANGE THE TRANSMISSION WILL SHIFT TO IN

 COPYRIGHT REFERENCE PAGE

CONTROL MAIN CIRCUIT

TORQUE CONVERTER CIRCUIT