CVG12

DETROIT POWERTRAIN
DT12 TRANSMISSION

STUDENT GUIDE
Version 1.2 - 05152017 - Paperless
DT12 TRANSMISSIONS

Conduct
 Detroit Diesel prohibits the use of jokes, cartoons or pictures that are directly or indirectly
derogatory towards race, religion, national origin, gender, age, disability, height, weight or
marital status. All employees, visitors, vendors or trainees must be sensitive to the diversity of
all participants of this course and those within our workforce, and treat each other with dignity
and mutual respect at all times.

 Undermining the dignity of others through inappropriate use of printed material, comments or
conduct and utilizing such available communication methods such as email, facsimile and
copies will not be tolerated.

 Computers that are used in the classroom are for instructional purposes only. Do not use
them for personal use.

Safety Precautions
 Some course activities require running training engines or vehicles. Remember that safety
precautions must always be observed when you are in the vicinity of a running engine or
vehicle. Additionally, when working on or around engines in the training area, please be
aware of the following precautions:

 Observe normal shop safety procedures as stated in Detroit Diesel’s service publications. Be
alert to prevent accidents by wearing proper clothing, protective equipment including safety
glasses. Also use the proper tools for the job.

 The instructor will normally start the training engine or vehicle. Students should never start
any training engine or vehicles unless specifically directed to do so by the instructor.

 Students should always stand clear of any running training engine and exhaust system.

 In case of a fire or other emergencies, follow your instructor’s directions immediately.

 If you have any questions regarding proper safety procedures, bring them to your instructor’s
attention.

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 DT12 TRANSMISSIONS

Customer Support Information

PHONE: 800-445-1980 / FAX: 313-592-5888 (24/7 coverage)
Axles: 855-253-0427
Software Support: 855-253-0423
Transmissions 855-253-0428
Virtual Technician: 855-253-0420

PLEASE HAVE THE FOLLOWING AVAILABLE WHEN YOU CALL:

 Dealer/Distributor Location Name and Code
 Contact Name and Email Address
 Phone Number
 Fleet or Owner Name
 Fleet Unit Number
 Engine Serial Number
 Last 6 Digits of the VIN
 Mileage
 Complaint Detail and Codes
 Troubleshooting Completed

THE CUSTOMER SUPPORT CENTER PROVIDES:

 Express Forms

 Backdoor Password Request

 Mainframe Change Request

 DD13 / DD15 Product Report

 General Assistance Request

 Clean Idle Request

 Emission Replacement Label Request / Engine Family Request

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DT12 TRANSMISSIONS

TABLE OF CONTENTS
Conduct/Safety Precautions ..................................................................................... ii
Customer Support Center ......................................................................................... iii
Introduction
Familiarization .......................................................................................................... 1
Familiarization Cont’d ............................................................................................... 2
Data Tag Location ..................................................................................................... 3
Data Tag (Transmission Type Identification) ............................................................. 4
Size - DT12 “A” Model Dimensions ........................................................................ 5
Size - DT12 “B” Model Dimensions ........................................................................ 6
DT12 Gear Ratios ..................................................................................................... 7
DT12 Driver Packages ............................................................................................. 8
Review Questions ..................................................................................................... 9
Web Review
Creep Mode (Graphic) .............................................................................................. 1
Creep Mode - Kisspoint .......................................................................................... 2
Creep Mode - Kisspoint Cont’d ............................................................................... 3
Creep Mode Abort Conditions ................................................................................. 4
Clutch Abuse Warnings ............................................................................................ 5
Start Gear Selection ................................................................................................. 6
eCoast ...................................................................................................................... 7
eCoast - Entry Conditions ....................................................................................... 8
eCoast - De-Activation Conditions ......................................................................... 9
eCoast - Clutch Closed in Neutral ........................................................................ 10
eCoast - DPF Zone 1 ............................................................................................. 11
eCoast - DPF Zone 1 Cont’d ............................................................................... 12

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Hill Start Aid............................................................................................................. 13

Hill Start Aid - ABS Module.................................................................................... 14
Hill Start Aid - Dash Lamp ..................................................................................... 15
Hill Start Aid - Override Switch .............................................................................. 16
Cruise Control - Engine Braking ............................................................................. 17
Cruise Control - Engine Braking - Parameterization ............................................ 18
Cruise Control - Engine Brake Auto Position ......................................................... 19
Cruise Control - Manual Engine Brake ................................................................... 20
Transmission Control Module.................................................................................. 21
Transmission Control Module - X1 Connector ...................................................... 22
Transmission Control Module - X2 Connector ...................................................... 23
Transmission Control Module - X3 Connector ...................................................... 24
Powertrain Communications ................................................................................... 25
Simple Schematic for the DT12 .............................................................................. 26
Review Questions ................................................................................................... 27
Maintenance
DT12 Preventative Maintenance ............................................................................... 1
DT12 Transmission Fluid .......................................................................................... 2
Transmission Oil Change Interval ............................................................................. 3
Review Questions ..................................................................................................... 4
Clutch
Push-type Clutch ....................................................................................................... 1
Clutch Applications .................................................................................................... 2
Single vs. Dual Disc .................................................................................................. 3
Dual Disc Clutch........................................................................................................ 4
Dual Disc Clutch Cont’d ........................................................................................... 5

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Flywheel Pilot Rim - Timing Reference ................................................................... 6

Potential Pilot Rim Damage ...................................................................................... 7
Proper Clutch Installation .......................................................................................... 8
Improper Clutch Installation ...................................................................................... 9
No Lubricant Caution .............................................................................................. 10
Self-Adjust Mechanism ........................................................................................... 11
Clutch Release Cylinder Exercise ........................................................................... 12
Clutch Fingers ......................................................................................................... 13
Clutch Release Cylinder.......................................................................................... 14
Release Cylinder Bellows ....................................................................................... 15
Clutch Travel Sensor ............................................................................................... 16
Cylinder or Sensor Replacement ............................................................................ 17
Clutch Damage ....................................................................................................... 18
Clutch Damage Cont’d ............................................................................................ 19
Clutch Damage Cont’d ............................................................................................ 20
Review Questions ................................................................................................... 21
Input Shaft Housing
Input Shaft Housing Exercise .................................................................................... 1
Input Shaft Housing Lubrication ................................................................................ 2
Input Shaft Housing Shim ......................................................................................... 3
Oil Flow Path ............................................................................................................. 4
Baffle Oil Ports .......................................................................................................... 5
Input Shaft Oil Ports .................................................................................................. 6
Mainshaft Pilot Bearing Oil Supply ............................................................................ 7
Split Group ................................................................................................................ 8
Pre-load & Shaft Alignment ....................................................................................... 9

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Oil Flow Circulation .................................................................................................10

Review Questions ................................................................................................... 11
Countershaft Brake
Countershaft Brake Exercise .....................................................................................1
Air-Operated Countershaft Brake ..............................................................................2
Countershaft Brake Shim ..........................................................................................3
Countershaft Brake Components ..............................................................................4
Countershaft & Mainshaft Speed ..............................................................................5
Shift Completion ........................................................................................................6
Mainshaft speed Synchronization .............................................................................7
Countershaft Brake Test ............................................................................................8
Review Questions .....................................................................................................9
Range Group
Mainshaft Speed Sensor Exercise ............................................................................1
Transmission Groups ................................................................................................2
Air Ports - Shift Controller & Range Cylinder...........................................................3
Range Group .............................................................................................................4
LO Range Operation .................................................................................................5
HI Range Operation ..................................................................................................6
Oil Cooler ..................................................................................................................7
Oil Cooler vs. Non-Oil Cooler Comparison ................................................................8
Transmission Valves ..................................................................................................9
Oil Cooler Equipped Transmission Components .....................................................10
Valve Action - Cold Oil Temps ................................................................................. 11
Thermostatic Spring ................................................................................................12
Valve Action - Hot Oil Temps ...................................................................................13

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Oil Flow Comparison .............................................................................................. 14

Lubrication System - Oil Strainer Location............................................................ 15
Lubrication System - Oil Strainer Orientation........................................................ 16
Oil Flow ................................................................................................................... 17
Restricted Strainer .................................................................................................. 18
Lubrication Oil Path ................................................................................................ 19
Oil Strainer Installation Precaution ......................................................................... 20
Oil Strainer - (Incorrect vs. Correct Installation) .................................................... 21
Drain Plug Debris .................................................................................................... 22
Review Questions ................................................................................................... 23
Shift Controller
Shift Controller / Shift Actuator Exercise ................................................................... 1
Air Ports - (Prevention of Dirt & Debris Intrusion) ................................................... 2
Air Ports - (Prevention of Dirt & Debris Intrusion Cont’d) ........................................ 3
Clutch Protection Valve ............................................................................................. 4
Shift Controller Vent Ports ........................................................................................ 5
Shift Controller Installation ....................................................................................... 6
Rail #1 vs. Rail #2 Positions ..................................................................................... 7
Rail #1 vs. Rail #2 Positions Cont’d ......................................................................... 8
Shift Actuator Spring ................................................................................................. 9
Rail Learn - (Good vs. Bad) .................................................................................. 10
Shift Controller Installed Correctly .......................................................................... 11
Shift Controller Installed Correctly - (Actuator Fully Extended)............................. 12
Shift Controller Installed Correctly - (Rail #1 Shift Finger Position) ..................... 13
Shift Controller Installed Correctly - (Rail #2 Shift Finger Position) ...................... 14
Shift Controller Installed Incorrectly ....................................................................... 15

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Shift Controller Installed Incorrectly - (Higher Default Position) ............................16

Shift Controller Installed Incorrectly - (Rail Piston Positioning) .............................17
Shift Controller Installed Incorrectly - (Rail Piston Position Abnormal) ..................18
Shift Controller Installed Incorrectly - (TCM Fault Code) .......................................19
Successful vs. Failed Learn Results........................................................................20
Points of Interest .....................................................................................................21
Rail #2 Default Position ...........................................................................................22
Rail #1 Piston Retracted Position ............................................................................23
Review Questions ...................................................................................................24
Towing Precautions
Proper Towing Procedure ..........................................................................................1
Front vs. Rear Towing................................................................................................2
Towing Failure Explanation........................................................................................3
Towing Damage .........................................................................................................4
Towing Damage Cont’d .............................................................................................5
Review Questions .....................................................................................................6
Diagnostic Tool Connection
Powertrain CAN Connection......................................................................................1
Diagnostic Link Connections .....................................................................................2
Enabling the Automatic Connection...........................................................................3
CPC . .........................................................................................................................4
Transmission Shift Map .............................................................................................5
TCM Software & Transmission Type .........................................................................6
TCM Parameters .......................................................................................................7
TCM Release Lock Menu Location ...........................................................................8

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DT12 TRANSMISSIONS

TCM Release Lock Procedure .................................................................................. 9

TCM Release Lock Values ...................................................................................... 10
TCM Release Lock Values Cont’d ........................................................................... 11
Learning Routine Matrix .......................................................................................... 12
Review Questions ................................................................................................... 13
DT12 Air System
Air Supply Components............................................................................................. 1
Air Supply Components Cont’d ................................................................................. 2
Air Supply Components Cont’d ................................................................................. 3
DT12 Supply Tank Link Leak..................................................................................... 4
Primary Circuit Leak .................................................................................................. 5
Transmission Air Circuit Leak .................................................................................... 6
System Filling ............................................................................................................ 7
Top DT12 Air Consumers .......................................................................................... 8
DT12 Air Pressure Requirements.............................................................................. 9
Additional Clutch Information .................................................................................. 10
Review Questions ................................................................................................... 11
Diagnostics
ABS Diagnostics ....................................................................................................... 1
Clutch Travel Sensor Failure #1 ................................................................................ 2
Clutch Travel Sensor Failure #2 ................................................................................ 3
Damaged Sensor vs. Good Sensor........................................................................... 4
Clutch Learned Values - (Only Idle Allowed) ........................................................... 5
Clutch Learned Values - (Clutch Closed Start Logic) .............................................. 6
Clutch Learned Values - (Current Values Erased Upon Initiation) ........................... 7
Clutch Apply Leak Test .............................................................................................. 8

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Clutch & Transmission Learn Sequence ...................................................................9

Failed Transmission Learn Procedure - (Split Group) ............................................10
Failed Transmission Learn Procedure - (Split Group Cont’d) ................................. 11
Failed Transmission Learn Procedure - (Engine Start Request) ............................ 12
Failed Transmission Learn Procedure - (Range Group).........................................13
Failed Transmission Learn Procedure - (Countershaft Speed Too High) ...............14
Failed Transmission Learn Procedure - (Countershaft Speed Too High Cont’d) ....15
Failed Transmission Learn Procedure - (Countershaft Speed Too High Cont’d) ....16
Failed Transmission Learn Procedure - (Correct Countershaft Speed) .................17
Failed Transmission Learn Procedure - (Correct Countershaft Speed Cont’d) ......18
Common Parameters To View .................................................................................19
User Events .............................................................................................................20
Will Not Engage Forward Gear ...............................................................................21
Will Not Engage Forward Gear Cont’d ....................................................................22
“Hangs” in 11th Gear ...............................................................................................23
Gear Drop-out to Neutral Complaints ......................................................................24
Gear Drop-outs - ICUME Display Reads - - .......................................................... 25
Gear Drop-outs or Non-Confirmed Neutral .............................................................26
Active Output Shaft Speed Fault .............................................................................27
Active Mainshaft Speed Fault ..................................................................................28
Gear Grinding Complaint - Graph .........................................................................29
Gear Grinding Complaint - Text .............................................................................30
Chapter Review .......................................................................................................31
Appendix
Shift Familiarization ...................................................................................................1
A or B Box Direct Drive ..............................................................................................2

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A or B Box Direct Drive Cont’d ..................................................................................3

A or B Box Direct Drive - 1 Gear...............................................................................4
A or B Box Direct Drive - 2 Gear...............................................................................5
A or B Box Direct Drive - 3 Gear...............................................................................6
A or B Box Direct Drive - 4 Gear...............................................................................7
A or B Box Direct Drive - 5 Gear...............................................................................8
A or B Box Direct Drive - 6 Gear...............................................................................9
A or B Box Direct Drive - 7 Gear.............................................................................10
A or B Box Direct Drive - 8 Gear............................................................................. 11
A or B Box Direct Drive - 9 Gear.............................................................................12
A or B Box Direct Drive - 10 Gear...........................................................................13
A or B Box Direct Drive - 11 Gear ...........................................................................14
A or B Box Direct Drive - 12 Gear...........................................................................15
Direct Drive vs. Overdrive........................................................................................16
Overdrive Power Flow - 12 Gear ............................................................................17
Direct Drive Power Flow - 12 Gear .........................................................................18
Direct & Overdrive Differences ................................................................................19
A or B Box Direct Drive - LO Range R1..................................................................20
A or B Box Direct Drive - LO Range R2..................................................................21
A or B Box Direct Drive - HI Range R3 ...................................................................22
A or B Box Direct Drive - HI Range R4 ...................................................................23
A or B Box Direct Drive - Neutral ............................................................................24

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 Introduction
In this section we will learn:

 How to read and interpret the transmission model code / data tag
 Transmission specifications including dimensions and gear ratios
 Transmission sizing
 New driver packages
DT12 TRANSMISSIONS ‐ INTRODUCTION

FAMILIARIZATION

In conjunction with Detroit Engines and Detroit Axles, the Detroit Transmission is the latest addition
to Detroit Powertrain components. The DT12 is a pneumatically operated, fully automated
transmission. It uses a traditional clutch actuated manual gearbox, with a computer controlled shift
actuator. The electronic controls select the right shift pattern for maximum fuel economy and / or
power.
 DT12 TRANSMISSIONS ‐ INTRODUCTION

FAMILIARIZATION CONT’D

The Detroit Transmission is a 12 speed direct, or overdrive, automated manual transmission. The
DT12 naming is derived from the model code. The model code is easily deciphered. The DT in the
model code stands for Detroit Transmission.

The 12 signifies the number of forward speeds. The next letter indicates whether the transmission is
a direct drive or overdrive model. The letter D represents direct drive and the letter O represents
overdrive.

The next letter will either be an A or a B. A will denote large transmission (matched with the DD15 /
DD16), and B will denote small transmission (matched with the DD13).

The final set of numbers specifies the input torque rating of the transmission in foot pounds.

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DT12 TRANSMISSIONS ‐ INTRODUCTION

DATA TAG LOCATION

The data tag for the DT12 can be found on the range housing section of the transmission.

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 DT12 TRANSMISSIONS ‐ INTRODUCTION

DATA TAG
TRANSMISSION TYPE IDENTIFICATION

It is also possible to determine the transmission type by deciphering the first six digits of the
transmission serial number as shown in the chart above. The European designation is also shown
above.

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DT12 TRANSMISSIONS ‐ INTRODUCTION

SIZE: DT12 “A MODEL” DIMENSIONS

The dimensions for the larger “A” model transmission are shown above.

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 DT12 TRANSMISSIONS ‐ INTRODUCTION

SIZE: DT12 “B MODEL” DIMENSIONS

The dimensions for the smaller “B” model are shown above.

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DT12 TRANSMISSIONS ‐ INTRODUCTION

DT12 GEAR RATIOS

For reference, the gear ratios for all transmission models are shown above.

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 DT12 TRANSMISSIONS ‐ INTRODUCTION

DT12 DRIVER PACKAGES

A new package has been released that allows the customer to select what type of driving
parameters will best serve his or her needs.

The major changes are:

 The kickdown feature will only be available in the performance package

 Manual shift control will only be available in the standard and performance package

 Performance mode will only be available in the performance package

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DT12 TRANSMISSIONS ‐ CHAPTER REVIEW

1. What does the “A” in DT12-DA stand for?

True or False:

2. Kickdown will be available in Economy mode.

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 Web Review
This section contains important content that was previously covered in
the web course.
 Creep Mode and Kisspoint
 Clutch abuse
 A brief review of DT12 features including:
 eCoast / Creep Mode / Hill Start Aid / Cruise Control / Engine Braking
 An overview of the transmission control module (TCM) and PTCAN communications
DT12 TRANSMISSIONS ‐ WEB REVIEW

CREEP MODE

It is important to mention that while in creep mode, the DT12 clutch control logic is NOT slipping
the clutch. When a clutch is allowed to slip, a tremendous amount of heat is generated. Damage
to the clutch, flywheel, and other components can occur as a result of excessive clutch slipping.

The varying positions, or modulation, of the DT12 clutch is simply a varying of the clamping force
needed to sustain torque transfer from the engine to the transmission.

The images shown above are from the user selection in the Diagnostic Service Tool. The top left
image shows the actual clutch position as zero percent, indicating a completely closed (engaged)
clutch.
The far right image shows the actual clutch position as being ninety nine percent, indicating a fully
open (disengaged) clutch.

The center image indicates the clutch position is at forty six percent. You may recall from the web
course, that this position is actually provided by the clutch travel sensor that is attached to the
clutch release cylinder. What is being shown here is that the clutch has closed with just enough
clamping force to allow sufficient torque transfer without slippage.

Because the clutch clamping force is modulated this way, harsh clutch engagements are
eliminated and quicker shifting can occur.
 DT12 TRANSMISSIONS ‐ WEB REVIEW

CREEP MODE - KISSPOINT

To fully understand what is occurring with the clutch in creep mode, let’s observe various
parameters that can be selected in the “user” section of the instrumentation panel. The focus here
will be the clutch position relative to the clutch’s kisspoint and brake pedal position.

The clutch kisspoint is the actual clamping position of the clutch when torque is transmitted from the
engine to the transmission. With the vehicle stopped and the service brake pedal applied, the clutch
will open to just above the kisspoint. This essentially places the clutch in a ready position. By
hovering just above the moment of engagement and torque transfer (kisspoint), a smoother and
quicker engagement of the clutch will result. This allows the clutch to act and feel like a vehicle with
a torque convertor while driving in creep mode. Remember, the higher the percentage, the more the
clutch is open with lower clamping force.

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DT12 TRANSMISSIONS ‐ WEB REVIEW

CREEP MODE - KISSPOINT

When the pedal is released, the clutch begins to close further below the kisspoint, thus increasing
the clamp load. While the vehicle is moving in creep mode, this actual clutch position may change
depending upon the clamping force required to move the vehicle without clutch slippage; but will
always be a value below the kisspoint.

Remember, the lower the percentage, the more the clutch is closing and the greater the clamping
force.

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CREEP MODE ABORT CONDITIONS

In the event ample clamping force cannot be obtained to effectively maneuver the vehicle in creep
mode, an abort condition can occur. Both an audible and visual warning will be displayed after 4
seconds of creep attempt.

If wheel slip is detected, creep mode will abort and both the visual and audible warning will be
triggered.

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DT12 TRANSMISSIONS ‐ WEB REVIEW

CLUTCH ABUSE WARNINGS

Although the DT12 does not utilize a clutch pedal, it still has a friction disc clutch that is
susceptible to damage from heat and abuse. To protect the clutch, the vehicle has a clutch
abuse protection system that alerts the driver and restricts functionality when needed.

Extended periods in creep mode with light brake pedal pressure or slipping the clutch (using
the accelerator pedal to hold the vehicle on a hill, for example), can activate the clutch
abuse protection system. A display message notifies the operator when the protections are
needed.

As you can see, the transmission starting gear will be restricted to first gear when in a pre-
warning or warning condition.

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 DT12 TRANSMISSIONS ‐ WEB REVIEW

START GEAR SELECTION

Shown above is a chart that shows typical transmission starting, or launch, gears based on
estimated vehicle mass (weight) and road gradient (tilt). The estimated vehicle mass is
calculated based on various engine data during operation and the road gradient is
calculated based on the tilt sensor data. On somewhat level ground, the vehicle will typically
launch in fifth gear when bobtailing, and second gear when fully loaded.

The most obvious way the CPC determines whether the vehicle is bobtail or loaded is when
there is a trailer ABS signal.

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DT12 TRANSMISSIONS ‐ WEB REVIEW

eCOAST

eCoast preserves the vehicle’s velocity, especially in a downward grade, and then uses the
momentum gained for the next upwards slope.

The DT12 is constantly monitoring ways to keep engine RPMs low to save fuel. When coasting
down grades, cruising with no accelerator input, or reducing speeds, the DT12 will open the clutch,
shift into neutral, and then close (re-apply) the clutch to reduce engine RPMs.

eCoast functions in either accelerator pedal or cruise control mode. The customer can specify
whether or not the eCoast feature is desired at the time of vehicle order as well as after the fact via
parameterization.

The eCoast feature, if enabled, is only available in Automatic Economy Mode.

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eCOAST ENTRY CONDITIONS

Some of the eCoast entry conditions include:

 The vehicle must be traveling at a speed greater than 22 mph
 There is less than a 3.5% downward slope
 Engine speed is less than 1600 rpm
 There is no accelerator pedal, brake pedal or engine retarder actuation
 There is no active regeneration occurring, or about to occur.

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eCOAST DE-ACTIVATION CONDITIONS

* No eCoast if Engine is in DPF Zone 1

or higher!

Some of the conditions that will cause eCoast to deactivate are as follows:
 If cruise control begins to slow or accelerate the vehicle
 The vehicle exceeds the cruise control set speed by more than approximately 4 km/h ( approx.
2.5 mph )
 The speed limiter is active and the maximum set speed is exceeded.
 Also, any driver interaction involving the brake pedal, accelerator pedal, the engine brake, shift
lever actuation or any cruise control activation will deactivate eCoast.
 eCoast will de-activate if the engine enters DPF Zone 1 or higher

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eCOAST - CLUTCH CLOSED IN NEUTRAL

It is important to remember that the clutch is closed while in Neutral during eCoast. Remember, the
transmission oil pump is driven by the countershaft and the clutch must be closed to rotate the
countershaft.

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DT12 TRANSMISSIONS ‐ WEB REVIEW

eCOAST - DPF ZONE 1

One of the most important things to remember about eCoast is that it will be unavailable when the
engine is in DPF Zone 1 or higher. If a customer complains of lack of eCoast, be sure to check what
DPF zone he or she is in.

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eCOAST - DPF ZONE 1

eCoast Active

eCoast Inactive

While in eCoast, sustained higher exhaust temperatures are not consistent enough for a driving
regeneration, therefore eCoast is inhibited while in zone 1.

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DT12 TRANSMISSIONS ‐ WEB REVIEW

HILL START AID

Hill Start Aid is a programmable parameter that acts as a vehicle brake assist feature during
transition from vehicle standstill — to vehicle acceleration while on an incline. This reduces, or
eliminates, vehicle rollback when the brakes are released.

Creep mode, if enabled, is also used in conjunction with Hill Start Aid.

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 DT12 TRANSMISSIONS ‐ WEB REVIEW

HILL START AID - ABS MODULE

The Hill Start Aid (HSA) feature resides in the ABS module. HSA holds and modulates brake
pressure on both steer and drive axle brakes after the driver has released his or her foot from the
brake pedal. The ABS module and powertrain modules work together to achieve proper
acceleration, torque, and brake modulation to ensure a smooth and safe transition from brake to
throttle while on an incline.

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DT12 TRANSMISSIONS ‐ WEB REVIEW

HILL START AID - DASH LAMP

If the vehicle is equipped with HSA, there will be a dash mounted disable switch. The switch is a
momentary switch for deactivation below 5 mph and is wired to the Brake System-ECU. Once
the vehicle exceeds 5 mph, the HSA feature is re-enabled.

The HSA lamp status is as follows:

On: HSA fault or other ABS fault and HSA is disabled.

Flash: HSA disabled through the Switch
Off: HSA enabled

There is an initial 3 second bulb self test at “Key-On”.

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HILL START AID - OVERRIDE SWITCH

There are certain situations where the HSA feature is undesirable and can be overridden. When
backing into a sloped loading dock or coupling to a trailer at a sloped loading dock are two
examples.

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DT12 TRANSMISSIONS ‐ WEB REVIEW

CRUISE CONTROL ENGINE BRAKING

Another interesting facet of the DT 12 transmission is the way engine braking can be programmed
to operate while in cruise control. If this feature is enabled, the engine brake settings will be
controlled via a cruise control band , or limit switch, instead of the conventional engine brake
switch on the shift stalk. In order for this to function, the stalk will need to be in the full, upright
position – or engine brake “off” position. This position is also known as the “auto” position.

The high, medium, and low settings shown in the graphic are not the conventional high, medium,
and low settings of the engine brakes. Instead, they refer to the amount of tolerance, or
overspeed, above the cruise control set point that is allowed before the engine brakes will come
on.

For example, in the low setting there is a tighter tolerance for overspeed , therefore engine
braking will occur sooner to keep the speed closer to the set point. This setting will typically be
used in mountainous, steep grade conditions.

Conversely, the high setting is a “no tolerance” setting. Essentially, this is an infinite setting -
meaning the engine brakes will not come on. This feature is programmable as well as the
overspeed set points.

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CRUISE CONTROL ENGINE BRAKING

PARAMETERIZATION

Take a moment to review the different parameter settings between a vehicle with the CC-limit switch
and one without.

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CRUISE CONTROL
ENGINE BRAKE AUTO POSITION

Another point worth mentioning is that the engine brake lamp will illuminate when cruise control
is on and the stalk is fully upright, or in the engine brake “off” position.

The stalk position for “Engine Brake Off” is also referred to as the “auto position” while in
cruise control.

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CRUISE CONTROL
MANUAL ENGINE BRAKE

It is important to mention that any manual engine brake intervention initiated by the driver will always
override the CC band switch settings.

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DT12 TRANSMISSIONS ‐ WEB REVIEW

TRANSMISSION CONTROL MODULE

The TCM includes control logic to provide overall transmission management. The TCM monitors
various speed, load, and clutch inputs in conjunction with the CPC4, which drive the outputs that
are required to shift the transmission. The TCM has a 21-pin connector at X2 and another 21-pin
connector at X1.

The TCM also has a third connector that is used for internal solenoid valve operation. The X3
connector can only be accessed once the TCM is removed from the shift controller.

Also, there are 157 different transmission related fault codes.

21
 DT12 TRANSMISSIONS ‐ WEB REVIEW

TRANSMISSION CONTROL MODULE

X1 CONNECTOR

The X1 connector is used for the chassis interface. It contains all of the powers and grounds as well
as the PT CAN circuits.

22
DT12 TRANSMISSIONS ‐ WEB REVIEW

TRANSMISSION CONTROL MODULE

X2 CONNECTOR

The X2 connector is used for the transmission harness.

23
 DT12 TRANSMISSIONS ‐ WEB REVIEW

TRANSMISSION CONTROL MODULE

X3 CONNECTOR

The X3 connector contains the circuits for the shift solenoids located internally of the shift controller.

24
DT12 TRANSMISSIONS ‐ WEB REVIEW

POWERTRAIN COMMUNICATIONS

The DT12 transmission relies on three control modules to function properly. The CPC is the
centerpiece of the powertrain communication network. The shift maps for the transmission are
stored within the CPC. In a simple explanation of a shift, the CPC will request a torque reduction
from the MCM and then commands or “tells” the transmission control module (TCM) when to
shift. Shifts are then actuated by the TCM .

If there is a software update available, it is imperative that all modules, including the ACM are
also updated.

25
 DT12 TRANSMISSIONS ‐ WEB REVIEW

SIMPLE SCHEMATIC FOR THE DT12

In addition to the CPC4, the MCM 2.1, and the ACM 2.1, the PT CAN network now contains the
transmission control module. Unlike previous transmissions, the TCM for the DT12 is not directly
tied to the SAEJ 1939 public network. The CPC4 is the link between all modules on the PT CAN
and the J1939.

26
DT12 TRANSMISSIONS ‐ CHAPTER REVIEW

1. The engine brake “OFF” position is also known

as the position.

2. Which module “tells” the transmission when to

shift?

27
 Maintenance
In this section we will learn:

 What transmission fluid should be used

 Proper fluid maintenance intervals
DT12 TRANSMISSIONS ‐ MAINTENANCE

DT12 PREVENTATIVE MAINTENANCE

Shown above are some basic maintenance procedures that should regularly be performed on the
DT12 transmission.
 DT12 TRANSMISSIONS ‐ MAINTENANCE

DT12 TRANSMISSION FLUID

Spec:
75w‐90
MB 235.11

The DT12 uses a special proprietary oil and IS NOT compatible with any other manufacturers oils.
The oil is made by Fuchs and is currently the ONLY oil to be used in this transmission.

2
DT12 TRANSMISSIONS ‐ MAINTENANCE

TRANSMISSION OIL CHANGE INTERVAL

Current fluid change intervals for schedule II vehicles is 300,000 miles, however, vehicles
rated to haul more than 80,000 lbs. GCVW are required to change the fluid at 200,000
miles.

Future DDEC Reports versions will show transmission operating temperatures which may
be used to determine oil change intervals.

* Always refer to the maintenance manual for specific instructions and intervals.

3
 DT12 TRANSMISSIONS ‐ CHAPTER REVIEW

1. At what interval should vehicles rated to haul

more than 80,000 lbs. change the transmission
oil at?

2. What two vents should be periodically checked?

4
Notes:
 Clutch
In this section we will learn:

 Clutch applications
 Introduction to the dual disc clutch
 The proper procedures to follow for the installation of the clutch
 Damage that may occur from improper installation
 Understanding the self adjustment mechanism of the clutch
 Release cylinder operation
 Clutch and flywheel damage from contamination
DT12 TRANSMISSIONS ‐ CLUTCH

PUSH-TYPE CLUTCH

 On vehicles equipped with DT12 transmissions, the release bearing does not need to be
lubricated.
 Replace the clutch assembly for Detroit automated transmissions at 750,000 miles (1.2 million
km) intervals.

The DT12 utilizes a push-type clutch configuration. In a push-type clutch assembly, the release
bearing is not attached to the clutch cover like a pull-type clutch. In the case of the DT12, the
release bearing is part of the clutch release cylinder. To disengage the clutch, the pneumatic clutch
release cylinder expands allowing an integral release bearing to push against the pressure plate
release levers to disengage, or open, the clutch. The levers are compressed to open the clutch
and released to close the clutch.

The Clutch Release Cylinder requires no maintenance. It is recommended that the clutch
assembly be replaced at 750,000 miles.
 DT12 TRANSMISSIONS ‐ CLUTCH

CLUTCH APPLICATIONS

Currently, a single disc clutch is standard on vehicle applications with less than, or equal to
80,000 lbs. gross combined vehicle weight (GCVW).

Applications above 105,000 lbs. GCVW require a dual disc clutch. A dual disc is optional for DD15
applications above 80,000 lbs. GCVW.

A dual disc clutch is standard with the DD16.

2
DT12 TRANSMISSIONS ‐ CLUTCH

SINGLE VS. DUAL DISC

Take a moment to review the differences between the single and dual disc clutch. Currently, a
customer cannot merely upgrade to a dual disc clutch if so desired. Instead, the transmission
must be replaced in that event.

3
 DT12 TRANSMISSIONS ‐ CLUTCH

DUAL DISC CLUTCH

The dual disc clutch is a complete assembly, meaning that the inner disc and intermediate plate
cannot be removed separately. The only component that is isolated is the outer disc.

4
DT12 TRANSMISSIONS ‐ CLUTCH

DUAL DISC CLUTCH CONT’D

As you can see, the intermediate plate and inner disc are integral to the clutch assembly. The
transmission input shaft splines only engage with the outer disc. The hub of the outer disc then
drives the inner disc.

5
 DT12 TRANSMISSIONS ‐ CLUTCH

FLYWHEEL PILOT RIM - TIMING REFERENCE

The flywheel contains a machined outer pilot rim that is used for timing reference.

6
DT12 TRANSMISSIONS ‐ CLUTCH

POTENTIAL PILOT RIM DAMAGE

If the clutch assembly is not initially installed correctly, it can damage the pilot rim on the flywheel.
Engine timing fault codes and improper clutch operation may arise if this machined area is
damaged.

In the image shown, you can see how the clutch housing is seated within the pilot rim.

7
 DT12 TRANSMISSIONS ‐ CLUTCH

PROPER CLUTCH INSTALLATION

On the four mounting locations of the clutch housing, there are recesses that contain a ridge.
It is imperative that these recesses fit completely inside of the flywheel pilot rim.

ALL of the clutch mounting bolts must first be installed hand tight, then tightened and torqued
in an alternating pattern to ensure even compression of the clutch release springs and to
prevent binding of the clutch assembly within the pilot rim.

Once the clutch assembly is properly torqued, the ridge will be flush with the top of the pilot
rim.

8
DT12 TRANSMISSIONS ‐ CLUTCH

IMPROPER INSTALLATION DAMAGE

If the clutch assembly is not correctly positioned within the flywheel’s pilot rim, the clutch
mounting bolt hole threads in the flywheel can be damaged while tightening the bolts.

The pilot rim can also crack, deform, or completely break.

9
 DT12 TRANSMISSIONS ‐ CLUTCH

NO LUBRICANT PRECAUTION

It is extremely important that no lubricant of any kind be installed on the input shaft splines
or clutch disc splines prior to installing the transmission. When mating the transmission to the
engine, the input shaft splines must be clean and dry. Grease can restrict movement of the
clutch disc and cause clutch disengagement issues.

10
DT12 TRANSMISSIONS ‐ CLUTCH

SELF-ADJUST MECHANISM

Both single and dual disc clutches contain a self-adjust mechanism that compensates for disc
wear. The self-adjust mechanism cannot be reset , therefore the clutch disc cannot be
replaced by itself. Any wear or contamination of the disc will require total clutch replacement.

11
 DT12 TRANSMISSIONS ‐ CLUTCH

CLUTCH RELEASE CYLINDER EXERCISE

Perform the Clutch Release

Cylinder (CPCA) remove
procedure.

12
DT12 TRANSMISSIONS ‐ CLUTCH

CLUTCH FINGERS

It is important to note that the clutch release bearing is ALWAYS in contact with the pressure
plate release levers. Different levels of thrust are exerted on the bearing depending on how much
or how little the clutch is opened.

13
 DT12 TRANSMISSIONS ‐ CLUTCH

CLUTCH RELEASE CYLINDER

The bearing is sealed and lubricated with grease and requires no additional lubrication or
maintenance. In the image above, you can clearly see the thrust surface, the inner race, the ball
bearings, and finally the outer race.

The release bearing is NOT serviceable by itself.

14
DT12 TRANSMISSIONS ‐ CLUTCH

RELEASE CYLINDER BELLOWS

There is an additional component that is lubed within the clutch release cylinder that requires no
additional lube of maintenance. You may notice a rubber boot, or bellows, on the cylinder that is
easily viewed when the cylinder is compressed. This boot contains grease that lubricates the fixed
shaft that the main body of the release cylinder rides fore and aft on. Again, there is no required
maintenance on the release cylinder but it is a good practice to visually look for tears in the boot,
or evidence of grease leakage.

15
 DT12 TRANSMISSIONS ‐ CLUTCH

CLUTCH TRAVEL SENSOR

The only item that is serviceable on the clutch release cylinder is the clutch travel sensor; however, if
the magnet or magnet mounting is damaged, the clutch release cylinder will have to be replaced.

16
DT12 TRANSMISSIONS ‐ CLUTCH

CYLINDER OR SENSOR REPLACEMENT

When replacing the sensor, or the release cylinder, always check for any physical damage to
those components prior to installation.

17
 DT12 TRANSMISSIONS ‐ CLUTCH

CLUTCH DAMAGE

As with any clutch, proper servicing procedures must be followed to prevent damage to the clutch
and flywheel assembly. The images above show a burnt clutch disc with a broken pressure plate
caused by grease contamination.

18
DT12 TRANSMISSIONS ‐ CLUTCH

CLUTCH DAMAGE CONT’D

The failure occurred from an improperly installed flywheel pilot bearing. The pilot bearing was not
fully seated, thus allowing the shoulder of the input shaft to damage the pilot bearing grease seal.
The grease was allowed to migrate and contaminate the clutch disc and flywheel face.

19
 DT12 TRANSMISSIONS ‐ CLUTCH

CLUTCH DAMAGE CONT’D

The grease contamination allowed the disc to slip and generate a tremendous amount of
heat. Localized hot-spots formed on the flywheel causing a ripple, or wave effect that was
transferred to the pressure plate. The heat cycling of the pressure plate finally caused the
fractures seen above.

It is imperative that the flywheel face and pressure plate are clean and free of debris prior to
servicing a clutch. Always inspect the pilot bearing, clutch release cylinder, rear crankshaft
seal, and any other seals or components on the engine and transmission that can potentially
contaminate the clutch disc.

20
DT12 TRANSMISSIONS ‐ CHAPTER REVIEW

True or False:
1. The clutch release cylinder should be lubricated
at every oil change.

2. Always apply anti-seize compound on the

transmission input shaft splines prior to installing
the transmission.

21
 Input Shaft Housing
In this section we will learn:

 Input Shaft housing remove and install procedures

 Oil flow through the input shaft housing
 Mainshaft pilot bearing lubrication
 INPUT SHAFT
DT12 TRANSMISSIONS ‐
HOUSING

INPUT SHAFT HOUSING

Perform the Input Shaft Housing

remove and install procedure.
 INPUT SHAFT
DT12 TRANSMISIONS ‐
HOUSING

INPUT SHAFT BEARING LUBRICATION

There may be times when the technician will have to remove the input shaft housing to repair a
leak. It is important to identify the various passages and components that are involved with lubri-
cating the input shaft bearing.

On the back side of the input shaft housing are two oil ports. One connects to the oil transfer tube
that supplies oil to the housing, and the other supplies oil to the countershaft brake.

There is also an oil baffle seated within the input shaft housing.

2
 INPUT SHAFT
DT12 TRANSMISSIONS ‐
HOUSING

INPUT SHAFT HOUSING SHIM

There is a shim, or shims, on the input shaft housing that are used to set the pre-load on the in-
put shaft and mainshaft bearings. The shims are re-usable. Be sure to re-install the shim, or
shims, upon completion of the repair or transmission damage can occur.

3
 INPUT SHAFT
DT12 TRANSMISIONS ‐
HOUSING

OIL FLOW PATH

With the oil baffle removed, we will look at the path of oil flow.

The countershaft brake supply port is drilled in such a way that it taps into the main oil supply
port. The main oil supply port empties into the oil distributor seat. With the oil baffle removed, you
can also see the input shaft seal.

4
 INPUT SHAFT
DT12 TRANSMISSIONS ‐
HOUSING

BAFFLE OIL PORTS

Oil is fed from the outside of the baffle to the inside via oil ports along the outsides channel of the
baffle.

5
 INPUT SHAFT
DT12 TRANSMISIONS ‐
HOUSING

INPUT SHAFT OIL PORTS

The oil is diverted from the outside channel to the inside channel of the baffle to supply oil the
three ports on the input shaft.

6
 INPUT SHAFT
DT12 TRANSMISSIONS ‐
HOUSING

MAINSHAFT PILOT BEARING OIL SUPPLY

The three input shaft oil ports supply oil to the mainshaft pilot bearing as well as the mainshaft oil
gallery.

7
 INPUT SHAFT
DT12 TRANSMISIONS ‐
HOUSING

SPLIT GROUP

Unrestricted lubrication of the mainshaft pilot bearing is crucial. As you can see, a portion of
the split-shift synchronizer resides on both the input shaft and mainshaft.

8
 INPUT SHAFT
DT12 TRANSMISSIONS ‐
HOUSING

PRE-LOAD & SHAFT ALIGNMENT

If the mainshaft pilot bearing is compromised, pre-load and shaft alignment are significantly affected.
Split shifting failures, such as grinding, and "stuck in gear" conditions, can occur due to the shaft
misalignments.

9
 INPUT SHAFT
DT12 TRANSMISIONS ‐
HOUSING

OIL FLOW CIRCULATION

As oil circulates around and through the baffle, it is allowed to flow upwards and through the
input shaft where it is then re-directed back down by the input shaft seal. The re-directed oil
then flows through the large baffle ports to lubricate the input shaft bearing.

10
DT12 TRANSMISSIONS ‐ CHAPTER REVIEW

1. What is used to set the bearing pre-load on the

input shaft and mainshaft bearings?

2. How many oil ports are located on the input

shaft?

11
 Countershaft Brake
In this section we will learn:

 The countershaft brake remove and install procedure

 Countershaft brake operation
 Importance of the countershaft brake test
 COUNTERSHAFT
DT12 TRANSMISSIONS ‐
BRAKE

COUNTERSHAFT BRAKE

Perform the Countershaft Brake

remove and install procedure.

Re-install the CPCA

 COUNTERSHAFT
DT12 TRANSMISSIONS ‐
BRAKE

AIR OPERATED COUNTERSHAFT BRAKE

It is critical that the speed of the floating mainshaft gears are closely matched with the speed of the
mainshaft during gear shifts to prevent clashing and grinding.
The DT12 uses an air operated countershaft brake to achieve this synchronization of speeds.
Because there are different size fixed gears (different ratios resulting in different speeds) on the
countershaft and floating gears on the mainshaft, the TCM needs to slow the countershaft to
achieve rpm synchronization between the next mainshaft gear selected and the speed of the
mainshaft

2
 COUNTERSHAFT
DT12 TRANSMISSIONS ‐
BRAKE

COUNTERSHAFT BRAKE SHIM

There is a shim, or shims, that is used to set the pre-load on the countershaft bearings. The shims
are re-usable. Be sure to re-install the shim, or shims, upon completion of the repair or transmission
damage can occur.

3
 COUNTERSHAFT
DT12 TRANSMISSIONS ‐
BRAKE

COUNTERSHAFT BRAKE COMPONENTS

The countershaft brake consists of reactionary discs and friction discs, a piston, a 2 way valve, and
a housing. The reactionary discs are splined to the housing and the friction discs are splined to the
countershaft. When the discs are compressed, the reactionary discs offer a stationary surface for
the friction discs to engage, thus slowing the countershaft.

4
 COUNTERSHAFT
DT12 TRANSMISSIONS ‐
BRAKE

COUNTERSHAFT & MAINSHAFT SPEED

In the example above, the vehicle is in third gear and the CPC is requesting an upshift to 5th gear.

The 5th gear ratio is different than the 3rd gear ratio and the size of the gear used for 5th gear (or 5th
speed) is more closely matched in size to the corresponding countershaft gear resulting in a
decreased offset in speeds. Therefore, the TCM needs to match these speeds by slowing the
countershaft before and not during the shift. This all occurs almost simultaneously.

The point to remember is that countershaft speed directly effects mainshaft speed. Mainshaft, and
the individual mainshaft gear speeds, need to be synchronized to properly shift. The countershaft is
slowed to properly match the speed of the mainshaft with the next gear to be shifted.

5
 COUNTERSHAFT
DT12 TRANSMISSIONS ‐
BRAKE

SHIFT COMPLETION

When the speeds are relatively synchronized, the shift will complete.

6
 COUNTERSHAFT
DT12 TRANSMISSIONS ‐
BRAKE

MAINSHAFT SPEED SYNCHRONIZATION

It’s important to remember that slowing the countershaft, also slows the next free-wheeling
gear on the mainshaft that is to be selected. The speed of the mainshaft must match the next
selected gear wheel speed to ensure a smooth and “grind-free” shift.

7
 COUNTERSHAFT
DT12 TRANSMISSIONS ‐
BRAKE

COUNTERSHAFT BRAKE TEST

It is extremely important to always perform a countershaft brake test in the diagnostic tool for
any grinding or shifting complaints.

8
DT12 TRANSMISSIONS ‐ CHAPTER REVIEW

1. What is used to set the pre-load on the

countershaft bearings?

2. The countershaft brake consists of

and discs.

9
 Range Group
In this section we will learn:

1. The components and functionality of the range group

2. Mainshaft speed sensor replacement
3. Operation of the oil cooler and transmission safety valve
4. Operation of the oil strainer
DT12 TRANSMISSIONS ‐ RANGE GROUP

MAINSHAFT SPEED SENSOR

Perform the Mainshaft Speed

Sensor removal procedure and
review the main transmission
groups.

Demonstrate the range group

planetary operations.
 DT12 TRANSMISSIONS ‐ RANGE GROUP

TRANSMISSION GROUPS

The transmission is separated into three distinct groups. They are the split group, the main group,
and the range group.

2
DT12 TRANSMISSIONS ‐ DIAGNOSTICS

AIR PORTS
SHIFT CONTROLLER & RANGE CYLINDER

The air ports are numbered on the shift controller, the lines themselves, and the range cylinder.

Note: Currently, transmissions are not equipped with a PTO, therefore port 23 is not used.

3
 DT12 TRANSMISSIONS ‐ RANGE GROUP

RANGE GROUP

The range group consists of a planetary gear arrangement for the main group gear reduction.
The main planetary components consists of the following:

1. The ring gear, assembly.

2. The planet gears
3. The sun gear
4. The planetary carrier

4
DT12 TRANSMISSIONS ‐ RANGE GROUP

LO RANGE OPERATION

While in low range, the shift fork will lock and hold the ring gear to the synchronizer plate. The sun
gear, being driven by the mainshaft, is rotating at a speed that is consistent with whatever gear ratio
is selected in the main group.

The sun gear is driving the planet gears at this point. Because the ring gear is locked in position, the
planet gears are allowed to rotate, or walk, along the stationary ring gear. The planets are connect-
ed to the planet carrier via shafts, so when the planets are walking along the ring gear, they are also
driving the planet carrier.

The output shaft is actually part of the planet carrier. The planet carrier’s rotational speed is actually
the final rotational speed of the transmission output shaft.

The gear reduction, or torque multiplication, occurs when the planet gears are allowed to rotate
along the ring gear, thus driving the planet carrier at a reduced speed.

5
 DT12 TRANSMISSIONS ‐ RANGE GROUP

HI RANGE OPERATION

While in the high range position, the shift fork now locks the ring gear to the planetary carrier al-
lowing the ring gear to rotate with the planetary carrier. At this point, the planet gears are not ro-
tating, instead, they form a mechanical link between the sun gear and ring gear.

The planet carrier / output shaft is now turning at the same speed as the sun gear, or input.
There is no gear reduction or torque multiplication occurring.

6
DT12 TRANSMISSIONS ‐ RANGE GROUP

OIL COOLER

Next we will discuss the differences between a DT12 transmission equipped with, and without an
oil cooler.

The normal operating temperature range of the DT12 transmission is between 80°C - 120°C
(176°F - 248°F). Transmission component longevity can diminish for every 10°C (18°F) above
120°C (248°F).

Whether or not a DT12 transmission will be equipped with an oil cooler configuration is depend-
ent upon the transmission type, as well as the vehicle application.

7
 DT12 TRANSMISSIONS ‐ RANGE GROUP

OIL COOLER VS. NON-OIL COOLER COMPARISON

When the oil pump cover is removed, there is a distinct difference in the relief, or safety valve
bore. A non-oil cooler equipped transmission will have a dummy plug in place of an outer valve
element that is found in an oil cooler equipped transmission.

8
DT12 TRANSMISSIONS ‐ RANGE GROUP

TRANSMISSION VALVES

A DT12 transmission equipped for an oil cooler will have two separate safety valves. One valve
is for the oil cooler, and the other is for the transmission.

9
 DT12 TRANSMISSIONS ‐ RANGE GROUP

OIL COOLER EQUIPPED TRANSMISSION COMPONENTS

Shown above are the various components that directs and regulates oil flow in an oil cooler
equipped transmission.

 Oil Pump – pressurizes the transmission oil

 Oil Cooler Valve – controls oil flow to the oil cooler

 Oil Transfer Tube – directs the oil, either directly from the oil pump or from the oil cooler
return, to the front of the transmission to lubricate the input shaft bearing, mainshaft pilot
bearing, and mainshaft

 Transmission Safety Valve – Protects the transmission from high pressures by diverting
some of the oil back into the transmission case

10
DT12 TRANSMISSIONS ‐ RANGE GROUP

VALVE ACTION - COLD OIL TEMPS

At transmission oil temperatures below 80° Celsius, or 176° Fahrenheit, the oil cooler valve is
opened, allowing the oil to bypass the cooler circuit and flow directly to the oil transfer tube.

11
 DT12 TRANSMISSIONS ‐ RANGE GROUP

THERMOSTATIC SPRING

As the temperature increases above 80° Celsius / 176° Fahrenheit, the thermostatic spring
expands and closes the valve.

12
DT12 TRANSMISSIONS ‐ RANGE GROUP

VALVE ACTION - HOT OIL TEMPS

With the valve closed, there is no longer a direct path to the oil transfer tube and the oil must
now flow out to the oil cooler. Cooled oil now flows back to the transmission via the oil cooler
return port, and on to the oil transfer tube.

13
 DT12 TRANSMISSIONS ‐ RANGE GROUP

OIL FLOW COMPARISON

Shown above are the respective oil paths when the valve is opened, and when the valve is closed.

14
DT12 TRANSMISSIONS ‐ RANGE GROUP

LUBRICATION SYSTEM
OIL STRAINER LOCATION

The oil strainer is located in the oil pump supply channel of the DT12.

15
 DT12 TRANSMISSIONS ‐ RANGE GROUP

LUBRICATION SYSTEM
OIL STRAINER ORIENTATION

The oil strainer must be oriented correctly to ensure it’s proper functionality. Note how on the plug
end the strainer seals against the plug face, while on the transmission end, the strainer seals
along the oil strainer bore.

16
DT12 TRANSMISSIONS ‐ RANGE GROUP

OIL FLOW

Oil is drawn from the outside of the screen, inwards towards the oil pump.

17
 DT12 TRANSMISSIONS ‐ RANGE GROUP

RESTRICTED STRAINER

In the event the strainer becomes restricted, it will unseat from the plug end.

18
DT12 TRANSMISSIONS ‐ RANGE GROUP

LUBRICATING OIL PATH

Lubricating oil can now bypass the screen body and flow directly to the inside bore of the strainer.

19
 DT12 TRANSMISSIONS ‐ RANGE GROUP

OIL STRAINER INSTALLATION PRECAUTION

In the event the strainer is installed incorrectly, the strainer will NOT seal along the inside of the
bore and will allow the oil to bypass the screen and enter the pump.

20
DT12 TRANSMISSIONS ‐ RANGE GROUP

OIL STRAINER
INCORRECT VS. CORRECT INSTALLATION

Shown above are the incorrect, and correct orientation of the oil strainer.

21
 DT12 TRANSMISSIONS ‐ RANGE GROUP

DRAIN PLUG DEBRIS

The oil in the DT12 will look unique after use. Don’t be alarmed if the oil has somewhat of a silver
or dark colored sheen to it. This is considered normal. The oil coloration comes from the carbon
synchronizer and clutch brake material use during normal operation.

A small amount of metal shavings on the magnetic drain plug are normal as shown above.

22
DT12 TRANSMISSIONS ‐ CHAPTER REVIEW

1. Select the correct oil strainer orientation.

2. Looking at the image below, is the transmission

oil above or below 176° F / 80° C ?

Above

Below

23
 Shift Controller
In this section we will learn:

 How to remove and install the shift controller and shift actuator
 The importance of debris prevention
 Identifying correct shift controller installation
DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

Perform the Shift Controller and

Shift Actuator remove and install
procedure.
 DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

AIR PORTS
PREVENTION OF DIRT & DEBRIS INTRUSION

With the shift controller and shift actuator removed, the four main air passages are
revealed. Care must be taken to prevent dirt or debris from entering the exposed ports
when the shift controller and shift actuator are removed from the transmission.

2
DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

AIR PORTS
PREVENTION OF DIRT & DEBRIS INTRUSION

If care is not taken, dirt and other debris in the air ports can contaminate the shift
controller solenoid valves as shown above. This will negatively affect transmission
performance.

3
 DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

CLUTCH PROTECTION VALVE

The clutch protection valve prevents the clutch from fully opening due to un-intended
leakage of the “clutch open” solenoid valves with the key off, which in turn actually
prevents dry-start wear to the crankshaft thrust bearings
.
The clutch protection valve is placed in the “clutch open” circuit. The valve remains
open at pressures under 0.3 bar, or approximately 4.5 psi, allowing any leaking
solenoid air to vent to atmosphere. At pressures above 4.5 psi, the valve will close.

Any leakage of the “clutch open” solenoids during key off state, will bleed through the
protection valve to atmosphere.

During normal vehicle operation, the valve will be closed anytime the clutch open
solenoids are controlling the clutch at pressures above 4.5 psi.

4
DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

SHIFT CONTROLLER VENT PORTS

All solenoid exhausting is done through the vent ports on the bottom of the shift
controller. The clutch solenoids exhaust through the front vent, while the gear solenoids
exhaust through the rear vent.

5
 DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

SHIFT CONTROLLER INSTALLATION

Along with the prevention of dirt intrusion, ensuring that the shift controller is installed correctly is
imperative. The rail piston shaft must be inserted into the shift actuator correctly. Lets observe how
to identify, via a log file, when a shift controller has been installed incorrectly.

6
DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

RAIL #1 VS. RAIL #2 POSITIONS

When the shift actuator is installed, it’s default position is shift rail #2. When retracted, the shift
actuator engages rail #1.

7
 DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

RAIL #1 VS. RAIL #2 POSITIONS CONT’D

When rail #1 is desired, air from the solenoid valve is applied to the back side of the rail select
piston, which in turn retracts the shift actuator.

When rail #2 is desired, the gear select shaft returns to the neutral position aligning both shift rail
notches. Return spring force pulls the actuator shaft and rail piston back to the default position.

8
DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

SHIFT ACTUATOR SPRING

Shown above is the rail select return spring.

9
 DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

RAIL LEARN
GOOD VS. BAD

Now let’s observe two different log files. Both log files are of a learn procedure - specifically the
rail portion.

The top represents a shift controller that was installed correctly and had a successful learn
procedure.

The bottom log file represents a shift controller that was incorrectly installed and failed the learn
procedure.

10
DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

SHIFT CONTROLLER INSTALLED CORRECTLY

At the beginning of the procedure, the TCM is reading the default position of the rail piston and
shift actuator engaged with rail #2.

11
 DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

SHIFT CONTROLLER INSTALLED CORRECTLY

ACTUATOR FULLY EXTENDED

During this phase of the procedure, the rail is fully extended. This actually pushes the shift finger
out of Rail #2. Alignment is maintained by the outer guide sleeves.

Currently, this is the only time you should see such a low millimeter value and the only time the
piston will fully extend this far.

12
DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

SHIFT CONTROLLER INSTALLED CORRECTLY

RAIL #1 SHIFT FINGER POSITION

Air is applied to the back side of the piston positioning the actuator shift finger in rail #1.

13
 DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

SHIFT CONTROLLER INSTALLED CORRECTLY

RAIL #2 SHIFT FINGER POSITION (DEFAULT POSITION)

Now, spring force retracts the actuator and positions the shift finger in rail #2.

14
DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

SHIFT CONTROLLER INSTALLED INCORRECTLY

Let’s observe the log file readings from a transmission where the shift controller was installed
incorrectly – rail piston shaft not latched.

15
 DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

SHIFT CONTROLLER INSTALLED INCORRECTLY

HIGHER DEFAULT POSITION

In the log file of the learn routine, you will notice that the default position is higher - 33 mm as
opposed to 23 mm in the previous page.

16
DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

SHIFT CONTROLLER INSTALLED INCORRECTLY

RAIL PISTON POSITIONING

This high reading occurs because if the rail shaft isn’t latched correctly, the rail piston is forced
deeper into its cylinder when the controller is installed.

As you can see, with the piston pushed further back in it’s cylinder, the position sensor measures
a higher numerical value for the default position.

17
 DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

SHIFT CONTROLLER INSTALLED INCORRECTLY

RAIL PISTON POSITION ABNORMAL

Now, during this portion of the learn procedure, the rail piston position should be in the 14 mm
range, however it now only reads 25 mm and the TCM will recognize this as an abnormal value.

18
DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

SHIFT CONTROLLER INSTALLED INCORRECTLY

TCM FAULT CODE

At this point, the learn procedure fails and the TCM logs a fault code.

19
 DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

SUCCESSFUL VS. FAILED LEARN RESULTS

Successful Learn

Failed Learn

Here is a comparison of a successful learn with the associated rail position values, and a failed
learn.

20
DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

POINTS OF INTEREST

Whether the rail position is charted as a percentage, or actual millimeter measurement, the
higher the numerical value — the more the piston is retracted.

Conversely, the lower the numerical value, the more extended the piston is.

21
 DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

RAIL #2 DEFAULT POSITION

Here are the gears (speeds) that are utilized with the default position – Rail #2.

22
DT12 TRANSMISSIONS ‐ SHIFT CONTROLLER

RAIL #1 - PISTON RETRACTED POSITION

Here are the gears (speeds) that are utilized with the piston retracted – Rail #1.

23
 DT12 TRANSMISSIONS ‐ CHAPTER REVIEW

1. On the shift controller, which port vents the

clutch?

2. Which rail is the default position?

24
Notes:
 Towing Precautions

In this section we will learn:

 The proper methods for towing a DT12 equipped vehicle

 Important consideration regarding towing
 Damage caused by improper towing methods
DT12 TRANSMISSIONS ‐ TOWING

PROPER TOWING PROCEDURE

Backside Of Input Shaft Mainshaft Pilot Bearing Damaged

“Bearing Pocket” damaged

It is critical that a vehicle equipped with a DT12 is towed correctly. If towed from the front with
wheels on the ground, either all of the axle shafts or the driveshaft must be removed or damage will
occur.
 DT12 TRANSMISSIONS ‐ TOWING

FRONT & REAR TOWING

If the axle shafts are to be left in and…

Towed from front: If the vehicle needs to be towed from the front, there must be no physical con-
nection between the drive axles and the transmission; remove the driveshaft.

Towed from rear: If the vehicle is towed from the rear, the driveshaft can be left in place provided
both drive axles are raised off of the road surface completely.

2
DT12 TRANSMISSIONS ‐ TOWING

TOWING FAILURE EXPLANATION

Here is how damage occurs if the vehicle is towed incorrectly.

When the TCM is powered down, the transmission will default to neutral. Even though the trans-
mission is in neutral, damage can occur if the vehicle is towed without a means of separating
the transmission from the drive wheels.

If you recall the countershaft drives the oil pump. If the driveshaft were left intact, it would drive
the output shaft and transmission mainshaft from the rear, but the input shaft would not be rotat-
ing. With the gear select forks in the neutral position, no mainshaft gears are locked to the
mainshaft. Therefore, no mainshaft gears would be able to drive the countershaft.

Even though the split is engaged, there is no connection between the input shaft and mainshaft
to drive the countershaft. Remember the split-shift locks either the input shaft split gear or
mainshaft split gear to the input shaft only. Because the countershaft is not rotating, the oil
pump will not be providing any lubrication to the mainshaft bearings and mainshaft pilot bearing.

3
 DT12 TRANSMISSIONS ‐ TOWING

TOWING DAMAGE

When the oil pump is not rotating, no oil is supplied to the input shaft and mainshaft pilot bearing
leading to catastrophic failure. Typically, improper towing methods will damage the mainshaft pilot
bearing first.

4
DT12 TRANSMISSIONS ‐ TOWING

TOWING DAMAGE CONT’D

There should be no input shaft bearing play on a DT12 transmission. Excessive input shaft
movement is often times an indication of a damaged mainshaft pilot bearing.

5
 DT12 TRANSMISSIONS ‐ CHAPTER REVIEW

1. What must be done if the vehicle is to be towed

from the front with wheels on the ground?

2. What transmission component is most

susceptible to damage from improper towing?

6
THIS PAGE INTENTIONALLY LEFT BLANK
 Diagnostic Tool Connection
In this section we will learn:

 How to properly connect the diagnostic tool to the DT12

 How to ensure 1708 / 1939 modules are connected
 Where the DT12 parameters are stored
 The TCM Release Lock feature
DT12 TRANSMISSIONS ‐ DIAGNOSTIC TOOL

POWERTRAIN CAN CONNECTION

When connected to the powertrain CAN - the CPC, MCM, the TCM, and finally the ACM will be
the first four control modules to be displayed in the connection window.

The connection window has a dividing line that separates the powertrain CAN from the 1939
connections.
 DT12 TRANSMISSIONS ‐ DIAGNOSTIC TOOL

DIAGNOSTIC LINK CONNECTIONS

When establishing communications with the TCM, the tool MUST connect to the TCM via the
powertrain CAN to allow proper functionality of DDDL / DDRS service and instrumentation panels.

When the connection is made correctly, all four of the control modules will be grouped together.
Again, they will be the first four modules displayed in the connection window.

The image on the left shows an improper TCM connection. The TCM is recognized and connected,
however this is only occurring via 1939. Again, this will effect the functionality of the tool. The
transmission service panels and routines will not be displayed with this connection.

The image on the right shows a properly connected TCM via the powertrain CAN. The service
panels for the transmission are now available.

2
DT12 TRANSMISSIONS ‐ DIAGNOSTIC TOOL

ENABLING THE AUTOMATIC CONNECTION

Because ABS related issues can affect transmission performance, it is imperative that “1708/1939
auto connect” box is checked under the Tools/Options/Connections tab. Remember, ABS faults,
such as wheel speed sensor issues, can prevent auto-shifting of the transmission. Viewing the
1939 modules and fault codes will help identify root cause much sooner and will save time when
sending log files to the call center.

3
 DT12 TRANSMISSIONS ‐ DIAGNOSTIC TOOL

CPC

All of the DT12 parameters are found in the CPC.

4
DT12 TRANSMISSIONS ‐ DIAGNOSTIC TOOL

TRANSMISSION SHIFT MAP

The transmission shift map also resides in the CPC.

5
 DT12 TRANSMISSIONS ‐ DIAGNOSTIC TOOL

TCM SOFTWARE & TRANSMISSION TYPE

The TCM software version and transmission type reside in the TCM.

6
DT12 TRANSMISSIONS ‐ DIAGNOSTIC TOOL

TCM PARAMETERS

It is important to note that there are NO adjustable parameters within the TCM. In fact, there
is not an option to view TCM parameters.

7
 DT12 TRANSMISSIONS ‐ DIAGNOSTIC TOOL

TCM RELEASE LOCK MENU LOCATION

The TCM Release Lock is a new routine that has been added. Previously, anytime a
transmission was replaced, a “TCM Replacement” routine was required in order to “unlock” the
TCM transport security. In doing so, a full transmission learn procedure was also required.
Replacement transmissions already come with the gears learned. All that is required is a “clutch
learn”.

The TCM unlock routine saves time in that it unlocks the transport security, and only requires a
clutch learn. Shown above is the navigation to the Release Lock feature.

8
DT12 TRANSMISSIONS ‐ DIAGNOSTIC TOOL

TCM RELEASE LOCK PROCEDURE

Simply click on the “Release Lock” tab to initiate. Once complete, a message will appear indicating a
successful release of transport security.

9
 DT12 TRANSMISSIONS ‐ DIAGNOSTIC TOOL

TCM RELEASE LOCK VALUES

Upon completion of the procedure, clutch learn is all that is required. As you can see above,
replacement transmissions already have the gears learned.

Select “Learn Clutch Only” and begin.

10
DT12 TRANSMISSIONS ‐ DIAGNOSTIC TOOL

TCM RELEASE LOCK VALUES CONT’D

Upon completion of the clutch lean, there should be learned values available for both the clutch and
the gears, as well as a “No Fault” status registered.

11
 DT12 TRANSMISSIONS ‐ DIAGNOSTIC TOOL

LEARNING ROUTINE MATRIX

Take a moment to review the chart to identify when the various service routines should be
performed.
Take note that a TCM replacement routine is no longer required when replacing the transmission.
Only a TCM release lock routine is required.

12
DT12 TRANSMISSIONS ‐ CHAPTER REVIEW

1. What module does the transmission shift

map reside in?

Circle the correct answer:

2. A learn procedure must be

performed after the TCM unlock feature has
been completed.

Clutch Clutch and Transmission

13
 DT12 Air System
In this section we will learn:

 The components associated with the DT12 air system

 FMVSS 121 S5.1.2.1 and 1.2.3 criteria
 Leak locations and the corresponding pressure readings
 DT12 air requirements
 Closed clutch start logic
DT12 TRANSMISSIONS ‐ AIR SYSTEM

AIR SUPPLY COMPONENTS

Transmission Air Supply Tank: The transmission air supply tank is a separate, dedicated air
tank for the DT12.
The tank’s main purpose is to provide some buffer in the event of a leak or failure of the chassis
air system so that the transmission can still perform a limited number of shifts or a neutral shift.
The minimum required volume is 10 Liters or 610 cubic inches.

NOTE: The transmission air tank is to be used solely for the supply of air to the transmission.

Air Supply Pressure Sensor: The air supply pressure sensor monitors transmission air supply
pressure and provides feedback to the TCM. A "low transmission air warning indicator" will
illuminate on the ICU4Me at pressures below approx. 94 psi.

A minimum of 95 psi is required to perform various diagnostic procedures and pressures below
94 psi can negatively affect transmission performance.
 DT12 TRANSMISSIONS ‐ AIR SYSTEM

AIR SUPPLY COMPONENTS CONT’D

Secondary Tank: The secondary air tank provides pressurized air to the steering axle brakes, trailer
brakes, air suspension, and other air powered accessories.

Primary Tank: The primary tank provides pressurized air to the drive axle brakes, trailer brakes, and in
this case will also supply pressurized air to the DT12.

Pressure Protection Valve: If a leak develops downstream in the transmission, then the Pressure Pro-
tection Valve (PPV) will close to preserve and protect the primary tank air pressure for brake system in-
tegrity. The valve opens at approximately 75 psi, and closes at approximately 65 psi.

Single One-Way Check Valve: The single check valve allows air to flow from the primary tank to the
transmission tank, only. In the event of a leak in the primary system, the valve will immediately close to
preserve air pressure in the transmission air supply tank.

2
DT12 TRANSMISSIONS ‐ AIR SYSTEM

AIR SUPPLY COMPONENTS CONT’D

It is worth noting that even though the primary reservoir is supplying the DT12 supply tank, the
volume criteria specified in FMVSS 121 S5.1.2.1 is still being met.

3
 DT12 TRANSMISSIONS ‐ AIR SYSTEM

DT12 SUPPLY TANK LINE LEAK

Shown above is an example of what will occur in the event of a leak between the primary reser-
voir and the DT12 supply tank with the air system fully charged. Primary circuit pressure
should drop to pressure protection valve pressure (approximately 60 –65 psi), and the trans-
mission tank pressure should hold steady indicating a properly functioning check valve.

4
DT12 TRANSMISSIONS ‐ AIR SYSTEM

PRIMARY CIRCUIT LEAK

Shown above is an example of what will occur in the event of a leak on the primary circuit with
the system fully charged. Primary pressure can leak completely down, while the transmission
tank pressure should hold steady indicating a properly functioning check valve.

5
 DT12 TRANSMISSIONS ‐ AIR SYSTEM

TRANSMISSION AIR CIRCUIT LEAK

Shown above is an example of what will occur in the event of a leak on the transmission circuit
with the system fully charged. The primary reservoir will drain to PPV closing pressure indicat-
ing a properly functioning PPV, and the transmission tank will bleed down completely.

6
DT12 TRANSMISSIONS ‐ AIR SYSTEM

SYSTEM FILLING

With the system completely drained, the primary tank will begin filling first. The DT12 tank
should begin filling when primary pressure reaches PPV opening pressure — approximately 70
–75 psi.

7
 DT12 TRANSMISSIONS ‐ AIR SYSTEM

TOP DT12 AIR CONSUMERS

Shown above are the top air consumers of the DT12. Again, even with the primary reservoir
supplying the DT12 supply tank, the vehicle still meets the criteria set forth in FMVSS 121
S5.1.2.1.

8
DT12 TRANSMISSIONS ‐ AIR SYSTEM

DT12 AIR PRESSURE REQUIREMENTS

Shown above are the air pressure requirements for proper functionality of the DT12
transmission. Keep in mind, the engine will start with 0 psi of transmission air pressure,
however shifting will be inhibited until proper air pressure is obtained.

The engine will start with 0 psi transmission air pressure because the DT12 uses
“closed clutch” start logic — meaning, the clutch is always closed , or engaged, while
starting the engine.

The only time the clutch is opened for starting is extremely cold temperatures (approx.
-5°C / 23°F) to reduce parasitic drag for the batteries. The temperature is based off of
an internal TCM temperature sensor as well as transmission oil temperature.

9
 DT12 TRANSMISSIONS ‐ AIR SYSTEM

ADDITIONAL CLUTCH INFORMATION

The “closed clutch” start logic mentioned earlier, allows the engine to start with very little, or no
transmission air pressure, PROVIDED there are learned values available for both the clutch and
transmission and the gear position can be read in NEUTRAL.

10
DT12 TRANSMISSIONS ‐ CHAPTER REVIEW

1. At approximately what pressure does the

transmission low air warning indicator come on?

2. Can the vehicle start with 0 psi of transmission

pressure? If so, why?

11
 Diagnostics
In this section we will learn:

 ABS fault reaction to the DT12

 Clutch travel faults
 Log file analysis
DT12 TRANSMISSIONS ‐ DIAGNOSTICS

ABS DIAGNOSTICS

It is imperative that ABS faults, such as wheel speed sensor faults, are not ignored when diagnos-
ing transmission performance or functionality. A wheel speed sensor fault can disable automatic
shifting of the transmission.
It is important to remember that if automatic shifting is restricted due to a fault, the driver can still
manually shift the transmission even if Manual Mode is disabled in the parameter settings.
 DT12 TRANSMISSIONS ‐ DIAGNOSTICS

CLUTCH TRAVEL SENSOR FAILURE - #1

It is also important that a clutch learn, or gear learn procedure is performed ONLY when in-
structed to do so. The learn procedures are not intended to be a “cure-all” when diagnosing
transmission performance issues or fault codes.

The initial complaint above was that the transmission shifted into neutral and would not go back
into gear. The truck would start and learned values were available.

After noticing S.N.A for actual clutch position, a clutch learn procedure was performed. The
learn procedure failed and learned values became “unavailable”.

At this point, with the learned values lost, the truck would no longer start.

Damaged clutch travel sensor was root cause.

2
DT12 TRANSMISSIONS ‐ DIAGNOSTICS

CLUTCH TRAVEL SENSOR FAILURE - #2

Here is another instance when the transmission shifted into neutral and would not go back into
gear. Now, notice there is a value for the actual clutch position but the TCM recognizes this
position is erroneous.

A clutch learn was performed and just like the previous scenario, the learn procedure failed.
Once the learn procedure is initiated, the previous learned values are erased. Without learned
values, the engine will not start.

Damaged clutch travel sensor again was the root cause.

3
 DT12 TRANSMISSIONS ‐ DIAGNOSTICS

DAMAGED SENSOR VS GOOD SENSOR

Here is a comparison of clutch values with a damaged sensor, and a known – good sensor.

4
DT12 TRANSMISSIONS ‐ DIAGNOSTICS

CLUTCH LEARNED VALUES

ONLY IDLE ALLOWED

Even though clutch values are erroneous or unavailable, the vehicle will start provided there are
learned values for the gears. In this situation the truck will start, however the engine will only idle
with a loss of gear functionality.

5
 DT12 TRANSMISSIONS ‐ DIAGNOSTICS

CLUTCH LEARNED VALUES

CLUTCH CLOSED START LOGIC

As long as the neutral gear position is known (part of the learn procedure), the engine will start.
The DT12 uses a “clutch closed” logic for engine starting and this is why we can start the engine
with erroneous - or missing - ACTUAL Clutch Position values.

6
DT12 TRANSMISSIONS ‐ DIAGNOSTICS

CLUTCH LEARNED VALUES

CURRENT VALUES ERASED UPON INITIATION

Remember, once a clutch learn procedure is initiated, the current learned values are erased. If
the procedure fails, (for whatever reason) and the clutch cannot “learn”, the vehicle WILL NOT
START.

7
 DT12 TRANSMISSIONS ‐ DIAGNOSTICS

CLUTCH APPLY LEAK TEST

The clutch apply leak test checks the integrity of the clutch circuit. As was previously mentioned
in the web course, this is a simple pass/fail test. The test takes approximately 45 seconds to
complete. The test completely opens the clutch and holds. It then looks at any travel deviation
from the open position indicating an air leak. During the test, a technician should make every
opportunity to listen for any air leaks around the shift controller or bell housing to help pinpoint
the source of a leak in case the test issues a FAIL result.

8
DT12 TRANSMISSIONS ‐ DIAGNOSTICS

CLUTCH & TRANSMISSION LEARN SEQUENCE

Shown above are the sequence of events during a Clutch and Transmission Learn Procedure
and the corresponding patterns that should be seen. This represents a successfully completed
learn procedure.

9
 DT12 TRANSMISSIONS ‐ DIAGNOSTICS

FAILED TRANSMISSION LEARN PROCEDURE

SPLIT GROUP

The above log file shows a failed learn procedure involving the split. The split fork failed to move
thus failing the procedure (highlighted line). The next page will show how to use the “labels”
feature (circled) to show at what point the learn failed and why.

10
DT12 TRANSMISSIONS ‐ DIAGNOSTICS

FAILED TRANSMISSION LEARN PROCEDURE

SPLIT GROUP CONT’D

When the “labels” tab is selected, data labels appear on the screen. When you hover the mouse
pointer over these labels, information bubbles appear describing different events occurring within
the file. This is beneficial when attempting to determine what prevented the learn procedure from
successfully completing.

11
 DT12 TRANSMISSIONS ‐ DIAGNOSTICS

FAILED TRANSMISSION LEARN PROCEDURE

ENGINE START REQUEST

This particular log file is one of the most easiest to identify when troubleshooting why a learn
procedure has failed. As is clearly obvious above, the engine was not started within 10 seconds of
the Engine Start Request. When this occurs, the engine can still start, but no throttle or gear
selection will be available. The engine will only idle.
Simply re-run the learn procedure and ensure the engine is started within the 10 sec. window.

12
DT12 TRANSMISSIONS ‐ DIAGNOSTICS

FAILED TRANSMISSION LEARN PROCEDURE

RANGE GROUP

This file shows the range group section failing the learn procedure. Notice the erratic position
values of the range group. The range failed to completely return to the LO position.

Root Cause: Nothing, this is an unsynchronized transmission and because shifts can fail, learn
procedures may also fail as a result. You may find that performing a second procedure is
needed. In this example, the parking brake was released to settle any torque wind up in the
driveline and transmission gear meshing. The vehicle was rolled back and forth a very short
distance ( 6-10 inches) and the procedure was successfully performed.

This log file is a prime example of why a learn procedure should never be performed as an
attempt to diagnose or repair a complaint unless specifically instructed to do so by the call
center, or by specific diagnostics and repair literature.

13
 DT12 TRANSMISSIONS ‐ DIAGNOSTICS

FAILED TRANSMISSION LEARN PROCEDURE

COUNTERSHAFT SPEED TOO HIGH

This next example shows another log file of a failed learn procedure. If you notice, the gear actuator
position never changed. One might think that this is what caused the procedure to fail, however, by
looking at the labels, we see that the procedure actually failed because the countershaft speed is
too high. We will actually investigate this particular failure in more detail later in the next page.

14
DT12 TRANSMISSIONS ‐ DIAGNOSTICS

FAILED TRANSMISSION LEARN PROCEDURE

COUNTERSHAFT SPEED TOO HIGH CONT’D

When we look at the countershaft speed parameter in the log file, we can clearly see
countershaft speed being registered when the clutch is open. The countershaft should NOT be
rotating while the clutch is open.

15
 DT12 TRANSMISSIONS ‐ DIAGNOSTICS

FAILED TRANSMISSION LEARN PROCEDURE

COUNTERSHAFT SPEED TOO HIGH CONT’D

The clutch was removed from this vehicle as part of another repair. After re-installing the clutch
and new transmission, the technician was unable to complete the learn procedure due to a high
countershaft speed.

Further inspection revealed that the clutch was incorrectly re-installed. It was not properly seated
in the flywheel pilot rim. With this improper alignment of the pressure plate housing to the
flywheel, the clutch assembly was essentially “cocked” preventing full release of the disc once
the clutch was opened. This is the root cause of why there was un-intended countershaft speed.

So as you can see, it is absolutely critical that the clutch is installed correctly following the proper
service procedures outlined in PSL.

16
DT12 TRANSMISSIONS ‐ DIAGNOSTICS

FAILED TRANSMISSION LEARN PROCEDURE

CORRECT COUNTERSHAFT SPEED

Shown above is a log file showing what the countershaft speed should look like. As you can
clearly see, with the clutch open, there should not be any countershaft speed registering.

17
 DT12 TRANSMISSIONS ‐ DIAGNOSTICS

FAILED TRANSMISSION LEARN PROCEDURE

CORRECT COUNTERSHAFT SPEED

Because the gear actuator learn portion requires shifting mainshaft gears, the clutch will close as
needed to generate countershaft speed for the purpose of matching the mainshaft speed with the
current mainshaft gear / gears speed. Upon completion of the gear actuator shifts, the learn will
successfully complete.

18
DT12 TRANSMISSIONS ‐ DIAGNOSTICS

COMMON PARAMETERS TO VIEW

Shown above is an image of some important parameters to view when diagnosing transmission
issues. The log file is representative of a “good” drive cycle.
 The desired gear and actual gear match
 The pattern of the engine speed and countershaft speed match
 The pattern of the output shaft speed and road speed match
 Select throttle position to see driver’s intent - i.e. full throttle, steady state, inadvertent
kickdown, etc.
 The split, range, and gear measurements are nice, crisp peaks and valleys
 The split, range, and gear positions switch consistently from high to low

The intermediate position, shown in the gear position parameter, will occur from time to time and
is considered to be normal. It is only when there are an abundance of intermediates that
correspond with certain measurements or user events, that should be of concern.

19
 DT12 TRANSMISSIONS ‐ DIAGNOSTICS

USER EVENTS

During a road-test, it is helpful to mark user events (if possible) when attempting to diagnose grinding,
gear drop-outs, or any other abnormal shifting concerns. Simply hit the Control and Space Bar
together during a particular event, such as gear grinding during a shift, to mark the occurrence within
the log file.

20
DT12 TRANSMISSIONS ‐ DIAGNOSTICS

WILL NOT ENGAGE FORWARD GEAR

Shown above is a log file from a vehicle that would not engage a forward gear. When the rotary
ring switch was rotated to “D”, the desired start gear was 2nd gear. You can clearly see that the
actual gear stayed at 0 (neutral) and you can also see the clutch opening and closing trying to
synchronize shaft speeds. The split position never changes. Remember, low splits are odd
gears and high splits are even gears.

21
 DT12 TRANSMISSIONS ‐ DIAGNOSTICS

WILL NOT ENGAGE FORWARD GEAR CONT’D

The root cause of this failure was a damaged mainshaft pilot bearing that was towed incorrectly
for a short distance. With damage to the bearing, shaft alignment was affected and the split
could not function.

22
DT12 TRANSMISSIONS ‐ DIAGNOSTICS

“HANGS” IN 11TH GEAR

This particular log file is representative of a customer’s complaint that the transmission seemed
to hang or stay in 11th gear when he or she was expecting an upshift to 12th gear. By selecting
both desired and actual gear in our chart, we can confirm whether or not an upshift was
requested by the CPC. Next, always select the accelerator pedal to see the drivers intent during
the drive cycle. In this case, the driver was commanding full throttle. They key word, or words, to
this complaint is “hangs”, or “won’t shift out of 11th gear”. If the pedal is depressed into the
“kickdown zone” of it’s travel, the programming will honor that request and prevent an upshift
while in 11th, or provide a downshift while in 12th. This is a common complaint from
inexperienced drivers with the DT12. They inadvertently depress the throttle into the kickdown
zone while in 11th gear, thus preventing a 12th gear upshift and ultimately think there is a problem
with the transmission.

By selecting the kickdown status in the user section of the chart, we can clearly see that the
driver inadvertently went into kickdown while at full throttle.

Note: This is a small, highlighted section from the original log-file. There were many more
instances of this occurring.

23
 DT12 TRANSMISSIONS ‐ DIAGNOSTICS

GEAR DROP-OUT TO NEUTRAL COMPLAINTS

When diagnosing gear drop out, or transmission drops - to - neutral complaints, always have the
desired / actual gear parameters shown first. Always ask or confirm whether it’s a consistent pattern -
such as “does this happen in odd or even gears only”.

In the situation above, the transmission drops to neutral every time there is an odd number gear
request. You may recall that all split LO shifts are odd number gears and split HI shifts are even
number. The first thing we should look at are whether or not the split readings are changing. As you
can see, the splits are not changing. The split position is stuck in HI only, and HI position is used for
even gears.

The reaction to this is the transmission will shift to neutral and attempt another shift or attempt an
even gear if the conditions are correct for that even gear i.e. road speed, shaft speeds, etc.

The root cause of this failure was a failed shift controller.

24
DT12 TRANSMISSIONS ‐ DIAGNOSTICS

GEAR DROP-OUTS - ICUME DISPLAY READS - -

_ _

This scenario occurs when the transmission drops out of gear, but does not register Neutral on
the dash. Instead, dash marks will be displayed across the panel, as well as the ABS and HSA
light illuminating on the ICU4me.
The first thing to look for are any abnormal split, gear, or range travel and positions. Here we see
abnormal split measurements and split positions. Split travel measurements should be clean up
and down peaks and valleys. Split positions should be definitive HI / LO and not a high level of
intermediate positions as shown above. Intermediate positions can cause confusion in the
transmission as to what gear it is in. That is why the ABS light and HSA light often illuminate
when this scenario occurs. These systems will not function correctly if the transmission is unable
to determine what gear it is in.

Keep in mind that this is a non-synchronized transmission, and intermediate positions will occur
at times. It is only where there is an abundance of these in combination with drop-outs that are
of concern.

25
 DT12 TRANSMISSIONS ‐ DIAGNOSTICS

GEAR DROP-OUT OR NON-CONFIRMED NEUTRAL

Any time a gear drop out / non-confirmed neutral occurs, the clutch will fully open to protect itself and
the engine until a gear can be safely achieved.

26
DT12 TRANSMISSIONS ‐ DIAGNOSTICS

ACTIVE OUTPUT SHAFT SPEED FAULT

Active Output Shaft Speed (Vehicle Speed) Fault

Cause: Output shaft speed sensor

The CPC4 calculates vehicle speed based on the output shaft speed data that the TCM is
broadcasting over the CAN. In the event the signal is lost, mainshaft speed and range position
are used to calculate the vehicle speed for vehicle operation.

27
 DT12 TRANSMISSIONS ‐ DIAGNOSTICS

ACTIVE MAINSHAFT SPEED FAULT

Active Mainshaft Speed Fault

Cause: Mainshaft speed sensor

If the mainshaft signal is lost, then the mainshaft speed will be calculated using the transmission
output shaft speed and the range position for vehicle operation.

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DT12 TRANSMISSIONS ‐ DIAGNOSTICS

GEAR GRINDING COMPLAINT - GRAPH

29
 DT12 TRANSMISSIONS ‐ DIAGNOSTICS

GEAR GRINDING COMPLAINT - TEXT

This particular scenario involves gear grinding complaints in various gears. A pattern of either
odd or even gears was unable to be determined. As we have previously discussed, the split
mechanism is the most sensitive area of the transmission. Amongst others, split aborts/grinds/
failures can be caused by a faulty valve within the shift controller, or a damaged mainshaft pilot
bearing. Remember, the mainshaft pilot bearing pre-load sets the proper alignment of the input
and mainshaft and the input/mainshaft junction is where split shifts occur. It is recommended
that split travel and positions be observed closely whenever there are grinding complaints.

One item to look at is the relationship between the engine and countershaft speed. A properly
functioning transmission will show a very similar pattern between the two as shown in the top log
file screen capture. Also notice that the split measurement lines are crisp, up and down slopes
and that the split position shows definitive HI and LO positions.

Now observe the engine and countershaft speed relationship on an improperly functioning split
system. The patterns are not similar to one another and the split measurement patterns are
erratic. You may also notice the split position has numerous intermediate positions in short time
span. If the split is not engaging fully, or is allowed to drift, the countershaft speed will be
affected.

The root cause of this failure was debris found in the shift controller split solenoids preventing
proper engagement of the split fork.

30
DT12 TRANSMISSIONS ‐ CHAPTER REVIEW

1. What portion of the learn procedure failed?

2. What should you do if the split portion of the learn

procedure failed ?

31
 Appendix
A. DT12 Shift Information

B. DT12 Air Exercises

C. Cascadia and PTCAN Information

D. DT12 Related Wiring Diagrams

E. Properly Towing a DT12 Vehicle

DT12 TRANSMISSIONS ‐ DT12 APPENDIX

SHIFT FAMILIARIZATION

Shown above is a reference chart for each gear and the corresponding split and range shifts.
 DT12 TRANSMISSIONS ‐ DT12 APPENDIX

A OR B BOX DIRECT DRIVE

The following pages show the breakdown of all gears and the torque flow through the various
transmission speeds.

2
DT12 TRANSMISSIONS ‐ DT12 APPENDIX

A OR B BOX DIRECT DRIVE - CONT’D

3
 DT12 TRANSMISSIONS ‐ DT12 APPENDIX

A OR B BOX DIRECT DRIVE - 1 GEAR

4
DT12 TRANSMISSIONS ‐ DT12 APPENDIX

A OR B BOX DIRECT DRIVE - 2 GEAR

5
 DT12 TRANSMISSIONS ‐ DT12 APPENDIX

A OR B BOX DIRECT DRIVE - 3 GEAR

6
DT12 TRANSMISSIONS ‐ DT12 APPENDIX

A OR B BOX DIRECT DRIVE - 4 GEAR

7
 DT12 TRANSMISSIONS ‐ DT12 APPENDIX

A OR B BOX DIRECT DRIVE - 5 GEAR

8
DT12 TRANSMISSIONS ‐ DT12 APPENDIX

A OR B BOX DIRECT DRIVE - 6 GEAR

9
 DT12 TRANSMISSIONS ‐ DT12 APPENDIX

A OR B BOX DIRECT DRIVE - 7 GEAR

10
DT12 TRANSMISSIONS ‐ DT12 APPENDIX

A OR B BOX DIRECT DRIVE - 8 GEAR

11
 DT12 TRANSMISSIONS ‐ DT12 APPENDIX

A OR B BOX DIRECT DRIVE - 9 GEAR

12
DT12 TRANSMISSIONS ‐ DT12 APPENDIX

A OR B BOX DIRECT DRIVE - 10 GEAR

13
 DT12 TRANSMISSIONS ‐ DT12 APPENDIX

A OR B BOX DIRECT DRIVE - 11 GEAR

14
DT12 TRANSMISSIONS ‐ DT12 APPENDIX

A OR B BOX DIRECT DRIVE - 12 GEAR

15
 DT12 TRANSMISSIONS ‐ DT12 APPENDIX

DIRECT DRIVE VS OVERDRIVE

Shown above are the differences of the input shafts and countershafts between a direct drive
and overdrive. The input shaft gear on the direct drive is smaller than the input shaft gear of the
overdrive.

The first two countershaft gears on the direct drive have a larger / smaller configuration, while
on the overdrive, it’s a smaller / larger configuration.

16
DT12 TRANSMISSIONS ‐ DT12 APPENDIX

OVERDRIVE POWER FLOW - 12 GEAR

Here you can clearly see that the larger input shaft gear, as well as the smaller / larger countershaft
gear combination, provides the necessary ratios to allow the output shaft to rotate faster than the
input shaft - thus obtaining overdrive.

17
 DT12 TRANSMISSIONS ‐ DT12 APPENDIX

DIRECT DRIVE POWER FLOW - 12 GEAR

Direct drive power flow through in 12th gear for comparison.

18
DT12 TRANSMISSIONS ‐ DT12 APPENDIX

DIRECT & OVERDRIVE DIFFERENCES

Here you can see the differences in torque flow between a Direct Drive and Overdrive transmission.
Notice the differences in split positions between the two.

19
 DT12 TRANSMISSIONS ‐ DT12 APPENDIX

A OR B DIRECT DRIVE - LO RANGE R1

20
DT12 TRANSMISSIONS ‐ DT12 APPENDIX

A OR B DIRECT DRIVE - LO RANGE R2

21
 DT12 TRANSMISSIONS ‐ DT12 APPENDIX

A OR B DIRECT DRIVE - HI RANGE R3

22
DT12 TRANSMISSIONS ‐ DT12 APPENDIX

A OR B DIRECT DRIVE - HI RANGE R4

23
 DT12 TRANSMISSIONS ‐ DT12 APPENDIX

A OR B DIRECT DRIVE - NEUTRAL

Because the input shaft gear and the countershaft constant gear #1 are both fixed to their respective
shafts, the countershaft will always rotate to drive the oil pump anytime the clutch is closed.

In the neutral position, NO sliding clutch collars are locking any gears to the mainshaft; however, the
mainshaft gears are in fact still rotating. Because the mainshaft gears are in constant mesh with the
countershaft, they will rotate anytime the countershaft is rotating. Therefore, the mainshaft gears are
free-wheeling on the mainshaft whenever the transmission is in neutral.

It is critical that oil is supplied through the mainshaft drillings to lubricate the mainshaft gear needle
roller bearings.

24
DT 12 Vehicle Exercises
The Instructor will create all leaks shown. Air system should be at full, governed pressure.

Air System Exercise: #1

To Foot Valve

To Rear Brakes
SUPPLY

PRIMARY

D12 Supply Tank

Connect Diagnostic Link and select “Transmission Air Supply Pressure” and “Brake Primary Air Pressure”
under the chart tab.

Monitor the transmission air and primary air pressures:

1. What did the transmission air tank pressure do?

____________________________________________

2. What was the transmission tank’s pressure reading? ________________

3. What did the primary tank pressure do?

_____________________________________________________

4. What was the primary tank pressure reading? ___________________

25
5. Why did the transmission tank and primary tank pressures react the way they did?

_____________________________________________________________________________________

_____________________________________________________________________________________

______________________________________________

6. If the primary tank pressure dropped to 0 psi, what would be the cause?

________________________________________________________________________

7. If the transmission tank pressure dropped, what would be the cause?

________________________________________________________________________

26
Air System Exercise: #2

To Foot Valve

To Rear Brakes

SUPPLY

PRIMARY

D12 Supply Tank

Monitor the transmission air and primary air pressures:

1. What did the transmission air tank pressure do?

________________________________________________________________

2. What was the transmission tank’s pressure reading?

________________________________________________________________

3. What did the primary tank pressure do?

_________________________________________________________________

4. What was the primary tank pressure reading? ___________________________

27
5. Why did the transmission tank and primary tank pressures react the way they did?

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

6. If the transmission tank pressure dropped, what would be the cause?

_________________________________________________________________

28
Air System Exercise: #3

To Foot Valve
To Rear Brakes
SUPPLY

PRIMARY

D12 Supply Tank

Monitor the transmission air and primary air pressures:

1. What did the transmission air tank pressure do?

________________________________________________________________

2. What was the transmission tank’s pressure reading?

_________________________________________________________________

3. What did the primary tank pressure do?

__________________________________________________________________

4. What was the primary tank pressure reading?

__________________________________________________________________

29
 5. Why did the transmission tank and primary tank pressures react the way they did?

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

6. If the primary tank pressure dropped to zero psi, what would be the cause?

_________________________________________________________________

7. Based on the exercises performed, can a transmission air leak cause total air system pressure
loss (primary / secondary) if the PPV valve was functioning correctly and there were no other
system leaks?

_________________________________________________________________

Air System Exercise #4

1. With the system (primary/secondary/transmission) completely drained, start the engine and
observe the pressure buildup in the primary and transmission tank. At what psi does the
transmission tank begin filling?

_________________________________________________________________

2. With only the DT12 tank drained, add clutch position in the chart in Diagnostic Link. Start the
engine. What was the clutch position at engine crank? ____________ Is this open of closed?
___________ Release the parking brake, and engage the service brake. Cycle the rotary ring
switch back and forth from N to D. At what transmission pressure does the transmission
actually go into gear? ___________________________________________________________

30
SS 3869 Cascadia Star Point and Detroit
Share Point Information

APPLICABILITY:
This is an informational solution that is being released to bring awareness to
the two Starpoint junction blocks used on Cascadia vehicles, with EPA 2013 /
GHG 2014 HDEP engines. This solution only applies to these vehicles.
INFORMATION:
Both the PTCAN Share point and the Cascadia SAM module CAN link, Star
point have identical mounting and similar appearance. Both components use
a connector structure that is interchangeable. The primary visual difference
between the two components is the connector color. The engine PTCAN
Share point (part number A06-57000-002 CONFIG-JCTN BLK,PTCAN
SPOINT ) has a yellow connector, while the Cascadia SAM module CAN link
Star point (part number A06-57000-001 CONFIG-JUNCTION
BLK,STARPOINT) has a black connector . Since both use a connector
structure that is interchangeable, care should be taken when
mounting and hooking up the connectors to both components. The two
components have different resistance values and are not interchangeable.
Reference the attachment to view the components mounting locations and
part number.
Solution ID: 3869

31
 Cascadia Star Point

Part Number

A06-57000-001 CONFIG-JUNCTION BLK,STARPOINT

32
 Detroit Engine PTCAN

Part Number
A06-57000-002 CONFIG-JCTN BLK,PTCAN

33
34