Holden Colorado/Rodeo 2007-2012 factory workshop and repair manual download

1) Define the symptom and principles
- Symptom: “Overdrive” (top gear) won’t engage, slips, harsh or delayed engagement, or stays locked. Overdrive in an automatic is simply the highest gear ratio achieved by the planetary gearset controlled hydraulically and electronically. Proper engagement requires: correct line pressure, functioning shift solenoids/valve body, intact overdrive clutch/band friction surfaces, good seals, correct TCM commands and feedback, and correct fluid condition/level.
- Theory: the transmission converts engine torque through planetary gears. Hydraulic pressure directed by the valve body and solenoids applies clutches/bands to route torque through the gearset to produce the overdrive ratio. Loss of hydraulic pressure, leakage (worn seals/clutches/valves), faulty solenoids/TCM, or worn friction material prevents proper application of the overdrive clutch/band so the gear either won’t engage or slips.

2) Preliminary checks (quick, high-yield)
- Scan for transmission/engine codes and read freeze-frame data and TCM live data. Theory: electronic faults (solenoid circuit, TCM logic, sensors) often prevent command or mask the true hydraulic issue. Codes narrow scope.
- Check fluid level, color, smell, and metal debris in pan. Theory: low/contaminated fluid causes low line pressure and poor friction; metal indicates internal wear/failure.
- Road test and reproduce the fault while logging TCM data (shift solenoid status, line pressure, torque converter lock status, gear commanded vs actual). Theory: confirms whether fault is electrical/TCM commanded or hydraulic/mechanical.

3) Non-invasive electrical/hydraulic tests
- Backprobe and measure solenoid resistances and compare to spec; check continuity and grounds on wiring harness and connectors. Theory: an open/shorted solenoid or bad connector prevents valve actuation so the valve body cannot route pressure to the overdrive apply circuit.
- Perform a transmission line pressure test under specified conditions (park/drive/WOT) using a gauge at test port. Theory: line pressure shows whether the pump/pressure regulator and valve body are building correct pressure. Low pressure points to pump, regulator valve, or major internal leakage.
- If available, actuate solenoids with a scan tool while watching pressure/shift response. Theory: confirms whether solenoid actuation changes hydraulic flow as intended.

4) Low-effort repairs first (most common fixes)
- Fluid + filter + pan gasket change, flush with correct ATF. Theory: old fluid reduces hydraulic performance and friction coefficients; filter prevents flow restriction. Changing fluid can restore proper pressure and clutch friction, and may resolve solenoid sticking.
- Replace transmission control solenoid pack (or individual solenoids) if electrical tests or actuation tests show failure. Theory: solenoids are the electrical valves that modulate hydraulic circuits for shift application. Replacing restores correct control of fluid to the overdrive clutch.
- Clean or replace valve body or valve body components (solenoid screens, valves, springs) if solenoids are OK but shift is delayed or erratic. Theory: sticky valves or clogged passages cause hydraulic bleeding or delayed pressure application; cleaning or replacing re-establishes correct hydraulic sequencing and pressure routing.

5) When hydraulic pressure is low despite the above
- Inspect pump (stator/impeller clearances, wear on pump body, and drive surfaces). Theory: pump supplies hydraulic pressure; worn pump gears or clearances reduce maximum pressure, so clutches never fully apply.
- Replace pump and/or pressure regulator within transmission if worn. Theory: restores mechanical ability to generate and regulate proper line pressure needed to apply overdrive clutches.

6) When overdrive still fails or there are metal deposits / internal wear indicators
- Remove transmission for internal inspection. Theory: persistent pressure loss or metal in pan usually signals clutch pack, drum, or planetary component wear or broken parts that cause internal leakage or inability to hold torque.
- Inspect overdrive clutch pack (friction plates and steel plates), piston seals, return springs, clutch drum, and any overdrive band (if used). Theory: worn friction plates reduce torque capacity and allow slip; hardened or burned friction can’t transmit torque. Worn piston seals allow hydraulic fluid to bypass (leak), reducing piston apply pressure.
- Inspect planetary gears, sun/annulus condition and carrier bearings for damage. Theory: damaged gear components can change clearances and prevent proper gear engagement or locking.

7) Rebuild components that fail inspection
- Replace worn friction plates and steels, renew all piston seals and O-rings, replace worn drums and any damaged planetary components, and rebuild valve body as needed. Theory: replacing friction restores torque capacity; new seals prevent internal leakage so hydraulic pressure applied by the valve body actually creates piston clamping force; replacing worn drums/gears restores correct clearances and mechanical engagement.
- If torque converter shows contamination, shudder, or lockup problems, replace or rebalance it. Theory: torque converter lockup solenoid or internal clutch failure can mimic overdrive faults by affecting high-gear operation; replacing restores correct torque transfer and stall characteristics.

8) Reassembly, fill, TCM re-learning and verification
- Reassemble with correct clearances, torque specs, and new pan gasket/filter. Refill with correct ATF type and quantity. Theory: correct clearances and fluid viscosity are essential to hydraulic timing and clutch capacity.
- Clear codes, perform TCM adaptive relearn / shift adaptation as per manufacturer, and road test under load, logging pressures and solenoid operation again. Theory: modern TCMs adapt shift timing/pressure; relearn ensures the control unit references the rebuilt hydraulic response and confirms the repair.

9) How each repair step fixes specific faults (summary)
- Fluid/filter change: restores hydraulic fluid properties and flow, often cures slipping and delayed engagement.
- Solenoid/valve body replacement or cleaning: restores correct control of hydraulic circuits, removes sticking or electrical failures that prevent the overdrive apply circuit operating.
- Pump/regulator repair: restores base line pressure so the valve body has enough pressure to apply clutches.
- Clutch pack/piston seals replacement: eliminates internal leakage and restores friction surface capacity so applied pressure converts to torque transfer instead of bypass.
- Torque converter replacement: fixes lockup or internal clutch faults that affect overdrive operation.
- Full rebuild: corrects mechanical damage and wear that cannot be fixed by external or valve-body-level repairs.

Safety and test note (brief)
- Use correct ATF, follow torque specs, and perform controlled test drives with logging to verify repair. Failure to restore correct pressure or use correct parts leads to re-failure.

End.
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