I am still having problems with my truck trans after a unneeded rebuild.

it show codes P1693 and p1694. I have searched on here like crazy to find the problem but have not been unsuccessful.

I have found a ton of people who have had similar problems but all their fixes have turned up nothing with mine

PLEASE HELP!!

symptoms are....

trans starts in 2nd or 3rd and will only start in 1st if I pull the gear selector in to 1st myself.

The trans shop said they replaced the GOV pressure solenoid witch is what a ton of people report as there problem but it has not fixed the problem maybe they really did not change it??

codes...
P1693- DTC Detected in Companion Module A fault has been generated in the companion engine control module

P1694 -Fault in Companion Module No CCD/J1850 message received from the powertrain
control module-Aisin transmission

I took the truck to the trans shop after I installed it and they told me it is a bad PCM or ECM the engine runs great, it's just the trans that's acting up.
I have taken the PCM plugs off and cleaned them with no result, next I will try the ECM and all my grounds does any body have any other suggestions??


BTW I also took off the comp box and that did not change any thing.

I hate auto's I should have bought a 6-speed

thanks for any help you can give.

 

Sorry to hear of your issues, hope you can get them fixed quickly -

When i put in the DTT VB, the instructions cautioned me to NOT drive the vehicle if I had the non-1st gear starting, indicating that this could cause immediate and severe transmission damage. THe kit had an external voltage regulator to fool the computer into thinking it was seeing stock pressures (if I recall correctly);

Recommend you call DTT or the Goerend crew (run a search on them and/or transmissions for contact info) right away -

Lehi? Are you part of the new FLASH concern down there?

 

I took the truck for a drive with the scanner hooked up and this is what it showed..........

GOV pressure actual- 0 psi

GOV pressure target- 127 psi

GOV pressure volts- 0.65 volts

this was at 50 mph and the Actual pressure never went past 9 psi on my test drive.
problem is it wont throw the GOV solenoid code.

I also found out the trans shop did NOT replace the Gov solenoid when they rebuilt it, even though I asked them to because the symptoms I am having are just like those who have had bad GPS.(trans shop said that my GPS worked fine when they had the trans apart)

I am probably going to change the GPS on Monday and see what happens.

anybody have any thoughts on this????

 

If I am reading your sig correctly, you already have a VB in it....did you contact the manufacturer, perhaps they will pony up for the cost of fixing the bad governor.....or have further suggestions for repair?

 

I bought the truck with it and don't know where it came from.

 

thought this might help some people and me


DESCRIPTION
Governor pressure is controlled electronically. Components used for governor pressure control include:


Governor body
Valve body transfer plate
Governor pressure solenoid valve
Governor pressure sensor
Fluid temperature thermistor
Throttle position sensor (TPS)
Transmission speed sensor
Powertrain control module (PCM)
GOVERNOR PRESSURE SOLENOID VALVE







The solenoid valve is a duty-cycle solenoid which regulates the governor pressure needed for upshifts and downshifts. It is an electro-hydraulic device located in the governor body on the valve body transfer plate (Fig. 69).

GOVERNOR PRESSURE SENSOR







The governor pressure sensor measures output pressure of the governor pressure solenoid valve (Fig. 70).

GOVERNOR BODY AND TRANSFER PLATE
The transfer plate is designed to supply transmission line pressure to the governor pressure solenoid valve and to return governor pressure.
The governor pressure solenoid valve is mounted in the governor body. The body is bolted to the lower side of the transfer plate (Fig. 70).

GOVERNOR PRESSURE CURVES
There are four governor pressure curves programmed into the transmission control module. The different curves allow the control module to adjust governor pressure for varying conditions. One curve is used for operation when fluid temperature is at, or below, -1°C (30°F) . A second curve is used when fluid temperature is at, or above, 10°C (50°F) during normal city or highway driving. A third curve is used during wide-open throttle operation. The fourth curve is used when driving with the transfer case in low range.

OPERATION
Compensation is required for performance variations of two of the input devices. Though the slope of the transfer functions is tightly controlled, offset may vary due to various environmental factors or manufacturing tolerances.
The pressure transducer is affected by barometric pressure as well as temperature. Calibration of the zero pressure offset is required to compensate for shifting output due to these factors.
Normal calibration will be performed when sump temperature is above 50 degrees F, or in the absence of sump temperature data, after the first 10 minutes of vehicle operation. Calibration of the pressure transducer offset occurs each time the output shaft speed falls below 200 RPM. Calibration shall be repeated each 3 seconds the output shaft speed is below 200 RPM. A 0.5 second pulse of 95% duty cycle is applied to the governor pressure solenoid valve and the transducer output is read during this pulse. Averaging of the transducer signal is necessary to reject electrical noise.
Under cold conditions (below 50 degrees F sump), the governor pressure solenoid valve response may be too slow to guarantee 0 psi during the 0.5 second calibration pulse. Calibration pulses are continued during this period, however the transducer output valves are discarded. Transducer offset must be read at key-on, under conditions which promote a stable reading. This value is retained and becomes the offset during the "cold" period of operation.

GOVERNOR PRESSURE SOLENOID VALVE
The inlet side of the solenoid valve is exposed to normal transmission line pressure. The outlet side of the valve leads to the valve body governor circuit.
The solenoid valve regulates line pressure to produce governor pressure. The average current supplied to the solenoid controls governor pressure. One amp current produces zero kPa/psi governor pressure. Zero amps sets the maximum governor pressure.
The powertrain control module (PCM) turns on the trans control relay which supplies electrical power to the solenoid valve. Operating voltage is 12 volts (DC). The PCM controls the ground side of the solenoid using the governor pressure solenoid control circuit.

GOVERNOR PRESSURE SENSOR
The sensor output signal provides the necessary feedback to the PCM. This feedback is needed to adequately control governor pressure.

GOVERNOR BODY AND TRANSFER PLATE
The transfer plate channels line pressure to the solenoid valve through the governor body. It also channels governor pressure from the solenoid valve to the governor circuit. It is the solenoid valve that develops the necessary governor pressure.

GOVERNOR PRESSURE CURVES
LOW TRANSMISSION FLUID TEMPERATURE
When the transmission fluid is cold the conventional governor can delay shifts, resulting in higher than normal shift speeds and harsh shifts. The electronically controlled low temperature governor pressure curve is higher than normal to make the transmission shift at normal speeds and sooner. The PCM uses a temperature sensor in the transmission oil sump to determine when low temperature governor pressure is needed.

NORMAL OPERATION
Normal operation is refined through the increased computing power of the PCM and through access to data on engine operating conditions provided by the PCM that were not available with the previous sedan alone electronic module. This facilitated the development of a load adaptive shift strategy - the ability to alter the shift schedule in response to vehicle load condition. One manifestation of this capability is grade "hunting" prevention - the ability of the transmission logic to delay an upshift on a grade if the engine does not have sufficient power to maintain speed in the higher gear. The 3-2 downshift and the potential for hunting between gears occurs with a heavily loaded vehicle or on steep grades. When hunting occurs, it is very objectionable because shifts are frequent and accompanied by large changes in noise and acceleration.

WIDE OPEN THROTTLE OPERATION
In wide-open throttle (WOT) mode, adaptive memory in the PCM assures that up-shifts occur at the preprogrammed optimum speed. WOT operation is determined from the throttle position sensor, which is also a part of the emission control system. The initial setting for the WOT upshift is below the optimum engine speed. As WOT shifts are repeated, the PCM learns the time required to complete the shifts by comparing the engine speed when the shifts occur to the optimum speed. After each shift, the PCM adjusts the shift point until the optimum speed is reached. The PCM also considers vehicle loading, grade and engine performance changes due to high altitude in determining when to make WOT shifts. It does this by measuring vehicle and engine acceleration and then factoring in the shift time.

TRANSFER CASE LOW RANGE OPERATION
On four-wheel drive vehicles operating in low range, the engine can accelerate to its peak more rapidly than in Normal range, resulting in delayed shifts and undesirable engine "flare." The low range governor pressure curve is also higher than normal to initiate upshifts sooner. The PCM compares electronic vehicle speed signal used by the speedometer to the transmission output shaft speed signal to determine when the transfer case is in low range.


I swear I have a bad GPS I guess I will find out on Tuesday.

 

NICELY done.....

- thx for the info -

Rauschbo

 

BTW after I cleared the codes they have never came back but the problem is still here.

Rauschbo
I called stepen (sp?) @ DTT and he gave me a few more things to check but he thinks it is a GPS or a bad resistor on my after market valve body, I will check the PCM pin for voltage if it has 4-5 volts at the pin then I will change the GPS, if not it may be a PCM

 

*EDIT* it's fixed!!!!!!.......


no thanks to the trans shop that did the work or should I say tried. They could not fix the truck they told me it had a bad PCM told me to take it to the dealer, so I took it home and diagnosed it myself

With the help of the search function on DTR I was able to talk to a few guys and research the problem better. ( big thanks to DTR member- J Body)

what was the end problem you ask???

It was the dang Governor pressure sensor and solenoid the one part I asked the trans shop about very first day and they told me it checked out fine


so if your truck starts in 2nd or 3rd gear try changing your Governor pressure sensor and solenoid BEFORE you take the trans out and before you pay some one to change it, even if it does not throw the GPS code it could still be a bad GPS mine NEVER threw the GPS code the whole time.

06 megacab 6 speed here I come!!

 

Hoo Ray!! glad the ole slush box is back up to 100% again.

....75 mph is turning about 2400 rpm with the new G-56 6spd. I already have two customers that have spent the bucks on a gear vendors to get the cruising rpm down.

 

yeah I know but I really don't think it will be a problem, at least I wont be stuck on the side of the road again with an auto


Thanks for your help J Body