NHTSA ID Number: 10204015
Manufacturer Communication Number: KC-208
TSB/Document Date: 2021-12-07
Summary
Automated Manual Transmission ( AMT ) Bearing And Gear Shaft Inspection
11/30/21, 3:43 PM
Article
Automated Manual Transmission ( AMT ) Bearing
And Gear Shaft Inspection
Internal Content
Codes associated with this complaint:
P1071- Split Engagement System, FTB 96 Unintentional
disengagement of direct split
P1057- Main Shaft Speed Sensor, FTB 21 Data valid but below
operational range
Most probable cause:
Loss of main shaft pre-load from a spigot bearing failure
Recommended Actions: Review pictures and perform instructions
below
Towing Related Failure (Image 1)
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Towing Related Failure (Image 2)
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Spalled bearing failure (Image 3)
Spalled bearing race (Image 4)
Additional checks:
Reviewing DTC readout can be helpful in determining spalled vs.
UI
; Live
towing damaged spigot bearing. Main shaft speed codes prior to any
towing event can indicate that the loss of main shaft pre load may
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Article
towing event can indicate that the loss of main shaft pre-load may
have begun before the truck was towed to the shop. This means that
the bearing started to spall before the unit was towed improperly.
Spalled Bearing Failure (Image 5)
; Live UI
Spalled Bearing Race (Image 6)
https://volvo-trkna-prod1.pegacloud.net/prweb/PRAuth/app/VolvoKM_/iNPUIKpeinqPJi2G0hH930k43USdE1gb*/!TABTHREAD12?pyActivity=%40base…
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These images (5 & 6) represent a failure that went ignored for
some time.
While the main shaft does not have evidence of heat as in the towing
example (image 1), there are additional parts that have been affected:
• Contact with the main shaft nut
• Rollers missing and race worn down
• Oil distribution tube twisted off and closed
• P1 bearing damaged
• Split synchro ring broken
Clues that this may have been a spalled, or otherwise damaged,
spigot bearing is:
1. The ridge in the input shaft. This is similar to what is seen in the
spalled spigot bearing failure image 3.
2. The DTC readout, as in the example below. The vehicle clock is
incorrect however you can assume that the "Last Occurrence" has to
be close to the readout day. In this example you can see that there
had been main shaft codes for ~2 mo and split shift codes for ~3mo
Code Description:
P1071- Split Engagement System, FTB 96 (FMI 1) Unintentional
disengagement of direct split
; Live UI
Fault Condition:
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Fault Condition:
Article
• High split jumps out
• The split cylinder valves are inactive
Possible Symptom:
• Yellow lamp is illuminated
• Loss of torque
Possible Cause:
N/A
P1057 (PID 160) Main Shaft Speed Sensor, FTB 21 (FMI 1) Data valid
but below operational range
Fault Condition:
The sensor signal is within normal range and, the main shaft speed
differs from both the value of the countershaft speed and the vehicle
speed received from the vehicle ECU. The following conditions must
be fulfilled for a time of 2.0 seconds in order to activate:
• A gear (not neutral) is engaged in the transmission
• The value of the input shaft speed calculated from the main shaft
speed sensor (SESM) is more than 300 rpm
• The value of the input shaft speed calculated from the counter
shaft speed sensor (SESC) is more than 300 rpm
Possible Symptom:
• Yellow lamp is illuminated
• Slow gear changes
• Rough gear changes
Possible Cause:
• N/A
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Tags
k10216390
p1057
p1071
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TSB/Document ID: KC-208
Replacement Service Bulletin Number:
MFR Communication Date: 2021-11-11
MFR Internal Campaign ID/Software Version:
Communication Type: Service Bulletin/Repair Instructions
NHTSA Components: POWER TRAIN
MFR Component System:
MFR Component Subsystem:
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