2003 48RE P700 Code

[JJPage]

P700 = Transmission Control System (MIL Request)



What does "MIL Request" mean? Is this my governor solenoid causing this?



Thanks in advance, Jess

 

[TCDiesel]

If you have some type of lockup device 03/04 will trigger 0700. My 03 has had it for 7 Years.

 

[JJPage]

Just installed tq lockup and 3-4 lockup. So, not to worry? What does "MIL Request" mean?

Will the Smarty clear this, and it will just come back?



Thanks TWest.

 

[TCDiesel]

It will clear it ,but it will come right Back ,Is the MIL light on? (IC)

 

[JJPage]

It will clear it ,but it will come right Back ,Is the MIL light on? (IC)

No lights, whats MIL stand for?

 

[TCDiesel]

Multi-indicator-light.

 

[cerberusiam]

P700 = Transmission Control System (MIL Request)



What does "MIL Request" mean? Is this my governor solenoid causing this?



Thanks in advance, Jess

Thats a generic transmission code that means there are more specific codes stored in the PCM. If the Smarty is not reading them maybe it can't.



When you wired your lockup switches did you use a resistor between the switch and ground?



MIL is the same thing as a CEL.

 

[Matt400]

Hey Jess,

Since your 03 has a separate computer for the transmission there has to be a way to relay trouble faults to the engine computer as the engine computer is what turns on the MIL. The fault you are reading is a generic transmission fault logged in the engine computer and simply means there is a transmission issue.

Its a tell tail sign for the technician to access the transmission computer at which time specific "transmission codes" will be logged there.



I call the MIL- Malfunction Indicator Lamp

 

[JJPage]

Thats a generic transmission code that means there are more specific codes stored in the PCM. If the Smarty is not reading them maybe it can't.



When you wired your lockup switches did you use a resistor between the switch and ground?



MIL is the same thing as a CEL.

Hey Jess,

Since your 03 has a separate computer for the transmission there has to be a way to relay trouble faults to the engine computer as the engine computer is what turns on the MIL. The fault you are reading is a generic transmission fault logged in the engine computer and simply means there is a transmission issue.

Its a tell tail sign for the technician to access the transmission computer at which time specific "transmission codes" will be logged there.



I call the MIL- Malfunction Indicator Lamp

OK Guys, Thanks!



I wired in the lockup switches for the purpose of diagnosing a 1-2 shuttle shift and no TC lockup problem. I used a 10 ohm 1/2 watt resistor in each circuit, but what I discovered while installing the switches, the electrical plug in the trans was saturated with transmission fluid from a leak at the front band adjustment.



The action of cleaning up that mess and plugging it back in cured the TC lockup problem all by itself, and both lockup switches work great.



Yesterday I repaired the leak at the front band adjustment with thread sealant and a copper washer. Since everything appeared to be back to normal, I decided to move my TV cable back to the original position... . the 1-2 shuttle shift was worse than ever, so I moved it back, I believe that may have caused the P700 code.



I am going to purchase the upgraded governor solenoid kit, however since my lockup switches work at will, I'm not sure that alone will fix the issue. Is there also a sensor/switch/transducer in the mix, or is it included in the upgrade kit?



I am also considering a new APPS from "Tim/Timbo"(I think).



Thanks again, all(everyone) of your input really does help, saves me a ton of $ and educates me at the same time. Jess

 

[cerberusiam]

The P code could have been from the oiled plug, you may have to clear the codes in the PCM or they may quit showing after so many key starts.



The transducer\pressure sensor is seperate from the gov solenoid.



Here is the best price I have seen on them : A500 42RE A618 46RE 47RE 48RE Transmission governor pressure sensor 56028196AD,Transmission solenoids

 

[JJPage]

Good deal, I just ordered the sensor from your link, and I also ordered the governor solenoid upgrade from the Suncoast link you provided me in a different thread.



Cerb, your a heck of a handy person to have around!



Thanks, Jess



The Smarty read the P0700, it did not recognize the P0753, said "unknown code".

 

[TCDiesel]

Generally the 700 code will throw to do the lockup (when Not requested) the lockup is measured in various conditions and will be pickup by the communications regardless of how its wired in. (Lockup switch,ETC). The GM solenoid is diffidently improved but in most cases will not change anything(W/Correct VB). Every transmission acts different and each build must be considered, generalizing all are equal will present a new set of problems.

 

[cerberusiam]

P0753 1T CCM 2001-03 Ram A/T 3-4 Solenoid/Transmission Relay Circuit Failure Conditions: Key on or engine started, and the PCM detected an unexpected voltage condition on the 3-4 Solenoid control circuit during the test. Possible Causes: 3-4 Solenoid control circuit is open or shorted to ground 3-4 Solenoid is damaged or has failed Transmission relay power circuit is open (check the fused B+) Transmission relay is damaged or has failed PCM has failed.





You still have the Jtech trans controller for the PCM so this is a valid code. You obviously have power form the relay since your mystery switches are working so its probably not the relay. Mor thna likely it was set when the fluid got on the plug and caused a problem. The circuit is monitored ofr 5-100 ohms resistance at all times I believe. Values outside that set codes and should set a CEL but withe PCM that did not always happen. The 04 and newer almost always set a code but the PCM functions are now in the ECU and it is a different code base.



Hope the sensor and solenoid fix the problem. You may have a bad PCM but the solenoid\transducer is a cheaper fix if it works.

 

[Matt400]

The action of cleaning up that mess and plugging it back in cured the TC lockup problem all by itself, and both lockup switches work great.

Glad your TC is now locking properly but what about those switches working great as you say? I understand if one is a TC lock up sw but what is the other one for?

I am going to purchase the upgraded governor solenoid kit

I replaced mine with a new one but wasn't aware it was changed, is there a better or different one available now?

 

[JJPage]

P0753 1T CCM 2001-03 Ram A/T 3-4 Solenoid/Transmission Relay Circuit Failure Conditions: Key on or engine started, and the PCM detected an unexpected voltage condition on the 3-4 Solenoid control circuit during the test. Possible Causes: 3-4 Solenoid control circuit is open or shorted to ground 3-4 Solenoid is damaged or has failed Transmission relay power circuit is open (check the fused B+) Transmission relay is damaged or has failed PCM has failed.





You still have the Jtech trans controller for the PCM so this is a valid code. You obviously have power form the relay since your mystery switches are working so its probably not the relay. Mor thna likely it was set when the fluid got on the plug and caused a problem. The circuit is monitored ofr 5-100 ohms resistance at all times I believe. Values outside that set codes and should set a CEL but withe PCM that did not always happen. The 04 and newer almost always set a code but the PCM functions are now in the ECU and it is a different code base.



Hope the sensor and solenoid fix the problem. You may have a bad PCM but the solenoid\transducer is a cheaper fix if it works.

The second lockup switch I wired in was for the 3-4 lock, #6 plug wire, it locks it in OD, at any speed, could this not be the reason for the P0753 code? It did not set the CEL, but the codes were definetly present.

Glad your TC is now locking properly but what about those switches working great as you say? I understand if one is a TC lock up sw but what is the other one for?I replaced mine with a new one but wasn't aware it was changed, is there a better or different one available now?

#7 wire in the trans plug locks the TC, #6 is the 3-4 lock, locks it in overdrive, with the two activated together it allows you to bring your rpms down on the dyno while the TC is locked and OD is locked, will not downshift. It lets you load your motor for better boost like the 5/6 speed manual trans guys do.



Both Suncoast and PATC have a governor solenoid upgrade kit, supposed to be less likely to fail due to debris in the fluid. I am just not convinced this is the problem, but I will have spare parts..... I also understand Timbo's APPS will correct the CC surging issues.

 

[Matt400]

I see, the word locked and "two" switches had me confused.

If I understand you correctly... you have one switch to lock the TC and one switch that forces and holds 4th gear, correct?

 

[Matt400]

I would suspect your add on 4th gear switch caused the PO753 to set in the PCM.

Taking control of a circuit can get tricky because most are being monitored for intended operation and when something doesn't look right a fault is logged.

Any transmission code in the PCM causes the PCM to send a P0700 code to the Engine controller.

 

[cerberusiam]

I replaced mine with a new one but wasn't aware it was changed, is there a better or different one available now?

Two Choices:



PATC

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Suncoast

#ad

The second lockup switch I wired in was for the 3-4 lock, #6 plug wire, it locks it in OD, at any speed, could this not be the reason for the P0753 code?

Its one of 2 things, when you lost OD and lockup the wet plug was shorting and PCM shut down the trans control relay and threw the code for a short in the system.



or, the 10 ohm resistor is too close unless everything is perfect. I much prefer using a 30-50 ohm resistor to put the value about the middle of the monitored range.



You need to clear the code to see if it will repeat and go from there.

#7 wire in the trans plug locks the TC, #6 is the 3-4 lock, locks it in overdrive, with the two activated together it allows you to bring your rpms down on the dyno while the TC is locked and OD is locked

Depending on your VB build, locking the TC will lock the trans into OD. If the VB has been modified to allow the OD solenoid to exhaust when the TC is locked then you have to run the second switch.

Taking control of a circuit can get tricky because most are being monitored for intended operation and when something doesn't look right a fault is logged.

As long as one maintains the resistance in the monitored range the ECU doesn't know and doesn't care if the solenoid is engaged, it can't tell if it is engaged or not. All the ECU cares about in the circuit is if the resistance is between 5 ohms and 100 ohms.



The Jtech may be a little different but not from what I have seen so far. A resistor of the correct value and one can lock the TC and OD with no codes.

 

[Matt400]

As long as one maintains the resistance in the monitored range the ECU doesn't know and doesn't care.

Agreeded, just saying it can get tricky. It may not be the case here but many times a solenoid like that can be PWM during the transition stage from off to on and if the monitored circuit doesn't see that well. . you know.



Thanks for the info on that upgrade stuff.

 

[cerberusiam]

Agreeded, just saying it can get tricky. It may not be the case here but many times a solenoid like that can be PWM during the transition stage from off to on and if the monitored circuit doesn't see that well. . you know.

I understand what you are saying, in a PWM there has to be some way to measure the result to decide if performance is within spec. The ECU doesn't really have a way to measure the result of activating a solenoid that just opens a port. In this case it just grounds the sense wire for both solenoids and if the resistance is within its preset range goes on about its business.



It really is a dumb computer in that aspect, thats how we can fool it so easy with the switches, BD OD lockout, etc. I have fooled the MAP, TC lockup, and OD while never getting codes IF I keep the range in factory specs. The MAP is a bit harder as there are percentage algorithms that apply to it but the trans control is really primitive. Maybe am just lucky. :-laf