Edmunds.com | Inside Line | Auto Observer Your Account | Help | Directory
You are here:
![[F]](http://a332.g.akamai.net/f/332/936/12h/www.edmunds.com/media/townhall/webxicons/site.gif){kind=small}
Forums
Pickups Dodge Dakota Dodge Dakota Transmission Problems
693 messages, Last post on Nov 28, 2009 at 12:30 PM
You are in the Dodge Dakota Forum. Your Host is kcram
|
Replying to: CharDak (Dec 01, 2008 6:23 am) One thing I'd like to add is the importance of flushing the cooling lines after a rebuilt or a swap. The way you describe the magnet, I am worried that the cooling lines are restricted. This is a VERY common problem, and not just on Mopars. Best regards, Dusty |
|
|
Replying to: findme23rls (Nov 23, 2008 9:58 am) The Shift Cable is binding or is badly out of adjustment. You could have a problem with the Transmission Range Sensor, but this is very rare and equally doubtful. I suggest taking it to the dealer for repair. Best regards, Dusty
|
|
|
Replying to: dakota94 (Nov 15, 2008 12:22 pm) You can't use an "RH" to replace a "RE," and vice-versa. Swaping transmissions from different years is not an approach I recommend, since there are often changes and differences (axle ratio, for example) that will have a bearing on transmission performance, reliability, and sometimes suitability. Good luck, Dusty |
|
|
|
|
Replying to: gocatsgo08 (Nov 12, 2008 6:44 am) |
|
|
Replying to: dustyk (Dec 03, 2008 6:15 pm)
|
|
|
Replying to: dge330 (Dec 08, 2008 10:33 am) Regards, Dusty
|
|
|
Replying to: dustyk (Dec 09, 2008 4:55 pm) |
|
added seafoam trans tune about 25 miles ago to try to free stuck vales if any
|
|
|
Replying to: dge330 (Dec 09, 2008 6:04 pm) Some of the so-called "tune up" additives contain chemicals designed to loosen gum, varnish and debris deposits formed by loose clutch or other internal materials. There are two problems with these types of products. One. They sometimes work! Yes, they can soften debris materials but then this material is circulating around in the system where it often moves on to other areas that were not previously affected. This can be acute in older, high mileage or poorly maintained transmission where there may be a lot of debris material built up over time. Softened debris will then be re-entered into the fluid flow as loose particles increasing component wear and cause blockage in another area or stop fluid flows altogether. This can be especially acute in Chrysler transmissions because they all use a Anti-Drain Back Valve to prevent siphoning of the torque converter at cool-down. The anti-drainback valves used in most Chrysler automatics are susceptible to becoming clogged, the lone exception is the 545RFE which uses an internal anti-drainback valve and has a coolant return filter just in front of it. If you have ever seen transmission cooling lines that were literally packed solid of debris you'd understand that just adding something to the fluid to "loosen things up" could have grave repercussions. In fact, in the transmission service and rebuilding industry system flushing is highly controversial for this very reason. There is a point when deposits inside the transmission are so great that the only correct way to ensure that the system is completely clean is to tear it down and bench clean. Two. They de-stabilize ATF, especially ATF+. Chrysler's ATF+ series is a very specialized lubricant/hydraulic fluid. It contains a number of additives that lower the pour-point, raise the operating temperature (viscosity index), make the fluid resistant to moisture build-up, prevent foaming and oxidation, and most importantly...give the fluid a specific friction quality to match the design of the transmission clutches and other internal components to ensure design shift operation. ATF+3 and ATF+4 are the easiest to de-stabilize because they are a much more complex fluid than Dexron or Type F. One quart of Dexron-Mercon will kill a Chrysler tranny in just a few thousand miles. Additives are even worse, in my opinion. When they are used you now have committed yourself to the complete removal of the additive to the transmission, which means you must flush the entire system at the very least. My advice is if you think you need to put an additive in the transmission, what you really need is to have the transmission correctly diagnosed and serviced. Many times this will be less costly and time consuming. Good luck and let us know how you make out. Regards, Dusty |
|
Had the dreaded "Stuck in Park"  happen on my 2001 Dakota Sport Club Cab AWD yesterday. Happened in a friends driveway ... had to crawl under it a disconnect shift cable and manually shift it into neutral and push it out of the driveway. Have read all posts re this issue. Looks like lubricating the sliding and rotating parts on the locking pawl mechanism is the only fix??? Only way out was to push the locking pawl in with my finger, then it started working again, didn't have to step on the brake pedal. This morning after sitting all night in a warm garage it did the same thing... had to push the pawl in with my finger ... then it released again just using the key. Looks like this is going to be a real pain.  Any permanent fixes for this that anyone has come up with??
|
|
You are here:
Forums
Pickups Dodge Dakota Dodge Dakota Transmission Problems
New? Join Now!
Forum Tools
Search Forums
Browse by Vehicle
2010 Dodge Dakota
Browse by Board
Browse by Topic
Today's Chats
