1995 RAM 3500 2WD O/D and TQ converter problem
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1995 RAM 3500 2WD O/D and TQ converter problem
Gday all,
I have just done the potentimeter mod.
This is what happened before it all went pear shaped:
I bought the truck in LA, California. I had the transmission rebuilt, as it was slipping in 3rd gear. Box was stuffed when the shop opened it up, so they rebuilt it with all the updated parts from the TSB from Dodge. I had a Mojave HD torque converter in the truck already, but since it was full if metal shavings, they replaced it with an exhange HD torque converter. I don't know what brand name, I didn't get to the shop before it was put back together. I drove it around LA for 1200 miles, truck drove flawlessly. I left LA, and as soon as I got about 800 miles out, the shifting strategy changed, and all the way up to Vancouver, Canada the TQ lock up would disengage randomly. I thought the brake switch light was faulty, so changed that, but it didn't fix the problem.
Anyway, two weeks ago I towed a 1.5 tonne Yacht from Vancouver to Seattle and back without a problem, the TQ was locking up fine, and holding. I pressure cleaned the engine bay last week and after that day I came to the point where I would drive on the freeway and the O/D would not select, and the TQ converter would not engage. I guess I got some moisture into the TPS for it to corrode like it has. If I pressed the O/D off button, it would not lockup the TQ converter, and the cruise control would not work. I checked the TPS and it was gone. I pulled it apart to try and fix it, but the resistive film surface had corroded away.
So I thought that the mod would fix my problems.....
The truck will now shift into O/D, but only once has it locked the TQ converter on the highway doing 100km. It will not lock the TQ at all now down around 50-60 km/h. Before, it used to lock as low as 50 km/h and hold going up a hill, and only let go when you pushed the TPS to 80-90%. The cruise control works now at 70+ km/h.
The other strange thing is that the error code sequence will flash code 24 (TPS) twice in a row.
I get the usual code 12, then 24, then 24 again, then 55.
I find this odd. How do I clear the codes on the PCM?
The transmission has not faulted on the whole trip other than the TQ lockup and now the TPS going, stopping it from changing into O/D.
Could someone please check a working TPS and tell me the resistive value? between the ground and the +5V line? between the ground and the signal with the TPS at half way?
I'd like to put a working TPS back in place of the original, but i'm not paying $200 dollars for a potentiometer!!! I'm even thinking of putting a pot on the accelerator pedal instead of the injector pump.
Anybody care to speculate?
Cheers,
Nilezy
I have just done the potentimeter mod.
This is what happened before it all went pear shaped:
I bought the truck in LA, California. I had the transmission rebuilt, as it was slipping in 3rd gear. Box was stuffed when the shop opened it up, so they rebuilt it with all the updated parts from the TSB from Dodge. I had a Mojave HD torque converter in the truck already, but since it was full if metal shavings, they replaced it with an exhange HD torque converter. I don't know what brand name, I didn't get to the shop before it was put back together. I drove it around LA for 1200 miles, truck drove flawlessly. I left LA, and as soon as I got about 800 miles out, the shifting strategy changed, and all the way up to Vancouver, Canada the TQ lock up would disengage randomly. I thought the brake switch light was faulty, so changed that, but it didn't fix the problem.
Anyway, two weeks ago I towed a 1.5 tonne Yacht from Vancouver to Seattle and back without a problem, the TQ was locking up fine, and holding. I pressure cleaned the engine bay last week and after that day I came to the point where I would drive on the freeway and the O/D would not select, and the TQ converter would not engage. I guess I got some moisture into the TPS for it to corrode like it has. If I pressed the O/D off button, it would not lockup the TQ converter, and the cruise control would not work. I checked the TPS and it was gone. I pulled it apart to try and fix it, but the resistive film surface had corroded away.
So I thought that the mod would fix my problems.....
The truck will now shift into O/D, but only once has it locked the TQ converter on the highway doing 100km. It will not lock the TQ at all now down around 50-60 km/h. Before, it used to lock as low as 50 km/h and hold going up a hill, and only let go when you pushed the TPS to 80-90%. The cruise control works now at 70+ km/h.
The other strange thing is that the error code sequence will flash code 24 (TPS) twice in a row.
I get the usual code 12, then 24, then 24 again, then 55.
I find this odd. How do I clear the codes on the PCM?
The transmission has not faulted on the whole trip other than the TQ lockup and now the TPS going, stopping it from changing into O/D.
Could someone please check a working TPS and tell me the resistive value? between the ground and the +5V line? between the ground and the signal with the TPS at half way?
I'd like to put a working TPS back in place of the original, but i'm not paying $200 dollars for a potentiometer!!! I'm even thinking of putting a pot on the accelerator pedal instead of the injector pump.
Anybody care to speculate?
Cheers,
Nilezy
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Joined: Dec 2007
Posts: 2,738
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From: North Carolina or Kentucky. Take your pick
It is possible you have the RPM sensor on tailhousing giving a problem. Mine had a problem at the connector. New would fix for few days and drove me bonkers.
Believe tps values should vary from .5 to .7 volts at closed throttle and rise smoothly to 3.5 to 4.5 volts at WOT. JMHO
The 95 does have a mechancial gov so VB solonoids are not a issue. You mght try a capicator (condenser) on alt positive terminal to a ground as electical RFI (noise) maybe contributing to issue.
Believe tps values should vary from .5 to .7 volts at closed throttle and rise smoothly to 3.5 to 4.5 volts at WOT. JMHO
The 95 does have a mechancial gov so VB solonoids are not a issue. You mght try a capicator (condenser) on alt positive terminal to a ground as electical RFI (noise) maybe contributing to issue.
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Posts: 555
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From: Seattle, WA
If you're in Vancouver, then call up DTT in Abbotsford.
To me it sounds like all you need is a new TPS, and get the noise filter from DTT to cure the common lock/unlock while cruising issue.
Also it's typical to have to replace the pigtail connector for the transmission fluid temp sensor, it's the one on the tranny cooler line. If the PCM doesn't see a good signal there then it can keep it from going into lockup.
To clear codes from the PCM, simply disconnect the battery cables for a few minutes.
To me it sounds like all you need is a new TPS, and get the noise filter from DTT to cure the common lock/unlock while cruising issue.
Also it's typical to have to replace the pigtail connector for the transmission fluid temp sensor, it's the one on the tranny cooler line. If the PCM doesn't see a good signal there then it can keep it from going into lockup.
To clear codes from the PCM, simply disconnect the battery cables for a few minutes.
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Hey,
Sweet, thanks for the advice, i'll follow up on it and see how I go.
How would the PCM update do for my problem? Would it fix the problem with noise? Does anybody know where I can get the PCM update done, other than a Dodge dealer? I was told it would cost $200 form a Northern California dealer. Talk about rip off of the century, if only it was a safety recall issue......
Cheers,
Nilezy
Sweet, thanks for the advice, i'll follow up on it and see how I go.
How would the PCM update do for my problem? Would it fix the problem with noise? Does anybody know where I can get the PCM update done, other than a Dodge dealer? I was told it would cost $200 form a Northern California dealer. Talk about rip off of the century, if only it was a safety recall issue......
Cheers,
Nilezy
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