Have you replaced the TC moduleounted on the transfer case? That's likely the problem.
Cannot answer your TCCM question.
My 2012 did the same. Ended up the TC shift module. Easy fix once sorted out.



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I haven't.... Good to know.

It's been a mystery. The code it throws is c2112 (no cel, just a stored code for high voltage)

I'm trying to diagnose, but it's so intermittent that is nearly impossible. I'm thinking it has to do with something heating up over time, like the tccm (also known as fdcm?) That sits at the passengers feet. Hot exhaust over time, eventually the circuit board heats up?



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The TCCM are rare failures.
The shift module on the driver's side of transfer case are common problems. They are always powered up and intermittnty cause issues. Worst case is they shift while driving.
It will set codes eventually. Mine would set a cel, then it would clear. Then it's back. The 4x4 will often not work, won't come out of 4x4, or won't go in.
About the cheapo Chinese motors. I bought a middle priced aftermarket. I'll get the brand. Real common.

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Dorman was her brand..


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I'm trying to track down diagnostics for this specific code. If I understand what you're saying, you are saying I should replace the transfer case shift motor? Do you have a part number by chance of what you think I should be fixing? I'm just trying to keep the parts cost down until I'm positive I know what it is. So diagnostics would be great.

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This shift motor?

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JR .. ever get to the root cause of that intermittent ?

 

That's it.
I see you have a BW 44-47. Need more local knowledge on that. The shift motor (encoder) is about half the cost goes an NV-273.
I'm referencing BV-273.
Does the TC shift when the know is turned to 4x4 or 4Lo?


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It shifts in and out of four-wheel drive just fine. I'm not sure if it would shift into four-wheel drive when I get the SERV four-wheel drive light. The reason being it never comes on unless I'm at highway speeds, so I would never shift it at 65 on a dry road. But other than that light coming on and off, the shifting seems to be perfectly fine.

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44-46. Not 44-47. The '47 is a manual shift.
44-46 is late 2012 Ram 3500.

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Shift motors can do what you describe. So can almost anybelectrical wiring in the 4x4 system.
I would guess that the TCCM would stay faulty regardless of speed.


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Before buying anything take a look at the 4x4 connectors that you can access. Look for signs of corrosion or worn thru.
Age considered, I'd replace te shift motor. I might not be your problem. But, it's a start.
Any connectors or bad grounds could cause the problem. C2112/service 4x4 can be related to any 4x4 components.
Has any recent work been done on the truck that moved wiring?


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Nothing recent. This issue has been happening for a few years to be honest. Never better or worse. Only on long trips. I've just lived with it, but it would be nice to fix.

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The only "load" in the 4x4 circuit is the encoder motor. So?
I thought as do you. I'm not into buckshot repairs--especially on electronics. But after spending countless hours looking at immaculate connectors and possibly doing more harm than good (even pulled the TIPM), I decided to try the encoder. All signs pointed to the motor.
These days the phrase "try known good component and rule out....) exists in factory service manuals. That doesn't work for us "shade tree" mechanics.
With the age of your truck, think of replacing the encoder as hood preventive maintenance. They fail regularly about the time you need it.


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Encoders are known to attempt shifting without input as they fail. Occasionally tries to go into 4Lo.
You'll hear that. On a 2012, it could shift into 4x4 and you will not hear that, but you will feel the steering binding at low speeds.
Late 2012 and up have BW 44-46 tc. Google the 44-46 case, c2112, and encoder problem for insight.

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I wouldn't replace anything just yet. Being as intermittent as it is, it's a good chance it is related to wiring. The vibrations at highway speeds are enough to set and store the code, but not be active. The more advanced scan tools can tell if it's active vs. stored.

C2112-SENSOR SUPPLY 1 VOLTAGE CIRCUIT HIGH

For a complete wiring diagram, refer to the Wiring Information.

• When Monitored:
  
  With the ignition on and no system undervoltage or overvoltage condition present.
  
  
• Set Condition:
  
  The Drive Train Control Module (DTCM) detects that the Drivetrain Sensor Supply voltage is above 7.5 volts for 300 ms

​

Possible Causes​
(K504) DRIVETRAIN 5-VOLT SUPPLY CIRCUIT SHORT TO VOLTAGE​
DRIVE TRAIN CONTROL MODULE (DTCM)​

1.ACTIVE DTC

1.​	Ignition on, engine not running.​

2.​	With a scan tool, read DTCs.​

Is the DTC active at this time?

Yes

1. Go To 2

No

1. Go To 4

2. 5-VOLT SUPPLY (REFERENCE) VOLTAGE IS ABOVE 5.2 VOLTS

1.​	Ignition on, engine not running.​

2.​	With the scan tool, read the Drivetrain 5-volt Supply (Reference) Voltage in the DTCM.​

Is the voltage above 5.2 volts?

Yes

1. Go To 3

No

1. Go To 4

3. (K504) DRIVETRAIN 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE (your t-case connector should be the one on the left in the diagram below):

1.​	Turn the ignition off to the lock position​

2.​	Disconnect the Transfer Case Shift Motor/Mode Sensor Assembly harness connector.​

3.​	Disconnect the DTCM C1 harness connector.​

4.​	Ignition on, engine not running.​

5.​	Measure the voltage of the (K504) Drivetrain 5-volt Supply circuit at DTCM harness connector.​

Is there any voltage present?

Yes

1. Repair the (K504) Drivetrain 5-volt Supply circuit for a short to voltage.
2. Perform DTCM VERIFICATION TEST.

No

1. Replace the Drive Train Control Module (DTCM) in accordance with the Service information. (edit: replaced FDCM with DTCM, FDCM is for the Power Wagon)
2. Perform DTCM VERIFICATION TEST.

4. INTERMITTENT WIRING AND CONNECTORS

1.​	The conditions necessary to set this DTC are not present at this time.​

2.​	Using the wiring diagram/schematic as a guide, inspect the wiring harness and connectors for corrosion, water intrusion, proper pin tension and bent or broken pins/terminal ends.​

3.​	Wiggle test the wiring harness and connectors while checking for shorted and open circuits.​

4.​	Using the scan tool, monitor the data related to this circuit while performing the wiggle test. Look for the data to change or for the DTC to reset.​

Were there any problems found?

Yes

1. Repair as necessary.
2. Perform the DTCM VERIFICATION TEST. (Refer to 28 - DTC-Based Diagnostics/MODULE, Drivetrain Control (DTCM) - Standard Procedure - links to diagnostic procedures on post 31).

No

1. Test Complete.

ADDITIONAL WIRING INFO:

 

Thanks @6.7L_MegaCab I've been sent this previously, but not the diagram showing the complete harness.

The code is not active. If read with Alpha OBD it is there, stored, and can be cleared. It won't come back until 2-3 hrs of highway driving.

So by the diagnostics, I should skip to step4, the wiggle test. That test shows no voltage change on Alpha OBD's 5v gauge. Wiggled at the TC, above the bell housing, at the TCCM... no change.

With the key on, Alpha OBD reads 4.98v (test step 2)

With C1 unplugged and the harness at the TC motor unplugged, if I test pin A and put the positive on pin A and the negative on ground, I get 0.0v DC with the key on. Now this says to replace the Final Drive Control Module if you get no voltage... But again, test 1 and 2 are both leading me to step 4, so technically maybe I shouldn't even be on step 3? Also, a bit confusing that we're unplugging C1 which has the K504 in pin1 and testing for voltage at Pin A at the motor. I'd think then "yeah, it should only have voltage if there IS a problem" but the diagnostics states otherwise.

FYI - I didn't screen shot it, but voltage on the T-case position and motor voltage changes when I turn the 4wd knob. The 5 v stays steady.

 

While I can appreciate the powerful diagnostics of Alpha OBD, I'm always leery of Bluetooth-based diagnostics, so I can't say for certain how accurate your readings are. I only started looking into AlphaOBD a month or so ago (so limited experience). I'm saying this while debating on upgrading my Autoenginuity Scan Tool to their wireless version (gotta catch up with the new stuff eventually I guess).

I always stress following procedures to a "T" since the code is not active - steps 2 and 3 no longer apply. But let's assume it is active:

1. Step 3 will not apply because the condition to move to step 3 is not present (ie voltage is not above 5.2 volts)
2. However, let's assume the conditions moved you to step 3:
2a. You stated you tested for voltage at Pin A, which is the TC connector. You should be testing for voltage on Pin 11 of the DTCM connector. The C2112 diagnostics lacked the diagram for the DTCM, so that is why I added it to the bottom. If Step 2 lead you to Step 3, and no voltage is present, then you would replace the DTCM because of an internal malfunction of the DTCM that is actively setting DTC C2112. The steps are walking you through to confirm a wiring issue or a hardware issue.
2b. Since DTC is not actively setting, except for under what seems to be very specific conditions (intermittent), it could be an internal solder joint expanding (heating up after 2 or 3 hours causing a loose connection), or it could be wiring.

The wiring diagram for 2010 shows an inline connector called C123 - I can not for the life of me find a solid wiring diagram for 2012. I know most of the harnesses from 2010-2012 are the same, but I can't find it either way. I also can't find additional info for C123, just that it exists (and it could be called a different number for 2012). I bring this up because that could lead you to another "pinch point" if you will for isolating loose or corroded pins and wires.

These trucks are super finicky when it comes to wiring and intermittent conditions. I hate it as I've been dealing with it for about 8 years or so (I just reset DTCs and keep on trucking)!

I'm willing to bet there is something between both connectors that is causing the DTC to set when you are up on the highway, and wires are vibrating and moving. It's best to have someone help you ohm check the wires, but unless you can find where and if that inline connector exists (C123 or the like), that may lead you to believe a wire is bad at either end, when it could be at that inline connector (again, if it actually exists).

3. As much as I like Chrysler products - Mopar TechAuthority (TA) has a lot to be desired when producing the service manuals, some stuff just doesn't make sense, so I question the viability of some of the info sometimes. As an example: The above procedures are for the DTCM, but it says to replace the FDCM (I fixed it once I realized TA's "copy and paste" mistake) and perform a powertrain verification on the DTCM - this is incorrect - those are two different modules and as far as I know, I haven't seen the FDCM on the diesel trucks.

 

While I can appreciate the powerful diagnostics of Alpha OBD, I'm always leery of Bluetooth-based diagnostics, so I can't say for certain how accurate your readings are. I only started looking into AlphaOBD a month or so ago (so limited experience). I'm saying this while debating on upgrading my Autoenginuity Scan Tool to their wireless version (gotta catch up with the new stuff eventually I guess).

I always stress following procedures to a "T" since the code is not active - steps 2 and 3 no longer apply. But let's assume it is active:

1. Step 3 will not apply because the condition to move to step 3 is not present (ie voltage is not above 5.2 volts)
2. However, let's assume the conditions moved you to step 3:
2a. You stated you tested for voltage at Pin A, which is the TC connector. You should be testing for voltage on Pin 11 of the DTCM connector. The C2112 diagnostics lacked the diagram for the DTCM, so that is why I added it to the bottom. If Step 2 lead you to Step 3, and no voltage is present, then you would replace the DTCM because of an internal malfunction of the DTCM that is actively setting DTC C2112. The steps are walking you through to confirm a wiring issue or a hardware issue.
2b. Since DTC is not actively setting, except for under what seems to be very specific conditions (intermittent), it could be an internal solder joint expanding (heating up after 2 or 3 hours causing a loose connection), or it could be wiring.

The wiring diagram for 2010 shows an inline connector called C123 - I can not for the life of me find a solid wiring diagram for 2012. I know most of the harnesses from 2010-2012 are the same, but I can't find it either way. I also can't find additional info for C123, just that it exists (and it could be called a different number for 2012). I bring this up because that could lead you to another "pinch point" if you will for isolating loose or corroded pins and wires.

These trucks are super finicky when it comes to wiring and intermittent conditions. I hate it as I've been dealing with it for about 8 years or so (I just reset DTCs and keep on trucking)!

I'm willing to bet there is something between both connectors that is causing the DTC to set when you are up on the highway, and wires are vibrating and moving. It's best to have someone help you ohm check the wires, but unless you can find where and if that inline connector exists (C123 or the like), that may lead you to believe a wire is bad at either end, when it could be at that inline connector (again, if it actually exists).

3. As much as I like Chrysler products - Mopar TechAuthority (TA) has a lot to be desired when producing the service manuals, some stuff just doesn't make sense, so I question the viability of some of the info sometimes. As an example: The above procedures are for the DTCM, but it says to replace the FDCM (I fixed it once I realized TA's "copy and paste" mistake) and perform a powertrain verification on the DTCM - this is incorrect - those are two different modules and as far as I know, I haven't seen the FDCM on the diesel trucks.

Fantastic detail...

I have same issue.. Oh cheapest code reader that pucks up that C code stored?

Vib related.. Highway bumps & towing.. C2112

You guys find ever root cause? ... I will replace the xfer actuator motor IF it happens again and then see if it happens again.. then I'll know its in the wiring between the DTCM and the harness connector. As DTCMs rarely seem to fail i am presuming its between module and the motor and its sensors in the case. Wiggled and unplugged both ends at the DTCM and the case motor.. so will see if that makes it better or worse before i replace motor IF the code throws again.

 

Voltage change is expected when turning the 4WD knob. If I recall, they would be momentary through the change...then settle back to whatever the prescribed state is. I'd have to dig more into that, but that shouldn't have anything to do with the DTC as it is a separate circuit.

 

@6.7L_MegaCab just to confirm, test 3 would be unplugging c1 under the passenger foot, and unplugging the harness at the tc motor, then testing voltage at pin 11 on c1 with key on, not running?

I messed up and did all of the above but tested pin "a" at the tc end.

Thanks in advance.

Also going to try the hair dryer effect to heat up the module and see if it will throw the code while idle in park (assuming truck must be running aka wasting $3/gal fuel) to throw the code?)



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Yup! You got it. Unplug C1 under passenger foot and t-case and test on C1, key on, engine not running.

I've heard a few folks try the blower dryer (on other modules), but sadly, none reported back on if that worked or not.

 

@6.7L_MegaCab well, I disconnected c1 and the harness at the tc motor. Tested for voltage at the pin 11, both on the harness (wire side) and module side. No voltage.

Still doesn't make much sense to me. Shifts into 4wd just fine, and the code isn't active. You'd think it has 5v!

By the diagnostics, I need a new module under the passenger side foot rest... Tccm, dtcm, fdcm.... Any of those names. This module (p.s. this was a previous photo. I tested it with the 4 wire c2 harness plugged in)

Agree? New module time? They are about $200, so I'd rather be right.

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Well, like I said before, the diagnostics procedures are written to isolate. You have an intermittent condition that could be wiring or the module. The only reason I wouldn't recommend replacing the module just yet is because if there is an intermittent connection or even an intermittent short in the wiring, you could damage the new module.

I would shoot the wires first, then replace if they checked out okay.

If you have the spare change to get another module go for it. I just cringe at that thought without knowing 100% certain that the wiring is good.

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Well, like I said before, the diagnostics procedures are written to isolate. You have an intermittent condition that could be wiring or the module. The only reason I wouldn't recommend replacing the module just yet is because if there is an intermittent connection or even an intermittent short in the wiring, you could damage the new module.

I would shoot the wires first, then replace if they checked out okay.

If you have the spare change to get another module go for it. I just cringe at that thought without knowing 100% certain that the wiring is good.

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Very true.. could damage a new module if wiring short/wire crack. Continuity test on wire/pin from harness at DTCM to harness pin at motor on case

 

How's the shifty problem? Any progress?

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I have a used module in my glovebox. Long trip in 10 days... Will report back then.

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That'll be interesting. Thanks

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Boa noite

 

Estou precisando do esquema elétrico da partida dorge ram 2500 2008

 

28 - DTC-Based Diagnostics / MODULE, Drivetrain Control (DTCM) / Standard Procedure

DTCM VERIFICATION TEST

PERFORM DTCM VERIFICATION TEST

CAUTION:​

Before removing the DTCM harness connectors, clean the connectors and locking cam area of dirt and debris. Failure to do so can result in the connector being jammed or damage to the locking cams on the harness connector or module. Do not force the assist arm when releasing or installing the harness connector.​

NOTE:​

If the Powertrain Control Module (PCM) or Totally Integrated Power Module (TIPM) was replaced, refer to the service information for proper programming procedures.​

1.​	Disconnect all jumper wires and reconnect all previously disconnected components and connectors.​

2.​	Make sure that all accessories are turned off.​

3.​	Make sure that the battery is fully charged.​

4.​	With the scan tool, record and erase all DTC(s) from the DTCM.​

5.​	Start and run the engine for two minutes while operating all functions of the system that caused the original concern.​

NOTE:​

When a Stabilizer System DTC diagnostic is complete and all repairs have been made, running the Stabilizer Motor System Test and/or LED System Test can also provide verification that the DTC has been repaired and the system is operating normally.​

6.​	Turn the ignition off, wait five seconds, then turn the ignition on. Using the scan tool, read DTC(s) from the DTCM.​

Are any DTCM DTC(s) present or is the original condition still present?

Yes

1. The repair is not complete. Perform the appropriate diagnostic procedure for the DTC or symptom that is still present.

No

1. The repair is complete.

 

28 - DTC-Based Diagnostics / MODULE, Drivetrain Control (DTCM) / Standard Procedure

TRANSFER CASE VERIFICATION TEST

1.​	Disconnect all jumper wires and reconnect all previously disconnected components and connectors.​

2.​	Make sure that all accessories are turned off.​

3.​	Make sure that the battery is fully charged.​

4.​	With the scan tool, record and erase all DTC(s) from the Drive Train Control Module (DTCM) and the Cluster/CCN.​

5.​

Test drive the vehicle. If equipped with a selector switch drive the vehicle in each Transfer Case range and verify proper operation in each range . To select or deselect 2WD, AWD or 4HI mode, vehicle speed must be below 88 Kmh (55 mph) with all wheels at vehicle speed. Shifts will not take place with a wheel speed difference of greater than 21 Kmh (13 mph) between the front and rear wheels. To select or deselect 4LO (if equipped), vehicle speed must be below 5 Kmh (3 mph) with the ignition on, engine not running and the transmission in neutral (automatic transmission) or the clutch pedal pressed (manual transmission). To select or deselect Transfer Case Neutral (if equipped), vehicle speed must be 0 Kmh (0 mph) with the ignition on, engine not running, the brake pedal applied, and the transmission in neutral (automatic transmission) or the clutch pedal pressed (manual transmission). Press the Neutral button (if equipped) on the Transfer Case Selector Switch until the Neutral Indicator is illuminated. WARNING:Apply the parking brake. The vehicle may roll with the Transfer Case in neutral. To verify that the Transfer Case is in Neutral, shift the automatic transmission into reverse and release the brake pedal for three seconds or shift the manual transmission into gear and slowly release the clutch pedal. There should be no vehicle movement if the Transfer Case is in Neutral.

6.​	With the scan tool, read DTCs in the Drive Train Control Module (DTCM) and in the Cluster Control Node (CCN).​

Are any DTCs present in the DTCM or CCN?

Yes

1. Perform the appropriate diagnostic procedure. (Refer to 28 - DTC-Based Diagnostics/MODULE, Drivetrain Control (DTCM) - Diagnosis and Testing) [this just references back to 32 different DTC-specific procedures related to the DTCM] or (Refer to 28 - DTC-Based Diagnostics/NODE, Cabin Compartment (CCN) - Diagnosis and Testing) [this just references back to over 50 different DTC-specific procedures related to the CCN].

No

1. Test complete.

 

28 - DTC-Based Diagnostics / MODULE, Drivetrain Control (DTCM) / Standard Procedure

@6.7L_MegaCab

I was able to take my truck for a 30-40 mile trip with a mix of city and highway driving since I posted my request for the TCCM test procedure. I am happy to report that there were no DTC's after clearing the stored set. I do not quite trust it to be "fixed" as i found nothing wrong with it. however, i will take a run thru the TCCM test tomorrow just to eliminate another possibility.

Thank you, sharing your knowledge, experience and the access you have to the FSM is very much appreciated!