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Dodge Transmission

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Steve@Advance
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PostPosted: Wed Feb 19, 2014 9:13 pm    Post subject: Dodge Transmission Reply to specific post Reply with quote

A coworker has a mid 90's Dodge 1500, 318 engine,
auto trans.

He says the transmission is staying in high gear,
will not shift, as in takes off in high, stays in
high. It does have neutral and reverse. The
converter is not locked. There is a code set, I
don't know what the code is.

He's been told there is a problem with a solenoid
valve inside the trans. I asked if he looked at
the wire harness, said it was a mangled mess... So
there's your problem. He was supposed to fix it
this weekend, instead he took it to some
transmission shop Monday.

They supposedly replaced a solenoid valve and the
harness. It didn't change anything.

Now they want their money, "here's your still
broke truck"...

I'll probably be the one to fix it, junk truck,
he's struggling with a young wife and sick baby,
hospital bills, etc.

Any ideas?
 
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PretendFarmer
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PostPosted: Thu Feb 20, 2014 4:43 am    Post subject: Re: Dodge Transmission Reply to specific post Reply with quote

I assume by mid 90's you mean 1995. IT really matters what year exactly as 1994-95 Ram 1500's had an Hydraulic controlled tranny with electronic overdrive and converter lockup (46RH)
96+ had full electronic-hydraulic. Meaning essentially the governor is hydraulic and controlled electronically which triggers shifting-when and how.(46RE)
If its stuck in 3rd with a 96+ it could be bad wiring from the PCM. If you unplug the wire completely, it will always start off in 3rd if you put it in drive, thats called limp mode.

If its not wiring it could be a malfunctioning governor pressure solenoid. They fail often on Dodge trannys. A good upgrade is a GM solenoid kit or a quality Borg Warner HD solenoid.

What year exactly? Is it a V8? V6? Need specifics.
 


Last edited by PretendFarmer on Thu Feb 20, 2014 6:47 am; edited 1 time in total
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Steve@Advance
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PostPosted: Thu Feb 20, 2014 5:14 am    Post subject: Re: Dodge Transmission Reply to specific post Reply with quote

Thanks Ken. I was trying to put this story together from hearsay and guess work. I just got to work and talked to him, found out it's a 2000, not a 90's, V8.

Sounds exactly like you described, loss of power to the solenoid causing it to start off in 3rd.

Since the solenoid and wire harness have been supposedly replaced, and the wiring harness was damaged, is it possible the PCM was damaged? Is there a fuse? A reset needed to get it out of limp mode?

Thanks, Steve
 
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jimg.allentown
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PostPosted: Thu Feb 20, 2014 5:40 am    Post subject: Re: Dodge Transmission Reply to specific post Reply with quote

I have found that on Chrysler transmissions, erasing the trans codes will usually cause it to start in first as it should, and shift through the gears - at least once. That is, until it encounters an error, in which case it will go directly into limp mode.

My experience with the truck transmissions is limited. I have done much more with the A604s. BUT, if this has the 318 (5.2) engine, it likely would use the 42RLE transmission, which is internally the same as the A604 minus the final drive.
 
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PretendFarmer
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PostPosted: Thu Feb 20, 2014 6:43 am    Post subject: Re: Dodge Transmission Reply to specific post Reply with quote

jimg.allentown wrote:
(quoted from post at 14:40:37 02/20/14) I have found that on Chrysler transmissions, erasing the trans codes will usually cause it to start in first as it should, and shift through the gears - at least once. That is, until it encounters an error, in which case it will go directly into limp mode.

My experience with the truck transmissions is limited. I have done much more with the A604s. BUT, if this has the 318 (5.2) engine, it likely would use the 42RLE transmission, which is internally the same as the A604 minus the final drive.


318 and 360's use 46RH while the 3.9L V6 uses the 42RE 1996-2002.
If by final drive you mean the overdrive section, then yes. These transmissions are 727 variations with an overdrive unit bolted onto it. Valve bodies are all the same except for a few minor differences between each. (V8, Diesel)
 
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jimg.allentown
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PostPosted: Thu Feb 20, 2014 7:14 am    Post subject: Re: Dodge Transmission Reply to specific post Reply with quote

By final drive, I mean the parts that would have made up the rear axle/differential in a rear wheel drive vehicle. The basic trans is made up of two units internally - the input assembly and the rear unit.
Input consists of a set of 3 clutches with a push/pull piston to give overdrive, underdrive, and reverse functions. The rear unit consists of a low/reverse clutch and the 2/4 clutch. This is similar through the 42 series transmissions and their derrivatives. The A604 adds a differential, ring and pinion, and a transfer shaft to the unit to accomodate front wheel drive.
The 727 is a very strong and reliable unit. It was from an era when cars typically weighed in over 2 tons, and had 400+ V-8 engines. Alond with this were the Ford C-6 upon which the E4OD is derrived, and the GM THM400 which became the 4L80.
Currently, new offerings are using up to 8 speeds in the automatics. Dependability is yet to be seen.
Some of the newer units have even eliminated the oil check/fill tube. Not a good idea IMHO.
 
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T in NE
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PostPosted: Thu Feb 20, 2014 11:05 am    Post subject: Re: Dodge Transmission Reply to specific post Reply with quote

A518, 47rh/re, 48re are based on the 727, essentially a 727 with lock-up converter (except the 518) and OD bolted on to the back. A500, 42/46's were based on the 904, as was the 3 speed from the Neon.

The 904 and 727 are identical as far as design and function, except the 904 uses lighter-duty parts.

Diesel guys say the 518 was not available with a lock-up converter, I can't say though as they had both small-block and diesel versions of it.
 
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PretendFarmer
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PostPosted: Thu Feb 20, 2014 12:12 pm    Post subject: Re: Dodge Transmission Reply to specific post Reply with quote

T in NE wrote:
(quoted from post at 20:05:41 02/20/14)

Diesel guys say the 518 was not available with a lock-up converter, I can't say though as they had both small-block and diesel versions of it.


I do believe thats correct. I visit the 1st gen section on Cumminsforum and a common upgrade for them is a very low stall converter to make up for non lockup.
 
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smallercrawler
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PostPosted: Thu Feb 20, 2014 1:46 pm    Post subject: Re: Dodge Transmission Reply to specific post Reply with quote

Throttle valve cable loose/stretched/misadjusted?
 
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T in NE
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PostPosted: Thu Feb 20, 2014 3:23 pm    Post subject: Re: Dodge Transmission Reply to specific post Reply with quote

Only thing is I don't know if the small-block 518's could have had lock-up or not.
Goerend will make a non-lock-up converter that's tight enough you can engine brake against it.
And with a handful of pipe fittings and a couple pressure switches you can swap in a 47RH and have lock-up and OD without having to turn it on and off every time it needs to shift.
 
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jimg.allentown
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PostPosted: Thu Feb 20, 2014 4:28 pm    Post subject: Re: Dodge Transmission Reply to specific post Reply with quote

So why not use the 47RH trans CPU?? One peculiar thing about Chrysler products is that they use a seperate CPU for each function. One for the engine, one for the trans, one for the body functions, another for ABS....and on and on. I don't see why one couldn't use the matching processor for the transmission - unless there is some incompatibility with the engine unit. I do know that the engine computer is the one that signals the trans controller to initiate lockups and some of the shifting functions that are based on engine loading. Last time I looked, the average Chrysler product had as many as 10 computers in it.
 
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ss55
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PostPosted: Thu Feb 20, 2014 7:12 pm    Post subject: Re: Dodge Transmission Reply to specific post Reply with quote

He could try shifting through the gears manually.
 
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T in NE
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PostPosted: Thu Feb 20, 2014 11:47 pm    Post subject: Re: Dodge Transmission Reply to specific post Reply with quote

The computer in a factory A518 (pre-94 auto OD) truck could run the OD, but not the lock-up. The transmission has one power wire and 2 grounds, the computer switches on the ground side of the circuit. You would need a stand-alone controller, the pressure switches, or a switch inside to manually engage the lock-up. On a factory manual-trans truck, or 3-speed equipped truck, you would need some way to control both.

There are stand-alone controllers that only require tach and TPS. But the pressure switches are a lot cheaper and accomplish the same thing.

Side note:
You can make the Allison 1000 work behind another engine, the trick is to use one out of a medium-duty application. Since they had the Duramax or a Cat engine available in it, it picked up tach off an internal sensor instead of the engine computer.
 
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PretendFarmer
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PostPosted: Fri Feb 21, 2014 4:21 am    Post subject: Re: Dodge Transmission Reply to specific post Reply with quote


I perfer swapping in manual transmissions. No computers, wires or switches to worry about. You get "lockup" in every gear.

Medium duty Allison is not a bad way to go. But in a Dodge truck, there are adaptations that need to be made.
When I weighed all options, swapping in an NV4500 was the best cost effective option to make my truck a good, reliable tow rig.
 
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PretendFarmer
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PostPosted: Fri Feb 21, 2014 4:22 am    Post subject: Re: Dodge Transmission Reply to specific post Reply with quote

T in NE wrote:
(quoted from post at 08:47:47 02/21/14) Side note:
You can make the Allison 1000 work behind another engine, the trick is to use one out of a medium-duty application. Since they had the Duramax or a Cat engine available in it, it picked up tach off an internal sensor instead of the engine computer.


You can make an Allison 1000 work behind anything you want, if money isnt a concern. Adaptation costs in addition to the cost of the transmission itself suddenly make the cost to bulletproof your current Dodge transmission seem small.
 
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