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 Some advice is what you'll get................

but first........

This symptom is EXTREMELY prevelant on Dodge Cummins Diesel trucks.

The FACT of this "In and Out of Lockup" condition is well documented
and
the repairs addressing the symptom are also well documented.

The APPS sensor that was replaced on your truck is know to produce a
"Noisey" signal to the computer.  Meaning the signal is not solid
enough
for the computer to understand what position you have the throttle
sitting
at.

Their is a "filter" available to condition the signal when it leaves
the APPS
sensor, in turn making the signal more stable so the computer doesn't
have to wonder what the hell is going on.
.
.
Now.........with that in mind...........
.
There ARE......several major items that cause the symptom, not just the
APPS signal, or a bad APPS sensor.
.
They are................
.
  There IS a KNOWN problem with the wiring leading away from the
generator (aka altenator).  Again, it's a problem in causing a "noisy"
line that affects signals that the computer recieves.
.
 There IS a known problem with the generator wiring cross feeding
a "noisy" signal into the APPS signal wire.
.
 The symptom CAN be caused by the generator itself malfunctioning,
not just a noisy signal.
.
 There IS a repair to address the "noisy" generator signal concern.
.
  There IS a known problem with the factory computer programing
that effects the transmissions lock-up controll.  A "Flash" of the
computer to update the logic in it IS available that will effect a
change
in certain year models of Dodge CD trucks with this symptom.
.
 There IS a known problem with the valve body on these trucks
that allows a cross feed of transmission fluid apply pressure to
the lockup function.  The lockup pressure basically bleeds off,
builds up, bleeds off, builds up.  Basically.  This makes lockup
go "in and oput".  There is more than one area of the valve
body to be concerned with.  Govenor pressure circuit is a primary
concern.
.
 There IS a replacement valvebody for certain year models of Dodge
Cummins Diesel trucks.  The replacement unit was NOT intended to
address the "in and out of lockup" symptom, but technicians have
stated that the symptom went away after installing the updated
valve body.
.
 There IS an after market repair kit available for the valve body to
address the govenor circuit and others inside the body.
.
 There IS reported success of curing the symptom by replacing the
batteries in the truck.
(m/o...heresay..pulpfiction..remember i told you to unhook the
batteries...?..
  I'll explain below)
.
 It is FACT that bad grounds reek havoc on signal lines.
.
 It is insuated, guessed at, hinted to, pulpfictionalized.......that
Dodge never
intended for this tranny to last in the application it's being used.
Dodge knew
of the symptoms this particuler transmission exhibits, not only lockup,
but
also shift concerns..e.t....shift timing, soft shifts, govenor pres.
concerns.
Dodge has come forward with.....computer flash, valve body, apps
signal,
generator signal repairs to address this transmission.  Dodge, not
after
market.
.
 It is FACT that a bad convertor will cause this symptom.
.
  It is FACT that this symptom, as well as others concerning the
tranny,
WILL NEVER SET A FREEK'N CODE !!!!!!!!  ( go figure)
.
 It is FACT........that a worn out transmission can't do the job it
needs
to do, and the only way to find out it's worn out it to do presure
checks,
"controlled shift" tests with a "shift box", pulling the pan for
inspection.
.
...........
............

Now to recap to possibilities for your symptom..................

  APPS or APPS signal
  Generator or Generator signal
  Computer programming (Flash Update available)
  Valve body
  Batteries
  Bad grounds
  Convertor
  Transmission

Now......see why I said sue.....if the guy didn't check every single
thing
on that list above......he fk'n guessed!!!!!!!

Fact, NOT Fiction.

Now....on to the "disconnect battery cable" deal I referred
to............

 Unhooking the battery cables on this truck....for whatever reason....
WILL...reset computer logic back to the original factory programming
and undo all "Learned" adapts that the computer has.
And.........you should notice that your symptom has gone away.
Untill.........you drive it for a while, and the computer adapts are
relearned,
then the symptom WILL come back.  So, the guy that worked on yer truck
basically reset the computer, most likely, and the symptom temporarily
disapeared.

Fact, NOT Fiction.

any whooooooooooo..............

that advise I told you I was going to give you,
install an aftermarket device that controlls the lockup function of the
computer
and be done with the whole deal.  It fixes it.  No guess work.  Job
done.
And....it works great for towing applications.

fact,not fiction.

~:~
marsh
~sips his mushroom tea, takes a toke.....it's all in knowing the
system,
and........the symptom...<g>~
~:~

P1693 is a diagnostic trouble code set in the companion module, which means
the PCM has received word from the ECM that it has a problem. In the 2000
Ram w/Cummins, the PCM is Dodge, the ECM is Cummins. You'll have to find a
dealer of either Dodge or Cummins to have the ECM DTC's read. I suspect
it'll have something to do with the APPS.

Okay....  first things first.  You (or your mechanic) needs to determine
whether or not this lock/unlock is "commanded" (ie. called for by the PCM)
or not.  This is best done with a DRB3, which for the most part, only
dealership techs will have.  Barring that, back-probe the wire going to pin
#7 on the transmission solenoid connector (big round connector - should be
an orange/black wire, but verify it's #7).  Run the wire up to the cab, and
hook to a multi-meter with the other probe on a good ground.  When the
clutch is unlocked, you should read an open circuit on the meter.  When the
clutch locks, you should read very little resistance (the PCM switches
ground on this wire to activate the TCC LU solenoid).

If the TCC is flapping, and the meter is holding steady, showing a closed
circuit, the problem is in the transmission.  If the meter shows the
fluctuations along with the TCC, then the problem is electrical, and the
PCM's reading something that's causing it to beat the TCC into submission.

If it's determined to be an electrical problem, the next step would be to
monitor the APPS signal.  This can be done with most any OBD-II scan tool
that can provide real-time data.

Your mechanic should know all this, though...