1997 Dodge Ram 3500 47RE TC stuck condition - Dodge Cummins Diesel Forum
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post #1 of 8 (permalink) Old 05-06-2019, 11:52 AM Thread Starter
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1997 Dodge Ram 3500 47RE TC stuck condition

Hi all, looking for a little advise and direction to go from here.

I was driving across the state when my transmission started acting like the TC wouldn't unlock. I still had all the gears, including OD, but it would stall when I came to a stop and shift hard into all the gears.

My first though was the TC had just quit on me. I unplugged the trans harness to see if it would unlock and of course it wouldn't. I was able to make it move from a stop so I carefully drove it back home.

I ordered a torco ebay TC and swapped it in, still stalls when I put in drive, ok.......

Double check the codes, well there is a TC circuit issue... replaced the trans harness pigtail, can't find any other issues with the wires....

I put new solenoids in it, still stalls, i happened to have a 96 PCM so I put that in as well. no dice.

Now I'm starting to wonder if the rebuilt TC might have been faulty, so I called the rebuilder and they want me to do a line pressure test first. I'm thinking they are just looking for a way out of warrantying the TC, but I'm getting the gauges in to test it.

Not throwing anymore codes now...

Any thoughts? I've dumped a lot of money and work into this thing, is my trans toast? Like I said, I still have all the gears and its shifting in the right places



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post #2 of 8 (permalink) Old 05-07-2019, 11:29 AM Thread Starter
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Bumpareeno


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post #3 of 8 (permalink) Old 05-07-2019, 12:16 PM
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You should also find the TCC circuit wire at the trans plug and check it with a volt meter. The TCC/OD curcits are grounded to command TCC and OD. You should see the curcuit grounded by the computer at around 47 MPH at light throttle.

You need to diagnostic the electrical and then the mechanical. It is very possible a wire has worn through and has grounded itself.

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post #4 of 8 (permalink) Old 05-09-2019, 09:43 AM Thread Starter
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Shouldn't TC unlock with the wire harness unplugged from the trans?
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post #5 of 8 (permalink) Old 05-23-2019, 11:36 AM Thread Starter
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To clarify, the TC remains locked with the trans wire harness plugged in or not...

going to try to get the line pressure test done today.


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post #6 of 8 (permalink) Old 05-23-2019, 01:34 PM
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I am not sure off the top of my head on the operation of the TC solenoid and I don't have an FSM near by to look.

Line pressure will tell you more of the story. At the very least when you apply a ground to the TC solenoid you should see pressure to on the TC lockup circuit. If not, then either the solenoid is bad, the VB has some sort of blockage, or something is up with the TC.

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post #7 of 8 (permalink) Old 05-23-2019, 04:09 PM
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TDR forum discussion about sticking TCC solenoids (though you said you did new solenoids).

Also, I screen-snipped this valve body illustration from my AlldataDIY. I have a '96 and 47RE - lets hope Alldata got the right illustration and didn't get the 47RH (don't know if there's any difference in this part of the valve body). It shows two sets of springs and valves related to the TCC - sticking valves would be a possibility.

As Hemirunner said, test port pressure will be an indicator. If you have pressure when you shouldn't, it would seem likely that you have a solenoid or valve problem. If you don't have pressure and it's still acting like the TCC is locked, then the TCC may be hung. Two TC failures resulting in locked-in TCCs seems unlikely, but Murphy may be skulking around your place...

Troubleshooting chart
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post #8 of 8 (permalink) Old 05-23-2019, 07:48 PM Thread Starter
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Quote:
Originally Posted by texasprd View Post
[URL="https://www.turbodieselregister.com/threads/torque-converter-wont-unlock.154845/"]Two TC failures resulting in locked-in TCCs seems unlikely, but Murphy may be skulking around your place...

Troubleshooting chart

BTW Murphy doesn't skulk, he LIVES at my place.


Anyway I just got done doing a pressure test.
I used ports 1 and 3

First gear, port [email protected] port [email protected]
Second gear, port [email protected] port [email protected]
Third gear, port [email protected] port [email protected]
Reverse, port [email protected] port 1 @140 and increased to 225
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