Citation_SP

Everyone has been very helpful in attempting to help me with my torque convertor lockup/unlocking issueissue however I have been trying to correct this issue for the past 8 years and as a result I have driven the truck very little. Just prior to the warranty ending in 2009 the dealer rebuilt the transmission (unnecessary), replaced the torque convertor (unnecessary), replaced 4 APPS sensors (all unnecessary), replaced both batteries (unnecessary), replaced the PCM (unnecessary), and replaced for the second time the torque convertor lock up solenoids (unnecessary). I have rebuilt the alternator using new Bosch rotor, brushes, and bearings. The alternator has .03 A/C volts at the battery while running. All wiring and connections are tight and there is no corrosion at any ground point. I even replaced the stop light switch since one of it's functions is to unlock the convertor when depressed. This truck has no options so things like cruise control, air conditioning, or any other power equipment could not be the source of electrical noise. I replaced the lift pump since it is an electric motor near the ECM. All during all this replacement of parts there was never an error code recorded. I have finally concluded I have an unsolvable issue and to continue to investigate this problem is futile and it's time to dispose of the truck.

My friend has a 2001 Dodge 2500 diesel with 50,000 miles on it and he has had the same problem as I have had for about two years. I checked his alternator AC volts and it was .03 same as mine. We will check the wiring at the transmission to see what we find.

Where do I go from here? It seems that everything I have tested is ok. Any suggestions would be helpful.

I checked the alternator with my Dvom and the AC running vots was .03VAC.

Why does the torque convertor lock up issue only seem to be with the diesel trucks and not with the gas powered vehicles? They both have the same type of system, in other words both have an APPS or TPS, both have alternators, both have PCMs, both have lockup convertors the only difference is the diesel has an ECM and I don't belive the gas vehicles have this. Comments???

In reality is 200 degrees to hot? I am at loss as to what to do. The APPS was replaced several years ago but since I stopped driving the truck I have only about 5,000 miles on it. The batteries are less than 3 years old, I have replaced the alternator with a new Dodge part not rebuilt and the diodes checked ok. With all of this done it still has the problem, what is left to check?

I did not short the field wires, only the field terminals on the back of alternator after the field wires were disconnected. This should have no effect on the PCM. Yes I left the wires disconnected and the fuse out. In reality the 47RE transmission is just a B-727 from the 1970's with a OD unit attached to it. I used to have a 1971 Challenger with a 426 Hemi automatic and it didn't have a lockup convertor and it never overheated. It had about the same size trans oil cooler as the truck has and since I never tow anything there should be no issue with overheating that I can see with a disabled torque convertor lock up. If I'm missing something please tell me.

I did this and also shorted the field terminals to remove any residual back EMF. Took the truck for a drive and still has the issue. My friend has 2001 Dodge truck with 50,000 miles on it and has the same issue and we have been trying all the suggestions on both trucks and we still have the issue. I think the best couse of action at this point is to disable the torque convertor lock up circuit. Is this just as simple as removing the pin from the connector at the PCM or do I need to add a resistor to trick the PCM into thinking the wire is still hooked up?

Here is what has transpired since Thursday. I checked the alternator rectifier diodes and they are neither open or shorted. I rebuilt the alternator using a new Bosch rotor, new Bosch brush assembly and new Bosch bearings. I removed all of the shielding I had installed 5 years ago attempting to correct the lockup problem so the truck's electrical system is back to stock. I reinstalled the rebuilt alternator and when I test drove the truck it immediately started the lockup/unlock condition. I feel I am back to square one and have exhausted all options but one and that is to electrically disable the torque converter lockup circuit. I have no reservations about doing this since I have never and probably will never tow anything. I can stand the 125 rpm increase without the torque converter lockup and the minimal extra heat buildup in the transmission. I feel this is a small sacrifice to be able to drive the ruck since at this time the truck is useless. I am open for any comments or discussions. Thanks, Mike

I didn't think so but it's good to cover all of the bases. Mike

I updated my signature. I know what you meant about the AC which I m going to check this weekend. I said no A/C because I wanted you to know that since I don't have air conditioning this could not contribute to the AC noise issue. Thanks, Mike

My 2002 Dodge 2500 Ram, 2 wheel drive, conventional cab, ST truck is completely stock never modified in any way, no options and is without A/C.

Thanks for the insight. I am going to remove all of my extra shielding prior to testing. I have ordered a new Bosch rotor since the slip rings were nearly worn through, a new set of Bosch brushes and a new front bearing to install in my original Bosch alternator. Interesting you would mention the VP44, the chain of event was the PCM went into limp mode in 2007 and the dealer replaced the PCM under warranty (47,000 miles), about 3 months later the torque convertor started acting up and was replaced under warranty, in May of 2008 with a little over 50,000 miles the VP44 pump went out and was replaced under warranty. As time progressed the dealer attempted to fix the convertor issue by replacing the APPS 4 times, the batteries, rebuilt the transmission, replaced all the solenoids inside the transmission 2 times, replaced the PCM a second time. All this was under warranty and they finally said my problem was that I drove it too easy!!!! So much for dealer knowledge and all along I kept telling them it was an electrical noise issue and nothing mechanical. All through the convertor issues there was never a fault code produced.

Hi Mopar1973man, I read an article you wrote in 2012 regarding torque convertor lockup issues. I have a 2002 Dodge 2500 I bought new and when it had about 50,000 miles on it the convertor issue started. The dealer, under warranty, replaced a lot of unnecessary items even though I kept telling them it was electrical and not mechanical. I replaced the alternator as a test in 2009 and the truck still had the problem. I disconnected the field terminal plug from the alternator and it still has the issue. I tried shielding the wiring harness over the alternator and for a couple of years the problem subsided however it has returned and that is when I started to think like you in that it was probably something in the alternator. I stopped driving the truck a few years ago and have recently decided to attempt a fix so I can sell it. I am in the process of rebuilding my original alternator and would you suggest replacing the diode assembly? Can I test the diode assembly without removing it from the alternator? I never doing any towing with the truck so I was considering just disabling the lockup convertor circuit. I believe the engine will run a little faster in OD and perhaps the trans oil will get a bit warmer but since I never tow do I really care? Thoughts??? Thanks, Mike