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Dodge Dakota Transmission Problems

693 messages,  Last post on Nov 28, 2009 at 12:30 PM

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#497 of 693 Re: Help Please [dustyn] by KarlHei Jan 07, 2009 (9:26 pm)
Replying to: dustyn (Jan 07, 2009 6:07 pm) Sorry, I cannot truly help as I have only seen one automatic. Start with figuring out what tranni you have; should be in your paperwork if you still have it or might could figure it out from the VIN. Quick Google shows you likely have either a standard duty 5 speed called a NV4500 or a medium duty 5 speed called NV3500.   Google also says:   "DRAIN AND FILL PLUG LOCATIONS The NV3500 fill and drain plugs are both located in the front housing. The fill plug is at the passenger side of the housing. The drain plug is at the bottom of the housing. "   Also found a pic at http://nv4500transmissions.com/parts-diagrams/case-assembly.htm   The home page is http://nv4500transmissions.com/general-information/index.htm This site has a lot of info on both trannies.   Note you want to put in transmission OIL not FLUID these are TOTALLY different animals.   Note that you will likely have to pump the oil up to the fill hole.   Good luck and happy hunting. vr Karl
#498 of 693 Re: Help Please [dustyn] by bpeebles Jan 08, 2009 (7:22 pm)
Replying to: dustyn (Jan 07, 2009 6:07 pm) I HIGHLY recommend that you put in RedLine MTL for fluid. It is perhaps the very best xmission fluid available on the planet. You will NEVER EVER have to change it again!   I replaced the factory-fill with MTL after the 1st year of purchasing my Dakota new. The shifting was immeaditly better even when ambient temparture was well below 0F.   As for your question about the fill plug.... as mentioned above, it should be pretty obvious on the side of the xmission case. There is nothing else there but metal.   According to my factory shop manual, There were 2 manual xmissions used in Dakota (NV1500 and NV3500) The drain plug on BOTH of these is NOT a WRENCH. Instead it is an inverted drive. (sticks IN....not out!) The NV1500 used SQUARE drive and the NV3500 uses HEX drive.   Just fill it up till fluid starts to ooze out of the fill hole. Approxamate capacities can be found on the internet. Just search for NV3500 and you will get 100s of hits.   BTW: The NV3500 was also installed in 1000s of Chevrolet trucks too. Replies to this message: dustyn (Jan 08, 2009 8:06 pm) dustyk (Jan 10, 2009 9:59 am)
#499 of 693 Re: Help Please [bpeebles] by dustyn Jan 08, 2009 (8:06 pm)
Replying to: bpeebles (Jan 08, 2009 7:22 pm) Thanks for the help. I think I got it topped off.
#500 of 693 Re: 42RE chatter [KarlHei] by dustyk Jan 10, 2009 (9:51 am)
Replying to: KarlHei (Jan 05, 2009 10:15 pm) Actually, in 1996 Chrysler was using ATF+3. It is probable that if the transmission was maintenanced at a Chrysler-Dodge dealer they used ATF+3 up to about 2000. After that they likely used ATF+4. If the vehicle was maintenanced at somewhere other than a Chrysler-Dodge dealership, I would be very suspicious that Dexron-Mercon was used. With only about 4-5 quarts needed at a transmission filter change, many, if not most, independents used Dexron-Mercon. The ones I know did.   Anyway, at first blush this sounds like a real bad case of torque converter chatter, but I would suspect you'd be getting some unusual noise along with it. Personally, I've never seen converter chatter that bad. I'm thinking this might be a problem in the clutch packs, or maybe a locked band or something. I'm afraid I can't offer you much advice on this one. A trip to a repair place is in order here, I think.   If/when you get this fixed, stop back and let us know what resolved the problem.   Best regards, Dusty Replies to this message: KarlHei (Jan 10, 2009 1:44 pm) dustyk (Jan 11, 2009 12:22 pm)
#501 of 693 Re: Help Please [bpeebles] by dustyk Jan 10, 2009 (9:59 am)
Replying to: bpeebles (Jan 08, 2009 7:22 pm) I would add to make sure the vehicle is on a level surface before filling.   Regards, Dusty
#502 of 693 Re: 42RE chatter [dustyk] by KarlHei Jan 10, 2009 (1:44 pm)
Replying to: dustyk (Jan 10, 2009 9:51 am) Dusty: Going to change fluid/filter next, so we will see what happens. Thinking out loud, wonder if the transfer case could be guilty? Will change fluid there also. Should check shift linkage as well   My confusion with TC clutch is, why would it even be in the loop at 0-5 MPH? If it is not trying to engage, why would it chatter? Same goes for all clutches, none of them are doing anything. So, after going down this path, I think I have a clutch pack chatter while slipping due to wrong fluid, low pressure, varnish etc. etc. etc.   Thanks Karl Replies to this message: dustyk (Jan 11, 2009 12:22 pm)
#503 of 693 Re: 42RE chatter [KarlHei] by dustyk Jan 11, 2009 (12:22 pm)
Replying to: KarlHei (Jan 10, 2009 1:44 pm) Well, the Torque Converter Clutch can lock-up and stay in this position, although this usually is accompanied by very harsh gear engagements and sometimes produces engine stall. The torque converter (TC) could contain an internal mechanical problem, such as loose or bent impeller or turbine blade(s), bad stator, etc., that can cause an imbalance or irratic fluid coupling that would feel like chatter or shutter.   My suspicion, based only on the description without any other data, is the problem may be more related to clutch and band application. Could this be the result of expended or incorrect ATF? Yes. The symptoms you describe, although at the unusual end of severity, is common for all automatic transmission, including those from Ford and GM. In the past when I've been involved in a case where Dexron-Mercon was used in a Chrysler-built tranny, a common symptom was often described as "torque converter chatter/shutter." But not always.   Is it worth trying to replace the fluid? Well, like most things there's a risk that a full fluid and filter change may not resolve the issue. ATF+3 or 4 is more than double the cost of Dexron (which is why a lot of shops use Dexron with a generic "friction modifier" instead of the real stuff). Is it worth any attempt to gamble that this will fix the problem and avoid a tranny shop? That is something only you can decide.   My personal recommendation is to have a certified Dodge transmission technician check this out for you. His knowledge and specific experience with this transmission will, in my opinion, be invaluable, and possibly lower the total cost to you.   Keep us posted.   Best regards, Dusty
#504 of 693 Transmission Tempurature Sensor by headcheese Jan 13, 2009 (8:21 pm)
I would like to find out how to prevent my transmission from not shifting to overdrive when the temperature is below -20 celsius. Can someone tell me were this temperature sensor is and can it be relocated to a warmer location in the motor compartment? It has been below -20 for the last 6 weeks and I would like to drive my truck. Replies to this message: bpeebles (Jan 14, 2009 5:17 pm) dustyk (Jan 17, 2009 6:06 am)
#505 of 693 Re: Transmission Tempurature Sensor [headcheese] by bpeebles Jan 14, 2009 (5:17 pm)
Replying to: headcheese (Jan 13, 2009 8:21 pm) I know the temp sensor on my 2000 Dak is under the battery.   Do not forget that the signal from this sensor is used for MANY things besides shift-points on the automatic xmission.   Some of the things which are tweaked based on ambient temp *) Engine starting sequencing and settings *) Charging voltage *) Idle speed *) fuel injection timing and amount *) spark ignition timing *) Shifting of xmission (automatic only) *) Emmissions equipment settings (EGR, EVAP...etc) *) Fuel pressure *) AirConditionor clutch. (will not enguage below specific temp.)   Given the above facts, you may wish to reconsider relocationg the ambient temp sensor. Perhaps you need to better understand the PROBLEM you are having and work twards resolving that instead of relocating the ambient temp sensor.
#506 of 693 Re: Transmission Tempurature Sensor [headcheese] by dustyk Jan 17, 2009 (6:06 am)
Replying to: headcheese (Jan 13, 2009 8:21 pm) If you have a Dodge Dakota built after 1996, you can defeature the overdrive anytime by switching the OD off with the OD switch. The OD switch is a push button that is located at the end of the gearshift.   The temperature sensor for Chrysler automatic transmissions are located inside the transmission and measure the temperature of the transmission fluid. On RE series transmission the temperature sensor is integral with the Govenor Pressure Sensor that is attached to the valve body.   On RFE transmissions the transmission temperature sensor is part of the Transmission Range Sensor (TRS) that is attached to the transmission solenoid assembly.   In general, Chrysler truck transmission (REs, RFEs) are designed to have no overdrive under 40 degrees F, and no torque converter lock up under 80 degrees F fluid temperature.   Regards, Dusty

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