46RE Intermittent TC Lockup issues
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converter-lock up issues
2003 dakota 5.9-408 I've got the same issue with converter locking and unlocking while cruising at
55 mph. and other speeds,,has all new electronics-tps. ,, transgo shift kit,,talked to trans go,,they said it's an electronic issue not in trans,, i found computer wasn't grounded,,i ran all new grounds to body points-engine others,, same issue..in and out of lock up,,this truck is immaculate,,not a rust bucket..
right now i'm at a loss,, i have a scanner and have been in the auto business for 50 yrs.,,never had an issue like this,,has an SCT-had reflash by the best,,same issue,,has to be in wiring ???? i've seen a lot of post on this issue with no results.. any suggestions ??
been thinking of putting a switch to grd. orange-blk. wire with a switch like the diesels ???? Thank You..
55 mph. and other speeds,,has all new electronics-tps. ,, transgo shift kit,,talked to trans go,,they said it's an electronic issue not in trans,, i found computer wasn't grounded,,i ran all new grounds to body points-engine others,, same issue..in and out of lock up,,this truck is immaculate,,not a rust bucket..
right now i'm at a loss,, i have a scanner and have been in the auto business for 50 yrs.,,never had an issue like this,,has an SCT-had reflash by the best,,same issue,,has to be in wiring ???? i've seen a lot of post on this issue with no results.. any suggestions ??
been thinking of putting a switch to grd. orange-blk. wire with a switch like the diesels ???? Thank You..
Last edited by packard1; Aug 17, 2016 at 12:25 PM. Reason: forgot vehicle..
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Fluid level
I had the same issue a few years ago and what finally fixed it for good?. . . Adding the correct amount of fluid. I was mis-reading the level from fluid splashing on the dipstick from the pan. Even after I changed the valve body I under filled the transmission. So, as speed picked up or I went up a hill, I suspect air would intermittently get pulled in by the pump resulting in momentary TCC disengagement. I finally drained and filled with the correct amount and haven't had a problem in two years. Currently have 246,000 mi on the original engine and transmission (save for a valve body that didn't need replaced). Hope this helps. I know the first time someone told me to check the fluid I scoffed, because I have been working on cars for 25 years and that was the first thing I checked. I basically screwed up the easiest thing you cans do on a car!
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I've read a number of TCC posts to the forum, but none that sound like my problem. . . First: 1998, 5.9L, 46RE 4X4, no mods, 208K miles.
For the last year, while at highway speeds (60+ mph) the torque converter clutch appears to intermittently slip (engine rpm rises without change in road speed). If I lift the throttle for a moment and re-apply, the TCC engages without slipping. Then, a few moments to sometimes minutes later it begins slipping again until I repeat the throttle lift/reapply technique.
Interesting observation: Last week I disconnected the negative battery cable for about 30 minutes to perform unrelated maintenance. The TCC slipping is very consistent, however on my first drive I noticed that I did not have any TCC slipping. This continued for the entire week until this afternoon when the problem appeared again.
The MIL is off, and there are no stored codes.
Not sure if it is worth noting, but usually when I lift the throttle at highway speeds, the instantaneous fuel economy display shows between 45-60 mpg. But, after disconnecting the battery and reconnecting, the first few drives actually produce a complete fuel flow cut when coasting (99mpg) - which is what I would expect. After a few drive cycles, the vehicle no longer coasts at 99mpg. This has been consistent almost as long as I've owned the vehicle (almost 14 years now).
Considering that when I disconnect the battery (and thus power to the PCM), and reconnect, all of my problems seem to disappear for a short spell. Does any of this suggest a possible PCM failure? Does a failing PCM always throw a code, or could I have a failed PCM component that won't store a code?
Thanks for the help.
For the last year, while at highway speeds (60+ mph) the torque converter clutch appears to intermittently slip (engine rpm rises without change in road speed). If I lift the throttle for a moment and re-apply, the TCC engages without slipping. Then, a few moments to sometimes minutes later it begins slipping again until I repeat the throttle lift/reapply technique.
Interesting observation: Last week I disconnected the negative battery cable for about 30 minutes to perform unrelated maintenance. The TCC slipping is very consistent, however on my first drive I noticed that I did not have any TCC slipping. This continued for the entire week until this afternoon when the problem appeared again.
The MIL is off, and there are no stored codes.
Not sure if it is worth noting, but usually when I lift the throttle at highway speeds, the instantaneous fuel economy display shows between 45-60 mpg. But, after disconnecting the battery and reconnecting, the first few drives actually produce a complete fuel flow cut when coasting (99mpg) - which is what I would expect. After a few drive cycles, the vehicle no longer coasts at 99mpg. This has been consistent almost as long as I've owned the vehicle (almost 14 years now).
Considering that when I disconnect the battery (and thus power to the PCM), and reconnect, all of my problems seem to disappear for a short spell. Does any of this suggest a possible PCM failure? Does a failing PCM always throw a code, or could I have a failed PCM component that won't store a code?
Thanks for the help.
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TC slip when locking up
I'll try to keep this concise. I have a 98 ram 2500 rwd with 5.9 v8 whithe approx 205,000mi. Here's the issue; while driving under any condition (hot cold loaded or empty) when the torque converter goes into "lock up" it slips and doesn't lock up untill ease off the throttle to almost coasting then it will lock up and I can press the throttle as far as I like and it won't slip any more untill it needs to lock up again then I have to do the proses all over again. I would like to add that this happens with over drive off also.
Another issue I have is that when I bought the truck 4 years ago it had 135,000 miles on it. it would act as if it was kicking into neutral when given heavy throttle when reversing. It still does that but I rarely need that much power when reversing so I have not paid that much attention to it.
Any comments are appreciated!!
Thanks!
Another issue I have is that when I bought the truck 4 years ago it had 135,000 miles on it. it would act as if it was kicking into neutral when given heavy throttle when reversing. It still does that but I rarely need that much power when reversing so I have not paid that much attention to it.
Any comments are appreciated!!
Thanks!
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I'm having P1740 issues and have already tested the tc solenoid by grounding (tc solenoid control) pin 11 at PCM cav 2 while the truck was running at idle in drive. The result of grounding pin 11was the tc didn't engage and I performed a voltage drop test on the wire from the transmission to the pcm using a test light and a dvom and found a substantial voltage drop. My next step is to pull the wiring harness up into the engine compartment and inspect the spices in the harness for corrosion and wiring integrity issues.
I just wanted to know what the proper setup was for the tc lockup test using a DRB III scan tool for future reference when I buy a DRB III.
I just wanted to know what the proper setup was for the tc lockup test using a DRB III scan tool for future reference when I buy a DRB III.
Last edited by Joe Jordan; Nov 18, 2020 at 03:40 PM. Reason: clarification
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From: Clayton MI
So far as I know, shift pattern is 1-2-3-tcc-o/d. At least, that's the way both of my trucks have behaved. With O/D off, you will get 1-2-3-tcc. I think that is an easier test (if you have a tach), and you can actually see the RPM drop, without having it kinda blend in to the major drop you get from O/D.
