2004 Cadillac SRX

2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

2004 TRANSMISSION

Automatic Transmission - 5L50-E (Troubleshooting) - SRX

DIAGNOSTIC INFORMATION & PROCEDURES

SYMPTOMS - AUTOMATIC TRANSMISSION

Symptoms - Automatic Transmission

Diagnostic Category Diagnostic Information
The following table consists of nine diagnostic categories that are located in the left hand
column. Using this column, choose the appropriate category based on the operating
conditions of the vehicle or transmission. After selecting a category, use the right hand
column to locate the specific symptom diagnostics information.
Fluid Diagnosis:
Refer to Transmission Fluid
This category contains the following topics: Checking Procedure.

Refer to Fluid Pressure High or Low.

Fluid condition - appearance,
contaminants, smell, overheating
Refer to Fluid Leak Diagnosis.

Line pressure - high or low
Refer to Automatic Transmission

Fluid leaks
Overheating .
Noise and Vibration Diagnosis:
Refer to Noise and Vibration
This category contains the following topics: Analysis .

Refer to Buzz Noise or High

Ratcheting noise
Frequency Rattle Sound.

Noise - drive gear, final drive, whine,

Refer to Popping Noise .
growl, rattle, buzz, popping

Refer to Whine Noise Varying with

Vibration
RPM or Fluid Pressure .

Refer to Noise in Random Ranges.

Range Performance Diagnosis:
Refer to No Drive in All Ranges .

This category contains the following topics:

Refer to Drives with Selector Lever

Drives in Neutral
in Position N .

No Park

No Drive

Shift selector indicator does not match
transmission gear range

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2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

Shift Quality Feel Diagnosis:
Refer to Harsh Shifts .

This category contains the following topics:

Refer to Harsh Shift 4 to 5, or 5 to 4 .

Harsh, soft or slipping shifts
Refer to Harsh Shift D to R.

Harsh, soft or delayed engagement
Refer to Degraded 1-2 and 2-1

Shift shudder, Flare or tie-up Shifts .

No engine braking
Refer to Degraded 2-3 and 3-2
Shifts .

Refer to Slips or Shudders in First
Gear.

Refer to Degraded 4-5 Shift .

Refer to No Engine Braking in
Second Gear .

Refer to No Engine Braking in First,
Second, and Third Gear .

Refer to No Engine Braking in Third
Gear .

Refer to No Engine Braking .

Refer to No Engine Braking in First
Gear .
Shift Pattern:
Refer to First and Second Gears
This category contains the following topics: Only .

One forward gear only
Refer to First Gear Only .

Two forward gears only
Refer to First, Fourth, and Fifth
Gears Only .

Third gear only

Refer to Second and Third Gears

Gear missing or slipping
Only .

No upshift or slipping

Refer to Fifth Gear Only .

No downshifts

Refer to No Reverse or Slips in

Non- First gear start Reverse .

Refer to Slips while Shifting .

Refer to No Second Gear .

Refer to No Third Gear .

Refer to No First Gear .

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2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

Refer to No Fourth Gear, or Slips in

Fourth Gear .

Refer to No Fifth Gear .

Shift Speed Diagnosis: Refer to Inaccurate Shift Points.

This category consists of the following topic:
Inaccurate or inconsistent shift points
Torque Converter Diagnosis:
Refer to Torque Converter Diagnosis
This category contains the following topics: Procedure.
Torque converter diagnosis



Refer to No Engagement of Torque
Converter Clutch (TCC) .

TCC does not apply

Refer to Harsh Torque Converter

TCC does not release
Clutch (TCC) Apply .

TCC apply/release quality

Indicator ON or Message Center Displays

Message:
This category contains the following topics:
Refer to Transmission Indicators and

Change transmission fluid light ON Messages .

Service transmission light ON

Transmission hot idle engine light ON

If Symptom Not Found
Refer to Transmission Fluid

Transmission will not upshift or downshift Checking Procedure.
using Driver Shift Control.

Refer to Road Test Procedure .

Refer to Line Pressure Check
Procedure.

Refer to TAP Shift Circuit
Performance

TAP SHIFT CIRCUIT PERFORMANCE

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 2004 Cadillac SRX
2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

Fig. 1: TAP Shift Circuit

Courtesy of GENERAL MOTORS CORP.
Circuit Description

The TAP Shift system allows the driver to manually shift gears by using the TAP Shift switches
located on the Automatic Transmission shift lever. Pushing the shifter handle forward will
command an upshift and pulling the shifter handle back will command a downshift. The TAP
Shift system is activated when the gear selector is in the manual (M) position and is deactivated in
all other positions.

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2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

TAP Shift Circuit Performance

Step Action Value(s) Yes No
1. Install a scan tool.
2. Turn ON the ignition, with the
engine OFF.
1 3. Select The DTC Info parameter on - Go to
the scan tool. Diagnostic
Trouble
Are DTC's P0815, P0816, P0826 or Code (DTC)
P1876 set? List/Type Go to Step 2
1. Select the Driver Shift Control
parameter on the scan tool.
2. Ensure that the Automatic
2 Transmission (AT) shift lever is in -
the PARK position.

Does the scan tool Driver Shift Control

parameter display Inactive? Go to Step 3 Go to Step 8
1. Select the Manual Shift (M) position
on the AT shift lever.
2. Observe the Driver Shift Control
3 parameter on the scan tool. -

Does the scan tool Driver Shift Control

parameter display Active? Go to Step 6 Go to Step 4
Using the J 39200 digital multimeter
(DMM) and the J 35616 GM terminal test
kit, measure the voltage between the TAP
Up/TAP Down enable signal circuit and a
4 12 V
known good ground at the AT shift lever
connector.
Does the voltage measure near the
specified voltage? Go to Step 5 Go to Step 9
Using the J 39200 digital multimeter
(DMM) and the J 35616 GM terminal test
5 kit, measure the voltage between the TAP 12 V
Up/TAP Down enable signal circuit and
the TAP Up/TAP Down ground circuit at
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2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

the AT shift lever connector.

Does the voltage measure near the Go to Step
specified voltage? Go to Step 11 10
1. Select the Driver Shift Request
parameter on the scan tool.
2. While observing the scan tool move
6 the AT shift lever in the upshift -
position.

Does the Driver Shift Request parameter Go to Step

display upshift? Go to Step 7 11
While observing the scan tool move the Go to
AT shift lever in the downshift position. Intermittent
7 Does the Driver Shift Request parameter - Conditions in
display downshift? Engine Go to Step
Controls-4.6L 11
Test the TAP Up/TAP Down enable signal
circuit for a short to ground. Refer to
8 Testing for Short to Ground and -
Wiring Repairs in Wiring Systems. Go to Step
Did you find and correct the condition? Go to Step 13 12
Test the TAP Up/TAP Down enable signal
circuit for an open. Refer to Testing for
9 Continuity and Wiring Repairs in -
Wiring Systems. Go to Step
Did you find and correct the condition? Go to Step 13 12
Test the TAP Up/TAP Down enable
ground circuit for an open. Refer to
10 Testing for Continuity and Wiring - -
Repairs in Wiring Systems.
Did you find and correct the condition? Go to Step 13
Replace the Floor Shift Control. Refer to
11 Floor Shift Control Replacement . - -
Did you complete the replacement? Go to Step 13
Replace the Instrument Panel Cluster
12 (IPC). Refer to Instrument Panel - -
Cluster (IPC) Replacement in
Instrument Panel, Gages and Console.
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2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

Did you complete the replacement? Go to Step 13

Perform the following procedure in order
to verify the repair:

1. Select the Driver Shift Control

parameter on the scan tool.
2. With the AT shift lever in PARK (P)
the scan tool should indicate
Inactive.
3. With the AT shift lever in MANUAL
(M) the scan tool should indicate
Active.
4. Select the Driver Shift Request
parameter on the scan tool.
13 5. With the AT shift lever in MANUAL -
(M) the scan tool should indicate
None.
6. With the AT shift lever in upshift (+)
position the scan tool should indicate
Upshift.
7. With the AT shift lever in downshift
(-) position the scan tool should
indicate downshift.

Do the Driver Shift Control and the Driver

Shift Request parameters indicate the
proper display? System OK Go to Step 1

TRANSMISSION FLUID CHECKING PROCEDURE

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2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

Fig. 2: Transmission Fluid Checking Procedure

Courtesy of GENERAL MOTORS CORP.

Transmission Fluid Checking Procedure

Step Action Value(s) Yes No
IMPORTANT:
Transmission fluid level can only
be accurately checked when the
fluid temperature is between 30-50°
C (86-122°F).

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1. Start the engine.

2. Depress the brake pedal and
move the shift lever through the
gear ranges, pausing a few
seconds in each range. Return the
shift lever to the PARK range.
3. Raise the vehicle on a hoist. The
vehicle must be level with the
engine running and the shift lever
in the PARK range. Refer to
Lifting and Jacking the
Vehicle in General Information.

CAUTION:
Refer to Checking Hot
Transmission Fluid through Drain
Plug Hole Caution in Cautions and
1 Notices.

4. Remove the transmission fluid

level hole plug (36). Location is
model dependent. See the
drawing above for locations.

IMPORTANT:
The transmission fluid may darken
with normal use and does not
always indicate contamination or
oxidation.

5. Inspect the fluid color. If

necessary, use a small
screwdriver as a dipstick. Go
to
Is the fluid color red or light brown Step
with no burnt odor? Go to Step 4 2
Does the fluid have a burnt odor or a Go to Step Go to Step
2 -
dark brown color? 8 3
Does the fluid have a cloudy or milky Go to Step Go to Step
3 -
appearance? 7 8
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Let the fluid temperature rise until it

has reached the specified value.
Inspect the fluid level. The level 30-50°C
4
should be even with the bottom of the (86-122°F)
threaded plug hole. Go to Step Go to Step
Is the fluid level low? 5 11
Add DEXRON® III automatic
transmission fluid in increments of 0.5
L (0.5 qt) until the fluid drains from
5 -
the hole plug.
Did you add more than 1.5 L (1.6 qt) Go to Step Go to Step
to the transmission? 6 11
The transmission may have a leak.
6 Refer to Fluid Leak Diagnosis. - Go to Step Go to Step
Was a transmission leak found? 9 11
The transmission fluid is contaminated
with engine coolant.
Repair or replace the transmission
7 - -
cooler in the radiator.
Is the transmission cooler repair Go to Step
complete? 9
1. Drain the fluid by removing the
transmission fluid pan drain plug
(63).
2. Remove the transmission fluid
pan. Refer to Automatic
Transmission Fluid/Filter
Replacement .
8 -
IMPORTANT:
A very small amount of material in
the bottom of the pan is a normal
condition.

3. Inspect the bottom pan for any

excessive debris.
Go to Step Go to Step
Was excessive debris found? 9 10
1. Repair the transmission, if
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required.

IMPORTANT:
If the transmission is overhauled, it
may be necessary to flush the
transmission fluid cooler and
pipes. Refer to Automatic
Transmission Oil Cooler Flushing
and Flow Test (J35944-A) or
Automatic Transmission Oil Cooler
Flushing and Flow Test (J45096) .

2. Add enough DEXRON®III

automatic transmission fluid to
bring the fluid to the fluid level
to the bottom of the threaded
plug hole.
3. Start the engine.
4. Depress the brake pedal and
move the shift lever through the 30-50°C
gear ranges, pausing a few (86-122°F)
9 seconds in each range. Return the 20 N.m -
shift lever to the PARK range. (15 lb ft)
5. Raise the vehicle on a hoist. The
vehicle must be level with the
engine running and the shift lever
in the PARK range. Refer to
Lifting and Jacking the
Vehicle in General Information.

CAUTION:
The engine must be running when
the transmission fluid fill plug is
removed, or excessive fluid loss
will occur. Transmission fluid may
be hot. Since the actual fluid level
is unknown, stand clear when
removing the fill plug. Have a
container ready to capture any lost
fluid. Do not turn the engine off
with the fill plug removed, as you
can be injured by hot transmission
fluid being expelled out of the oil
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2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

fill opening.

6. Let the AT fluid temperature rise

until it has reached the specified
value. Remove the transmission
plug.
7. If needed, add DEXRON®III
automatic transmission fluid in
increments of 0.5 L (0.5 qt) until
the fluid drains from the
threaded hole plug.

NOTE:
Refer to Fastener Notice in
Cautions and Notices.

IMPORTANT:
If the level hole plug (36) and O-
ring (37) are not damaged, they
should be reused.

8. Allow fluid to finish draining out

of the plug hole. Inspect the level
hole plug (36) and O-ring (37)
for damage. Install the
transmission hole plug (36) and
tighten to the specified value.
9. Wipe any excess fluid from the
transmission with a rag or shop
towel.

Is the repair complete? System OK

1. Change the fluid and fluid filter.
Refer to Automatic
Transmission Fluid/Filter
Replacement .
2. Start the engine.
3. Depress the brake pedal and
move the shift lever through the
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2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

gear ranges, pausing a few

seconds in each range. Return the
shift lever to the PARK range.
4. Raise the vehicle on a hoist. The
vehicle must be level with the
engine running and the shift lever
in the PARK range. Refer to
Lifting and Jacking the
Vehicle in General Information.

CAUTION:
The engine must be running when
the transmission fluid fill plug is
removed, or excessive fluid loss
will occur. Transmission fluid may
be hot. Since the actual fluid level
is unknown, stand clear when
removing the fill plug. Have a
container ready to capture any lost
fluid. Do not turn the engine off
with the fill plug removed, as you 30-50°C
can be injured by hot transmission (86-122°F)
10 -
fluid being expelled out of the oil 20 N.m
fill opening. (15 lb ft)
5. Let the AT fluid temperature rise
until it has reached the specified
value. Remove the transmission
level hole plug (36).
6. If needed, add DEXRON®III
automatic transmission fluid in
increments of 0.5 L (0.5 qt) until
the fluid drains from the
threaded hole plug.

NOTE:
Refer to Fastener Notice in
Cautions and Notices.

IMPORTANT:
If the level hole plug (36) and O-
ring (37) are not damaged, they

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should be reused.

7. Allow fluid to finish draining out

of the plug hole. Inspect the level
hole plug (36) and O-ring (37)
for damage. Install the
transmission level hole plug (36)
and tighten to the specified
value.
8. Wipe any excess fluid from the
transmission with a rag or shop
towel.

Is the repair complete? System OK

NOTE:
Refer to Fastener Notice in
Cautions and Notices.

IMPORTANT:
If the level hole plug (36) and O-
ring (37) are not damaged, they
should be reused.

1. Let the AT fluid temperature rise

until it has reached the specified 30-50°C
value. Allow fluid to finish (86-122°F)
11 -
draining out of the hole plug. 20 N.m
Inspect the level hole plug (36) (15 lb ft)
and O-ring (37) for damage.
Install the transmission level hole
plug (36) and tighten to the
specified value.
2. Wipe any excess fluid from the
transmission with a shop towel
or rag.

Is the repair complete? System OK

LINE PRESSURE CHECK PROCEDURE

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2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

Tools Required

J 21867 Pressure Gage

J 21867-4 Pressure Gage Adapter

J-21867-15 Braided Transmission Oil Pressure Test Hose

IMPORTANT: Before performing a line pressure check, verify that the

pressure control (PC) solenoid valve is receiving the correct
electrical signal from the TCM.

1. Install a scan tool.

CAUTION: Keep the brakes applied at all times in order to prevent

unexpected vehicle motion. Personal injury may result if
the vehicle moves unexpectedly.

2. Start the engine and set the parking brake.

3. Inspect for a stored Diagnostic Trouble Code (DTC).
4. Repair the vehicle, if necessary.
5. Check the fluid level. Refer to the Transmission Fluid Checking Procedure.
6. Check the manual linkage for proper adjustment.

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2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

Fig. 3: Locating Transmission Pressure Test Plug

Courtesy of GENERAL MOTORS CORP.

CAUTION: Do not allow the line pressure gage hose to come into
contact with the exhaust system. Transmission fluid is
flammable, contact with the exhaust system may cause
bodily injury or vehicle damage.

7. Turn the engine Off. Remove the transmission pressure test plug (40) and install J 21867-4 ,
J-21867-15 and J 21867 .
8. Put the gear selector in PARK range and set the parking brake.
9. Start the engine and allow the engine to warm up at idle.

NOTE: The total test running time should not be longer than 2
minutes. Running the test longer than 2 minutes may damage
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the transaxle.

10. Access the PC solenoid valve control test on the scan tool.
11. Increase the PC solenoid actual current from 0 to 1 amps in 0.1 amp increments. Allow the
pressure to stabilize for five seconds after each pressure change. Read the corresponding
line pressure on the J 21867 .
12. Refer to the Line Pressure specification table. Compare the data to the table.
13. If pressure readings differ greatly from the table, refer to Fluid Pressure High or Low.
14. Turn engine OFF. Remove the J 21867-4 , J-21867-15 and J 21867 .
15. Inspect the pressure test plug (40) and O-ring (66) for damage.

NOTE: Refer to Fastener Notice in Cautions and Notices.

IMPORTANT: If the pressure test plug (40) and O-ring (66) are not
damaged, they should be reused.

16. Install the transmission pressure test plug (40).

Tighten: Tighten the transmission pressure test plug to 11 N.m (8 lb ft).

ROAD TEST PROCEDURE

IMPORTANT: The Road Test Procedure should be performed only as part of the
Symptom Diagnosis. Refer to Symptoms - Automatic
Transmission.

The following test provides a method of evaluating the condition of the automatic transmission.
The test is structured so that most driving conditions would be achieved. The test is divided into
the following parts:

Electrical Function Check

Upshift Control and Torque Converter Clutch (TCC) Apply

Part Throttle Detent Downshifts

Full Throttle Detent Downshifts

Manual Downshifts

Coasting Downshifts

Manual Gear Range Selection
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2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

 REVERSE
 Manual SECOND
 Manual THIRD
 Manual FOURTH

IMPORTANT: Complete the test in the sequence given. Incomplete testing

cannot guarantee an accurate evaluation.

Before the road test, ensure the following:

The engine is performing properly.

Transmission fluid level is correct. Refer to the Transmission Fluid Checking Procedure.

Tire pressure is correct.

During the road test:

Perform the test only when traffic conditions permit.

Operate the vehicle in a controlled, safe manner.

Observe all traffic regulations.

View the scan tool data while conducting this test.

Take along qualified help in order to operate the vehicle safely.

Observe any unusual sounds or smells.

After the road test, inspect for the following:

Transmission fluid level

Refer to the Transmission Fluid Checking Procedure.

Diagnostic Trouble Codes (DTCs) that may have set during the testing

Refer to the applicable DTC.

Scan tool data for any abnormal readings or data

Fluid leaks
Electrical Function Check

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2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

Perform this check first, in order to ensure the electronic transmission components are connected
and functioning properly. If these components are not checked, a simple electrical condition
could be mis-diagnosed.

1. Connect the scan tool.

2. Ensure the gear selector is in PARK and set the parking brake.
3. Start the engine.
4. Verify that the following scan tool data can be obtained and is functioning properly.

Refer to Scan Tool Data List for typical data values. Data that is questionable may
indicate a concern.

Engine Speed

Transmission output speed

Vehicle speed

IMS Range

Transmission range (engine list)

Commanded gear

PC solenoid reference current

PC solenoid actual current

PC solenoid duty cycle

Brake switch

Engine coolant temperature

Transmission fluid temperature

Acceleration Pedal Position

Ignition voltage

1-2 shift solenoid

2-3 shift solenoid

4-5 shift solenoid

TCC solenoid duty cycle

TCC slip speed

5. Monitor the brake switch signal while depressing and releasing the brake pedal. The scan
tool should display:

Open when the brake pedal is released.

Closed when the brake pedal is depressed.

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6. Check the garage shifts.

1. Apply the brake pedal and ensure that the parking brake is set.
2. Move the gear selector through the following ranges:
1. PARK to REVERSE
2. REVERSE to NEUTRAL
3. NEUTRAL to DRIVE
3. Pause 2 to 3 seconds in each gear position.
4. Verify the gear engagements are immediate and not harsh.

IMPORTANT: Harsh engagement may be caused by any of the following

conditions:

High idle speed

Compare engine idle speed to desired idle speed.

Commanded low PC solenoid current

Compare PC solenoid reference current to PC solenoid

actual current.

A default condition caused by certain DTCs that result in

maximum line pressure to prevent slippage

IMPORTANT: Soft or delayed engagement may be caused by any of the

following conditions:

Low idle speed

Compare engine idle speed to desired idle speed.

Low fluid level

Commanded high PC solenoid current

Compare PC solenoid reference current to PC solenoid

actual current.

Cold transmission fluid

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Inspect for low transmission fluid temperature.

Selector linkage

Inspect the adjustment.

7. Monitor transmission range on the scan tool, engine list.

1. Apply the brake pedal and ensure the parking brake is set.
2. Move the gear selector through all ranges.
3. Pause 2-3 seconds in each range.
4. Return gear selector to PARK.
5. Verify that all selector positions match the scan tool display.
8. Check accelerator pedal input.
1. Apply the brake pedal and ensure that the parking brake is set.
2. Ensure the gear selector is in PARK.
3. Monitor accelerator pedal while increasing and decreasing engine speed with the
throttle pedal. The scan tool accelerator pedal should increase and decrease with
engine speed.

If any of the above checks do not perform properly, record the result for reference after
completion of the road test.
Upshift Control and Torque Converter Clutch (TCC) Apply

The TCM calculates the upshift points based primarily on two inputs: throttle angle and vehicle
speed. When the TCM determines that conditions are met for a shift to occur, the TCM
commands the shift by closing or opening the ground circuit for the appropriate solenoid.

Perform the following steps:

1. Refer to the Shift Speed table in this section and choose a throttle position of 12 percent,
25 percent or 50 percent. All throttle angles shown should be tested to cover the normal
driving range.
2. Monitor the following scan tool parameters:

Throttle angle

Vehicle speed

Engine speed

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Output shaft speed

Commanded gear

Slip speed

Solenoid states

3. Place the gear selector in the OVERDRIVE position.

4. Accelerate the vehicle using the chosen throttle angle. Hold the throttle steady.
5. As the transmission upshifts, note the vehicle speed when the shift occurs for each gear
change. There should be a noticeable shift feel or engine speed change within 1 to 2 seconds
of the commanded gear change.
6. Compare the shift speeds to the Shift Speed table. Refer to Shift Speed . Shift speeds may
vary slightly due to transmission fluid temperature or hydraulic delays in responding to
electronic controls.

Note any harsh, soft or delayed shifts or slipping.

Note any noise or vibration.

7. Repeat steps 1-6 to complete all throttle angles.

IMPORTANT: This transmission is equipped with an electronically

controlled capacity clutch (ECCC). The pressure plate does
not fully lock to the torque converter cover. The pressure
plate maintains a small amount of slippage, approximately 20
RPM, in THIRD, FOURTH and FIFTH gears, depending on the
vehicle application. ECCC was developed to reduce the
possibility of noise, vibration or chuggle caused by TCC
apply. Typical apply speeds are 49-52 km/h (30-32 mph) in
THIRD gear and 65-73 km/h (40-45 mph) in FOURTH gear. Full
lockup is available at highway speeds on some applications.

IMPORTANT: The TCC will not engage until the engine is in closed loop
operation and the vehicle speed is as shown in the Shift
Speed table. Refer to Shift Speed . The vehicle must be in a
near-cruise condition, not accelerating or coasting, and on a
level road surface.

8. Inspect for TCC apply in THIRD, FOURTH and FIFTH gear.

Note the TCC apply point. When the TCC applies there should be a noticeable drop in
engine speed and a drop in slip speed to below 100 RPM. If the TCC apply can not be

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detected:
 Check for DTCs.

 Refer to Torque Converter Diagnosis Procedure.

Refer to the Shift Speed table for the correct apply speeds.

Lightly tap and release the brake pedal. The TCC will release on most applications.
Part Throttle Detent Downshift

1. Place the gear selector in the OVERDRIVE position.

2. Accelerate the vehicle to 64-88 km/h (40-55 mph) in FIFTH gear.
3. Quickly increase throttle angle to greater than 50 percent.
4. Verify the following:

The TCC releases

The transmission downshifts immediately to FOURTH gear

5. Place the gear selector in the OVERDRIVE position.

Full Throttle Detent Downshift

1. Accelerate the vehicle to speeds of 64-88 km/h (40-55 mph) in FIFTH gear.
2. Quickly increase throttle angle to 100 percent (WOT).
3. Verify the following:

The TCC releases

The transmission downshifts immediately to THIRD gear

Manual Downshifts

The shift solenoid valves control the initial downshift for the 5-4, 4-3, 3-2 manual downshifts.
The solenoid states should change during or shortly after a manual downshift is selected.

Manual 5-4 Downshift

1. Place the gear selector in the OVERDRIVE position.

2. Accelerate the vehicle to 64-88 km/h (40-55 mph) in FIFTH gear.
3. Release the throttle while moving the gear selector to FOURTH.
4. Verify the following:

The TCC releases

The transmission downshifts immediately to FOURTH gear

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The engine slows the vehicle

Manual 5-3 Downshift

1. Place the gear selector in the OVERDRIVE position.

2. Accelerate the vehicle to 64-72 km/h (40-45 mph).
3. Release the throttle while moving the gear selector to THIRD.
4. Verify the following:

The TCC releases.

The transmission downshifts immediately to THIRD gear.

The engine slows the vehicle.

Manual 5-2 Downshift

1. Place the gear selector in the OVERDRIVE position.

2. Accelerate the vehicle to 48 km/h (30 mph).
3. Release the throttle while moving the gear selector to SECOND.
4. Verify the following:

The TCC releases.

The transmission downshifts immediately to SECOND gear.

The engine slows the vehicle.

Coasting Downshifts

1. Place the gear selector in the OVERDRIVE position.

2. Accelerate the vehicle to FIFTH gear with the TCC applied.
3. Release the throttle and lightly apply the brakes.
4. Verify the following:

The TCC releases

Downshifts occur at speeds shown in the Shift Speed table. Refer to Shift Speed .

Manual Gear Range Selection

The shift solenoids control the upshifts in the manual gear ranges.

Perform the following tests using 10-15 percent throttle angle.

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Reverse

1. With the vehicle stopped, move the gear selector to REVERSE.

2. Slowly accelerate the vehicle.
3. Verify that there is no noticeable slip, noise, or vibration.

Manual Second

1. With the vehicle stopped, move the gear selector to SECOND.

2. Accelerate the vehicle to 32 km/h (20 mph).
3. Verify the following:

No upshifts occur.

The TCC does not apply.

There is no noticeable slip, noise, or vibration.

Manual Third

1. With the vehicle stopped, move the gear selector to THIRD.

2. Accelerate the vehicle to 57 km/h (35 mph).
3. Verify the following:

The 1-2 shift occurs.

The 2-3 shift does not occur.

There is no noticeable slip, noise or vibration.

Manual Fourth

1. With the vehicle stopped, move the gear selector to FOURTH.

2. Accelerate the vehicle to 64 km/h (40 mph).
3. Verify the following:

The 1-2 shift occurs

The 2-3 shift occurs

There is no noticeable slip, noise or vibration

Driver Shift Control

The floor shift control is located in the center console assembly. It contains the upshift and
downshift switches for the driver shift control system. The driver shift control system is activated
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when the floor shift control lever is moved to the right into the manual position from the drive
position. When the manual position is selected, an upshift is requested by pushing the floor shift
control lever forward to the + position and a downshift is requested by pulling the floor shift
control lever to the - position. When an upshift or a downshift is requested, a signal is sent to the
TCM which commands the shift solenoids ON or OFF to achieve the appropriate gear.

TORQUE CONVERTER DIAGNOSIS PROCEDURE

The Torque Converter Clutch (TCC) is applied by fluid pressure, which is controlled by a PWM
solenoid valve. This solenoid valve is located inside of the automatic transmission assembly. The
solenoid valve is controlled through a combination of computer controlled switches and sensors.
Torque Converter Stator

The torque converter stator roller clutch can have two different malfunctions.

The stator assembly freewheels in both directions.

The stator assembly remains locked up at all times.
Poor Acceleration at Low Speed

If the stator is freewheeling at all times, the car tends to have poor acceleration from a standstill.
At speeds above 50-55 km/h (30-35 mph), the car may act normally. For poor acceleration, you
should first determine that the exhaust system is not blocked, and the transmission is in First gear
when starting out.

If the engine freely accelerates to high RPM in NEUTRAL, you can assume that the engine and
the exhaust system are normal. Check for poor performance in DRIVE and REVERSE to help
determine if the stator is freewheeling at all times.
Poor Acceleration at High Speed

If the stator is locked up at all times, performance is normal when accelerating from a standstill.
Engine RPM and car speed are limited or restricted at high speeds. Visual examination of the
converter may reveal a blue color from overheating.

If the converter has been removed, you can check the stator roller clutch by inserting a finger into
the splined inner race of the roller clutch and trying to turn the race in both directions. You
should be able to freely turn the inner race clockwise, but you should have difficulty in moving
the inner race counterclockwise or you may be unable to move the race at all.
Noise

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IMPORTANT: Do not confuse this noise with pump whine noise, which is
usually noticeable in PARK, NEUTRAL and all other gear ranges.
Pump whine will vary with line pressure.

You may notice a torque converter whine when the vehicle is stopped and the transmission is in
DRIVE or REVERSE. This noise will increase as you increase the engine RPM. The noise will
stop when the vehicle is moving or when you apply the torque converter clutch, because both
halves of the converter are turning at the same speed.

Perform a stall test to make sure the noise is actually coming from the converter:

1. Place your foot on the brake.

2. Put the gear selector in DRIVE.

NOTE: You may damage the transmission if you depress the

accelerator for more than 6 seconds.

3. Depress the accelerator to approximately 1,200 RPM for no more than six seconds.

A torque converter noise will increase under this load.

Torque Converter Clutch Shudder

The key to diagnosing Torque Converter Clutch (TCC) shudder is to note when it happens and
under what conditions.

TCC shudder which is caused by the transmission should only occur during the apply or the
release of the converter clutch. Shudder should never occur after the TCC plate is fully applied.
If Shudder Occurs During TCC Apply or Release

If the shudder occurs while the TCC is applying, the problem can be within the transmission or
the torque converter. Something is causing one of the following conditions to occur:

Something is not allowing the clutch to become fully engaged.

Something is not allowing the clutch to release.

The clutch is releasing and applying at the same time.

One of the following conditions may be causing the problem to occur:

Leaking turbine shaft seals

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A restricted release orifice

Defective friction material on the TCC plate
If Shudder Occurs After TCC has Applied

If shudder occurs after the TCC has applied, most of the time there is nothing wrong with the
transmission.

The TCC is not likely to slip after the TCC has been applied. Engine problems may go unnoticed
under light throttle and load, but they become noticeable after the TCC apply when going up a
hill or accelerating. This is due to the mechanical coupling between the engine and the
transmission.

Once TCC is applied, there is no torque converter fluid coupling assistance. Engine or driveline
vibrations could be unnoticeable before TCC engagement.

Inspect the following components in order to avoid misdiagnosis of TCC shudder. An inspection
will also avoid the unnecessary disassembly of a transmission or the unnecessary replacement of a
torque converter.

Spark plugs

Inspect for cracks, high resistance or a broken insulator.

Cylinder coil

Look for a black discoloration on the bottom of each cylinder coil. This indicates arcing
while the engine is misfiring.

Fuel injector

The filter may be plugged.

Vacuum leak

The engine will not get a correct amount of fuel. The mixture may run rich or lean
depending on where the leak occurs.

MAF sensor

Like a vacuum leak, the engine will not get the correct amount of fuel for proper engine
operation.
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Carbon on the intake valves

Carbon restricts the proper flow of air/fuel mixture into the cylinders.

Flat cam

Valves do not open enough to let the proper fuel/air mixture into the cylinders.

Oxygen sensor

This sensor may command the engine too rich or too lean for too long.

Fuel pressure

This may be too low.

Engine mounts

Vibration of the mounts can be multiplied by TCC engagement.

Axle joints

Check for vibration.

Cylinder balance

Bad piston rings or poorly sealing valves can cause low power in a cylinder.

Fuel contamination

This causes poor engine performance.

Replace the torque converter if any of the following conditions exist:

External leaks appear in the hub weld area.

The converter hub is scored or damaged.

The converter pilot is broken, damaged, or fits poorly into the crankshaft.

You discover steel particles after flushing the cooler and the cooler lines.

The pump is damaged, or you discover steel particles in the converter.

The vehicle has TCC shudder and/or no TCC apply. Replace the torque converter only after
all hydraulic and electrical diagnoses have been made. The converter clutch material may be
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glazed.

The converter has an imbalance which cannot be corrected. Refer to Flexplate/Torque
Converter Vibration Test.

The converter is contaminated with engine coolant which contains antifreeze.

An internal failure occurs in the stator roller clutch.

You notice excessive end play.

Overheating produces heavy debris in the clutch.

You discover steel particles or clutch lining material in the fluid filter or on the magnet,
when no internal parts in the unit are worn or damaged. This condition indicates that lining
material came from the converter.

Do not replace the torque converter if you discover any of the following symptoms:

The oil has an odor or the oil is discolored, even though metal or clutch facing particles are
not present.

Transmission failure did not display evidence of damaged or worn internal parts, steel
particles or clutch plate lining material in the unit and inside the fluid filter.

The vehicle has been exposed to high mileage only. An exception may exist where the lining
of the torque converter clutch dampener plate has seen excess wear by vehicles operated in
heavy and/or constant traffic, such as taxi, delivery, or police use.

FLEXPLATE/TORQUE CONVERTER VIBRATION TEST

Isolating Vibration

NOTE: Some engine/transaxle combinations cannot be balanced in this

manner due to restricted access or limited clearances between the
torque converter bolts and the engine. Ensure that the bolts do not
bottom out in the lug nuts or the torque converter cover could be
dented and cause internal damage.

To isolate and correct a flywheel or torque converter vibration, separate the torque converter
from the flywheel to determine if vibration is in the engine or transmission.

1. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the
vibration.
2. Turn the engine OFF.
3. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle in
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General Information.
4. Mark the relationship of the converter to the flywheel.
5. Remove the bolts attaching the converter to the flywheel. Refer to Fastener Tightening
Specifications (Unit Repair) or Fastener Tightening Specifications (On Vehicle) .
6. Slide the torque converter away from the flywheel.
7. Rotate the flywheel and torque converter to inspect for defects or missing balance weights.
Refer to Engine Flywheel Cleaning and Inspection in Engine Mechanical - 4.6L.
8. Lower the vehicle.
9. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the
vibration. Refer to Diagnostic Starting Point - Vibration Diagnosis and Correction in
Vibration Diagnosis and Correction.
10. Turn the engine OFF.
Indexing Torque Converter

To determine and correct a torque converter vibration, the following procedure may have to be
performed several times to achieve the best possible torque converter to flywheel balance.

1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle in
General Information.
2. Rotate the torque converter one bolt position.

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Fig. 4: View Of Torque Converter Hub In Engine Crankshaft

Courtesy of GENERAL MOTORS CORP.

3. Align the torque converter hub (2) in the engine crankshaft (3) and install the torque
converter to flywheel bolts. Refer to Fastener Tightening Specifications (Unit Repair)
or Fastener Tightening Specifications (On Vehicle) - On Vehicle.

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4. Lower the vehicle.

5. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the
vibration. Refer to Noise and Vibration Analysis .

Repeat this procedure until you obtain the best possible balance.

NOISE AND VIBRATION ANALYSIS

A noise or vibration that is noticeable when the vehicle is in motion MAY NOT be the result of
the transmission.

If noise or vibration is noticeable in PARK and NEUTRAL with the engine at idle, but is less
noticeable as RPM increases, the cause may be from poor engine performance.

Vibration may also be caused by a small amount of water inside the converter.

Inspect the tires for the following conditions:
 Uneven wear

 Imbalance

 Mixed sizes

 Mixed radial and bias ply

Inspect the suspension components for the following conditions:

 Alignment and wear

 Loose fasteners

 Driveline damage or wear

Inspect the engine and transmission mounts for damage and loose bolts.

Inspect the transmission case mounting holes for the following conditions:
 Missing bolts, nuts, and studs

 Stripped threads

 Cracks

Inspect the flywheel for the following conditions:

 Missing or loose bolts

 Cracks

 Imbalance

Inspect the torque converter for the following conditions:

 Missing or loose bolts or lugs

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 Missing or loose balance weights

 Imbalance caused by heat distortion or fluid contamination

BUZZ NOISE OR HIGH FREQUENCY RATTLE SOUND

Buzz Noise or High Frequency Rattle Sound

Checks Action
DEFINITION: A buzz or high frequency rattle

Trace Cooler Pipes Verify a pressure buzz by watching for a needle vibration
of the pressure gage. A road test may be necessary. Refer

Check for binding or
contact at the Radiator, to Road Test Procedure .
other than at the Cooler
Pipe connectors

WHINE NOISE VARYING WITH RPM OR FLUID PRESSURE

Whine Noise Varying with RPM or Fluid Pressure

Checks Action
DEFINITION: In all ranges, a whine which may be sensitive to RPM load, or which ceases
when the TCC engages, or which is sensitive to the oil pressure
Torque Converter (1) Verify that the noise is internal to the torque converter by
placing your left foot on the brake with the gear or selector
in Drive. Momentarily stall the engine. Torque Converter
noise increases under load.
Oil Pump System Pump whine noise, which is usually noticeable in Park,
Neutral and all other gear ranges. Pump whine will vary
with line pressure.

POPPING NOISE

Popping Noise
Checks Action
DEFINITION: A popping noise, similar to popcorn popping
Oil Pump System
Check fluid level.

Inspect for pump cavitation, indicated by bubbles in

fluid.

Inspect the transmission fluid filter for a leaky seam.

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Inspect the transmission fluid filter seal for improper

positioning or for a cut seal.

NOISE IN RANDOM RANGES

Noise in Random Ranges

Checks Action
DEFINITION: Noise only in certain gear ranges
Refer to Range Reference . Determine the power flow and the applicable components that
may be causing this noise.

CLUTCH PLATE DIAGNOSIS

Composition Plates

Dry the plates and inspect the plates for the following conditions:

Pitting

Flaking

Wear

Glazing

Cracking

Charring

Chips or metal particles embedded in the lining

Replace a composition plate which shows any of these conditions.

Steel Plates

Wipe the plates dry and inspect the plates for heat discoloration. If the surfaces are smooth, even
if color smear is indicated, you can reuse the plate. If the plate is discolored with heat spots or if
the surface is scuffed, replace the plate.
Causes of Burned Clutch Plates

The following conditions can result in a burned clutch plate:

Incorrect usage of clutch plates

Engine coolant in the transmission fluid

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A cracked clutch piston

Damaged or missing seals

Damaged fluid passage sleeves

Low line pressure

Valve body conditions
 The valve body face is not flat.

 Porosity is between channels.

 The valve bushing clips are improperly installed.

 The checkballs are misplaced.

The Teflon® seal rings are worn or damaged.

Low transmission fluid level

ENGINE COOLANT/WATER IN TRANSMISSION

If antifreeze or water has entered the transmission, perform the following:

1. Disassemble the transmission.

2. Replace all of the rubber type seals. The coolant will attack the seal material which will
cause leakage.
3. Replace the composition-faced clutch plate assemblies. The facing material may separate
from the steel center portion.
4. Replace all of the washers.
5. Replace the torque converter.
6. Thoroughly clean and rebuild the transmission, using new gaskets and oil filter.
7. Flush the cooler lines after the transmission cooler has been properly repaired or replaced.

FLUID LEAK DIAGNOSIS

NOTE: The transmission fluid level must be checked before fluid leak
diagnosis is performed to prevent damage to the transmission.

Check transmission fluid lever. Refer to Transmission Fluid Checking Procedure.

General Method

1. Verify that the leak is transmission fluid.

2. Thoroughly clean the suspected leak area.
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3. Operate the vehicle for 24 km (15 mi), or until normal operating temperatures are reached.
4. Park the vehicle over clean paper or cardboard.
5. Shut OFF the engine.
6. Look for fluid spots on the paper.
7. Make the necessary repairs.
Powder Method

1. Thoroughly clean the suspected leak area with solvent.

2. Apply an aerosol type powder, such as foot powder, to the suspected leak area.
3. Operate the vehicle for 24 km (15 mi), or until normal operating temperatures are reached.
4. Shut OFF the engine.
5. Inspect the suspected leak area.
6. Trace the leak path through the powder in order to find the source of the leak.
7. Make the necessary repairs.
Dye and Black Light Method

A fluid dye and black light kit is available from various tool manufacturers.

1. Follow the manufacturer's instructions in order to determine the amount of dye to use.
2. Install the dye. Refer to Transmission Fluid Checking Procedure.
3. Detect the leak with the black light.
4. Make the necessary repairs.
Find the Cause of the Leak

Pinpoint the leak and trace the leak back to the source. You must determine the cause of the leak
in order to repair the leak properly. For example, if you replace a gasket, but the sealing flange is
bent, the new gasket will not repair the leak. You must also repair the bent flange. Before you
attempt to repair a leak, check for the following conditions, and make repairs as necessary:

Gaskets

Fluid level/pressure is too high

Plugged vent or drain-back holes

Improperly tightened fasteners

Dirty or damaged threads
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Warped flanges or sealing surface

Scratches, burrs, or other damage to the sealing surface

Damaged or worn gasket

Cracking or porosity of the component

Improper sealant used, where applicable

Incorrect gasket

Seals

Fluid level/pressure is too high

Plugged vent or drain-back holes

Damaged seal bore

Damaged or worn seal

Improper installation

Cracks in component

Manual or output shaft surface is scratched, nicked, or damaged

Loose or worn bearing causing excess seal wear
Possible Points of Fluid Leaks

Transmission Oil Pan

Incorrectly tightened fluid pan bolts

Improperly installed or damaged fluid pan gasket

Damaged fluid pan or mounting face

Incorrect fluid pan gasket

Fluid Drain Plug

Case Leak

Fluid Fill Plug

Extension Housing

Wiring harness O-ring seal

Damaged manual shaft seal

Loose or damaged fluid cooler line seals fittings

Worn or damaged propeller shaft flange seal
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Loose line pressure test plug

Porous casting

Fluid fill plug

Leak at the Torque Converter End

Converter leak in the weld area

Converter seal lip cut. Check the converter hub for damage

Converter seal bushing moved forward and damaged

Converter seal garter spring missing from the seal

Porous casting of the transmission case or the oil pump

Leak at the Vent

Overfilled system

Water or coolant in the fluid. The fluid will appear milky

Transmission case porous

Plugged vent

Drain-back holes plugged

Mispositioned oil pump to case gasket, if equipped

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Fig. 5: Leak Inspection Points

Courtesy of GENERAL MOTORS CORP.

Callouts For Fig. 70

Callout Component Name
1 Torque Converter Assembly
2 Fluid Cooler Pipe Connectors
4 Torque Converter Housing Fluid Seal Assembly
24 Automatic Transmission Case Assembly
25 Case Extension Gasket
29 Prop Shaft Flange Seal
36 Transmission Level Hole Plug
40 Transmission Pressure Test Plug
56 Automatic Transmission Wiring Harness O-ring Seal
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60 Automatic Transmission Fluid Pan Gasket

63 Automatic Transmission Fluid Drain Plug
229 Torque Converter Housing Seal
243 Transmission Vent Assembly
605 Manual Shift Shaft Seal
614 Cup Plug

CASE POROSITY REPAIR

Some external leaks are caused by case porosity in non-pressurized areas. You can usually repair
these leaks with the transmission in the vehicle.

1. Thoroughly clean the area to be repaired with a cleaning solvent. Air dry the area.

CAUTION: Epoxy adhesive may cause skin irritations and eye

damage. Read and follow all information on the container
label as provided by the manufacturer.

2. Using instructions from the manufacturer, mix a sufficient amount of an epoxy to make the
repair.
3. While the transmission case is still hot, apply the epoxy. You can use a clean, dry soldering
acid brush to clean the area and also to apply the epoxy cement. Make certain that the area
to be repaired is fully covered.
4. Allow the epoxy cement to cure for three hours before starting the engine.
5. Repeat the fluid leak diagnosis procedures.

SHIFT SOLENOID LEAK TEST

Tools Required

J 44246 Solenoid Testing Kit

J 35616 GM Terminal Test Kit

Leak Test Procedure

IMPORTANT:
This procedure tests On/Off type solenoid valves.

Visually inspect the physical condition of the solenoid
before testing. Inspect the O-rings before and after the
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test to be sure that they are not cut or damaged.

1. Remove the shift solenoid valve from the control valve body or the TCC solenoid valve
from the transmission case. Refer to 1-2 Shift Solenoid Replacement ,2-3 Shift Solenoid
Replacement , 4-5 Shift Solenoid Replacement or Torque Converter Clutch (TCC)
Solenoid Replacement , Transmission Internal Electrical Harness Replacement .

Fig. 6: Installing Solenoid Valve Into Bore #5

Courtesy of GENERAL MOTORS CORP.

2. Install the TCC solenoid valve, the 1-2 shift solenoid valve, the 2-3 shift solenoid valve or
the 4-5 shift solenoid into bore number 5 of the J 44246 .
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Install the factory retainer clip to retain the solenoid.

Fig. 7: Connecting Solenoid Testing Harness To Solenoid

Courtesy of GENERAL MOTORS CORP.

3. Connect the solenoid testing harness supplied with the J 44246 to the solenoid.

IMPORTANT: Do not use air pressure in excess of 120 psi. Excessive

pressure will not allow the solenoid ball check valve to seat
properly. Recommended air pressure is 50 psi.

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4. Apply compressed air to the J 44246 .

5. Connect the solenoid testing harness to the, 12 volt, positive and negative (-) battery
terminals.
6. Observe if the solenoid is operating electrically. An audible clicking noise can be heard
when connecting or disconnecting power.

IMPORTANT:
All solenoids need to be energized to seal.

A small amount of air leakage is normal +/- 21 kPa (+/- 3
psi).

7. Observe the air flow through the solenoid. The flow will completely or nearly completely
stop. Replace the solenoid if there continues to be an obvious air leak when the solenoid is
energized.

IMPORTANT: Inspect the O-rings after the test to be sure that they are not
cut or damaged.

8. Install the shift solenoid valve into the control valve body or the TCC solenoid valve into
the transmission case. Refer to 1-2 Shift Solenoid Replacement ,2-3 Shift Solenoid
Replacement , 4-5 Shift Solenoid Replacement or Torque Converter Clutch (TCC)
Solenoid Replacement , Transmission Internal Electrical Harness Replacement .

AUTOMATIC TRANSMISSION OIL COOLER FLUSHING AND FLOW TEST (J35944-A)

GM studies indicate that plugged or restricted transmission oil coolers and pipes cause
insufficient transmission lubrication and elevated operating temperatures which can lead to
premature transmission wear-out. Many repeat repair cases could have been prevented by
following published procedures for transmission oil cooler flushing and flow checking. This
procedure includes flow checking and flushing the auxiliary transmission oil cooler, if equipped.

IMPORTANT: Use the J 35944-A or equivalent to flush the transmission oil

cooler and the oil cooler pipes whenever the transaxle is
removed for the following repairs:

Torque converter

Oil pump

Oil pump drive shaft

Drive sprocket support
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Transaxle overhaul complete

Transaxle assembly replacement

IMPORTANT: Use the J 35944-A or equivalent to flush the transmission oil

cooler and the oil cooler pipes whenever the transmission is
removed for the following repairs:

Torque converter

Oil pump

Turbine shaft

Transmission overhaul complete

Transmission assembly replacement

IMPORTANT: Remove the fluid by-pass valve, if equipped, before performing

Flow and Flush procedure.

Only GM Goodwrench DEXRON®III automatic transmission fluid should be used when doing a
repair on a GM transmission.

Time allowance for performing the cooler flow checking and flushing procedure has been
included in the appropriate labor time guide operations since the 1987 model year. The service
procedure steps for oil cooler flushing are as follows:

Cooler Flow Check and Flushing Steps

1. Tools Required
2. Preparation
3. Back Flush
4. Forward Flush
5. Flow Check
6. Clean-up

Tools Required

J 35944-A Transmission Oil Cooler and Line Flusher

J 35944-22 Transmission Oil Cooler Flushing Fluid

Measuring cup
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Funnel

Water supply - hot water recommended

Water hose, at least 16 mm (5/8 in) ID

Shop air supply with water/oil filters, regulator and pressure gage

Air chuck with clip, if available

Oil drain container

Pail with lid - 19 L (5 gallon)

Eye protection

Rubber gloves
Preparation

1. During the installation of the repaired or replacement transmission, do not connect the oil
cooler pipes.

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Fig. 8: Identifying Flusher Tank & Components

Courtesy of GENERAL MOTORS CORP.

NOTE: Do not use solutions that contain alcohol or glycol. Use of

solutions that contain alcohol or glycol may damage the oil
cooler line flusher, oil cooler components and/or transmission
components.

IMPORTANT: The J 35944-22 is environmentally safe, yet powerful enough

to cut through transmission fluid to dislodge any
contaminants from the cooler. The safety precautions on the
label, regarding potential skin and eye irritations associated
with prolonged exposure, are typical precautions that apply
to many similar cleaning solutions. It should be noted that
according to GM, use of other non-approved fluids for cooler
flushing can have an adverse reaction to the seals inside the
transmission.

2. Remove the fill cap (9) on the J 35944-A and fill the flusher tank (4) with 0.6 L (20-21 oz)
ofJ 35944-22 , using the measuring cup (6). Do not overfill.
3. Install the fill cap (9) on the J 35944-A and pressurize the flusher tank (4) to 550-700 kPa
(80-100 psi), using the shop air supply at the tank air valve (2).
4. With the water supply valve (1) on the J 35944-A in the OFF position, connect the water
supply hose from the J 35944-A to the water supply at the faucet.
5. Turn ON the water supply at the faucet.
Back Flush

1. Inspect the transmission oil cooler pipes for kinks or damage. Repair as necessary.

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Fig. 9: Connecting J 35944 To Oil Cooler

Courtesy of GENERAL MOTORS CORP.

2. Connect the J 35944-A to the oil cooler feed top connector.

3. Clip the discharge hose (2) onto the oil drain container.
4. Attach the J 35944-A to the undercarriage of the vehicle with the hook provided and
connect the flushing system feed supply hose (1) from the J 35944-A to the bottom
connector oil cooler return pipe.
5. Turn the J 35944-A water supply valve (3) to the ON position and allow water to flow
through the oil cooler and pipes for 10 seconds to remove any remaining transmission fluid.
If water does not flow through the oil cooler and pipes, the cause of the blockage must be
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diagnosed and the plugged component must be repaired or replaced. Continue with the
cooler flushing and flow check procedure once the blockage is corrected.
6. Turn the J 35944-A water supply valve (3) to the OFF position and clip the discharge hose
onto a 19 liter (5 gallon) pail with a lid, to avoid splashback.

Fig. 10: J 35944-A Water Supply Valve ON/OFF Positions

Courtesy of GENERAL MOTORS CORP.

IMPORTANT: Flushing for approximately 2 minutes in each cooler line

direction will result in a total of about 8-10 gallons of waste
fluid. This mixture of water and flushing fluid is to be
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captured in a bucket or similar container.

7. Turn the J 35944-A water supply valve (3) to the ON position and depress the trigger (1) to
mix cooler flushing solution into the water flow. Use the clip provided on the handle to hold
the trigger (1) down. The discharge will foam vigorously when the solution is introduced
into the water stream.
8. Flush the oil cooler and pipes with water and solution for 2 minutes. During this flush,
attach the shop air supply 825 kPa (120 psi) to the flushing system feed air valve (2) located
on the J 35944-A , for 3-5 seconds at the end of every 15-20 second interval to create a
surging action.
9. Release the trigger (1) and turn the J 35944-A water supply valve (3) to the OFF position.
Forward Flush

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Fig. 11: Connecting J 35944 To Oil Cooler

Courtesy of GENERAL MOTORS CORP.

1. Disconnect both hoses (1 and 2) from the oil cooler pipes and connect them to the opposite
oil cooler pipe. This will allow the oil cooler and pipes to be flushed in the normal flow
direction.
2. Repeat Step 6 and 7 of the Back Flush.

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Fig. 12: J 35944-A Water Supply Valve ON/OFF Positions

Courtesy of GENERAL MOTORS CORP.

3. Release the trigger (1) of the J 35944-A and allow water only to rinse the oil cooler and
pipes for 1 minute.
4. Turn the J 35944-A water supply valve (3) to the OFF position and turn OFF the water
supply at the faucet.
5. Attach the shop air supply to the flushing system feed air valve (2) on the and J 35944-A
blow out the water from the oil cooler and pipes. Continue, until no water comes out of the
discharge hose.

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Flow Test

Fig. 13: Clipping The Discharge Hose To An Empty Oil Container

Courtesy of GENERAL MOTORS CORP.

IMPORTANT: The Flow Test must be performed after the flush to ensure
that all flushing solution and water is removed from the oil
cooling system.

1. Disconnect the hose from the oil cooler pipe. Connect the oil cooler feed pipe, top
connector, to the transmission for normal flow.
2. Clip the discharge hose (1) to an empty oil container.
3. Confirm the transmission is filled with automatic transmission fluid. Refer to Fluid
Capacity Specifications for the correct automatic transmission fluid capacity.
4. Start the engine with the transmission in PARK range and run for 30 seconds after fluid
begins to flow from the discharge hose (1). A minimum of 1.9 L (2 quarts) must be
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discharged during this 30 second run time.

5. If the fluid flow meets or exceeds 1.9 L (2 quarts) in 30 seconds, connect the oil cooler feed
pipe to the front connector on the transmission.
6. If fluid flow is less than 1.9 L (2 qt) in 30 seconds, perform the following diagnosis:
1. Disconnect the J 35944-A discharge hose (1) from the oil cooler return pipe.
2. Disconnect the oil cooler feed pipe at the radiator.
3. Connect the J 35944-A discharge hose (1) to the oil cooler feed pipe, radiator end.
4. Clip the discharge hose (1) onto the oil drain container.
5. Start the engine with the transmission in PARK range and run for 30 seconds after
fluid begins to flow from the discharge hose (1). A minimum of 1.9 L (2 qt) must be
discharged during this 30 second run time.
7. If the amount of transmission fluid flow remains less than 1.9 L (2 qt) in 30 seconds, inspect
the oil cooler feed pipe, top connector, for restrictions or damage. If no condition is found
with the feed pipe, inspect the transmission.
Clean-up

1. Disconnect the water supply hose from the J 35944-A and bleed any remaining air pressure
from the flusher tank.
2. Remove the fill cap from the J 35944-A and return any unused flushing solution to its
container. Rinse the J 35944-A with water. Do not store the J 35944-A with flushing
solution in it.
3. After every third use, clean the J 35944-A as described in the instructions included with the
tool.
4. Dispose of any waste water/solution and transmission fluid in accordance with local
regulations.

AUTOMATIC TRANSMISSION OIL COOLER FLUSHING AND FLOW TEST (J45096)

GM studies indicate that plugged or restricted transmission oil coolers and pipes cause
insufficient transmission lubrication and elevated operating temperatures which can lead to
premature transmission failure. Many repeat repair cases could have been prevented by following
published procedures for transmission oil cooler flushing and flow checking. This procedure
includes flow checking and flushing the auxiliary transmission oil cooler, if equipped.

IMPORTANT:
Use the J 45096 or equivalent to flush and flow test the
transmission oil cooler and the oil cooler pipes after the
transaxle is removed for repairs.
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Remove the fluid by-pass valve, if equipped, before

performing Flow and Flush procedure.

Only GM Goodwrench DEXRON®III automatic transmission fluid should be used when doing a
repair on a GM transmission.

Time allowance for performing the cooler flow checking and flushing procedure has been
included in the appropriate labor time guide operations since the 1987 model year. The service
procedure steps for oil cooler flushing and flow testing are as follows:
Cooler Flow Check and Flushing Steps

1. Machine Set-up
2. Determine Minimum Flow Rate
3. Back Flush
4. Forward Flush
5. Flow Test
6. Code Recording Procedure
7. Clean-up

Tools Required

J 45096 Transmission Oil Cooling System Flush and Flow Test Tool

Shop air supply with water/oil filters, regulator and pressure gage - minimum 90 psi

Eye protection

Rubber gloves
Machine Set-up

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Fig. 14: View Of Main Power Switch & Main Function Switch
Courtesy of GENERAL MOTORS CORP.

1. Verify that the main power switch (1) is in the OFF position.
2. Place the main function switch (2) in the IDLE position.

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Fig. 15: Connecting To 12V DC Power Source

Courtesy of GENERAL MOTORS CORP.

3. Connect J 45096 to the vehicle 12V DC power source by connecting the red battery clip to
the positive, +, battery post on the vehicle and connect the negative lead to a known good
chassis ground.
4. Turn the main power switch to the ON position.

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Fig. 16: Filling Supply Tank With Transmission Fluid

Courtesy of GENERAL MOTORS CORP.

NOTE: Do not overfill the supply vessel. Damage to the unit may
result. To verify the fluid level, view the LCD screen display
while filling the unit, to ensure the fluid level does not exceed
30 L (32 qt).
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5. Fill the supply tank with Dexron®III/Mercon®, or equivalent, through the fill port.
6. Reinstall and tighten the fill cap.

Fig. 17: Applying Shop Air Supply Hose To Quick-Disconnect

Courtesy of GENERAL MOTORS CORP.

7. Connect a shop air supply hose to the quick-disconnect on the rear panel marked SUPPLY
AIR.
Determine Minimum Flow Rate

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Fig. 18: Identifying Machine Display Of Automatic Transmission Fluid

Temperature
Courtesy of GENERAL MOTORS CORP.

1. From the machine display, identify the temperature of the automatic transmission fluid that
is stored in the supply vessel of J 45096 .

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Fig. 19: Identifying Transmission Oil Cooler Metal Composition

Courtesy of GENERAL MOTORS CORP.

2. Determine whether the transmission oil cooler is steel or aluminum by using a magnet (1) at
the cooler flange (2) at the radiator.
3. Refer to the table below. Using the temperature from step 1, locate on either the Steel
MINIMUM Flow Rate table or the Aluminum MINIMUM Flow Rate table the minimum
flow rate in gallons per minutes (GPM). Record the minimum flow rate in GPMs and the
supply fluid temperature for further reference.

Example:

Fluid temperature: 75°F

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Cooler type: Steel

The MINIMUM flow rate for this example would be 0.8 GPM.

4. Inspect transmission oil cooler lines for damage or kinks that could cause restricted oil flow.
Repair as needed and refer to the appropriate GM service manual procedures.

Minimum Flow Rate in Gallons Per Minute (GPM)

Temperature Range Steel Aluminum
65 - 66°F 0.6 gpm 0.5 gpm
67 - 70°F 0.7 gpm 0.6 gpm
71 - 75°F 0.8 gpm 0.7 gpm
76 - 80°F 0.9 gpm 0.8 gpm
81 - 84°F 1.0 gpm 0.9 gpm
85 - 89°F 1.1 gpm 1.0 gpm
90 - 94°F 1.2 gpm 1.1 gpm
95 - 98°F 1.3 gpm 1.2 gpm
99 - 103°F 1.4 gpm 1.3 gpm
104 - 108°F 1.5 gpm 1.4 gpm
109 - 112°F 1.6 gpm 1.5 gpm
113 - 117°F 1.7 gpm 1.6 gpm
118 - 120°F 1.8 gpm 1.7 gpm

Back Flush Procedure

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Fig. 20: Connecting J 45096 Adapters To Oil Cooler Supply And Return Lines
Courtesy of GENERAL MOTORS CORP.

1. Connect the J 45096 adapters (1) to the vehicle's transmission oil cooler supply and return
lines at the transmission.

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Fig. 21: Identifying Black Supply Hose And Clear Waste Hose
Courtesy of GENERAL MOTORS CORP.

2. Connect the black supply hose (1) to the return line, top connector of the transmission, and
the clear waste hose (2) to the feed line, bottom connector of the transmission, to the vehicle
cooler lines. This is the reverse flow - backflush direction.

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Fig. 22: Setting Main Function Switch To FLUSH Position

Courtesy of GENERAL MOTORS CORP.

3. Turn the main function switch to the FLUSH position. Allow the machine to operate for 30
seconds.

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Fig. 23: Setting Main Function Switch To IDLE Position

Courtesy of GENERAL MOTORS CORP.

4. Turn the main function switch to the IDLE position and allow the supply vessel pressure to
dissipate.
Forward Flush

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Fig. 24: Identifying Black Supply Hose And Clear Waste Hose
Courtesy of GENERAL MOTORS CORP.

1. Disconnect the supply and waste hoses from the vehicle cooler lines. Reverse the supply and
waste hoses to provide a normal flow direction.

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Fig. 25: Setting Main Function Switch To FLUSH Position

Courtesy of GENERAL MOTORS CORP.

2. Turn the main function switch to the FLUSH position and allow machine to operate for 30
seconds.
Flow Test

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Fig. 26: Setting Main Function Switch To FLOW Position

Courtesy of GENERAL MOTORS CORP.

IMPORTANT: If the flow rate is less than 0.5 gpm, the LCD displays an
error message. Refer to the Troubleshooting section of the
operation manual.

1. Turn the main function switch to the FLOW position and allow the oil to flow for 15
seconds. Observe and note the flow rate; this is the TESTED flow rate.
2. Compare the TESTED flow rate to the MINIMUM flow rate information previously
recorded.

If the TESTED flow rate is equal to or greater than the MINIMUM flow rate
recorded, the oil cooling system is functioning properly. Perform Code Recording
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Procedure.

If the TESTED flow rate is less than the MINIMUM flow rate previously recorded,
repeat the back flush and forward flush procedures.
3. If the TESTED flow rate is less than the MINIMUM flow rate after the second test, perform
Code Recording Procedure.
1. Replace the transmission oil cooler.
2. Reconnect supply and waste hoses to the cooler lines in the normal flow direction.
Perform Flow Test.
3. Perform Code Recording Procedure.
Code Recording Procedure

Fig. 27: Setting Main Function Switch To CODE Position

Courtesy of GENERAL MOTORS CORP.

1. Turn the main function switch to the CODE position.

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IMPORTANT:
If power is interrupted prior to the recording of the

seven-character code, the code will be lost and the flow
rate test will need to be repeated.

The flow test must run for a minimum of 8-10 seconds
and be above 0.5 gpm for a code to be generated.

2. Record TESTED flow rate, temperature, cycle and seven-character flow code information
on repair order.
Clean-up

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Fig. 28: View Of Main Power Switch & Main Function Switch
Courtesy of GENERAL MOTORS CORP.

1. Turn the main function switch (2) to the IDLE position and allow the supply vessel pressure
to dissipate.
2. Turn the main power switch (1) to the OFF position.
3. Disconnect the supply and waste hoses and the 12-volt power source from the vehicle.

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Note: A small amount of water may drain from the bottom of the unit when the air supply is
disconnected. This is a normal operation of the built-in water separator.

Fig. 29: Applying Shop Air Supply Hose To Quick-Disconnect

Courtesy of GENERAL MOTORS CORP.

4. Disconnect the air supply hose from J 45096 .

5. Dispose of the waste ATF in accordance with all applicable federal, state, and local
requirements.

SLIPS OR SHUDDERS IN FIRST GEAR

Slips or Shudders in First Gear

Checks Causes
DEFINITION: A large engine RPM increase is noted in first gear, Drive range, with little

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or no vehicle forward speed increase. Second, third, and fourth gear operations are normal.
Shifts into first gear are soft or do not occur. First gear ratio is 2.921:1
Forward Clutch
Clutch plates worn

Porosity in the piston

Piston seal damaged

Forward clutch housing ball check
valve not sealing or damaged

Input shaft fluid seals damaged or
missing
Control Valve Body Accumulator Assembly
Face not flat

Spacer plate or gaskets mispositioned or
damaged
Input Sun Gear Shaft Broken shaft
Forward Sprag Clutch Assembly Sprags not holding
Low Clutch Sprag Assembly Sprags not holding
Torque Converter Assembly Stator roller clutch not holding
Line Pressure Refer to Fluid Pressure High or Low.

NO DRIVE IN ALL RANGES

No Drive in All Ranges

Check Causes
DEFINITION: A large engine RPM increase is noted, with no vehicle forward speed
increase, during the following conditions:
The engine is running.
The transmission is in Drive range.
The vehicle is stopped or moving slowly.
The vehicle brakes are not applied.
The throttle is opened 25 percent or greater.
Forward Clutch Assembly
Damaged or worn clutch plates

Damaged or cut piston

Damaged or stuck ball check valve
Forward Clutch Sprag
Damaged sprag

Worn or pitted inner race
Fluid Pump
Damaged vanes
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Missing slide spring

Fluid pump screen assembly plugged or
damaged

Fluid pump rotor guide omitted or
misassembled

Fluid pump rotor cracked or broken

Porosity in fluid pump

Fluid pump surfaces not flat

Excessive fluid pump rotor clearance
Low Clutch Sprag Damaged sprag

Worn or pitted inner race

Input and Reaction Carrier Damaged or worn gears

NO FIRST GEAR

No 1st Gear
Check Causes
DEFINITION: A large engine RPM increase is noted in first gear, Drive range, with little
or no vehicle forward speed increase. Second, third, and fourth gear operation are normal.
Shifts into first gear are soft or do not occur.
Control Valve Body Accumulator Assembly
1-2 shift control valve stuck released

1-2 shift valve stuck released

1-2 SS valve stuck ON
Forward and Low Clutch Sprag Damaged sprag

Worn or pitted inner race

Forward Clutch Assembly Damaged

FIRST GEAR ONLY

First Gear Only

Check Causes
DEFINITION: The transmission only provides first gear in Drive range. The vehicle
accelerates from a stop in first gear and does not upshift.
Control Valve Body Accumulator Assembly
1-2 shift control valve stuck applied

1-2 shift valve stuck applied

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Control Valve Body Accumulator Assembly The spacer plate or gasket are mispositioned
or damaged
Shift Solenoid Valve
Stuck or damaged

Faulty electrical connection

NO SECOND GEAR

No Second Gear
Check Causes
DEFINITION: A large engine RPM increase is noted in second gear, Drive range, with
little or no vehicle forward speed increase. First, third, and fourth gear operation are
normal. Shifts into second gear are soft or do not occur.
Second Clutch
Damaged piston

Damaged or worn clutch plates

Second Coast Clutch
Damaged piston

Damaged or worn clutch plates
Second Clutch Sprag
Damaged sprag

Worn or pitted inner race

Second Clutch Fluid Passage Sleeve Leaking

FIRST AND SECOND GEARS ONLY

First and Second Gears Only

Check Causes
DEFINITION: The transmission only provides first and second gear in Drive range.
Control Valve Body Accumulator Assembly
2-3 SS valve stuck

2-3 shift valve stuck applied

Spacer plate or gaskets are
mispositioned or damaged

FIRST, FOURTH, AND FIFTH GEARS ONLY

First, Fourth, and Fifth Gears Only

Check Causes
DEFINITION: The transmission provides first, fourth and fifth gear in Drive range.
Control Valve Body Accumulator Assembly
1-2 SS valve stuck off

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Spacer plate or gaskets are

mispositioned or damaged

SECOND AND THIRD GEARS ONLY

Second and Third Gears Only

Check Causes
DEFINITION: The transmission only provides second and third gear in Drive range. The
shift pattern as the vehicle accelerates from a stop is 2-2-3-3.
Control Valve Body Accumulator Assembly
1-2 SS valve stuck applied

Spacer plate or gaskets are

mispositioned or damaged
Winter Mode active Shorted switch or circuit

NO THIRD GEAR

No Third Gear
Check Causes
DEFINITION: A large engine RPM increase is noted in third gear, Drive range, with no
vehicle forward speed increase. First, second, and fourth gear operation are normal. Shifts
into third gear are soft or do not occur.
Intermediate Clutch Sprag
Damaged sprag

Worn or pitted inner race

Intermediate Clutch
Damaged piston

Damaged or worn clutch plates

Intermediate Fluid Passage Sleeve Leaking

NO FOURTH GEAR, OR SLIPS IN FOURTH GEAR

No Fourth Gear, or Slips in Fourth Gear

Check Causes
DEFINITION: A large engine RPM is noted in fourth gear or no vehicle forward speed
increase. Shifts into fourth gear are soft or do not occur.
Control Valve Body Accumulator Assembly
3-4 shift valve stuck applied

3-4 shift control valve stuck applied

Direct and Reverse Clutch
Damaged or worn piston (406)
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Damaged or worn clutch plates

Damaged ball check valve (405)

FIFTH GEAR ONLY

Fifth Gear Only

Check Causes
DEFINITION: The transmission only provides fifth gear in Drive range. The vehicle
accelerates from a stop in fifth gear.
Control Valve Body Accumulator Assembly Feed limit valve or spring stuck in the
exhaust position
Improper electrical connection to shift
Wiring Harness
solenoids
Inspect for active transmission DTCs Transmission DTC default action active

HARSH SHIFT 4 TO 5, OR 5 TO 4

Harsh Shift 4 to 5, or 5 to 4
Check Causes
DEFINITION: One of the two following conditions occurs during a 4th to 5th and 5th to
4th gear steady throttle upshift, or a 4th to 5th gear coast, or a light to moderate throttle
detent downshift:
Harsh shift feel - an unacceptable quick gear change occurs.
Overdrive Clutch and Coast Clutch
Damaged or cut piston

Damaged or worn clutch plates

Fluid Pump Assembly
Pressure regulator valve stuck

Pressure regulator valve spring

Line boost valve spring

Line boost valve or bushing stuck,
damaged or incorrectly assembled

Fluid pump screen assembly plugged or
damaged

Fluid pump rotor guide omitted or
misassembled

Fluid pump rotor cracked or broken

Porosity in fluid pump
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 2004 Cadillac SRX
2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

Fluid pump surfaces not flat

Excessive fluid pump rotor clearance

Pump slide seal out of location

Pump vanes damaged

Pump slide spring damaged

Pressure Control Solenoid Damaged

HARSH SHIFT D TO R

Harsh Shift D to R
Check Causes
DEFINITION: Gear engagement that is harsh when the engine is idling in Park or Neutral,
and the gear selector is moved to Drive or Reverse range.

Damaged or worn piston (436)
Forward Clutch
Damaged or worn clutch plates (449)

Damaged or stuck ball check valve
(434)

Damaged or worn piston (404)

Damaged or worn clutch plates
Reverse Clutch (418/417)

Damaged or stuck ball check valve
(403)
Fluid Pump Assembly Refer to Harsh Shift 4 to 5, or 5 to 4 .
PC Solenoid Damaged

HARSH SHIFTS

Harsh Shifts
Check Causes
DEFINITION: Harsh shift feel - an unacceptable quick gear change occurs.
Pressure Control Solenoid
Damaged O-rings

Contamination

Output Speed Sensor Open or grounded circuit

Input Speed Sensor Open or grounded circuit
Throttle Position Open or grounded circuit
MY
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 2004 Cadillac SRX
2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

Forward Clutch Assembly
Damaged or worn clutch plates

Damaged or cut piston

Damaged or stuck ball check valve
Control Valve Body Accumulator Assembly
Accumulator piston stuck

Stuck or missing ball check valves
Fluid Pump
Pressure regulator valve stuck

Pressure regulator valve spring

Line boost valve spring

Line boost valve or bushing stuck,

damaged or incorrectly assembled

Fluid pump screen assembly plugged or
damaged

Fluid pump rotor guide omitted or
misassembled

Fluid pump rotor cracked or broken

Porosity in fluid pump

Fluid pump surfaces not flat

Excessive fluid pump rotor clearance

Pump slide seal out of location

Pump vanes damaged

Pump slide spring damaged

Inspect for active transmission DTCs Transmission DTC default action active

HARSH TORQUE CONVERTER CLUTCH (TCC) APPLY

Harsh Torque Converter Clutch (TCC) Apply

Check Causes
DEFINITION: A unacceptable quick TCC apply or release occurs in third, fourth or fifth
gear, overdrive, Drive or Manual third range, with the throttle held steady.
Control Valve Body & Accumulator Stuck TCC regulator apply valve
Assembly
TCC Solenoid Valve Stuck ON

NO ENGINE BRAKING IN FIRST, SECOND, AND THIRD GEAR

MY
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 2004 Cadillac SRX
2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

No Engine Braking in First, Second, and Third Gear

Check Causes
DEFINITION: A large engine RPM increase and forward vehicle speed decrease do not
immediately occur when the transmission is shifted from Overdrive or fourth gear in Drive
range to either first or second gear, manual second.
Control Valve Body Accumulator Assembly
3-4 shift valve stuck released

Missing or stuck low pressure control

valve

4-5 shift valve and/or 4-5 control shift
valve stuck released

1-2 shift valve stuck released

2-3 shift valve and/or 2-3 control shift
stuck released

NO ENGINE BRAKING IN FIRST GEAR

No Engine Braking in First Gear

Check Causes
DEFINITION: A large engine RPM increase and forward vehicle speed decrease do not
immediately occur when the transmission is shifted from Overdrive or fourth gear in Drive
or manual third range to first.
Low and Reverse Clutch
Damaged or cut piston

Damaged or worn clutch plates

Control Valve Body Accumulator Assembly
3-4 shift control valve stuck

3-4 shift valve stuck - 1st, 2nd or 3rd
gear

Low pressure control valve - 1st, 2nd or
3rd gears

4-5 SS valve stuck off - 1st, 2nd, or 3rd
gears

4-5 shift valve stuck applied - 1st, 2nd,
3rd gears

3-4 shift valve and/or 3-4 control shift
valve stuck released

Low pressure control valve stuck
released
MY
Thursday, April 02, 2009 9:08:15 PM Page 81 © 2005 Mitchell Repair Information Company, LLC.
 2004 Cadillac SRX
2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

4-5 shift valve and/or 4-5 control shift

valve stuck released

1-2 shift valve stuck released

NO ENGINE BRAKING IN SECOND GEAR

No Engine Braking in Second Gear

Check Causes
DEFINITION: A large engine RPM increase and forward vehicle speed decrease do not
immediately occur when the transmission is shifted from third to fourth gear in Drive or
Manual Third range to either second gear, Manual Second.
Coast Clutch
Damaged or cut piston

Damaged or worn clutch plates

Damaged or stuck ball check valve

3-4 shift valve and/or 3-4 control shift
valve stuck released

Low pressure control valve stuck
released

4-5 shift valve and/or 4-5 control shift
valve stuck released

1-2 shift valve stuck applied

2-3 shift and/or 2-3 control shift stuck
released

NO ENGINE BRAKING IN THIRD GEAR

No Engine Braking in Third Gear

Check Causes
DEFINITION: A large engine RPM increase and forward vehicle speed decrease in third
gear do not immediately occur when the transmission is shifted from overdrive or fourth
gear in Drive or Manual Third range to third gear range.
Overdrive Clutch
Damaged or cut piston

Damaged or worn clutch plates

3-4 shift valve and/or 3-4 control shift
valve stuck released

Low pressure control valve stuck
MY
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 2004 Cadillac SRX
2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

released

4-5 shift valve and/or 4-5 control shift
valve stuck released
Control Valve Body Accumulator Assembly

1-2 shift valve stuck applied

2-3 shift and/or 2-3 control shift stuck
applied

INACCURATE SHIFT POINTS

Inaccurate Shift Points

Check Causes
DEFINITION: An upshift or a downshift, or TCC apply, that occurs at a speed outside of
the calibrated range. Refer to Shift Speed .
Fluid Pump Assembly
Stuck pressure regulator valve

Sticking pump slide

Control Valve Body Accumulator Assembly Spacer plate and gasket misaligned or
damaged
Throttle Position Sensor Disconnected or damaged
Input Speed Sensor
Disconnected or damaged

Bolt not torqued properly

Output Speed Sensor
Disconnected or damaged

Bolt not torqued properly

Shift Solenoids Leaking

Sport Mode active Shorted switch or circuit

NO FIFTH GEAR

No Fifth Gear
Check Causes
DEFINITION: A large engine RPM increase is noted in fifth gear, Drive range, with little
or no vehicle forward speed increase. First, second, third gear and fourth operation are
normal. Shifts into fifth gear are soft or do not occur.
Control Valve Body Accumulator Assembly
4-5 SS valve stuck On

4-5 shift valve stuck applied

4-5 shift control valve stuck applied

MY
Thursday, April 02, 2009 9:08:15 PM Page 83 © 2005 Mitchell Repair Information Company, LLC.
 2004 Cadillac SRX
2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

Overdrive Clutch
Damaged or cut piston

Damaged or worn clutch plates

NO REVERSE OR SLIPS IN REVERSE

No Reverse or Slips in Reverse

Check Causes
DEFINITION: A large engine RPM increase is noted with little or no vehicle rearward
speed increase during the following conditions:

The engine is running.

The transmission is in Reverse range.

The vehicle is stopped or moving slowly.

The vehicle brakes are not applied.

The throttle is opened 25 percent or greater.

Direct and Reverse Clutch Assembly
Damaged reverse clutch housing ball
check valve

Damaged or cut piston

Damaged or worn clutch plates

Control Valve Body Accumulator Assembly
Reverse lockout valve stuck

TCC PWM solenoid valve leaking

Selector Lever Adjustment

SLIPS WHILE SHIFTING

Slips while Shifting

Checks Causes
DEFINITION: A large engine RPM increase is noted in fifth, fourth, third, second or first
in Drive range, with little or no vehicle forward speed increase. Shifts into fifth, fourth,
third, second or first gear are soft or do not occur.
Control Valve Body Accumulator Assembly
Accumulator piston seals

Porosity in the accumulator piston

housings

Stuck or missing ball check valves

Pressure Control Solenoid Damaged

MY
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 2004 Cadillac SRX
2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

Fluid Pump Damaged

DEGRADED 1-2 AND 2-1 SHIFTS

Degraded 1-2 and 2-1 Shifts

Check Causes
DEFINITION: One of the two following conditions occurs during a first to second gear
steady throttle upshift, or a second to first gear coast, or a light to moderate throttle detent
downshift:

Harsh shift feel

An unacceptable quick gear change occurs.

Soft shift feel

An unacceptable long gear change occurs.

Second Clutch Damaged piston, 1-2, 2-1 shift

Damaged or worn clutch plates, 1-2, 2-

1 shift
Pressure Control Solenoid Damaged
Fluid Pump Damaged

DEGRADED 2-3 AND 3-2 SHIFTS

Degraded 2-3 and 3-2 Shifts

Check Causes
DEFINITION: One of the two following conditions occurs during a second to third gear
steady throttle upshift, or a third to second coast, or a light to moderate throttle detent
downshift:

Harsh shift feel

An unacceptable quick gear change occurs.

Soft shift feel

An unacceptable long gear change occurs.

Damaged piston, 2-3, 3-2 shift

MY
Thursday, April 02, 2009 9:08:15 PM Page 85 © 2005 Mitchell Repair Information Company, LLC.
 2004 Cadillac SRX
2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

Intermediate Clutch Damaged or worn clutch plates, 2-3, 3-

2 shift
Pressure Control Solenoid Damaged
Fluid Pump Damaged

DEGRADED 4-5 SHIFT

Degraded 4-5 Shift

Check Causes
DEFINITION: One of the two following conditions occurs during a fourth to fifth gear
steady throttle upshift, or a fifth to fourth coast, or a light to moderate throttle detent
downshift:

Harsh shift feel

An unacceptable quick gear change occurs.

Soft shift feel

An unacceptable long gear change occurs.

Coast Clutch
Damaged or cut piston

Damaged or worn clutch plates

Damaged or stuck ball check valve

Damaged piston, 2-3, 3-2 shift
Intermediate Clutch
Damaged or worn clutch plates, 2-3, 3-
2 shift
Overdrive Clutch Damaged or worn clutch plates

Damaged or worn piston

Pressure Control Solenoid Damaged

Fluid Pump Damaged

DRIVES WITH SELECTOR LEVER IN POSITION N

Drives with Selector Lever in Position N

Check Causes
DEFINITION: Vehicle moves forward while in Neutral.
Forward Clutch and Coast Clutch Assembly
Damaged or worn clutch plates

MY
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 2004 Cadillac SRX
2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

Damaged or cut piston

Damaged or stuck ball check valve

Selector Lever Adjustment

NO ENGAGEMENT OF TORQUE CONVERTER CLUTCH (TCC)

No Engagement of Torque Converter Clutch (TCC)

Check Causes
DEFINITION: A large difference in RPM is noted between the engine speed and the
transmission input turbine speed in third or fourth gear, Drive or Manual Third range when
the TCC is commanded ON by the PCM.
Control Valve Body and Accumulator
TCC regulator apply valve stuck
Assembly released

TCC regulator apply valve spring
broken
Torque Converter Housing Transmission fluid pump cover damaged or
misaligned
TCC PWM Solenoid Assembly
Stuck Off

Internal damage

Damaged or cut O-ring

Screen damaged

Electrical connector damage
Fluid Pump
Stuck, binding TCC control valve

TCC enable valve

Stick or binding TCC enable valve

spring

Misaligned gasket

Turbine Shaft Damaged or cut O-ring

Inspect for active transmission DTCs Transmission DTC default action active

FLUID PRESSURE HIGH OR LOW

Fluid Pressure High or Low

Check Causes
DEFINITION: Transmission main line pressure that is determined to be high or low. Refer

MY
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 2004 Cadillac SRX
2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

to Line Pressure Check Procedure.

Fluid Pump Assembly
Pressure regulator valve stuck

Pressure regulator valve spring

Line boost valve spring

Line boost valve or bushing stuck,
damaged or incorrectly assembled

Pressure relief ball not seated or
damaged

Pressure relief ball spring

Pump slide seal out of location

Fluid pump screen assembly plugged or
damaged

Fluid pump rotor guide omitted or
misassembled

Fluid pump rotor cracked or broken

Porosity in fluid pump

Fluid pump surfaces not flat

Excessive fluid pump rotor clearance
Fluid Filter
Intake pipe restricted

Cracks in fluid filter

Fluid filter seal missing, cut or damaged
Control Valve Body Accumulator Assembly
Manual valve scored or damaged

Spacer plate or gaskets misassemble or
damaged

Control valve top channel plate not flat

Control valve bottom channel plate not
flat

Feed limit valve or spring stuck in the
exhaust position
Pressure Control Solenoid Assembly
Contaminated

O-rings cut or damaged

Electrical connection
System Voltage
12 Volts not supplied to transmission
MY
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 2004 Cadillac SRX
2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

Electrical short - pinched solenoid wire

Solenoid not grounded

Clutch Accumulator Leaking

Inspect for active transmission DTCs Transmission DTC default action active

NO ENGINE BRAKING

No Engine Braking
Check Causes
DEFINITION: A large engine RPM increase and forward vehicle speed decrease do not
immediately occur when the transmission is shifted from overdrive or fourth gear in Drive
or manual third range to either first, second gear, or third gear, manual second.
Coast Clutch
Damaged or cut piston

Damaged or worn clutch plates

Damaged or stuck ball check valve
Overdrive Clutch
Damaged or cut piston

Damaged or worn clutch plates

AUTOMATIC TRANSMISSION OVERHEATING

Automatic Transmission Overheating

Checks Causes
Fluid Pump Assembly
Pressure regulator valve stuck

Pressure regulator valve spring

Line boost valve spring

Line boost valve or bushing stuck,
damaged or incorrectly assembled

Pressure relief ball not seated or
damaged

Pressure relief ball spring

Fluid pump screen assembly plugged or
damaged

Fluid pump rotor guide omitted or
misassembled

Fluid pump rotor cracked or broken
MY
Thursday, April 02, 2009 9:08:15 PM Page 89 © 2005 Mitchell Repair Information Company, LLC.
 2004 Cadillac SRX
2004 TRANSMISSION Automatic Transmission - 5L50-E (Troubleshooting) - SRX

Porosity in fluid pump

Fluid pump surfaces not flat

Excessive fluid pump rotor clearance
Pressure Control Solenoid Assembly
Contaminated

O-Rings cut or damaged

Electrical connection

Inspect for active transmission DTCs Transmission DTC default action active
Transmission fluid by-pass valve
Cooler flow reduced

Fluid by-pass valve inoperative

MY
Thursday, April 02, 2009 9:08:15 PM Page 90 © 2005 Mitchell Repair Information Company, LLC.