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Pickups Dodge Dakota Dodge Dakota Transmission Problems
685 messages, Last post on Nov 21, 2009 at 9:37 AM
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Replying to: morganv (Feb 01, 2009 12:04 pm) If so, there's still a lot of grud in the system because the remaining ATF is contaminated. I would recommend a complete system flush, or at least do a repeat of filter change every few thousand miles for at least three times, more if you have the patience. At that mileage the old fluid is probably oxidized and contains a lot of moisture, besides solid particles. If the silty stuff you saw was gray in color, that's friction material that has worn off the clutches. It is normal to see an amount of this material when a pan is removed. However, it sounds like you transmission had quite a bit, probably because the fluid had never been changed and the fluid had degraded friction modifier component. Usually when trannies get this dirty it clogs the valve body and causes all kinds of other problems. This is definitely not a candidate for a force flush. Hard to say what the prognosis is. Keep us posted. Best regards, Dusty
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Replying to: dustyk (Feb 01, 2009 7:38 pm)
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Replying to: morganv (Feb 07, 2009 5:24 am) ATF+3 contains detergents that will scrub out material, and a suspension catalyst that will hold and carry the unwanted material out when drained or flushed. ATF+4 actually has an improved detergent and catalyst package that does an even better job. The detergents in ATF+ will act upon dirt much more slowly than a force flush and prevent huge amounts of material from flooding the system all at once. Unfortunately, this means that dirt in an elevated dirt environment will be present for a much longer duration, requiring more frequent and shortened filter and fluid change intervals. The best way to avoid problems is regular, scheduled maintenance. Despite a reputation that is not correctly deserved, I've seen hundreds of Mopar trannies 150,000 miles and more without repair or rebuild that had routine maintenance. And by the way, this goes for other makers transmissions, too. The majority of transmissions that develop a problem or fail are due to lack of maintenance. As far as engine performance, submit another post in the engine or other area and we can comment there. Best regards, Dusty |
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Replying to: orangedakota (Mar 28, 2007 5:20 pm)
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im stumped, and i dont know where to turn and i need help, my tranny is bout to go its slipping really bad and shifting hard, and fluid is really gritty too, i would like a manuel tranny but dont know what kind will work, i dont want to rebuil the automatic either, i have a dakota r/t with the 5.9 360 please i need help im stumped!!!
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Replying to: extremustang (Feb 10, 2009 6:37 pm) It is usually easy to see if your engine has this issue by looking down thru the throttlebody into the intake plenum. (use a flashlight) If you see oil "puddles" in that area... you have the problem described above by (extremustang). Unfortunately, the labor to replace the $8 gasket is over $600 because the entire top of the engine must be dismantled. |
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Ok here it is, first it was not wanting to go from 2nd into 3rd once it was warmed up. It shifted fine when it was still cold. Then reverse started making wierd noise and not having any power like it is slipping bad. I changed the filter and fluid with the correct fluid. Now it shifts right through pretty good in forward gears but reverse is getting worse by the day. What do I do or try next? I don't have money to throw away and the truck was cheap to start with. Also if this has 1st, 2nd and drive why does it sound like it shifts 5 times when going down the road just easy cruzing along.
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Replying to: cragan (Feb 11, 2009 4:07 pm) Rebuilding a 46RH or 46RE is not a big deal. If you properly maintain an automatic you shouldn't have problems with it, even at high mileage. Regards, Dusty |
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Replying to: joefre (Feb 12, 2009 11:18 am) Your hearing five events because there are five events in a normal shift sequence. Dodge truck transmissions of that vintage (either 42RH/RE or 46RH/RE) are four speed automatics. The fifth event you are hearing is the torque converter locking. At very light acceleration the torque converter should lock around 42 MPH. Unfortunately, I fear that your filter and fluid change came too late. While it appears to have fixed the shifting problem going forward, you might have a worn Direct Clutch, a bad Overdrive Thrust Bearing, or a broken Direct Clutch Spring. A loose Rear Band will cause slipping, but they generally don't make any weird noises. Can you describe what kind of debris you found in the pan when you changed the filter? How many miles on the vehicle? What engine? Regards, Dusty
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Replying to: dustyk (Feb 15, 2009 5:57 am) 1) It was over $800 added cost. 2) It *requires* frequent PM (Preventive Maintenance) such as fluid-changes and filter changes. 3) Significantly more complexatly and risk of failures. 4) Lower MPG. Before ordering my Dak, I also went down to the service-area and asked about the COST of the frequent automatic xmission PMs. It became obvious to me that ordering the automatic xmission was not cost-effective over the life of the vehicle. Instead, I opted for the manual xmission which was zero added cost the the purchase-price. Over 95Kmiles, I have changed the fluid ONE TIME... and that was solely to 'upgrade' to RedLine synthetic which made the xmission shift like butter and never need another lube-change again. BOTTOM LINE: Unless you have some kind of physical impediment which keeps you from using a clutch.... a manual xmission is a MUCH better choice. The Manual xmission coupled with track-loc rear end, 4X4 and Semi-hemi V8 makes for a MEAN truck. I like the fact that I can "light up" both rear tires with my big toe. 
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