Last post on Nov 02, 2013 at 6:36 AM
You are in the Dodge Dakota-2010 and older
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Dodge Dakota, Truck
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#938 of 1029 Re: 2005 Dodge Dakota Quad Cab [squeek03]
Nov 01, 2011 (4:14 am)
I thought it some more about your transmission problem, and there has to
be more to this story than what you have described here.
The transmission downshifting from O/D to 3rd is a normal occurrance and
should not lock up the rear wheels as you have described, causing you
to lose control.
The transmission has electro-mechanical as well as pressure controls to
facilitate up and down shifting. The upshifting is done by the PCM when
the appropriate TRANMISSION RPM, VEHICLE SPEED and transmission pressure regulator sensor feed back information to the PCM to allow it
to shift. The shift from 3rd to 4th (O/D) is controlled entirely by the
PCM, but you send in a manual request (via the O/D switch on the stalk)
to disable O/D and if you hit it again, enable O/D.
The gear ratios for a 46re automatic transmission are as follows:
1st 2.45 : 1 (engine crankshaft rotates 2.45 times to 1 rotation of
2nd 1.45 : 1
3rd 1.0 :1
O/D (4th) 0.69:1
In overdrive the crankshaft turns more slowly than the o/p shaft of
the transmission in order to lower rpms and save on fuel on
Level Roads. Once you start to climb some steep hills, the O/D should
be switched off manually, or the PCM may disengage it on you to protect
This has a lot to do with throttle position, engine rpm and the transmission
throttle cable that goes from the throttle body down to the transmission.
If the TPS sensor is malfunctioning or the TSS (transmission speed sensor)
is malfunctioning, shifting will be erratic forces hard shifts with engine
rpm climbing much higher than normal when the PCM sets the shift points.
For the rear wheels to lock up like that, either there was a temporary
malfunction in the throttle position (sensor) or you pressed down on
the accelerator so hard that the throttle position cable FORCED the
downshifts into 2nd or even 1st gear..if that occurred, then the rear
wheels would "lock up" because of the abrupt huge gear ratio change at
speed and the engine torque delivered to the rear wheels at the lower
gear ratio while the vehicle was still moving forward from the higher
gear ratio selected before it happened.
In other words, if you are moving at 60mph and all of a sudden you get
an abnormal downshift to 2nd or even 1st..the engine RPM will shoot up to 4500rpm from a normal 1800 to 2200 rpm, and that corresponding horsepower will deliver a solid punch to the driving wheels at a lower
gear ratio, causing them to lockup, vehicle skid and loss of control.
#939 of 1029 2003 Dodge Dakota no power under load
Nov 03, 2011 (6:42 pm)
I recently had a problom with my dodge dakota that was in first gear and reverse I had no power, it acted like I was pulling a heavy trailer. I took it to a mechanic and they checked the trans, compression, cat, timing, O2 senser and few other thingsand they could not figure it out and gave me my money back. I took it to the dealer and it tured out that the timing chain was streched. My main reason for posting this is to maybe help some so they dont spend 4 days without a car and not being able to work.
#940 of 1029 Re: 2003 Dodge Dakota no power under load [shrowe69]
Nov 04, 2011 (3:51 am)
You didn't mention the year of your Dakota or the mileage, but yes
with older vehicles or high mileage vehicles, the timing chain does
stretch and throw off the timing. Even though it's inside the engine, it
is a wear and tear item and people don't realize that. The timing chain
is very critical to maintaining absolute timing between the valves and
the pistons. If the timing chain gets stretched, the engine timing is
incorrect for producing the rated power of the engine because the
valves are not bring in a fresh charge of fuel-air mixture or allowing
the exhaust to be scavenged out by the piston on the exhaust stroke,
so less fuel air mixture can be drawn into the cylinder on the INTAKE
stroke because the valve opens too early or too late and conversely
on the exhaust stroke of the piston where the exhaust valve is
opening too soon or too late.
The PCM can only adjust ignition timing a degree or two either way, it
cannot compensate for a stretched timing chain where the relationship
between each cylinder's intake and exhaust valve and piston position is
off. That's why aftermarker ROLLER chains are preferred over the old fashioned link chains.
You have to replace the complete set of crankshaft gear, camshaft gear when using a double link roller timing chain. (These come with the chain).
#941 of 1029 Hard shift from 1st to 2nd gear
Nov 10, 2011 (5:51 am)
I have a 2005 Dakota SLT 2 wheel drive with V6 Magnum engine. The first time that it shifts from 1st to 2nd it shifts fine. Then the next, and all other times, it shifts hard. Also, has a little delay between shift. It shifts into 3rd gear fine. The problem is only from 1st to 2nd. Had the filter and fluid change, but this didn't help.
#942 of 1029 Transmission slipping between 1st/2nd
Nov 10, 2011 (11:46 am)
The delay is because it needs to build up fluid pressure in the control valve body to do
the hard shift OR the clutch inside the transmission responsible for shifts between 1st
and 2nd is worn or doesn't have enough fluid pressure.
What does it do in the manual gear ranges?
Here's what the 2000 Dodger Ram shop manual has to say about it (46re transmission)
Slips in low gear (D) only, but not in manual 1 position.
Overrunning clutch faulty. Replace overrunning clutch.
In D 1st the only two clutches used are:
To go to D 2nd, it needs the FRONT BAND and the REAR CLUTCH to function at
the correct rpm. The PCM does an electronic shift using a solenoid valve
(governor valve) in the transmission electronic control part of the valve body,
which is responsible for operating the bands and clutches on the two stage
planetary gear sets.
#943 of 1029 transmission not going into gear
Nov 10, 2011 (7:55 pm)
i have a 1991 dodge dakota 3.9 automatic transmission, i was driving one day and the tranny just quit. I changed the filter/fluid and it still wont go into gear. there weren't any metal shavings in the pan so i believe it didnt "go out" I tried rocking the vehicle to see if it would go into gear. It just seems like it's stuck in neutral. I was wondering if the linkage could come loose internally and if so where and how. linkage is intact and working on the outside so thats why i'm wondering about maybe it coming apart on the inside and if so were?
#944 of 1029 Re: transmission not going into gear [cdtlr69]
Nov 10, 2011 (11:57 pm)
1991 is a very old transmission. Not sure where to begin..but if you are
saying that it "just quit on you", there could be a number of possibilties.
a)The transmission fluid (oil) pump inside isn't building up pressure to operate the clutches and bands necessary for gear changes.
b) valve body (the control part of the transmission) has a serious fluid leak
internally and possibly one of the shift valves (1-2) or (2-3), park to neutral, neutral to drive, are no longer functioning.
c) Transmission internal damage..could be anything, even if there were
no tell tale metal parts showing up in the pan.
d) Park/neutral switch on transmission?
Time to take it in and replaced.
#945 of 1029 2005 dakota slips, hesitates and "thunks" at 10 mph when accelerating
Nov 12, 2011 (9:38 pm)
What would cause my 2005 Dodge Dakota to have these symptoms? Upon accelerating, at 10 mph, the transmission seems to make a "thunk" noise, I feel a mild jolt, and the shifting hesitates and then grabs. It has consistently been doing this for 2 weeks,and only at 10 mph. A transmission place said no codes came up when tested. They rebuilt the transmission at a huge cost. I just got it back 2 days ago, and the symptoms are coming back, though not as prominent. What could it be??????
#946 of 1029 Re: 2005 dakota slips, hesitates and "thunks" at 10 mph when accelerating [sheaster]
Nov 13, 2011 (10:13 am)
If this symptom existed before the transmission was rebuilt, it would appear the problem was not accurately diagnosed. Automatic transmissions will behave in a similar way if the fluid is low. There may be blockage keeping the fluid from flowing. Check the heat exchanger and related hoses.
#947 of 1029 Re: 2005 dakota slips, hesitates and "thunks" at 10 mph when accelerating [sheaster]
Nov 13, 2011 (2:23 pm)
This is a delayed shift from 1st to 2nd? What is the rpm when the shift
And they rebuilt the transmission? What exactly did they do to it?
The Dodge automatic is a complex transmission, with a oil pump,
2 planetary gear sets, a set of clutches, a set of bands and the servos
to operate them as well as a valve control body, a pressure governor,
variable force solenoid and sensor, and various shift valves inside
the valve control body of the transmission, so it's hard to give an
answer without observing operation on a hoist and monitoring transmission rpm and fluid pressure at the test ports.
For 1-2 shifting to take place in D, there are several components of the
transmission fluid pump,
governor pressure is a variable pressure input to the valve body and is one
of the signals that a shift is necessary.
Different sets of clutches and bands are operated or released.
There is also a TCC (torque convertor clutch solenoid on the valve body,
but I don't think this is involved yet,
in the 1-2 shifts which involve:
25 to 70psi being available at the valve body
1-2 shift valve, 1-2 shift control valve, 1-2 shift regulator valve.
Lockup valve and lockup solenoid
lockup timing valve.
If you are experiencing harsh shifts 1-2, or 2-3 or 3-4, it could be
attributed to a lockup solenoid malfunction. Did they do pressure test
at the test ports on the transmission?
If it's due to a solenoid malfunction which is in the valve body, the pan
has to come off and the valve body removed to replace the solenoid
The transmission shift points are controlled by the PCM based on a
appropriate rpm, and transmission fluid pressure feedback to the PCM.
It operates a variable force solenoid, TCC solenoid, and 3-4 shift (O/D
The variable force solenoid is operated by the PCM in D when it receives
the appropriate transmission output shaft rpm (TSS) sensor and the appropriate pressure in the transmission pressure sensor to facilitate PCM gear shifting for you.
If the PCM shift points are not happening, then fluid pressure
will build up and hard shift, (rather than a softer modulated electronic solenoid shift) will occur.
The TSS (transmission speed sensor on the transmission sends transmission output shaft rpm to the PCM which will control the
shift program points.
It could also be a sensor or a solenoid acting up and not generating a
code. I had a similar harsh shifting problem/high shift rpm until I
replaced the TSS. Transmission shifting returned to normal after
it was changed, and that was all that was done to my transmission.