Chuck, welcome. I think this site is your best bet to find an answer. I hope so - I have the same car with nearly the same symptoms. Have not been able to dig deep yet, but have replaced EVM and TIPM, with no progress. This car apparently suffers from marginal wiring and grounds, connectors, and splices routinely cause problems. Please post your progress. Good luck. Michael 06 PTGT vert, still dead

 

Sorry - ECM. Didn’t mean to make up a new source of trouble. Michael

 

Hi Michael,
I really hope I can get it going my dad would be so happy. He was going to send it to the junk yard but I said I would see if could fix it. The car is in such good shape would be a shame to scrap it.
I'm not really great with electrical stuff on cars. I do t really want to start throwing parts at it. I was really hopeful that the ECM would fix it. But not sure what I should go from here.

 

. . . . My dad gave me his 06 pt cruiser turbo convertible after he gave up trying to fix it. . . . .
. . . . last year he said he was driving up to the house and it ran really rough and just quit and he coasted into the garage. He could crank it but it wouldn't start. He had it towed to a local garage and they determined that the ECM was bad.

Fast forward and my dad towed the car to my shed. I just got the replacement ecm and put it in and it still just cranks but wont start. I hooked my osb2 reader to it and the code I get it is p1187.
so sounds like a map sensor maybe? Any other ideas were I should go from here would be appreciated. . . . .

Edit; couple of things I thought of after I posted.
The timing belt is good.
I believe I can hear the fuel pump run
And car will also not start with starting fluid
I got my ECM repaired from car computer exchange online. . . . .

After market ECM that is repaired may be the source of the problem. So one cannot necessarily rule out the ECM as the issue.

Typically any gasoline engine will start when given a small quantity of starting fluid. So no start with a squirt of starting fluid into the throttle body makes one think you may have a lack of spark. Remove one spark plug wire and hold end close to a good engine ground. Engage the starter and determine if a spark jumps from the wire to the ground surface. Report your findings.

P1187-THOTTLE INLET PRESSURE/MAP CORRELATION

When Monitored: Ignition on.

Set Condition:

The PCM compares the MAP and TIP sensor with the ignition on. If the sensors are not close in value a failure is recorded. The MAP and TIP should be within the range of 56kPa and 112 kPa (8.1 – 16.2 psi) with the ignition on. Two trip failure.

Check the hoses and tubing to the MAP and TIP sensor. Also check the wiring. The switching solenoid for MAP versus TIP maybe stuck in one position. See attached image.

 

Hi Allan,
thanks for the reply, I'll take a look after work. Also, how would I determine if the solenoid is bad/stuck? I have a voltage meter but I'm not great at using it.
Thanks
Chuck

 

. . . . thanks for the reply, I'll take a look after work. Also, how would I determine if the solenoid is bad/stuck? I have a voltage meter but I'm not great at using it. . . . .

Disconnect the electrical harness at the TIP solenoid (not the sensor). See diagram attached to post #5 dated Apr 2, 2024 3:05 am. Momentarily apply 12 volt power and ground to the pins on the TIP solenoid control. You should hear and feel a click as the valve moves internally. No click feel or sound indicates the valve is stuck or the solenoid internal winding is open. See attached image.

 

There are several grounds connected to the driver side fender behind the air box and battery. This is a terrible location and a known problem area for the PT's. Remove the air box and battery and check each wire very carefully. They could be broken or corroded under the insulation. Clean the connectors and the ground connection on the fender. It may or may not be the issue, but it's worth checking and won't cost you anything but some time. No out of pocket expense!

 

Just checked the grounds looked ok. I pulled a plug and just checked for spark and there wasn't any. Then I pulled the plug connector to the coil pack and I was getting around 12 volts at the plug end. Maybe my coil pack is bad?

 

Not sure what the heck I did but the car just started !!! 🤯

 

. . . . Just checked the grounds looked ok. I pulled a plug and just checked for spark and there wasn't any. Then I pulled the plug connector to the coil pack and I was getting around 12 volts at the plug end. Maybe my coil pack is bad? . . . .

. . . . Not sure what the heck I did but the car just started !!! . . . . . .

That coil pack is subjected to intense engine heat. So repeated thermal cycles ( heat up, cool down) can affect the electrical connector at the coil pack. Removing and reattaching the connector solved an excessive resistance problem. I would spray the contacts with electrical cleaner. Make sure there is good fit between pins and cavities.

 

The car seems to be running ok but I'm getting a code for p0882 (tcm power input leve low) and 0700 (transmission control system) Also bd10d. (Low battery voltage) I did buy a new battery.

Also u1415 and u1414

Any ideas on these would be greatly appreciated

 

. . . .The car seems to be running ok but I'm getting a code for p0882 (tcm power input leve low) and 0700 (transmission control system) Also bd10d. (Low battery voltage) I did buy a new battery. Also u1415 and u1414 . . . .

Code explanation

P0700 - generic transmission code. Indicates more detailed codes involved.

P0882-TCM POWER INPUT LOW
When Monitored:
When the ignition is turned from OFF position to RUN position and/or the ignition is turned from START position to RUN position.

Set Condition:
This DTC is set when there is less than 3.0 volts present at the transmission control output circuits located in the Powertrain Control Module (PCM) when the Transmission Control System request the power up of those circuits. Note: Due to the integration of the Transmission Control Module and the Powertrain Control Module, both systems have their own power and ground circuits..

This code appears frequently in questions posed on the forum. The PCM is not seeing proper voltage from the TIPM when the PCM commands the TIPM to energize the power to the transmission controller segment of the PCM. Check wiring for poor connections, wire rub through, short to power or ground. Check connector C102 and splice S136. See attached image.

U1414-IMPLAUSIBLE/MISSING ECU CONFIGURATION DATA
When Monitored: With the ignition on. The ORC on board diagnostics continuously monitors the CAN Bus message from the Totally Integrated Power Module (TIPM) containing the ORC Configuration Data.

Set Condition: This DTC will set if the appropriate CAN Bus message is not received by the ORC.


U1415-IMPLAUSIBLE/MISSING VEHICLE CONFIGURATION DATA
When Monitored: With the ignition on. The ORC on board diagnostics loads the ORC Configuration Data from the Totally Integrated Power Module (TIPM) CAN Bus message.

Set Condition: This DTC will set if the CAN Bus message was received but the information is invalid or corrupt.

ORC is acronym for Occupant Restraint Controller, ie, the airbag control system. Data is corrupt / invalid from the TIPM. Low volatage at the TIPM could cause these codes to appear. Resolve the low voltage power issue (P0882) and I would expect codes U1414 and U1415 to disappear.

BD10D -- I could not find any information for this code. Possibly a typo???

 

Thankyou Allan,
The code was b210d sorry
Edit, Allan if the tipm is bad would you recommend any source for rebuilding mine or buying a refurbished one?
Thanks

 

. . . . The code was b210d sorry

Allan if the tipm is bad would you recommend any source for rebuilding mine or buying a refurbished one? . . .

B210D-BATTERY VOLTAGE LOW
When Monitored:
With the ignition on.

Set Condition:
Battery voltage less than 9 volts for more than 15 seconds.

Resolve code P0882, low voltage from TIPM and PCM / TCM. I would expect the low voltage battery code to disappear.

Testing required on circuits T15 and T16 in post #13 before condemning the TIPM. If you need a replacement TIPM, I would hope that others have recommendations.

 

Allan I am having hard time finding connector s136. Is mine being a turbo mean it's in a different spot??

 

. . . . I am having hard time finding connector s136. Is mine being a turbo mean it's in a different spot?? . . . .

As ImperialCrown mentioned prefix "S" in identifier name indicates spliced wiring. The splice would be taped and probably is encased in plastic wire loom insulator. Here are 2 additional views of splice S136.

 

'S' is a splice. A circuit junction (wires) that are taped together. They can be a weak spot, but usually aren't exposed to the weather.
Use care when cutting into the harness.

 

Ok I will look, I assume I will have to cut back the plastic loom and tape? Also concerning circuits 15 and 16 I am confused as to which actual pin it would be. How do you count the pins? Left to right top to bottom? Also in that diagram which sockets on the tipm and ecm is it referring to? So sorry for such a noob questions. Lastly will a volt meter show me what I need to know?

 

. . . . I assume I will have to cut back the plastic loom and tape? . . . .

Yes but approach the diagnosis in a methodical fashion. Start at PCM connector C4, pin #18 and follow that circuit to TIPM connector C2, pin #10 and so forth.

. . . . Also concerning circuits 15 and 16 I am confused as to which actual pin it would be. How do you count the pins? Left to right top to bottom? Also in that diagram which sockets on the tipm and ecm is it referring to? . . . . . . .

Pinout for TIPM connectors C2 and C10. TIPM has lots of electrical connectors but typically all connectors have unique number of pins. This makes it easier to identify specific connector.

. . . . Lastly will a volt meter show me what I need to know? . . . .

You can use a volt meter to check for electrical potential on a circuit. However there could be excessive resistance such that the circuit will not pass sufficient current to power the target device at the end of the circuit.

 

So I checked for continuity between timp connector c2 pin 10 and the other end which was on the ECM connector c4 pin 18 and I don't get continuity. I assume that is a single wire that runs from timp to ECM or is there a break in there somewhere? ( I used my volt meter with one end on the timp connector and the other on the ECM connector is that correct?)

 

Ok... Update. I got a different meter and it is reading. At the connector c102 I traced circuits 15 and it has good continuity. I then trace circuit 16.
From timp to connector c102 it is good.
From c102 to ECM connector 4 it is good for pin 19....
but also Im Getting continuity from other pins on the connector 4 ECM. Is that from the splice? Or am I suppose to only be getting continuity from p 19?
Hope that makes sense
Thanks so far for all your help.

 

. . . . Ok... Update. I got a different meter and it is reading. At the connector c102 I traced circuits 15 and it has good continuity. I then trace circuit 16.
From timp to connector c102 it is good.
From c102 to ECM connector 4 it is good for pin 19....
but also Im Getting continuity from other pins on the connector 4 ECM. Is that from the splice? Or am I suppose to only be getting continuity from p 19? . . . .

Did you unplug connector C10 at the TIPM and connector C4 at the PCM before doing any continuity tests? You need to isolate the circuit from any device. Then set volt - ohm meter to measure resistance / continuity. There should be very little resistance in the circuit tested.

To test for continuity place one meter probe on cavity #3 connector C10. Place other probe at connector C4. You should have continuty at cavity #19 and #28.

You need to test for voltage on the T16 circuit when the ignition key switch is turned from the OFF position to RUN position. You need to clear the code P0882 from PCM diagnostic memory. I am thinking that the PCM will not send a transmission power up signal to the TIPM if this code is present.

Set your meter to measure voltage. Place one probe on pin / cavity #2 connector C102 and the other probe on metal on the engine to ground. This is the trnasmission power output from the TIPM. Have a helper turn the ignition key siwtch from the OFF position to the ON / RUN position. Do you see a momentary blip to 12 volts on the T16 circuit? If YES then the PCM is sending the power up signal to the TIPM on the T15 circuit. The TIPM is responding and energizing the T16 circuit. But the PCM could be detecting low voltage on the T16 cirucit at PCM pins #19 and #28. If it does detect low voltage it will signal the TIPM to de-power the T16 circuit and the T16 voltage will drop to zero. It will probably be difficult to see this voltage variance with a meter. An oscilloscope type device that graphs voltage over a period of time is better suited for this type of diagnosis.

If there is memtary voltage on the T16 circuit and then it goes to zero, there may be a wiring problem on the T16 circuit, connecotr C102 or a problem in the TCM segement of the PCM.

 

Thanks so much Allan,
Yes I did remove the connector at c10 of tipm and c4 of PCM
I had continuity at 19 and 28. But I also got continuity on other cavity/pins on c4 of PCM on like 1,2,6 and 10. I believe those are solenoids is that why?
I will test for 12v on circuit t16. Do I test the connector c102 connected together or pulled apart? And if it is connected together how do you ready voltage?
Sorry for such silly questions and for all your help

 

. . . . Yes I did remove the connector at c10 of tipm and c4 of PCM I had continuity at 19 and 28. But I also got continuity on other cavity/pins on c4 of PCM on like 1,2,6 and 10. I believe those are solenoids is that why? . . . .

The T16 circuit that originates at TIPM connector C10, pin 3 travels through connector C102. From there it goes to splice S136. S136 has 3 output legs: to pin #19 and pin #28 at the PCM and wire that goes to the transmission pressure solenoid assembly. It is shown with off page diagram reference A. This powers the 4 clutch pressure solenoids in the transmission. These are controlled by wires that connect back to PCM connector C4 at pins 1, 2, 6, 10. The 4 transmission solenoids are ground side switched by the PCM. So having continuity as you tested is expected and correct. See attached image.

. . . . I will test for 12v on circuit t16. Do I test the connector c102 connected together or pulled apart? And if it is connected together how do you ready voltage? . . . .

Reattach all connectors to respective ports on the TIPM, PCM and joined connector C102. You will need to use small diameter paper clip or other small, stiff wire to perform the voltage test. You will use the small, stiff wire to back probe the C102 connector at cavity #2. See attached image.

 

Ok I did that and unless I'm doing something wrong with the little wire I'm not getting any voltage. Put red lead on the little wire that is back fed into c102 and black on battery.aybe my tipm is bad?
Edit
I did clear all codes
And
i turned key on and monitored it. No voltage at any point.

 

I don't think my wire is reaching the connector c102..I'm getting voltage from the tipm when I back feed at the interested pins and the ECM. Or maybe something else?
I'll try to find a skinner wire.
Just did a scan on all systems no error codes yet with car running.
It seems like code shows up after car has been running for awhile. I wonder if there's a weak solder joint in the tipm.amd is causing it to malfunction when it heats up? I read somewhere that a person insulated the positive wires. I did notice when I removed the main positive from the tipm it looked like maybe the black electrical tape around the wire to the fitting was melted?
I'm leaning close to getting another used tipm to try and rule it out

 

. . . . I don't think my wire is reaching the connector c102..I'm getting voltage from the tipm when I back feed at the interested pins and the ECM. Or maybe something else? . . . .

Are the intrested pins you reference pins / cavities #19 and #28 at PCM connector C4? If YES what voltage is present on these pins / cavities? If it is 8 - 12 volts then the PCM is signaling the TIPM to power up the TCM / transmission control portion of the PCM. Positive voltage on the referenced pins means the PCM and TIPM are functioning as desired. Drivng the vehicle then causes code P0882 to appear.

. . . .Just did a scan on all systems no error codes yet with car running.
It seems like code shows up after car has been running for awhile. I wonder if there's a weak solder joint in the tipm.amd is causing it to malfunction when it heats up? I read somewhere that a person insulated the positive wires. . . . .

It is very possible that a poor electrical connection either externally in a wiring harness or connector or on a module circuit board is causing the issue.

. . . . I did notice when I removed the main positive from the tipm it looked like maybe the black electrical tape around the wire to the fitting was melted? I'm leaning close to getting another used tipm to try and rule it out . . . .

You reference the main positive from the TIPM? Is this the 6 gauge wire that travels from the positive battery terminal to the underneath connection port of the TIPM? If YES is the fitting tight on the threaded fitting and is it clean? See attached image.

I would not fire the "parts cannon" just yet. With all wiring attached at the TIPM and with the engine running, wiggle connectors on the underneath side of the TIPM. Pay close attention to C2 and C10 connector which contain the T15 and T16 circuits. Have your volt meter attached and displaying voltage. Does wiggling the connectors at the TIPM cause voltage to drop out and code P0882 to appear? Identifiers for the 11 connectors on the underneath side of the TIPM attached image. Have you removed the 8 pathway electrical connector at the transmission solenoid pressure assembly and made sure all pins / cavities are clean and fit snugly?

 

Thankyou Allan for all your help you are awesome.
So I did check the connector on the transmission solenoid and cleaned it.
I checked voltage at c10 on tipm it was 12.5 tried wiggling and then after about 2 min I heard a ding from the dash and the voltage dropped to 0. went to dash and had the shift boxes with boxes around them and check engine light and the p0882 and p0700code.

 

. . . . So I did check the connector on the transmission solenoid and cleaned it. . . . .

Very good. This helps eliminate another possible issue that could be causing the problem.

. . . I checked voltage at c10 on tipm it was 12.5 tried wiggling and then after about 2 min I heard a ding from the dash and the voltage dropped to 0. went to dash and had the shift boxes with boxes around them and check engine light and the p0882 and p0700code. . . . . . . . . .

This last test provides some excellent insights. You had power exiting the TIPM on connector C10, T16 circuit. The vehicle is at rest / not moving so vibration causing intermittent connections can be eliminated. After 2 minutes T16 circuit voltage goes to zero. That has to mean that a circuit is heating up slightly and is opening due to a poor solder joint. The PRNDL display in the instrument cluster goes "wonky" and all the boxes around P R N D illuminate. That means there is no valid binary signal at the PCM through the transmission range sensor because of lost of power at PCM connector C4, pins #19 and #28. The PCM sends this binary signal to the instrument cluster and the cluster interprets and illuminates the correct box around P R N D. A binary signal of 0000 is invalid for the cluster so all boxes get illuminated.

So the issue is most likely the TIPM circuitry. But to be absolutely sure the TIPM is at fault one would need to use an oscilloscope and graph the voltage maintained on the T15 circuit and T16 circuit. In this transmission control situation, the T15 circuit at the PCM is the master and the T16 circuit is the slave. When the PCM senses the T16 circuit drop out, it takes a few milliseconds for the PCM to recognize voltage dropping to zero. Its logic then depowers the T15 circuit. An oscilloscope with separate channels would show the slight millisecond difference of T16 losing voltage and then the T15 circuit powering down. That sequence of events would be absolute proof that the TIPM is at fault.

So at this point you could replace the TIPM and see if that remedies the situation. As an alternative I could provide you a link to a YT video where an independent auto technician does a work around. He installs a separate relay to bypass the internal T15 to T16 circuitry and gets power restored to the transmission control system. He fixes the exact same P0882 issue you are having. Indicate if you want to view this video.

 

Update.. just got a used tipm off of a 2008 pt cruiser convertable. Same codes just popped up again......🤯
What are the chances this tipm is bad too??

 

. . . . Update.. just got a used tipm off of a 2008 pt cruiser convertable. Same codes just popped up again....What are the chances this tipm is bad too?? . . . .

. . . . I'm really disappointed. Not sure what to do. Other then return this tipm and maybe try to put that relay in? . . . .

With this used, replacement TIPM installed, did the code P0882 appear immediately upon ignition switch turned to the ON / RUN position or did the code appear after several minutes? Were you driving the vehicle when the code appeared?

You are going to need to use a multi-channel oscilloscope to monitor the T15 and T16 circuits between the PCM and TIPM. Refer to the description in post #30, dated Apr 12, 2024. Replacing modules and taking a chance of solving the issue is frustrating and unproductive.

Attached image shows you how valuable an oscilloscope can be when tracing circuit power problems. This is a capture of a P0882 issue related to the TIPM for a 2007 PT Cruiser. The failure happens so quickly that one needs a scope that can graphically display the faillure in milliseconds. This MAY or MAY NOT be the issue you are experiencing.

 

I'm really disappointed. Not sure what to do. Other then return this tipm and maybe try to put that relay in?

 

Thanks Allan,
After I replaced the used timp I started the car. I got several errors of ecu mismatch for like the lights wipers and such. After clearing those codes and doing a rest it seemed that PCM learned the new tipm and those code did not return. I moved the car out of the shed and was going to go for a drive and the codes popped up and (check engine light) limp mode. Seems about the same amount of time that it took to happen on my original timp. I'll have to look into a oscilloscope. Not sure what is a good brand that isn't really expensive.
I suppose I should return this new "used" tipm since it didn't solve my issue and my also be bad.
Thankyou for all your help so far you have been such great!

 

Allan, do you have that link to the technician that uses the relay to power the tcm?

 

. . . . Allan, do you have that link to the technician that uses the relay to power the tcm? . . . .

Credit diagnostic videos to Ivan at Pine Hollow Auto Diagnostics

Chrysler "LIMP HOME" Cruiser: P0882 - TCM Power Input Low (Part 1)

Part 1 – Time interval 28:28 shows how T16 circuit is intermittent and drops out


Chrysler "LIMP HOME" Cruiser: P0882 - TCM Power Input Low (Part 2 - TIPM!)

Part 2 – Time interval 00:01 - 6:00 Disassembles and shows inside of TIPM

Part 2 - Time interval 10:20 Starts showing how to wire in external relay.