FMTV Allison 3070 Transmission - Code 4627 Overcurrent, A-High Solenoid Circuit

[fuzzytoaster]

The 1078 I recently acquired runs but wont go into gear. The PBC (push button controller - Wtec3) is giving me an active code for 46 27 - Overcurrent, A-High Solenoid Circuit. Clearing the code does not work, the condition is active and preventing engagement. The relays in the PDP click when pushing D-N-R but no change in gear is being displayed on the PBC, it's always in neutral. Mode does light up but no engagement. If the truck is off then turned on and quickly put into D or R it will display for a second before reverting to Neutral when the code is active. No engagement. The code is always active.


A quick google shows it's either a short to ground or solenoid issue for this code. Now to the TM..


The front table list on TM 9-2320-365-20-2 shows the following:
-----------------------------
WTEC III Transmission Pushbutton Shift Selector (TPSS) DisplaysMain Code 42, 44, 45, 46, and/or 69 and Any Sub Code
-----------------------------

However when on that troublshooting guide the title EXCLUDES Main Code 46. (Titles copied from the .pdf TM file.)
-----------------------------
WTEC III TRANSMISSION PUSHBUTTON SHIFT SELECTOR (TPSS) DISPLAYS MAIN CODE42, 44, 45, AND/OR 69 AND ANY SUB CODE
-----------------------------

I want to point this out as either it's a type-o or undocumented. I'm leaning toward typo as you will see shortly..

I've been following the TM and hunting for the common problems but no luck. Suprman has been giving me pointers but this one is going beyond end of the TM. The transmission body harness was in shambles due to age and would require replacement anyway. I ohm'd the harness following the chart on page 2-1525 Table 2-34 & 2-35 and here's the results.



I've got a clear ohm drop on circuit P119M to P119B. Note that all other ohms are very close to each other (if not the same due to my hand) but all are off the chart on 2-35. According to this resistance it should be 122F to 140F inside the transmission but it was a nice 78F outside and the truck was cold. I went to my parts donor M1078 and performed the same test to verify finding and all came back at 4.0-4.1 ohms. The resistance is consistent between both truck harnessess but not right for the temp for some reason. Thoughts?

Knowing I've got a bad harness on the "new-to-me" truck by looking at it I removed it. I then swapped over the harness from my donor (which looked way better). I plugged it in and still actively coded 46 27 - Overcurrent, A-High Solenoid Circuit. I performed the ohm test again and it ohm'd exactly the same with the 1.2 ohm on the same circuit. I decided to replace the PBC/Push button controller just to be sure it wasn't something stupid and I temporarily installed a known good TCM under the PDP. Code still active.

The TM asked me to conduct a continuity test from the J119 connector on the cab to the P114 connector on the ECM but I skipped that. The short adapter harness with the blue plug (Connector P114) looked to be very recently replaced. I physically checked it and no cuts or damage to the outer casing. The pins on the connector looked good.


Reference:
(ss keep rotating my pictures..idk why)

At this point the TM says either replace the harness OR replace the transmission ECU. It's a 2 step process. End of diagnostics. I wasn't satisfied with this and the issue still persists. The transmission body harness was replaced with no change and the transmission ECM didn't make a difference either. This leads me back to the suspiciously bad 1.2 ohm'd circuit P119M to P119B.

Reference:



I removed the main transmission harness off the transmission pigtail connector that is located on the passenger rear side of the transmission. I tried to ohm the transmission directly using the J119 plug diagram but it doesn't match up to the unmarked pins on the pigtail. Going in blind I made loose note of any suspiciously low ohm'd connections and used the mating J119 letter diagram to keep reference. The transmission body harness does not start and end on the same letter (i.e. B to B on each end) as some pins are absent on the transmission pigtail or the harness connector doesn't have female receptors in those slots. So in this case pins P119M to P119B do not lead to pins P and B on the transmission pig tail.



I found connection A to G was reading 1.0 ohm which was very close to the 1.2 ohm reading on P119M to P119B on the main harness. I found most pins either had no continuity or a steady 4.0 ohms like the harness showed. I found a secondary circuit A to V (i think) that also reported 1.0 ohm that may share the same solenoid, but also another one that reported a .7 ohm. At this point I stopped as it was blind guessing without any guide from Allison.




So recap at this point. PBC is good. Transmission ECM is good. P114 harness in the dash looks new. Transmission body harness was replaced and ohm'd the same as the "bad" one with one circuit reading 1.2 ohms. Last thing is an actual bad solenoid inside the transmission causing this. Low resistance = high voltage = code 4627 Overcurrent, A-High Solenoid Circuit...or so is my thinking. If some people would be kind enough to do the solenoid ohm test and report their findings I'm sure that would help me and future people with this issue.

 

[Suprman]

I have a trans out of a truck. Take a pic of the trans connector mark on it where you want me to measure resistance and I will do it Monday.

 

[fuzzytoaster]

Doing some google-fu I found some info on the 3070 transmission solenoid body.

"If 2.5-5.0 ohms resistance is not present, solenoid is faulty. If 2.5-5.0 ohms resistance is present, transmission ECU is faulty."

This makes me still ask why Table 2-35 doesn't comply with this range and temperatures.

 

[Blairg]

My Truck (1997 1078 wtec2) came with a wonky transmission. Wouldn't shift into drive but was able to clear codes that would return as soon as the truck was started. We checked grounds and found everything to be ok. Went and checked ohm reading and found out one was shorted. We made the decision to pull the pan as I was going to change from Oil to ATF and found one of the solenoid wires had been pinched between the pan and the main body. Thinking that we found the problem we installed everything back together and filled the transmissi0on with ATF only to find we had more issues in the solenoid pack. Read codes off controller and ordered new solenoids to replace all the ones throwing codes and went through the dropping of the pan and solenoid pack once again.

THIS TIME... after we replaced all the solenoids and a speed transducer (just to be sure) we then attached the harness without refitting the solenoid pack to the transmission and energized the truck without starting it . For me ,I was able to clear all the codes without any others popping up. Replaced solenoid pack, refilled with ATF and we have been good since then.
Blair

 

[fuzzytoaster]

My Truck (1997 1078 wtec2) came with a wonky transmission. Wouldn't shift into drive but was able to clear codes that would return as soon as the truck was started. We checked grounds and found everything to be ok. Went and checked ohm reading and found out one was shorted. We made the decision to pull the pan as I was going to change from Oil to ATF and found one of the solenoid wires had been pinched between the pan and the main body. Thinking that we found the problem we installed everything back together and filled the transmissi0on with ATF only to find we had more issues in the solenoid pack. Read codes off controller and ordered new solenoids to replace all the ones throwing codes and went through the dropping of the pan and solenoid pack once again.

THIS TIME... after we replaced all the solenoids and a speed transducer (just to be sure) we then attached the harness without refitting the solenoid pack to the transmission and energized the truck without starting it . For me ,I was able to clear all the codes without any others popping up. Replaced solenoid pack, refilled with ATF and we have been good since then.
Blair

How long did it take you to drop the pan? Did you have to drop the front drive line too or were you able to work around it?

 

[Blairg]

We dropped the drive line. The pack is pretty heavy and having some sort of jack underneath is necessary to safely move it around. Removing the pan didn't take that long in the big scheme of things. We also removed the harness that internally runs to the solenoids and did a continuity check as well.
Blair

 

[fuzzytoaster]

Got back to this truck today and dropped the control valve module. Had to drop the front shaft to get it out right despite the TM not saying to do so. Solenoid A is indeed reading low ohms so parts are on order. I took the opportunity to clean out the pan and replace the filters. It's nice to know they serviced the transmission sometime after 2003 at least.

 

[fuzzytoaster]

Well the big issue is solved only for another to appear. Code 45 12 - "Open Circuit A". This code is a halt operations code so the transmission will not engage in any gear until solved. I'm at wits end chasing this germlin so maybe someone will think of something. I followed the TM and in the end it says the transmission ECM is bad or the cab harness is bad and to replace but let me back up.

I dropped the control valve module again to start at the potential core of the issue and worked my way out. I ohm'd directly at all solenoids (4.1 ohms - in spec) then ohm'd at the pigtail on that transmission harness getting the same results. I reinstalled the module and tested again getting 4.1 ohms again so the internal harness is good and not pinched. I plugged in the body harness (between the transmission and the hump connector), which was originally replaced due to the insulation deteriorating, and was tested before install. I ohm'd from the front of that harness down to the solenoids with 4.5 ohms across all pins.

I ohm'd the ECM adapter cable (blue one under the PDP/dash) to the hump connector with a jumper as the TM directs and all connections came back at 0.08 ohms - near perfect! Connecting the body harness to that I was able to test a complete circuit from the blue plug at the ECM all the way to the solenoids in the transmission with each reading 4.5 ohms.

Now that solved the continuity question..or should have. Code 45 12 still exists despite continuity. I can't have an open circuit AND continuity.

The TM says if continuity exists replace ECM.

I removed the ECM and put in an unknown spare which had codes stored. I cleared the codes by holding mode for 10 seconds in the diagnostics readout mode. Code 45 12 reappeared. To rule out other potential errors I swapped the PBC (push button controller) from a know working truck. I also pulled a ECM from a working truck and put it in giving me the same 45 12 code. Now before you say it's a cable or plug issue the module I took out of this truck went into another and the 45 12 code stayed and wouldn't be erased. The truck ran fine though..

I tried a different approach and used a spare body harness to test continuity in the system. I connected the transmission pigtail to the hump (as it should) and tested continuity from the blue ECM plug down to the solenoids.. 4.5 ohms. Same as the other harness so the harness is good. I reconnected the installed harness.

At one point I got numerous odd codes 44 12 - direct to short and open circuit on two other solenoids but each time that was the only code. Those only appeared once and without changing anything on the truck. I pulled and checked all harness connections including the blue plug at the ECM.

I traced my steps from the pigtail of the transmission looking for a short to ground on any pin but found nothing. All circuits were insulated from what my meter was saying and I doubled check my meter was reading right too (lol). I cleaned each connector and inspected for pin length etc.

The ECMs (which I hope are bad but suspect are fine) have been sent off for testing so I can eliminate them from the equation. Upon their return I guess it will be flexing harnesses and inspecting plugs again unless anyone can think of anything.

tl:dr I have continuity and insulation from ECM to solenoids in tranmission but a 45 12 "open circuit A" code remains.

 

[Skyhawk13205]

Well the big issue is solved only for another to appear. Code 45 12 - "Open Circuit A". This code is a halt operations code so the transmission will not engage in any gear until solved. I'm at wits end chasing this germlin so maybe someone will think of something. I followed the TM and in the end it says the transmission ECM is bad or the cab harness is bad and to replace but let me back up.

I dropped the control valve module again to start at the potential core of the issue and worked my way out. I ohm'd directly at all solenoids (4.1 ohms - in spec) then ohm'd at the pigtail on that transmission harness getting the same results. I reinstalled the module and tested again getting 4.1 ohms again so the internal harness is good and not pinched. I plugged in the body harness (between the transmission and the hump connector), which was originally replaced due to the insulation deteriorating, and was tested before install. I ohm'd from the front of that harness down to the solenoids with 4.5 ohms across all pins.

I ohm'd the ECM adapter cable (blue one under the PDP/dash) to the hump connector with a jumper as the TM directs and all connections came back at 0.08 ohms - near perfect! Connecting the body harness to that I was able to test a complete circuit from the blue plug at the ECM all the way to the solenoids in the transmission with each reading 4.5 ohms.

Now that solved the continuity question..or should have. Code 45 12 still exists despite continuity. I can't have an open circuit AND continuity.

The TM says if continuity exists replace ECM.

I removed the ECM and put in an unknown spare which had codes stored. I cleared the codes by holding mode for 10 seconds in the diagnostics readout mode. Code 45 12 reappeared. To rule out other potential errors I swapped the PBC (push button controller) from a know working truck. I also pulled a ECM from a working truck and put it in giving me the same 45 12 code. Now before you say it's a cable or plug issue the module I took out of this truck went into another and the 45 12 code stayed and wouldn't be erased. The truck ran fine though..

I tried a different approach and used a spare body harness to test continuity in the system. I connected the transmission pigtail to the hump (as it should) and tested continuity from the blue ECM plug down to the solenoids.. 4.5 ohms. Same as the other harness so the harness is good. I reconnected the installed harness.

At one point I got numerous odd codes 44 12 - direct to short and open circuit on two other solenoids but each time that was the only code. Those only appeared once and without changing anything on the truck. I pulled and checked all harness connections including the blue plug at the ECM.

I traced my steps from the pigtail of the transmission looking for a short to ground on any pin but found nothing. All circuits were insulated from what my meter was saying and I doubled check my meter was reading right too (lol). I cleaned each connector and inspected for pin length etc.

The ECMs (which I hope are bad but suspect are fine) have been sent off for testing so I can eliminate them from the equation. Upon their return I guess it will be flexing harnesses and inspecting plugs again unless anyone can think of anything.

tl:dr I have continuity and insulation from ECM to solenoids in tranmission but a 45 12 "open circuit A" code remains.

What TID # is your transmission and TID # of ECU and first two digits of your CIN on ECU.

What temp was your sump during your resistance check of solenoid of 4.1?

 

[Blairg]

Have you tried swapping in another "A" solenoid?

Blair

 

[fuzzytoaster]

What TID # is your transmission and TID # of ECU and first two digits of your CIN on ECU.

What temp was your sump during your resistance check of solenoid of 4.1?

I'll have to get that info. The truck was cold (not warmed up) and ambient temp outside was 99F. The first chart in my first post shows the ohms per solenoid circuit but they don't match up to the spec per temp the TM shows. This temp to resistance doesn't match up either. I measured each solenoid directly when the control valve module was out and everything read 4.1 ohms at the source. I don't have another solenoid A available.

 

[Skyhawk13205]

I'll have to get that info. The truck was cold (not warmed up) and ambient temp outside was 99F. The first chart in my first post shows the ohms per solenoid circuit but they don't match up to the spec per temp the TM shows. This temp to resistance doesn't match up either. I measured each solenoid directly when the control valve module was out and everything read 4.1 ohms at the source. I don't have another solenoid A available.

here is a graph I found for temp vs resistance also you might want to check for pushed pins and sockets on the connectors. They can migrate out if the rubber lock is worn. They will not indicate from a visual unless really bad. A good check is to take a spare pin and push the sockets and push on the pins. If you are still having trouble you can depin the 2 wires from the transmission connector, build a jumper bypassing the cab connector straight to the blue ECU connector.


another step is to check the power to the ECU the TSM says that lack of battery direct power and ground can cause this issue. It also ask to check ECU power voltages. Is your an A1 or A0 with VIM. My guess is an intermittent power interruption may cause the fault to latch creating a DNS response from the TCM. Usually power interruptions cause multiple faults but it may be worth looking at. Good luck

 

[319cssb]

@fuzzytoaster did you get this issue solved, Sir?

 

[fuzzytoaster]

No it's still a lingering issue. I purchased a new inner cab cable (from TCM to hump connector) and it didn't solve the problem. At this point I've touched every part from the TCM to solenoid with continuity and still have the code. TCM checked out good from an Allison authorized dealer. I'm at a loss at this point.

 

[Ronmar]

No it's still a lingering issue. I purchased a new inner cab cable (from TCM to hump connector) and it didn't solve the problem. At this point I've touched every part from the TCM to solenoid with continuity and still have the code. TCM checked out good from an Allison authorized dealer. I'm at a loss at this point.

So you did replace the A solenoid Coil? It might ohm out OK, but break down(short) with actual service current applied...

 

[fuzzytoaster]

So you did replace the A solenoid Coil? It might ohm out OK, but break down(short) with actual service current applied...

Yes, that was the 1st major repair after replacing the chassis harness during diagnostics. It ohm'd good but the code I'm getting now is "no continuity circuit A" - different than the original code.

 

[319cssb]

I am having a 'D1 45 12' code.
I think to have read that you basically tested from the ECU to the Solenoid in the transmission and it checked out having continuity, correct?
I might have to PM you and have you get me up to speed on the checks I need to do.

 

[fuzzytoaster]

Correct. PM sent

 

[319cssb]

Is there a spot where the wire loom makes contact with the frame?

 

[319cssb]

This is what my transmission ecu looks like