Question about Dodge Ram Pickup 1500

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Engine light comes on saying tcc/od solenoid is bad. the rpm's jump around while driving at steady speed down the road. i took to tranny shop they replaced the solenoing fluid and filter and did not fix problem. engine light still comes on and says tcc'od solenoid. ive also changed spark plugs, wires, distributor cap and rotor button, throttle position sensor. nothing has fixed problem

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  • bigt94 Feb 01, 2010

    sorry was a typo. they replaced the tcc/od solenoid, fluid and filter in the tranny. the code that keeps showing up is p1740.

  • bigt94 Feb 01, 2010

    have you heard of a problem like this

  • bigt94 Feb 01, 2010

    so how long does this take?

  • bigt94 Feb 01, 2010

    solution was very helpful. i am gonna check with dealer on this information and i will be talking to you again sometime soon. thanks for the information and will let you know the results. thanks

  • bigt94 Feb 02, 2010

    I went to my local dodge dealer this morning and they said i was responsible for all costs of parts and labor. They said labor alone was 612.00. You had put it only takes 1.4 hrs. What is going on here?



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  • Master
  • 6,784 Answers

HI. What is the actual code given by the CPU, and what do you mean by "solenoing fluid"? I have never herd of this term in my years of experience.

Please clarify. Thanks...

Posted on Feb 01, 2010

  • 3 more comments 
  • Michael Masters
    Michael Masters Feb 01, 2010

    Thanks for the clarification. One moment please...

  • Michael Masters
    Michael Masters Feb 01, 2010

    Ok, There is a technical bulletin that concerns this issue. The transmission shop should have been aware of this issue. This should be easily handled by a certified dodge dealer for free. Carefully read this bulletin below. I will list the repair procedures, as well.

    This bulletin involves the replacement of the transmission pressure boost valve cover plate. The customer may complain of a Malfunction Indicator Lamp (MIL) illumination. Upon further analysis, it is determined that the MIL is caused by Diagnostic Trouble Code (DTC) P1740 - Torque Converter Clutch (TCC) or Overdrive Solenoid Performance. Other than the MIL, the customer may not notice any other condition with the transmission. This condition may be caused by an intermittent and momentary TCC disengagement condition. The transmission valve body pressure boost valve cover plate has been revised with a larger size orifice hole to address this condition. DIAGNOSIS 1. Warm the transmission to normal operating temperatures..2. Using the DRB III, perform a torque converter clutch (TCC) stall test. The stall test has been revised so that the TCC remains engaged for a period of four (4) seconds. 3. If the engine stalls as a result of the TCC stall test, then perform the REPAIR PROCEDURE. 4. If the engine does not stall, as a result of the TCC stall test, then further diagnosis is required. The technician may want to consider the following components during their additional diagnosis: a cut or worn input shaft seals, a missing pump lock-up circuit check ball, or worn converter hub, input shaft, reaction shaft, and pump rotor. PARTS REQUIRED NOTE: The DRB III must be operating at release level 50.4 MDS2 system CIS CD2067 or higher in order to perform the revised torque converter clutch stall test. Do not use earlier version stall test to determine condition of the torque converter clutch.

    Recommended Repair Procedure:

    1. Clean the pressure boost valve cover plate to
    remove any dirt or rust inhibitor prior to installation.
    Replace the transmission pressure boost valve
    cover plate
    with the newer design.
    3. Verify fluid level after warming up the
    transmission and cycling the shift lever several times.
    4. Verify, and if required, adjust the
    transmission shift linkage and the transmission throttle valve cable to specs,

  • Michael Masters
    Michael Masters Feb 01, 2010

    I'm assuming you are referring to the repair time(labor). This will be 1.4 Hrs(estimated)

  • Michael Masters
    Michael Masters Feb 02, 2010

    The dealership has inflated the price dramatically. this is a technical bulletin alert. This the tech bulletin is for your safety and awareness of the issue at hand. Dodge corp, or Crystal was responsible for releasing this tech bulletin. This dose not require all dealerships to abide buy the free repair clause. Only certain dealerships will provide the repair, and only if the repair is requested by the original owner. It has to be within the tech bulletin release date, as well. I'm not sure if you are the original owner of this vehicle. If you are, This repair should be free of charge. The date of the technical bulletin was 2000. The free repair clause on this design flaw may have expired, as of now. in this case, the repairs may be charged to you.

    In any case, the repair charge you were given is highly over estimated. the dealership has , greatly, inflated the repair price. As stated in the bulliten, the hours of labor are 1.4 hour, verbatim.

  • Michael Masters
    Michael Masters Feb 02, 2010

    $612.00 is an extremely ridiculous labor charge for this repair. i would mention the bulletin and recommended repair to a local well certified mechanic. You will get a better labor/repair quote this way.



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Car surging

Is the car equipped with the Automatic Transmission?
If so, read on.
Otherwise skip to the end and answer some questions.

I have observed a condition where my car surges slightly when the torque-converter clutch (TCC) cycles between lock and unlock when driving on an uphill grade.
First some basics and history that will explain why the TCC is used.

Engine, Torque Converter, TCC, and Transmission relationship--
The TCC allows for a solid connection between the engine and transmission which allows the input to the transmission to rotate at the same speed as the engine.
Without a TCC, there is slippage between the engine and automatic transmission. The slippage is greatest at low engine RPM. That is what allows the engine to run with the automatic transmission in gear, like when you first shift into gear or stop at a stop sign. When the throttle pedal is depressed, the engine RPM begins to increase and the torque converter begins to slip less and less the more the engine RPM increases. The car moves. But even at cruising speeds the torque converter slips slightly. Engine RPM is greater than transmission input RPM, which is realized as slight decrease in fuel efficiency.
When acceleration is complete and a constant speed is being maintained, the engine power output is reduced to the point where the TCC can engage and eliminate any slippage between the engine and transmission. If the car has a tachometer the engagement of the TCC can be verified when a slight reduction in engine RPM observed without a corresponding change in vehicle speed.
One method used to test the operation of the TCC is as follows:
Find a flat section of road where it is safe to perform the test.
Reach a steady speed and keep the gas pedal depressed with one foot. While observing the tachometer (or listening for an increase in engine RPM), with the other foot depress the brake pedal enough to activate the break light switch but not enough to engage the brakes. When the brake light switch activates, the TCC receives a signal to disengage. With the gas pedal being held steady, release the brake pedal and the engine RPM should decrease when the TCC engages.
Old cars with Automatic Transmissions did not use a TCC. I believe the TCC was put in use in an attempt to increase fuel economy.

The condition that causes that issue on my car is this:
- A slight uphill grade increases the load on the engine.
The car tends to gradually slow and it is necessary to depress the gas pedal to maintain speed.
- Depressing the throttle pedal (manually, or automatically with cruise control engaged) signals the torque converter clutch to unlock when the load increases slightly. (A more drastic load increase would signal the Transmission to downshift to a lower gear.) The corresponding increase in engine RPM and output is enough to compensate for the reduction in speed. When the vehicle speed, engine RPM, and throttle position stabilize to the point that the TCC will engage and the engine RPM will reduce in correspondence with TCC engagement. Now, if the road conditions have not changed, power output is not enough to maintain vehicle speed. With the increased load caused by full engagement between engine and transmission, and the cycle (surging) repeats itself until the road conditions change.

Does that help?
If not:

Please define the symptoms.
What are the road conditions when the surge occurs? (A slight uphill grade?)
What is the frequency of the surge?
Does the engine power output have a noticeable surge?
Is there a speed change related to the surge?
Does the tachometer move up and down with little or no change in vehicle speed?
Are all instrument indication in the normal range?
What else has changed?

Good luck!

May 24, 2014 | Subaru Impreza WRX STi Cars & Trucks

1 Answer

When my engine iscold it takes forever for the converter to finally lok up

TCC locks at high speeds. where is yours failing, how fast.?

so at what speed, do you expect TCC lockup.?
unless you have tranny slip.. a whole other problem in any gear.

this old tranny has, pure mechanical ops. no TCM here.
most old tranny have the foolwing inputs.
1: driver right foot called the TV cable or detent or passing gear cable.
it can stick and cause late shifting
2: Tail shaft speed, this is the tail speed governor that shifts by speed.
3: the load vacuum modulator that shifts by engine load (vacuum)
4:gear lever positions PRNDL.

the 5th input is the TCC relay that the ECU controls
the ECU activates it under inputs of RPM and MPH (VSS1)
so if the relay closes at the right speed, then the ECU and relay
are working, if the TCC lock up is delayed, then the TCC internal
solenoid is bad, leaks or the acutal lockup is bad or pump pressure
is too low, or any leaks from the solenoid to the locker slave.

Feb 03, 2014 | 1987 Acura Legend

1 Answer

1998 lexus gs300 runs at 2800 rpm at 65 mph

At a steady 65 mph, the torque converter clutch (TCC) is engaged. When you accelerate, the ECU disengages the TCC to gain extra torque for acceleration and then re-engages TCC when speed is steady. Its kind of like having an extra gear.

Jan 03, 2014 | 1998 Lexus Gs 300

1 Answer

Code p0740 on 2001 grande cherokee laredo v6 auto

That is a torque converter traction control clutch failure. A test to see if the TCC is failing is to drive at steady highway speed (straight, flat and lite foot pressure on gas pedal) and lightly tap brake pedal. Not enough to slow the car just enough to turn on the brake light. This should cause the engine rpm to rise by 200-300 rpm. If it doesn't then the TCC is probably bad. The really bad news is a trans rebuild will run you anywhere from 2200 to 3900. Find a reputable trans shop and have them do a more definitive troubleshooting and they will be able to give a closer price.

Apr 14, 2012 | 2002 Jeep Grand Cherokee

1 Answer

Hey i have a 97 jeep grand chereokee i wen't to the nearest autozone the code came p0740.As im driving the RPM is going to high a low speeds on the highway feel like it down shifting between 3 RPM N...




Further diagnostic with a good scan tool will help, could be all you need is a new solenoid or some electrical repairs. Hope this helps.

Jul 06, 2011 | 1997 Jeep Grand Cherokee

1 Answer

Won't idle steady; speeds up and slows down;even when your driving down the road it will jump from like 1.5 rpm to 2.

The idle control system is probably malfunctioning. have your mechanic check the idle control solenoid

Nov 03, 2009 | 2001 Dodge Durango

3 Answers

1999 chevy lumina 3.1 v6 code p1860

DTC P1860 is a type "A" DTC and indicates a torque converter clutch pulse width modulation solenoid electrical problem. When set it disables shift adapts and inhibits TCC functions such as the lock/unlock when in 4th-OD. Possible flaky TCC-PWM solenoid.
If you have a 4T65E the TCC-PWM solenoid is located under the side cover assembly. Not exactly easy to replace DIY. Engine/tranny has to be dropped down on the sub-frame assembly.

You could check the input voltage (12 volts) and ground/low to the solenoid via the main electrical connector. And check the resistance of the solenoid at the respective pins on the above connector. Not sure what the value is but you can get that from a transmission service shop or the dealer's manuel.

Assuming you have the 4T65E auto transaxle the 20 way electrical connector is located driver's side top. You should see it looking in. Gray connector and the only electrical plug going to the transmission. Twist counterclockwise. 

Other than checking the wire harness, and just an example once the solenoid is proven bad and replaced the local AAMCO charges around $500-$600 including the part but cost will vary depending on where you live. Good luck and sorry for the bad news. Keep me posted, be glad to help.

Jun 02, 2009 | 2002 Chevrolet Cavalier Coupe

2 Answers

P1740 trouble code on a 2001 Dodge Ram 1500

There is one solenoid assy with two solenoids on it. One for the TCC and other for OD. in my experience, P1740 is caused by a couple of things. The torque converters are a subject of trouble for one - I always replace them - the other are the input sealing rings on the input shaft. Older designs leak pressure. Always replace with the plastic - **** end type which is the update today. P1740 has nothing to with the governor solenoid or sensor

Dec 06, 2008 | 1996 Dodge Ram 1500 Club Cab

1 Answer

Error codes

Her is the definition and a list of possiable causes.

Code P1740-Torque converter clutch did not lock up when the PCM sent the command. Enabling conditions: No engine or transmissions codes are present, vehicle speed was under 70 MPH, TPS was under 33% open. When the PCM commanded the torque converter to lock, no change was detected in engine speed. Blocking action: This code can block the following monitors: none.
Testing: Check torque converter solenoid for proper operation.
Theory of Operation
The Torque Converter Clutch (TCC) Solenoid is used to engage the TCC which improves fuel economy.
When Monitored
The Torque Convertor Clutch (TCC) and Overdrive Clutch (OD) will be tested each time the PCM requests TCC engagement in 3rd gear and OD.
Set Condition
The DTC will set if the expected RPM drop is not achieved while attempting to engage TCC or OD. This indicates a malfunctioning torque convertor or overdrive clutch.
Possible Causes

Sep 25, 2008 | 2005 Dodge Ram 3500

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