In this issue of Keep Those Trannys Rolling, we will look at a 2019 Ram Promaster 2500 Van experiencing an intermittent “no movement” concern. This 2019 Ram Promaster 2500 Van was equipped with a 3.6L engine and a 62TE transmission.
This vehicle first came to our attention when a local service company owner contacted us regarding an intermittent “no move” condition. According to the owner, it was just another day. He had been driving his vehicle in traffic every day. He said when he came to a stop, the vehicle would not move forward on acceleration. He said it felt like neutral. When he shifted the transmission to reverse, there was no movement. After several unsuccessful attempts to engage drive, or reverse, the vehicle was towed back to their yard.
According to the owner, he rechecked the vehicle operation the next morning, and everything seemed okay. The vehicle drove forward and backward with no problems. Concerned that he may have a transmission concern, the owner contacted us to request an inspection.
Promaster Van Arrives at the Shop
The next morning, the Promaster Van arrived at the shop on a tow truck. After unloading the van from the tow truck, we could drive the vehicle around our parking lot with no real problems. We drove the vehicle into the service bay to perform an initial inspection.
Initial Inspection
With the vehicle in the service bay, we started our initial inspection with a “walk around” inspection. Checking lights, tires, and body condition, noting any concerns. Everything seemed to be okay. We performed an underhood inspection, checking hoses, belts, harnesses, connections, fluid levels, and fluid conditions. Everything seemed to be okay under the hood. We raised the vehicle for an under-vehicle inspection, checking axles, motor and transmission mounts, and subframe. Everything there seemed to be okay, too. After completing the initial inspection and finding no concerns, it was time to test-drive the vehicle to see if we could duplicate the “no move” concern.
Test-Drive to Duplicate Concern
Before test-driving the vehicle, we connected our scanner to the vehicle’s Data Link Connector (DLC) and checked the vehicle’s onboard computer systems for codes. There were no codes stored in any of the vehicle’s onboard computer systems. With no codes in the vehicle’s computer systems, we headed out for our initial test drive. During the test drive, we drove the vehicle as the customer might. We drove through city streets and residences, stopping here and there, and going through the drive-thru for breakfast. During our initial 30-minute test drive, everything seemed to work properly, so we returned to the shop.
Back at the Shop
After returning to the shop, we checked the individual onboard computer systems for codes, but there were none. We decided to drop the transmission pan for an inspection. While removing the pan, we noticed that the transmission fluid had a strange beige color and felt slimy. With the pan removed, we verified that there was no debris in the pan, but the fluid had this slimy feel. With no debris in the pan and the fluid feeling slimy, we were certain we were looking at a fluid contamination concern.
Fluid Contamination Confirmed
We tested the fluid for coolant contamination using test strips. According to the test strips, there was no indication of coolant in the fluid. But when we heated a sample of the fluid on a hot plate, we could see bubbles in the fluid, indicating water contamination. We inspected the transmission cooling system and found that this vehicle had a “stand-alone” oil-to-air heat exchanger (cooler) located behind the lower front fascia (grill). We inspected the transmission vent area and found evidence of water residue (calcification) around the vent area. With evidence of water residue around the transmission vent area, we were certain we were looking at water intrusion and would have to investigate the source.
Investigation Continues
We contacted the service company owner to discuss the water intrusion concern. According to the owner, the vehicle had not been driven through any deep water. 
The owner indicated that it had previously been at a local repair shop for an engine repair. We inspected the engine compartment area and found the windshield cowl drain tube was missing (Figure 1), allowing the windshield cowl to drain directly onto the transmission vent. We ordered a new drain tube (part # 68445329AA) from our local dealer. According to the dealership parts department, the drain tube would take a couple of days to arrive. With the source of the water intrusion confirmed, we removed the transmission assembly for repair/rebuild.
Transmission Repaired and Drain Tube Installed
After the transmission was repaired/ rebuilt, we installed the transmission assembly and the new windshield cowl drain tube (Figure 2). 
We refilled the transmission with fluid and reprogrammed the powertrain control module (PCM) with the latest calibration. With the transmission repaired/rebuilt and the windshield drain tube installed, it was time to head out for our final test drive.
Final Test Drive
With the transmission repaired/ rebuilt and the windshield cowl drain tube installed, we headed out for our final test drive. Again, we drove the vehicle through city streets and residences, stopping here and there. We even took another drive through the drive-thru. Everything worked properly, so we headed back to the shop to recheck the windshield cowl drain.
Rechecking The Windshield Cowl Drain
With the vehicle back at the shop, we ran water over the windshield area and verified that the windshield cowl drain was draining at the rear firewall area and not on the transmission vent. With the windshield cowl drain tube properly installed and the transmission repaired, we were confident we had this one whooped. We contacted the service company owner and made plans to have the vehicle picked up.
Final Thoughts
Water intrusion is nothing new, but this condition is. Based on the fluid condition (slimy feel) and lack of internal conditions to explain the problem, the fluid properties were such that as the fluid heated, it became too thick to get through the filter. At a certain point, the pump can no longer draw enough fluid to maintain operating pressure, causing the neutral effect.
Well, there you have it. With a little bit of patience and insight, you, too, can repair your Promaster water intrusion concern and keep those trannys rolling down the road.
Special thanks to Gregg Clark @ GT Transmissions for contributing the storyline and pictures for this article.
