General Motors 4L60E Hydra-Matic Transmission electronic (M30 or M32)
Free information is provided here to help you in troubleshooting your 4L60E problems. Information on transmission specs is provided along with maintenance data. In addition, we provide a large inventory selection of 4L60E electronic controlled automatic transmission overhaul kits. Also parts including steels, kits, solenoids, filters, solenoids. This wide selection of parts are used in the GM 4L60E automatic transmissions in GM Chevrolet Camaro, Corvette, S10 pickup trucks and blazers, Tahoe, Astro Van, Suburban, Pontiac Firebird, in C and K Series Pickups, GMC Sonoma, Jimmy, Yukon Safari and Oldsmobile Bravada. In addition to these master overhaul kits we also have torque converters, fluids, problem prevention kits and in most cases we can supply good take out hard parts and save you some time and money!
|Parts Illustration |
|Maintenance Tips |
|Remanufactured Automatic Transmission |
What domestic transmission do I have?
Also a factory description and the ratio information is available here.
4 speed rear wheel drive, electronically controlled, automatic overdrive transmission with a torque converter clutch.
|Early version 4L60 non electronic & 700R4|
|Engine Range: |
2.2L - 5.7L
|Fluid Capacity:(approximate) |
Dry: 7.9L (8.4qt) with 245mm converter 10.8L (11.4qt) with 300mm converter
|Fluid Type: Dexron® III |
|Considering overhauling your Chevrolet 4L60E transmission? The following list of parts are recommended by our remanufacture as being the parts that are most probably needed to put your 4L60-E back in top running order. This is an abbreviated list and other parts are available. If you need something that is not listed just give us a call toll free 800-216-1632.|
|Part Number|| |
|TM4L60E||Troubleshooting/Overhaul Manual||1993-on|| |
|Troubleshooting/Overhaul Manual Supplement||1993-on|| |
|Master Rebuild Kit (no steels) notes 2,3 & 4||1993-1997|| |
|Master Rebuild Kit (no steels) notes 1, 2,3 & 4||1993-1997|| |
|Master Rebuild Kit (no steels) notes 2,3 & 4||1998-on|| |
|Master Rebuild Kit notes 1, 2,3 & 4||1998-on|| |
|Steel kit 4L60E||1993-96|| |
|Steel kit 4L60E with Turbulator Steels||1997-on|| |
|Bushing Kit||1993-on|| |
|Thrust Washer kit (with Selective's)||1993-on|| |
|Thrust Needle Bearing Kit||1993-on|| |
|Forward Clutch Sprag Assembly always replace if over 60,000 miles constant under load||1993-on|| |
|Low & Reverse Roller Clutch -HD||1993-on|| |
|Molded Rubber Piston Kit||1997-on|| |
|B&B-4L60VB||1||Valve Body Factory remanufactured|| |
|Notes:||1) Kit includes High Energy Band, Thin 3-4 ZHigh energy Frictions, Steels and Pressure Plate. 2) includes filter for shallow pan. 3) 1993-96 units utilize a molded rubber 3-4 piston order 51843E. 1997-on order pistons K61900J-4. 4) 1997-on Corvettes require a unique extension housing seal order 51551JC.|
|Deep Transmission Pan||Increase fluid capacity, reduce operating temperatures, extend transmission life, convenient drain plug, increase transmission rigidity.||Easy installation no modifications necessary.|
|NAPK51884||Add 3 extra quarts of fluid!||Kit includes filter, gasket, bolts and pickup extension.|| |
|External Cooler Auxiliary|
|LPD4589||Long "True Cool" Lower pressure Drop Cooler 8" x 11" x 1.5" Complete kit. Remove the heat extend the transmissions life.|| |
|The following components are available to enhance Shifting|
|Valve Body Shift Kit|| |
|The following electronic components may or may not be required. The best way to determine this is by check/consulting computer code(s) or electronic scanner results.|
|51870U||TCC Solenoid (Universal Type - Rostra)||1993|| |
|51870T||TCC Solenoid (Universal Type - teckpak)||1993|| |
|K51870EC||Lock-up Solenoid with Internal Wiring Harness and Pressure Switch Manifold||1993-on|| |
|51871||A&B Shift Solenoid||1993-on|| |
|51873||3-2 PWM Solenoid||1993-1995|| |
|51873A||3-2 On-Off Solenoid||1996-on|| |
|51873||TCC (PWM) Solenoid||1995-on|| |
|51879||Force Motor (EPC) Solenoid Operates at 292.5 Hz||1993|| |
|33879A||Force Motor (EPC) Solenoid Operates at 614 Hz||1994-on|| |
|Torque Converter ---------- Torque Converter Problem & Information |
For this type of transmission there are MANY different possible torque converters. They are not all listed here. When rebuilding your transmission it is always recommended that you change the torque converter. When ordering the torque converter you must supply the four digit code off of the existing unit which is located on the sticker. Here are some possibilities:
|Code||Order Part Number||Application||Price|
|E, L, J||C33B||1996L-98; 3.8L Cameron, Firebird, Low Stall; Strategy 1 Solid Carbon Clutch Lining|| |
|E, L, J||C33C||1998-up; ECCC Lockup Strategy Low stall Strategy 2, Woven Carbon Clutch Lining|| |
|B, Z||C35B||1996L-1998 2.2Lt. S10 High Stall; Strategy1; Solid Carbon Clutch Lining|| |
|B, Z||C35C||1996L-1998 ECCC Lockup Strategy High stall Strategy 2, Woven Carbon Clutch Lining|| |
|G, F, H, K||C40B||1995-98 4.4L, 5.0L, 5.7L Strategy 1; Solid Carbon Lining|| |
|B, E||C48B||1995-98 High Stall; 3.4L, 3.8L,4.3L, 5.0L turbo, Strategy 1 Solid Carbon Clutch Lining|| |
|Be sure to use our transmission cooling line flush in order to remove debris. Your cost is $11.88 order Kooler Kleen.|
|DCLF, DBAF||C48BHP||1995-98 High Stall; Corvette, 4.3L Blazer, Jimmy; Strategy1; Solid Carbon Clutch Lining; High Stall Stator|| |
|PWM Strategy 1 vs. Strategy 2 |
Strategy 1 = Lockup becomes active after 4th gear: Solid Carbon Clutch Lining
Strategy 2= Lockup becomes active in 2nd gear with controlled slippage: Woven Carbon Lining.
PWM = Pulse width modulator
|We supply only high quality remanufactured torque converters, cost + $50.00 core deposi|
|Miscellaneous Information and Specifications|
|Maximum Engine Torque: |
350 lb (474 Nm)
|Maximum Gearbox Torque: |
670 lb (910 Nm)
|Maximum Speed Shift: |
1-2 6000 rpm
2-3 6000 rpm
3-4 6000 rpm
|Maximum Gross Vehicle Weight: |
8600 lb (3900 kg)
|7 Position Quadrant: |
|Control Systems: |
Shift Pattern: (2) two-way on/off solenoids
Shift Quality: Variable Bleed solenoid
Torque Converter Clutch: Pulse with modulated solenoid control
These manuals are typically 50 to 85 pages and contain both troubleshooting information and data to support overhaul, such as electronic data, illustrations and specific procedures and specifications. These are professional shop manuals which will give you the capability to diagnose problems, and evaluate repair options. If you decide to have your transmission overhauled at a local shop you will be armed with detailed knowledge of problems and potential fixes. This information should help you get the best deal. always compare pricing for labor. If you supply the parts and ask for warranty in the end you will save money.
|Red Line high-Temp ATF |
Our Red Line high-Temp ATF --is a synthetic GL-4 gear oil for use where Dexron III is recommended. A higher viscosity allows optimal operation at 70 degrees higher temperature, providing better torque converter efficiency. Perfect for heavily-loaded vehicles. Superior stability allows high-temperature operation without varnishing valves and clutches.
Recommended for use after overhaul, mixing with existing fluid is not recommended!
Our LubeGard "automatic transmission protectant " is recommended as an additive to improve transmission life and maintenance.
Typically contains gaskets and rubber kit, sealing rings, metal/rubber clad seals, friction plates, steel plates* , front and rear bushings, filter and where applicable Band* and/or Modulator*.
*not included if listed separately
Regular maintenance cycles and always checking fluid levels are critical to the life of your transmission. Operating temperature is the single most critical parameter effecting the life of the transmission. Keep the temperature down and fluid fresh helps the units typically last a very long time under normal driving conditions, when no teenagers are involved. We can supply a couple of aftermarket products to help you get longevity out of your transmission:
Auxiliary Transmission Oil Cooler.
The Truco part number LPD4451 is an excellent auxiliary oil cooler to provide additional cooling capacity. The kit includes all parts required to mount the unit and connect to existing cooling lines. This is an easy do it yourself project. The unit typically mounts in front of the radiator. Your cost on this transmission life saving product is $54.94 plus shipping and handling.
Deep Transmission Pan
These high quality deep transmission pans can improve the cooling of your 4l80E transmission. These pans are manufactured using heavy wall finned aircraft aluminum housings foradditional cooling capability. They also allow for an additional 3 1/3 quarts of fluid. They make transmissions easier to check and service. These advance pans offer the following features:
- O' Ring seal, snapped into a inverted "V" groove for a positive seal without gasket or silicon (except TorqueFlite).
- Magnetic drain plug to attract metal particles (letting in know early about potential problems).
- 1/8 NPT temperature sending port, you can now monitor the transmission temperature if desired. Unit ships with plug. We also offer unique larger automatic transmission pans .
- Furnished hardware; plugs, cap screws and washers are stainless steel in most applications, your cost $266.36 plus S&H.
Generally we don't recommend additives but we have found that the Lubegard "Automatic Transmission Protectant" at only $13.93 + S&H can:
- Prevent overheating, reducing transmission temperature up to 40 degrees F.
- Extend fluid life
- Eliminates transmission fluid foaming and oxidation
- Reduces wear throughout the transmission
- Eliminates clutch chatter and torque converter shudder
- Softens and modifies harsh shifts
- Provides for smoother shifting
- Eliminates objectionable noises during shifts
- Keeps valves and governors free and frees stuck valves in valve bodies
- Raises the thermal and oxidative stability
- Only product that increases the fluids ability to transfer heat
- Contains no Ash
Always consult and follow owners manual for maintenance intervals and requirements.
Before you tear into the transmission, we suggest you first study the troubleshooting/overhaul manual, add a bottle of our "Automatic Transmission Protectant" and put a few miles on the vehicle. This just might free valves and governors that are possible stuck in valve bodies. Be sure to get computer trouble code(s), see owners manual for technique to acquire malfunction codes. This will be a great assistance in diagnosing possible problems.
Twenty-One Steps to Successful Transmission Repair:
1) Do your research locate any technical bulletins pertaining to your transmission, ask your dealers parts department for bulletins.
2) Clean the entire transmission, including the valve body.
3) Check pump, valve body and case for warpage.
4) Flat file pumps, valve bodies, and cases. Just a few strokes with the file to knock off high spots and handling burrs.
5) Check all pump gear clearances.
6) Check planet pinion end play and side to side motion.
7) Soak all planet assemblies.
8) Soak all friction materials for 15 - 30 minutes.
9) Make sure all steels are in usable condition or replace. Do not sand or tumble steels when used against High Energy friction materials.
10) Inspect all surfaces upon which a band will ride.
11) Replace all rotating oil control rings.
12) Check all oil control rings and rubber products in the bores for proper fit.
13) Check all major support bushings and bushings that control lube oil.
14) Pre-lubricate all bushings and thrust washers.
15) Pre-lub pumps.
16) Pre-fill torque converter.
17) Use available manuals to ensure proper specifications and clearances.
18) Set correct clutch and band clearances.
19) Take the time to set the total end play.
20) Use a torque wrench on all pumps and valve bodies.
21) Always double flush the cooling and cooling return lines to the radiator to remove particles trapped there.
Take your time, take your time, take you time!
Failure modes for torque converters manifest themselves in different ways, slow failure, i.e. loss of power over time, instant failure, i.e. input shaft spline failure. Following is a short list of problems, possible causes:
|Overheated Converter||TCC/PWM Solenoid filled with debris||ATSG Bulletin #98-25|
|Overheated Converter||Replace worn TCC Regulator Valve||Transgo #SK4L60E or Sonnax #77754-03k (92-97), 77754-04k (98-up) these require reamer #77754-R2|
|LOCKUP Slipping (CODE P1870)||Worn valve body casting||ATSG Bulletin #00-41|
|TCC Slipping (1994-1995)||PCM Software||ATRA Bulletin #473|
The difference between stator design, look inside the converter at the larges set of splines (stator shaft splines). If the splines are split then the unit has a dual element stator. Do not interchange single element and dual element converters.
Many torque converter problems can be avoided with proper preparation:
1) Pre-thread converter bolts by hand to make sure there is no sign of stripped threads.
2) Check and clean crankshaft thoroughly. Change crank spacer (if applicable).
3) Use 320 grit sandpaper or Emory cloth to remove any metal shavings on crankshaft.
4) Check converter for any damage that may have occurred during shipping.
5) Pre-fill converter with a minimum of (1) quart of transmission fluid.
6) Clean all paint off the pilot using 320 grit emory cloth.
7) Apply grease, not transmission gel, on the pilot.
8) Check flexplate for cracks and be sure there is no more than .006" run out.
9) Make sure all engine dowel pins are in place and clean.
10) Make sure all electrical ground straps are properly connected.
11) Never, Never use an impact gun to install torque converter bolts. Driving a bolt into the converter cover will create a dimple on the lockup apply surface. Lockup clutch failure will occur when the lockup piston applies against and uneven surface. Grinding off on thread length from all lockup converter bolts is recommended to avert this type of failure.
Click to see enlarged illustration
|Slow, slipping or no reverse||“lo-reverse” clutches are worn out, fluid leak in the reverse apply circuit, or broken sunshell.. May also have worn boost valve.||It is possible to remedy a fluid problem by removing the checkball from its cage in the case in the rear of the Transmission may help (must remove valvebody), or adding a high-viscosity additive such as Lucas Transmissionmission additive or other seal restorer product.|
1-2 shift does not happen at WOT until you let off the gas
|Middle case leak in the 2nd gear apply circuit (servo assembly or 1-2 accumulator). Doublecheck by using the pressure gauge and watch for a big drop when the PCM commands 2nd gear. Worst case poor line pressure rise (see below).||Try replacing the ThrottlePosition Sensor ThrottlePosition Sensor (TPS).|
|1-2 Shift shudder at WOT delayed or abnormal 1-2 shift There's a problem only on the 1-2 shift||1-2 accumulator piston cracked or stuck cocked in the bore.||Check the yellow spring inside the accum housing for breakage. Also, if the accumulator housing walls are scored, the housing must be replaced. Easy fix in the pan.|
|1-2 shift is delayed and harsh, may not shift into Over Drive||CheckThrottlePosition Sensor (TPS).for smooth and linear electrical response over the entire range of motion.||If not, replace.|
|Transmission does not upshift out of first, speedometer reads zero at all times Speed Sensor (VSS) failure.|| |
Cross member must come out to access Speed Sensor (VSS).
|Easy fix on rear of Transmissionmission,|
|Will not work in 3rd or 4th gear|| |
“3-4” clutches are worn out. The car is safe to drive (in 2nd) until you can get it fixed.
|Remove & replace or rebuild|
|Sudden grinding noise with no prior warning primarily in 2nd gear, behavior in reverse may be abnormal||sunshell is fractured. Try not to run or drive the car or further damage could result.||Remove & replace or rebuild|
|1st and 3rd only, will not work in 2nd ,4th or Reverse||sunshell is fractured or splines are sheared off. Try not to run or drive the car or further damage could result.||R&R|
|Will not work in 2nd or 4th gear||2-4 band is slipping. Servo seals may be damaged (can be fixed without removing Transmission. Otherwise, 2-4 band is worn out.||Remove & replace or rebuild|
|Shifts into gear harshly, car feels sluggish off the line, No 1st, 4th or Torque Converter Control (TCC) lockup available, Manual 2nd, 3rd and Reverse are only available gears, CEL is on|| |
Transmissionmision is either in limp-home mode or has lost electrical power. If there are lots of error codes in the PCM, check the underhood fuse that powers the Transmissionmission, and if it pops again, look for a short in that circuit like an O2 sensor harness touching exhaust. Otherwise, check PCM codes for a particular fault in the Transmissionmission causing the PCM to put it in limp-home mode.
|check the underhood fuse that powers the Transmissionmission|
Will not work in 1st or 4th available Transmission shifts 2nd to 3rd by itself in Drive or Over Drive and locks the converter
|ShiftA solenoid failed. Or a wiring problem from PCM to Transmission.. or PCM.||Easy fix in the pan.|
|Transmissionmission goes into gear but feels very sluggish like the brakes are on, but it will roll easily (starts out in 4th gear), you manually shift to 2 to get it moving, once it's moving you put it back in OD and the car shifts 3rd to 4th on its own and locks the converter at the appropriate time||Shift B solenoid failed. Or a wiring problem from PCM to Transmission.. or PCM.||Easy fix in the pan|
|No Torque Converter Control (TCC) lockup|| |
Brake pedal switches improperly adjusted (always on), Torque Converter Control (TCC) solenoid failed (easy fix in the pan), Torque Converter Control (TCC) clutch worn out
|(must remove Transmission and replace TC).|
|Torque Converter Control (TCC) always locked||Torque Converter Control (TCC) apply solenoid circuit shorted to ground, Torque Converter Control (TCC) solenoid blockage.||Easy fix by removing the pan. or Torque Converter is damaged (must remove Transmission and replace TC).|
|Loud noise in 4th gear and feels like the brakes are on||overrun clutches are applying due to a cracked or leaking forward piston. Overrun clutches will be worn out after 30 seconds of this behavior. Car can be safely driven in D.||Remove & replace or rebuild|
Soft shifting, gradual performance degradation
Poor line pressure rise due to leaking boost valve, clogged Electronic Pressure Control (EPC filter screen, failing Electronic Pressure Control (EPC solenoid, or worst case leaky seals throughout. Transgo HD2-C kit fixes first two without removing Transmission. Seal restorer may fix last problem.
|Also try a Transmissionmission flush with BG brand products if problem continues, probably R&R|
|No forward movement in OD or D, but L2, L1 and R work|| |
Forward sprag is broken.
|Remove & replace or rebuild Try not to run or drive the car or further damage could result.|
|Extremely harsh shifts from P or N, normal shifts at WOT|| |
Electronic Pressure Control (EPC (Electronic Pressure Control) solenoid failed.
|Easy fix in pan. Fix as soon as possible or hard parts will eventually break.|
|Loud bang, grinding sound, loss of all gears, and a binding driveshaft||snapped output shaft. Try to wiggle driveshaft - if more than 0.020" play, that's the sign.||Remove & replace or rebuild|
Transmission seems noisy when moving in 1st and Reverse, noise goes away instantly if you shift to N or the Transmission goes into 3rd gear
|Reaction planetary is worn out due to high miles or insufficient lubrication. Not a critical failure, but not a good sign either.||Remove & replace or rebuild sooner rather than later.|
|No movement in any gear||pump failure, or total loss of fluid. If out of fluid, avoid running the engine until the Transmission is refilled to avoid pump damage. To check for pump failure, check fluid level with the engine off, then start the engine and recheck fluid level. If level does not go down when engine is running, the pump is broken.||Remove & replace or rebuild, or refill pan and find the leak.|
|Transmissionmission does not shift automatically, only manually.||Check wiring, check other sensors such as Speed Sensor (VSS) andThrottlePosition Sensor (TPS)..||Swap in a known-good PCM,|
3rd gear starts, can manually shift through all gears. When car has been turned off for a bit, then back on it will run normally.
|Speed Sensor (VSS) dropoff w/ Hi-stall converter. The rpms are too high, but Speed Sensor (VSS) is showing no movement. Happens after a tire burning take-off. Doesn't store a code, will not throw a CEL.||Reprogram PCM for Speed Sensor (VSS) dropoff|
Fluid leak out of the front of Transmission where the converter connects partial or full loss of movement
|Front pump bushing walked out.May have to replace converter also if hub is scored. Note that a leaking front seal usually means the bushing is walking out||Remove & replace or rebuild|
Torque converter shudder in 4th while lockup is engaged
|problem goes away when the brake pedal is pressed slightly to unlock converter. Have a shop verify line pressure, and provided no valves in the Torque Converter Control (TCC) hydraulic circuit are worn, replace the torque converter.||Lubegard Shudder Fix will at least fix this for awhile. Or try a Transmissionmission flush by a shop that uses BG brand products.|
Shifting suddenly become very hard. When going from park to either reverse or drive it slams into gear. 1-2 and 2-3 shifts are also harsh. All gears seems to work. May be intermittent
|CheckThrottlePosition Sensor (TPS).for smooth electrical response. If the response is jumpy or erratic at all.||replaceThrottlePosition Sensor (TPS)..|
|Fluid pumped out through the vent tube||Plugged cooler line.||Flush the Transmissionmission cooler and cooler lines. Also could be overfiled Transmissionmission.|
|Transmissionmission acts like it's in Over Drive in neutral, car is locked stationary in Reverse, engine feels loaded in ark,, all four forward positions work fine||Internal crossleak feeding the forward clutches all the time. Most likely a cracked input housing, or cracked forward piston means forward clutches are fused together. Car can safely be driven gently in forward gears until the repair.||Remove & replace or rebuild|
|Needle bearings in the pan, first gear and/or reverse may be noisy||Either a torrington bearing or a planetary bearing is on its way out. Transmission will eventually die a loud, catastrophic death. Cheaper to rebuild now (saves further damage to hard parts). It is drivable until it breaks.||Remove & replace or rebuild|
|1-2 or 2-3 shift is slow/soft above part throttle||Transmissionmission is failing.||Remove & replace or rebuild|
Before guessing at Transmissionmission problems, check the fluid level (car warmed up, engine running in Park on level ground) and have the PCM scanned for trouble codes FIRST. This guide is meant for problems that do not show up as PCM codes (like shift A&B solenoid failures, for example).
NOTE The Transmissionmission is on the same fuse as the MAF, O2 sensors and at least one other sensor - if an O2 shorts out, it will blow the fuse and the Transmission will go into limp-home mode. Be sure the Transmission has power and the fuse is not blown before doing anything else.
Also note that many problems that show up as Transmissionmission issues are actually PCM or electrical, and may be external to the Transmissionmission. Try a different PCM, and check for chafing where the cables come out of the PCM.
Secondly, put a line pressure gauge ($55 shipped on Ebay, or visit a local Transmission shop) on the pressure test port and go for a drive to verify proper line pressure. Base pressure at idle in P,N,OD should be around 70psi and around 140psi in R. Max line pressure should be at least 190psi at WOT in 1st or 2nd, 225psi is optimum. If base pressure is low, Transmission or pump is worn out. If max pressure is low, check Electronic Pressure Control (EPC solenoid. If reverse is slow to engage, and line pressure does not come up to at least 130psi in reverse, replace the boost valve with a Transgo 0.500" boost valve Easy fix by removing the pan.
Beware of coolant contamination - coolant will cause clutch packs to delaminate and thus cost you a rebuild! Transmission fluid eats radiator hoses! If you find any sign of cross contamination, fix the problem and thoroughly flush both systems IMMEDIATELY.
What is "limp mode" ? This is a fault mode in which the transmission either loses electrical power or the PCM deactivates all of the electronics. The Transmissionmission will default to max line pressure which will cause harsh shifting. The driver will have Reverse and 3rd, with manual 2nd available by putting the gearshift in 2 or 1 (doesn't matter). 1st, 4th, and Torque Converter Control (TCC) lockup will not be available. It will not hurt the car to drive it like this for short periods, but use manual 2nd to get the car moving, and be aware that the Transmission will generate more heat than normal while operating in limp-home mode due to increased torque converter slippage during 2nd gear starts and no lockup in 3rd gear.
Without Onboard Diagnostics (OBD-II)
|TPS circuit|| |
|3-2 Control solenoid circuit fault|
|TPS out of adjustment|| |
|Torque Converter Control (TCC) solenoid circuit|
|Transmissionmission range pressure switch|| |
|Torque Converter Control (TCC) stuck on|
|park/neutral switch|| |
|Speed Sensor (VSS) circuit loss Transmissionmission output signal|
|Transmissionaxle shift control (3.8L)|| |
|Transmission pressure control solenoid|
|brake switch(4L60-E Transmission)|| |
|Transmissionmission fluid temp high|
|Torque Converter Control (TCC) knock sensor shorted(4.3L)|| |
|Transmissionmission 2-3 error|
|Transmission code-TTS temp high|| |
|Transmissionmission 1-2 error|
|Transmission code-TTS temp low|| |
|Torque Converter Control (TCC) solenoid circuit fault|
Locate Data Link Connector (DLC), see image below.
Jumper the A&B terminals(a paper clip or a jumper wire work ok)
Turn Ignition switch to ON position.
Count the flashes on the "CHECK ENGINE" or "SERVICE ENGINE" light.
FLASH, pause, FLASH, FLASH = code 12
NOTE: Some 94 & 95 models do not have the B terminal. In which case a scanner is required.
NOTE: Some 94 & 95 models that DO have the A & B terminals still require a scanner.
All vehicles after 96 are OBDII,and require a scanner to access them.
12 Pin Data Link Cconnector (under dash)
|A - Ground||F - Torque Converter Control (TCC)|
|B - Test Terminal||G - Fuel Pump|
|C - Air Injection||H - Brake Sense Speed Input|
|E - Serial Data||M - Serial Data|
Diagnostic trouble codes may be cleared by disconnecting the battery ground cable. Make sure it is disconnected for at least 20 seconds. Reconnect negative battery cable and recheck codes to confirm the repair.