The speed sensors very rarely fail. Make sure to check continuity from the harness connector at the transmission to the TCM. The TCM is behind the passenger side carpet. There should be a code if it's a speed sensor problem.
Assuming you just want to take things apart and replace them anyway, you should be able to drain the fluid and then remove the valve body cover. Remove the valve body. There are two speed sensors. Measure the amount of fluid you drain so you know exactly how much to replace with fresh fluid.

 

So i am assuming that i will have to do a vin rewrite to this thing if i replace it , next questions

does it need to come from a 2013 2.0l ? as again the only ones in my yard are 2016 2.4l

and next question. Is the TCM what send signal to the instrument cluster for speed, Digital and analog? thanks

 

No I'd rather not have to do that. ill check codes again this evening when i get home but i like the idea of tracing down the wiring , maybe there is something disconnected at the TCM you never know with the people i bought this thing from, Thank you

 

All the cluster inputs go through the CAN C network. First verify if the TCM is getting inputs from the speed sensors. Then verify the network inputs.

 

By Chance did you see the reply from earlier having to do with if i need a TCM from specific year and tranny type donor or with others work ?

I ask because the ABS module i yanked yesterday doesn't fit (2016) min is a (2013) the plugs are different, So im hunting one of those down now as well, as the car wont even connect to the ABS system

 

Many of the electronic modules get different part numbers with different model years. One way to verify is to check and compare pinouts. Use the Mopar connector site.

Mopar Connection Repair Kit

connectorrepairkit.mopar.com

 

Thank you

 

Ok , SO I did go get a new cluster and switched it out, Still nothing , no digital nor manual speed.

I once again did the cluster " Sweep" test and everything was just fine , So my question is this

Without going into schematics at this point , what sensor(s) are responsible for the speedometer working as this has to be a failed sensor somewhere. i do not believe that spending more money for a TFT cluster will solve the issue

I have done NHST recall search for my VIN and it shows that all recalls that affected the car have been complied with .

At this point , I still have zero communication with my ABS system, my traction control is still on .

And Alfa OBD 2 will not let me get rid of the TPMS regardless of the proxi alignment or not, i have dumped almost $2000 into this car and i still cant dive it

 

Did you verify the wiring from the transmission to the TCM and then to the CAN-C and to the STAR connectors?

 

I dont know what the acronym CAN means , and when you say verify the wiring , are saying that I need to " ring out all the wiring harnesses from the TCM to the transmission itself?

 

And what is a STAR connector?

 

Star connectors are under and behind the glovebox. Remove the panel and you'll see them.
Watch the video maybe 10 times and maybe you will start to understand it.

 

08 - Electrical / 8E - Electronic Control Modules / COMMUNICATION / Description

DESCRIPTION

The primary on-board communication network between microcontroller-based electronic control modules in this vehicle is the Controller Area Network (CAN) data bus system. A data bus network minimizes redundant wiring connections; and, at the same time, reduces wire harness complexity, sensor current loads and controller hardware by allowing each sensing device to be connected to only one module (also referred to as a node). Each node reads, then broadcasts its sensor data over the bus for use by all other nodes requiring that data. Each node ignores the messages on the bus that it cannot use.

The CAN bus is a two-wire multiplex system. Multiplexing is any system that enables the transmission of multiple messages with modules over a single channel or circuit. In addition to the CAN bus network, certain nodes may also be equipped with a Local Interface Network (LIN) data bus. The LIN data bus is a single wire low-speed (9.6 Kbps) serial link bus used to provide direct communication between a LIN master module and certain switch or sensor inputs.

There are two separate CAN bus systems used in the vehicle. They are designated: the CAN-C, and the CAN-IHS. The CAN-C and CAN-IHS systems provide on-board communication between all of the nodes that are connected to them. The CAN-C system provides near real-time communication (500 Kbps) between more critical nodes; and the CAN-IHS system provides (125 Kbps) for less critical nodes.

The added speed of the CAN data bus is many times faster than previous data bus systems. This added speed facilitates the addition of more electronic control modules or nodes and the potential for more new electronic features in the vehicle.

The Body Control Module (BCM) or Central Gateway Module (CGW) is connected to the CAN-IHS and CAN-C buses. This gateway physically and electrically isolates the CAN buses from each other and coordinates the bi-directional transfer of messages between them. The BCM is located under the left hand side of the instrument panel.

08 - Electrical / 8E - Electronic Control Modules / COMMUNICATION / Operation

OPERATION

The primary communication network between electronic control modules on this vehicle is the Controller Area Network (CAN) data bus system. The Controller Area Network (CAN) data bus allows all electronic modules connected to the bus to share information with each other. Regardless of whether a message originates from a module on the higher speed CAN C (500K) Bus or on the lower speed CAN Interior High Speed (IHS) (125K) Bus the message structure and layout is similar, which allows the Body Control Module (BCM) to be a Central Gateway to process and transfer messages between the CAN C and CAN IHS buses. The BCM also stores Diagnostic Trouble Codes (DTCs) for bus networking faults.

The CAN bus nodes are connected in parallel to the two-wire bus using a twisted pair, where the wires are wrapped around each other to provide shielding from unwanted electromagnetic induction, thus preventing interference with the relatively low voltage signals being carried through them. The twisted pairs have between 33 and 50 twists per meter (yard). While the CAN bus is operating (active), one of the bus wires will carry a higher voltage and is referred to as the CAN High or CAN bus (+) wire, while the other bus wire will carry a lower voltage and is referred to as the CAN Low or CAN bus (–) wire. Refer to the CAN Bus Voltages table.

All measurements taken between node ground and CAN terminal with a standard DVOM.

DVOM will display average network voltage.

Total resistance of CAN networks can be measured with the battery disconnected. The average resistance is approximately 60 Ohms. The termination resistors are integral to the Star Connectors.

The CAN-IHS bus network remains active until all nodes on that network are ready for sleep. This is determined by the network using tokens in a manner similar to polling. When the last node that is active on the network is ready for sleep, and it has already received a token indicating that all other nodes on the bus are ready for sleep, it broadcasts a bus sleep acknowledgment message that causes the network to sleep. Once the CAN-IHS bus network is asleep, any node on the bus can awaken it by transmitting a message on the network.

In the CAN system, available options are configured into the BCM at the assembly plant, but additional options can be added in the field using the diagnostic scan tool. The configuration settings are stored in non-volatile memory.

The BCM stores a Diagnostic Trouble Code (DTC) in one of two caches for any detected active or stored faults in the order in which they occur. One cache stores powertrain (P-Code), chassis (C-Code) and body (B-Code) DTCs, while the second cache is dedicated to storing network (U-Code) DTCs.

 

ok this is what i was looking for , thank you very much , Now i know what im looking for and where to look for it , ill have to start ringing things out when i get home , I 'll let you know what happens.

However , Can this tell me if the ABS module is shot as well? because apparently mine was only made in 2013 , the other years do not fit the connection is different( round trip to pick n pull to figure that out lol )

 

All newer vehicles use network wiring to save on copper wire. It's all about multiplexing and unfortunately that makes most DIY owners scratch their heads. It's not like just 15 years ago that almost anyone could fix a problem. The vehicle manufacturers want you to go to a dealer. The Witech that a dealer tech has might help but even dealer techs I have talked to don't understand what they are doing. You can use the schematics to check continuity from one connector to another by just disconnecting the connectors on each side of a wire. Don't tear the wiring harness apart unless you find an open or a short with your multimeter. Watch the video at least 10 times when you check voltages on the chart.

 

No I get it i really do , But as i said you have to know what your looking for and where its located to start troubleshooting , These are what i deal with , LMAO schematics older than or I

 

Each of those wire codes are a different section and location in the aircraft, and if you want to see what an aircraft wiring job looks like ill post a pic its insane ,

 

This is normal for an aircraft looks a mess but wiring in a circuit is easy to track down for the most part

 

Looks more complicated than a Dart but at least that doesn't look networked. They didn't skimp on wire.

 

Yeah usually when there is a wiring problem we tell the client it could take 10 minutes it could take 5-9 hours depending on access and what we discover.