P0742 OBD-II: Torque Converter Clutch Circuit Stuck On

What Does P0742 Code Mean?

OBD-II Code P0742 is defined as a Torque Converter Clutch Circuit Stuck On

When the code P0742 is set in the Powertrain Computer, it means that the Powertrain Computer or PCM is seeing less than a 200 RPM difference between the rotational speed of the Torque Converter and the Transmission Input Shaft when the vehicle is slowing down below 30 mph or when the brake pedal is applied.

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The purpose of the Torque Converter Lockup Clutch is to create a 1 to 1 RPM ratio between the Transmission Input Shaft and the rotational speed of the Torque Converter so that a manual transmission-like, "mechanical lock" between the engine and the transmission is established. This eliminates any loss of power that might occur with the fluid and/or hydraulic "lock" that you would experience with a conventional Torque Converter. This is achieved with a friction plate and a friction disc inside the Torque Converter housing that are applied with hydraulic pressure. This hydraulic pressure is supplied by way of a fluid passage in the center of the Transmission Input Shaft, which rests inside the center area of the Torque Converter. A dedicated Torque Converter Lockup Solenoid Valve on the Transmission Valve Body is energized by the Powertrain Computer in order to supply the hydraulic pressure that applies the Lockup Clutch when the proper road speed and engine temperature are achieved. Because the engine will be operating with reduced speed and load, overall fuel consumption and emissions output will be reduced.

Symptoms

• Check Engine Light will illuminate
• Vehicle will not shift out of the highest gear at freeway speed
• Decrease in fuel economy
• In some cases, there may be performance problems, such as dying when coming to a stop after driving on the freeway and/or misfire-like symptoms

Common Problems That Trigger the P0742 Code

• Defective Torque Converter Lockup Solenoid
• Defective Torque Converter Clutch
• Defective Valve Body
• Dirty transmission fluid that restricts the hydraulic passages

Common Misdiagnoses

• Engine Misfire problem
• Internal Transmission problem
• Driveline problem

Polluting Gases Expelled

• HCs (Hydrocarbons): Unburned droplets of raw fuel that smell, affect breathing, and contribute to smog
• CO (Carbon Monoxide): Partially burned fuel that is an odorless and deadly poisonous gas
• NOX (Oxides of Nitrogen): One of the two ingredients that, when exposed to sunlight, cause smog

P0742 Diagnostic Theory for Shops and Technicians

When diagnosing a P0742 code, it is important to record the freeze frame information and then to duplicate the code setting conditions with a test drive above 45 MPH and then slowing to below 30 mph. Pay close attention to the engine load, throttle position, RPM, and road speed because a P0742 can be difficult to detect.

One should monitor the Converter RPM and compare that to Input Shaft speed RPM at greater than 45 MPH on a smooth, flat surface after the vehicle is warmed up and the fuel system is in a closed loop. Monitor how the Converter Lockup Solenoid responds to a decreased amount of throttle. The Lockup Solenoid duty cycle should go to 0 percent when the Throttle Position Sensor is above 40 percent and should return to 100 percent when the throttle is returned back to 15 to 20 percent. The duty cycle should go to 0 percent whenever the throttle is fully released and the vehicle has decelerated below 30 MPH. The Lockup Solenoid duty cycle should go to 0 percent whenever the brake pedal is applied, regardless of speed.

When looking at the Toque Converter RPM versus the Input Shaft RPM, observe if the scan tool data has a Converter Slip Speed PID or Parameter Identification. This can be very helpful in the diagnosis of an intermittent P0742. If the Lockup System is functioning correctly, the Slip Speed value should never be above 50 RPM. Try gently releasing the throttle on a gradual incline above 45 mph. When doing this, the Slip Speed should increase. If it doesn't and the Lockup Solenoid duty cycle is 100 percent—meaning it is fully applying the converter clutch—then you know you have a sticking Converter Clutch.

If the Slip Speed stays steady and the transmission Output Shaft Speed never decreases (along with the MPH), then you know that you have an internally sticking converter clutch. If the Slip Speed remains very low and the Lockup duty cycle is 100 percent, then it is unlikely that the Solenoid is defective, because the duty cycle is reporting that the PCM is commanding the Lockup System to apply. Even with worn out Converter Clutches, there is always some kind of Slip Speed reading. It may go very high whenever the throttle is applied, but there should be some kind of a RPM reduction between the Converter Speed and the Input Shaft speed that verifies the Lockup Solenoid and PCM are trying to do their jobs.