42/47RE
Transmissions
Won’t Shift
Without the
Alternator
T
he title of this article says it
all. Every year, more things
outside the transmission affect
transmission operation. There’s no
question that fixing customers’ vehicles
is getting more complicated with every
new model.
In this article we’re going to cover
the relay control system used on late
Dodge trucks and vans. These systems
use a PCM-controlled relay to control
voltage to the overdrive, lockup and
governor solenoids. If the PCM detects
a circuit fault for the relay or any of
the solenoids, it only has to shut the
relay off.
 GEARS
by David Skora
Affect On Us
In 1997, the PCM started sup-
plying power to the electromagnetic
rotor inside the alternator. At the same
time, Dodge engineers tied a few other
devices into the same power supply…
including the transmission relay.
So the only way the relay can work
is if the alternator and charging system
are working properly, and there are no
related codes. What it also did is give
lots of people working on 42/47RE
transmissions something else to worry
about.
April 2009
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Alternator Basics
Before we get into checking the
relay control circuits, we should take
a moment to become familiar with
alternators. After all, several of today’s
hybrid cars and no doubt cars in the
future won’t use transmissions as we
know them. Instead, they’re going to
have one or more alternators to move
the car forward and generate electricity
during braking (figure 1). Guess who’s
going to fix them: You are, that’s who.
Inventors have been toying with
alternating current (AC) generators for
over 150 years. But it wasn’t until
miniature diodes were available in the
early 1960s that the modern alternator
was born. That’s enough of a history
lesson.
The reason alternators are the engi-
neers’ choice for generating electric-
ity is that they’re very efficient. Most
alternators are in the range of 60-75%
efficient. And with a little wiring modi-
fication, they can also work as electric
motors.
The two most common alterna-
tor/motor designs are the Permanent
Magnet Motor and the Induction Motor
(figure 2). They can produce 3-phase
alternating current or they can turn
AC into rotating torque to drive the
vehicle. When used for operation in a
hybrid, these alternator/motors can be
GEARS April 2009
4skora.indd 5
Figure 1
as large and as heavy as an
automatic transmission.
Automotive alternators
include a rotor (electromag-
net), a stator, and a set of
diodes that form a rectifier.
The rotor typically has six
electromagnets which vary
in strength depending on
the field voltage applied to
them. We’ll test this later in
the article.
As the engine spins
the rotor, the rotor induces
alternating current into the
stator. The stator is the coil
of wire wound around an
iron support and mounted to
the alternator housing. The
rectifier’s job is to convert
AC into DC. At this point
the alternator’s job is done.
Automotive alternators
can produce more current
than required, so a regula-
tor controls the current level
from the alternator to pro-
vide just enough current to
operate the vehicle’s elec-
trical devices and keep the
battery charged.
In case someone asks
you, there are two stator
designs. The most common Figure 2
5
3/13/09 12:55:17 PM
 42/47RE Transmissions Won’t Shift Without the Alternator
Figure 3: Delta Design
Figure 4: Star Design
Figure 5
design is the Delta. These alternators 3 and 4).
typically produce less voltage but more One difference is that the Star
current than the Star design, which can design begins producing voltage at
develop more voltage but less current. lower RPM. The alternators used on
For automotive use, neither design has Dodge, GM and high-output Fords use
a big advantage over the other (figures Delta-wound stators. A few older 35-60
6 GEARS April 2009
4skora.indd 6
amp Ford alternators were Star wound.
But most of these have been superseded
by the Delta design.
Earlier, we mentioned that the rotor
is a series of electromagnets. When the
rotor spins inside the stator, the alterna-
tor produces alternating current. The
faster the rotor spins, the more current
and voltage the alternator produces.
Since electrical demands on the vehicle
vary and the rotor spins at variable
speeds, the easiest way to regulate volt-
age and current is to control the voltage
to the electromagnets.
Troubleshooting
If a late-model Dodge truck with
a 42-47RE unit comes in with a “trans
relay stuck off” code or in limp mode,
the first thing to do is troubleshoot
the charging system. Don’t forget the
basics like checking the battery condi-
tion, state of charge, and making sure
that the battery and alternator cables are
clean and tight.
• Connect a battery charge tes-
ter, voltmeter or current probe to the
battery terminals.
• Start the engine.
• Check the state of charge on
the battery and charging system with
your test equipment.
Checking Source Voltage
If the alternator isn’t charging
properly, you’ll need to check the sys-
tem, beginning with the source voltage
to the alternator (figure 7). Check the
white/dark blue or dark blue wire at
the alternator connector (pin 2) for 12.2
volts (PCM source voltage).
• If there’s no voltage present, refer
to the next heading to check for
missing source voltage.
• If voltage is present, monitor the
dark green wire at the alternator
connector (pin 1) for voltage.
When the alternator is under a
light load, a typical voltmeter reading
on pin 1 should be 8-10 volts. If there’s
no voltage, the rotor or brushes may
be open.
When you turn the headlights or
other electrical loads on, the voltage to
pin 1 should drop to 4-5 volts (figure
5). This would indicate that the PCM is
increasing alternator output.
If you need further verification
that the alternator can produce voltage
3/13/09 12:55:39 PM
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prec-plcd.indd 7 3/13/09 1:52:09 PM

 42/47RE Transmissions Won’t Shift Without the Alternator

and current, ground the dark green wire that the circuits out- Normal Color
(full field the rotor) and see whether the side the PCM are
alternator output increases. capable of working.
• If alternator output increases with This leaves the PCM
the dark green wire grounded, as the remaining sus-
the alternator is good. Check the pect. Use the next test
PCM for codes or the data stream to check the PCM.
for false battery temperature. • Using a fused
• If the alternator output doesn’t jumper, connect
increase either with the PCM con- 12 volts to the
trol or grounding the dark green white/ dark blue
wire, replace the alternator. or dark blue wire Dark Color = Overloaded
IMPORTANT — Constant heavy at the PCM. Figure 6
use or additional load devices added
to the vehicle’s electrical system can
greatly reduce the life of the alterna-
tor. Figure 6 is an example of a burned
stator assembly from an overloaded
electrical system.

Missing Source Voltage

Perform these checks if the trans
relay is stuck off or you find no voltage
at pin 86 of the relay socket panel with
the engine running. Keep in mind that
there could be several reasons for this.
Decide which of these 4 situations is
causing the source voltage to be miss-
ing and perform the appropriate tests:
Issue 1: The PCM set an alterna-
tor-related code.
Check the rotor field wiring (fig-
ure 7) and alternator. After making the
repairs, clear codes and check for cor-
rect source voltage at the trans relay.
Issue 2: The circuit is open between
the power source and pin 86 at the trans
relay.
Test the circuits for opens or shorts
to another circuit. You may have to
bypass the faulty circuit with a new
wire.
Issue 3: Some device may be con-
suming more current than it should and
drawing the voltage away from pin 86
at the trans relay.
Depending on the situation, the
PCM may continue to supply the volt-
age and not set a code. Using the appro-
priate wiring diagram, locate all the
devices sharing the PCM power source. Figure 7
Unplug them one by one, and see if the • Verify that voltage is present at Each year, more and more of the
source voltage returns to trans relay pin 86 of the trans relay panel. If vehicle’s control systems become inter-
panel pin 86. If there’s still no voltage so, the PCM is bad. woven with the transmission and its
at pin 86, see issue 4. The wiring diagram (figure 7) pro- operation. But by understanding the
Issue 4: The PCM has an internal vides a general view of the circuits. systems and how they work, diagnosis
problem and can’t provide a voltage Refer to the specific wiring diagrams is no more difficult than checking a
signal to pin 68 at the trans relay. for the year and model you’re work- switch or solenoid.
At this point, you have verified ing on.

8 GEARS April 2009

4skora.indd 8 3/17/09 9:36:33 AM

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