. . . Hi, retread member with 2006 Limited Turbo, 103,000 miles, auto. Diving right in >
Recently purchased clean 06 Cruiser. Two days later dreaded p0882 code pops up. July 6th.
BRAND NEW BATTERY, SAME WEEK in JULY.
REPLACED OEM with REBUILT TIPM, still getting P0882. Pro installed
REPLACED PCM unit through CAR COMPUTER Co. still getting P0882 Self installed
9/28 REPLACED OEM WITH NEW SOLENOID PACK, STILL GETTING P0882
9/28 ALTERNATOR TESTS 14.3 volts AS REQUIRED. . . . . .

. . . . .

ANY IDEAS? WHAT AM I MISSING? IS IT POSSIBLE TO USE an EARLY TIPM From a 04-05 car? One with a real RELAY, (not the crappy oem type eg. microprocessor relays). Really stuck on this code. Thanks . . . .

Just because you replaced parts modules you cannot be assured there is not something wrong with replacement parts. But to give some direction for now assume the parts are good.

You need to check the T15 circuit and T16 circuit wiring between the PCM and TIPM and the feedback T16 circuit that powers the transmission solenoid pack . Check all wiring for shorts to power, ground and short circuits between wires in the bundle. Check connector C102 for clean, tight terminals and no short circuits between pins. See attached image.

Year 2006 was the first year for usage of the TIPM. Earlier years (2001 - 2005) used a stand alone relay to control power to the transmission solenoid pack. It is possible to bypass the internal relay in the TIPM that powers transmission solenoid but for now check wiring and connector C102 first.

 

Always diagnose first. Replacement of the TIPM & PCM lead me to believe that no diagnosis was done or that any diagnosis that was done was incomplete.
Any fault codes stored in the TIPM? It is the troubleshooting step next after verifying that P0882 is present.

Possible TIPM codes related to the TCM:
P128B-TCM POWER CONTROL CIRCUIT 2 LOW
P128C-TCM POWER CONTROL CIRCUIT 2 HIGH
P128D-TCM POWER CONTROL CIRCUIT 2 OPEN
P128E-TCM POWER CONTROL CIRCUIT 2 OVERCURRENT

Bypassing the TIPM to power the relay externally may lead to other problems. Follow the factory diagnostic procedure for the best results. Replace only the failed part. You don't have to guess.

 

RRd the Solenoid Pack, wasted effort, Thanks all

 

In your first post, you said the solenoid pack had been replaced. Did it take that long for the code to clear or did you replace it again? I'm not clear on that.

 

The solenoid pack is not one of the Possible Causes & would have no effect on P0882.

 

GHOST IN THE MACHINE,
Oct. 1st, P0882 CODE is BACK. I've paid THREE techs a small fortune to diagnose the entire system, none have discovered the actual cause. One tech is a Master ASE in automotive electrical, = no firm results. FCA DEALERS, (two) are hopeless, no dealer parts, won't even consider examining my '06 Turbo. I haven't the skills, extreme patience to do more digging (+ no gear). One trans shop with high tech diagnostic machines gave up.
At this point I would like to BYPASS the TIPM and use a RELAY to energize the TCM. Is there a practical method to do this?
Car is currently stuck in LIMP MODE = Undrivable.
BTW: Replacing Solenoid Pack did provide shifting relief for 24 hrs.,then the circuit gremlins woke up, got their revenge.
I am asking for assistance gentlemen.

 

If it was good for a day after replacing the sol pack, I suspect that a bad connection was disturbed in the process, making it 'functional' temporarily.
I still suspect a wiring or connection issue. This is the most common failure.

Bypassing the TIPM relay may only subdue an internal relay problem, it doesn't 'fix' anything. The main problem may not even be in this area, making the bypass inconsequential.
If the TIPM or TCM power-up 'decision-making' is taken away from the modules, it will still set fault codes.

Consider that the modules may be 'intentionally' keeping the transaxle in limp-in because it detects a problem that could damage the electrical system? That is the purpose of the TIPM-controlled relay is to shutdown the TCM when it detects an unsafe condition.

Repairing P0882 the 'correct' way shouldn't have to be rocket science if one can understand & follow the repair procedure.
An added bypass might open up a whole new can-of-worms. You don't want to do this. You want the system to work as intended.
Ghosts & gremlins are easy to blame when one doesn't understand the failure. 🤔
Any TIPM fault codes?

 

Easy? fix it the right way. Where can I/we find the tools, better talent? My former Service Advisor neighbor has owned 6 PTs including an '05 GT. We are DIY PT club owners. > On my 2nd '06 PT. This P0882 search has INDEED BECOME "ROCKET SCIENCE" So far I've spent $2000 (have receipts). THREE pro auto shops have given up on the
P0882 problem, including a well qualified transmission specialist.
It's not for lack of effort, or $$$$$. While reassembling the Sol Pack, battery was out of car = HARD RESET. Scraped paint & re-installed wires to Chassis Ground. Alt and Battery tests = perfect. Unlike PINE HOLLOW Diagnostics on YouTube, I have NO bench test for a minute TIPM exam. So far there are no discernible breaks in wiring.
Next up, careful probing with multimeter. Will re-check C103 plug connection to Sol Pack.
BTW: Known Fault. There's a number of 06-07 Chrysler models in LIMP MODE in SO. Arizona (on Marketplace),more in recycle yards, on Craigslist etc. This benign PT has become my new career.

 

I'm a component engineer with over 40 years of experience, including failure analysis. I concur with IC that the most likely cause is an interconnect issue - a contact inside a connector, or a wiring damage issue.
Example:
Bob O'Neill, well-known on here for his technical advice and the beautiful Daytonas that he had, had a persistent code 24 (throttle position sensor), along with idle speed issues. He replaced the TPS, reworked it, removed the harness between the sensor and the ECM and tested it painstakingly - all connections tested good with an ohmmeter.
Months or even a year later, he found the true cause of all the trouble:
One of the crimp contacts inside the plug that brings the TPS signal to the computer had fractured inside the connector, and was intermittently making contact. He removed the contact, replaced it with a new one and had no more issues.
It takes time to track these down, and patience, and most professionals don't have either - by nature or by constraint from their employers.

I have a low-pitch horn and a rear defroster that both stopped working. The horn itself tested good when I removed it and put 12V across it. The horn has no relay or fuse - it's controlled by the TIPM. I looked underneath and the connectors are grimy and have a thin oil film on the outside. This weekend I'm going to remove and clean all the connectors to see if that's the fault.
A mechanic might replace the TIPM and in doing so, cycle the connectors clean, and blame the TIPM when things work again. Finding the true cause of failure is important.

 

The first step in the 'Possible Causes': what if any fault codes are stored in the TIPM? Then we can look at the troubleshooting procedure steps for that fault code.

Most technicians are paid on a 'flat rate' hour. Always trying to beat the clock. This job needs to go to a competent diagnostician.