As the title says I have trans codes p0741 torque converter clutch solenoid circuit performance or stuck off, and p0743 torque converter clutch solenoid circuit electrical. My tcc duty cycle is going all over the place from 0 - 100 and everywhere between when the pcm is telling the tc to engage. There are plenty of threads on this subject but all of them seem to be dead end threads. Mark K has suggested in many of the threads that it is usually the wiring between the PCM and TCC solenoid. I took off the clutch pack connector and found ATF inside the plug so I put some compressed air into it to blow it out and then got some electrical contact cleaner in there to dry it out, then sprayed electrical contact cleaner in the plug but this did not help the situation. All of the pins on both sides look very clean other than the ATF being in there. My question is being that I have ATF inside the plug, would it most likely be best to go ahead and just replace the TCC solenoid? With a 4in exhaust system it is very difficult to get in there to do any electrical test which I'm not the best at anyways. Would it be best to just change out the solenoid pack and go from there? Forgot how to page people on this site but hoping Mark K can chime in. Or anybody else that's had this problem for that matter. As always thanks for the help guys.
on edit: in looking for a TCC solenoid I realize they do not have the same connector as what is outside of the transmission. I guess the solenoid is inside but what is the connector that is on the outside of the right side( passenger) of transmission go to? This connector seems to be where my problem is

 

Paging @Mark Kovalsky

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awesome thanks bwst👍

 

Chances are the problem is in the wiring between the PCM and the transmission. I don't see how changing the solenoid body would help that. It's like finding a flat tire, so you change the oil.

I recommend a shop that specializes in wiring issues.

 

The wiring from that plug crosses over the top of the transmission begins to bundle with speed sensors, transfer case wiring,and range sensor. Then heads up the frame towards the engine bay to a set of 3 largish square plugs under the master cylinder. The foward most plug should be for the transmission, from there they head to the pcm.

 

thanks Mark, I was suggesting changing whatever part the plug goes to on the right side of the transmission because there is ATF fluid in the plug. I was thinking that the fluid in the plug maybe causing a problem? Do you know what the name of the part is that plug goes to?

 

That plug is the solenoid pack. Has the shift solenoids and fluid temp sensor. Well actually it's a thermal resistor soldered in the board not really a sensor that can be replaced. If you drop the pan you can see the pack on the passenger side held in with 8 or so bolts. The plug is on the top side of the board and passes through the transmission housing and sealed w/ an o-ring.

 

thanks udsuth, am I wrong in thinking the atf in that plug could be the problem?

 

I had mine apart recently and I can't think how it would get inside the connector. Here is what they look like

https://www.oreillyauto.com/detail/c...oid+pack&pos=0

 

Do you think it's like the ICP sensor, where the fluid can migrate past the connector pins if some sort of pin seals get compromised?

 

This is what I was thinking, but not sure if that is possible. There are no other leaks of any kind in that area for ATF to get inside the plug though.

 

Does anyone know if a transmission shop would have some sort of breakout box to plug into the connector to read signals from PCM?

 

The main difference I see between that connector and the ICP sensor is the pressure. ICP is directly in the high pressure oil rails running anywhere from 500 to 3,000 PSI. That connector should only be exposed 2 whatever is splashing around in the pan itself.

 

That makes sense. The connector would have to have pretty sloppy pins to let low/no pressure fluid through. Yet the area is clean around the connector. Any chance the transmission is over-full?

That solenoid pack is not cheap. Would it be worth checking the wiring for continuity, short-to-ground and short-to-power first?

 

ABSOLUTELY!

That is what I suggested earlier. Changing parts just by guessing usually gets very, very expensive, very quickly.