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Pickups Dodge Dakota Dodge Dakota Transmission Problems
694 messages, Last post on Dec 03, 2009 at 7:32 AM
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Replying to: dustyk (Mar 13, 2007 3:11 am)
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Replying to: topix (Mar 10, 2007 5:29 pm) Mr Holt ASE MASTER CERTIFIED |
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Replying to: scoopyex (Mar 13, 2007 9:07 am) Each of these transmissions have what Chrysler calls a Throttle Valve Cable. This cable is used to controls shift speeds, shift quality, and part-throttle downshift speed (sensitivity). Look closely at the Throttle Body Lever where the accelerator cable is connected. You will notice a second cable attached to this lever that routes downward along the right side (passenger side) of the transmission. There is an adjustment procedure for this cable that must be followed precisely. If out of adjustment, slipping or shift flare, rough shifts, premature or late shifts will occur. If the Throttle Valve Cable linkage sticks, usually at the transmission end, it will cause your symptom. There is also a return spring on the cable bracket at the transmission. I've seen these broken or completely missing. In cold weather I've also seen the pivot shafts sticking causing long shifts. These get gummy after some years from oil and road grime. By the way, this very common problem accounts for many Mopar transmissions being "rebuilt" by shops that are less than honest. Good luck and best regards, Dusty
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| A few months ago, I purchased a 1999 Dodge Dakota R/T Sport with a 5.9L V-8(360)engine. Up to this point, I've had no problems. Yesterday, I noticed the engine revved to between 2500-3000 rpm when changing from 1st to 2nd gear. I thought to myself that I might need to have the transmission fluid flushed and filter changed. Later that day when I backed into my driveway, I could not get into Park. The indicator that shows what gear I'm in (P-R-N-D-2-1) is now off by a mark, ie. Neutral now shows as reverse, etc. The truck is still driveable right now but will not shift into Park. Any help would be appreciated. | |
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Hi, I just rolled 140,000 miles today and my transmission started to make a low clicking when stopped at a light, only in drive or reverse not neutral, and today as I was pulling out of a parking space it hesitated it felt like I had let the clutch out to fast this seemed weired cause I have an automatic. It stopped as soon as I shifted to neutral then stalled out as soon as I put it in drive. I checked the fluid and it way above max then checked it again after it cooled off and it is at max when cold. The color was dark and smelled like motor oil. I have been losing oil, about a quart a month, but I have NO leaks any where and the exhaust dose not smell like burned oil. Could my oil be leaking into the transmission? And if so what would cause this?
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Replying to: dustyk (Mar 15, 2007 1:57 pm) I've read several articles regarding the valve body control cable system, and for the life of me I couldn't find one on my 2000 Dakota Sport or my new Ram 1500. The health of any flavor of these transmissions is dependant on many factors. number one being maintenance. Anybody with a Dodge that uses this family of transmissions should follow the maintenance schedule in the owners manual and have them periodically checked by a good transmission repair shop or the dealership. If all of the procedures for maintaining these transmissions are followed, aside from periodic TPS replacement, they should provide decent service for the life of the truck. The reason why I toss TPS into the equation is because it will in fact cause the transmission in late model Dodge's to act erratically and possibly cause damage to the transmissions. The 2000 Dakota I just traded in required two replacement tps's in the two years that I owned it. in both instances the TPS and battery cable removal cured my truck of erratically shifting, hard shifting, and disconnecting the TCC at hiway speeds. Another item on maintenance is; for the life of Your Dodge truck, DO NOT USE DEXRON type fluids. Use CHRYSLER SPECIFIC fluid that is formulated for these transmissions. I have encountered many people who avoid Dodge's for transmission problems, and 99% of their problems were self-infliced by using DEXRON.
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Replying to: scoopyex (Mar 29, 2007 11:39 am) Scoop, You know, I had to go back to the my previous post and the originating one to figure what the heck you were talking about. Then I realized that I had experienced an exceptionally deep senior moment! Lack of sleep and a constant battle with insomnia are my only defense. My apologies. Scoopy is completely correct. The 545RFE family does not utilize a mechanical shift modulation control as the previous generation Mopar transmissions. In fact, any Chrysler-built automatic transmission that has includes "RFE" nomenclature relies soley on electronic control for shift schedules. To be specific, the fully electronic Mopar transmission's speed range selection is controlled by a number of direct and indirect inputs. Direct Inputs *Throttle Position Sensor *Crankshaft Position Sensor *Transmission Range Selector *Transmission Temperature Sensor *Input Shaft Speed Sensor *Output Shaft Speed Sensor *Line Pressure Sensors *Overdrive Switch Indirect Inputs Indirect inputs to the Transmission Control Module (TCM) are the result of Powertrain Control Module (PCM) outputs that represent various engine operating conditions (i.e. engine load). *engine/body/axle ratio *intake manifold pressure *target idle speed *torque reduction confirmation *engine coolant temperature *ambient air temperature *fuel temperature (some models) *air conditioning compressor enabled *battery temperature *charging voltage Best regards, Dusty
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Replying to: dustyk (Mar 30, 2007 9:49 pm) Even during one of your "exceptionally deep senior moment(s)", you have more knowledge about these beasts than most of the rest of us, put together. 
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I herby relenquish my throne and sceptor to Dusty as the guru of Dakotas -- LOL I hope that Dusty does not want me to burn my tattered factroy service manual as proof. I still have not memorized the secion about automatic xmission (because I orderd MANUAL tranny from factory.)
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